CN114714860A

CN114714860A - Thermal management system

Info

Publication number: CN114714860A
Application number: CN202210434028.0A
Authority: CN
Inventors: 马连连; 刘劲松; 孙小奇; 刘子萌; 于尧; 夏嵩勇
Original assignee: Zhejiang Geely Holding Group Co Ltd; Zhejiang Zeekr Intelligent Technology Co Ltd
Current assignee: Zhejiang Geely Holding Group Co Ltd; Zhejiang Zeekr Intelligent Technology Co Ltd
Priority date: 2022-04-24
Filing date: 2022-04-24
Publication date: 2022-07-08

Abstract

The application provides a thermal management system, including refrigerant return circuit and water return circuit. The refrigerant loop comprises a corresponding loop formed by a plurality of components in a compressor, a water-cooled condenser, a first electronic expansion valve, a first four-way valve, an external heat exchanger, a second electronic expansion valve, a heat exchanger, a gas-liquid separator and a third electronic expansion valve according to the requirements of different heat management modes. The water loop comprises a motor electric control loop, a first water pump, a second four-way valve, a third four-way valve, a first three-way valve, a radiator, a water-cooled condenser, a second three-way valve, a second water pump, a heat exchanger, a third water pump, a fourth water pump, a third three-way valve and a corresponding loop formed by a plurality of assemblies in the battery according to the requirements of different heat management modes. Different passageways of the four-way valve are arranged to realize simple switching of refrigeration and heating modes, the heat exchanger is adopted as an evaporator to absorb heat so as to defrost and demist, the problem of high energy consumption is solved, and the problem of heat exchange quantity coupling does not exist so that the heat compensation capacity of the passenger compartment is adjustable.

Description

Thermal management system

Technical Field

The application relates to the technical field of vehicle thermal management, in particular to a thermal management system.

Background

At present, the thermal comfort and the heating function of a new energy automobile are a great problem compared with the traditional fuel oil automobile, and most of the current industry adopts a heat pump system and a PTC (positive Temperature coefficient) heater to solve the problem.

However, thermal management systems that employ heat pump systems and PTC heaters still suffer from certain drawbacks. For example, the current heat pump system is complex in cooling and heating switching for a passenger compartment, a compressor is required to stop working, and functional requirements can be met by adjusting an on-off valve and different electronic expansion valves. For another example, after the heat pump system is operated in a low-temperature and high-humidity environment for a period of time, the outdoor evaporator is prone to frost formation, so that the ventilation and heat absorption capacity of the outdoor evaporator is reduced, and the heating effect of the passenger compartment is further reduced. Therefore, at this time, a high-temperature refrigerant is generally required to enter the external evaporator to remove frost on the surface, but the heating of the passenger compartment is realized by adopting the PTC heater in the defrosting time period, but the starting of the PTC heater can increase the energy consumption of the whole vehicle and further influence the endurance mileage because the heating efficiency of the PTC heater is lower than 1. In addition, if the heat pump system is a direct type during defrosting or defogging, the evaporator is used for refrigerating and dehumidifying, and the internal condenser is used for reheating the cooled air to output the cooled air to the passenger compartment. For another example, when the rear air conditioner main unit exists in the current heat pump system, the evaporator is generally used for cooling, and the PTC heater is used for heat compensation, so that the number of components is large, the structure is complex, and the cost is high.

It can be seen that a need exists for a thermal management system that overcomes the above-mentioned deficiencies of prior art thermal management systems.

Disclosure of Invention

The application provides a heat management system, solves the heating and refrigeration of current heat management system and switches complicacy, the defrosting defogging causes whole car energy consumption height and can't satisfy the passenger compartment arbitrary wind temperature demand and the complicated technical problem of back air conditioner host computer structure.

In a first aspect, the present application provides a thermal management system comprising: the cooling system comprises a refrigerant loop and/or a water loop, wherein a liquid refrigerant is arranged in the refrigerant loop, and cooling liquid is arranged in the water loop;

the refrigerant loop comprises a corresponding loop formed by a plurality of components in a compressor, a water-cooled condenser, a first electronic expansion valve, a first four-way valve, an external heat exchanger, a second electronic expansion valve, a heat exchanger, a gas-liquid separator and a third electronic expansion valve according to the requirements of different heat management modes;

the water loop comprises a motor electric control circuit, a first water pump, a second four-way valve, a third four-way valve, a first three-way valve, a radiator, a water-cooled condenser, a second three-way valve, a second water pump, a heat exchanger, a third water pump, a fourth water pump, a third three-way valve and a corresponding loop formed by a plurality of assemblies in a battery according to the requirements of different heat management modes.

In one possible design, the refrigerant circuit includes a first refrigerant circuit, and/or a second refrigerant circuit, and/or a third refrigerant circuit, and/or a fourth refrigerant circuit;

the first refrigerant loop comprises a closed loop formed by sequentially connecting and communicating the compressor, the water-cooled condenser, the first electronic expansion valve, a first passage of the first four-way valve, the external heat exchanger, the second electronic expansion valve, the heat exchanger, a second passage of the first four-way valve and the gas-liquid separator in series;

the second refrigerant loop comprises a closed loop formed by sequentially connecting and communicating the compressor, the water-cooled condenser, the first electronic expansion valve, a first passage of the first four-way valve, the external heat exchanger, the third electronic expansion valve, an internal evaporator of a front air conditioner, a second passage of the first four-way valve and the gas-liquid separator in series;

the third refrigerant loop comprises a closed loop formed by sequentially connecting and communicating the compressor, the water-cooled condenser, the first electronic expansion valve, a third path of the first four-way valve, the front air conditioner internal evaporator, the third electronic expansion valve, the external heat exchanger, a fourth path of the first four-way valve and the gas-liquid separator in series;

the fourth refrigerant loop comprises a closed loop formed by sequentially connecting and communicating the compressor, the water-cooled condenser, the first electronic expansion valve, a third path of the first four-way valve, the front air conditioner internal evaporator, the second electronic expansion valve, the heat exchanger, a fourth path of the first four-way valve and the gas-liquid separator in series;

the first port and the fourth port of the first four-way valve are communicated to form a third passage of the first four-way valve, and the third port and the fourth port of the first four-way valve are communicated to form a fourth passage of the first four-way valve.

In one possible design, the water circuit comprises a first motor water circuit, and/or a second motor water circuit, and/or a third motor water circuit, and/or a fourth motor water circuit, and/or a fifth motor water circuit, a sixth motor water circuit, and/or a seventh motor water circuit;

the first motor water loop comprises a closed loop formed by sequentially connecting and communicating the motor electric control unit, the first water pump, a first passage of the second four-way valve, a first passage of the third four-way valve and a first passage of the first three-way valve in series;

the second motor water loop comprises a closed loop formed by sequentially connecting and communicating the motor electric control unit, the first water pump, a first passage of the second four-way valve, a first passage of the third four-way valve, a second passage of the first three-way valve and the radiator in series;

the third motor water loop comprises a closed loop formed by sequentially connecting and communicating the motor electric control unit, the first water pump, a first passage of the second four-way valve, the second water pump, the water-cooled condenser, a second passage of the second three-way valve, a first passage of the third four-way valve, a second passage of the first three-way valve and the radiator in series;

the fourth motor water loop comprises a closed loop formed by sequentially connecting and communicating the motor electric control circuit, the first water pump, a second passage of the second four-way valve, the third water pump, the heat exchanger, a second passage of the third four-way valve and a first passage of the first three-way valve in series;

the fifth motor water loop comprises a closed loop formed by sequentially connecting and communicating the motor electric control unit, the first water pump, a second passage of the second four-way valve, the third water pump, the heat exchanger, a second passage of the third four-way valve, a second passage of the first three-way valve and the radiator in series;

the sixth motor water loop comprises a closed loop formed by sequentially connecting and communicating the motor electric control unit, the first water pump, a first passage of the second four-way valve, a third passage of the third four-way valve, a second passage of the third three-way valve, the fourth water pump, the battery, a third passage of the second four-way valve, the third water pump, the heat exchanger, a second passage of the third four-way valve and a first passage of the first three-way valve in series;

the seventh motor water loop comprises a closed loop formed by sequentially connecting and communicating the motor electric control unit, the first water pump, a first passage of the second four-way valve, the second water pump, the water-cooled condenser, a second passage of the second three-way valve, a first passage of the third four-way valve and a first passage of the first three-way valve in series;

wherein a first port and a second port of the second four-way valve are communicated to form a first path of the second four-way valve, a first port and a second port of the third four-way valve are communicated to form a first path of the third four-way valve, a first port and a second port of the first three-way valve are communicated to form a first path of the first three-way valve, a first port and a third port of the first three-way valve are communicated to form a second path of the first three-way valve, a first port and a third port of the second three-way valve are communicated to form a second path of the second three-way valve, a first port and a third port of the second four-way valve are communicated to form a second path of the second four-way valve, a second port and a fourth port of the third four-way valve are communicated to form a second path of the third four-way valve, a first port and a third port of the third four-way valve are communicated to form a third path of the third four-way valve, the first port and the third port of the third three-way valve form a second passage of the third three-way valve, and the third port and the fourth port of the second four-way valve form a third passage of the second four-way valve.

In one possible design, the water circuit comprises a first battery water circuit, and/or a second battery water circuit, and/or a third battery water circuit;

the first battery water loop comprises a closed loop formed by sequentially connecting and communicating the third water pump, the heat exchanger, a fourth path of the third four-way valve, a second path of the third three-way valve, the fourth water pump, the battery and a third path of the second four-way valve in series;

the second battery water loop comprises a closed loop formed by sequentially connecting and communicating the fourth water pump, the battery, a fourth passage of the second four-way valve, the second water pump, the water-cooled condenser, a second passage of the second three-way valve, a third passage of the third four-way valve and a second passage of the third three-way valve in series;

the third battery water loop comprises a closed loop formed by sequentially connecting and communicating the fourth water pump, the battery, a fourth passage of the second four-way valve, the second water pump, the PTC heater, a second passage of the second three-way valve, a third passage of the third four-way valve and a second passage of the third three-way valve in series;

wherein a third port and a fourth port of the third four-way valve form a fourth path of the third four-way valve, and a second port and a fourth port of the second four-way valve form a fourth path of the second four-way valve.

In one possible design, the water circuit further comprises a first rear air-conditioning water circuit and/or a second rear air-conditioning water circuit;

the first rear air-conditioning water loop comprises a closed loop formed by sequentially connecting and communicating the third water pump, the heat exchanger, a fourth path of the third four-way valve, an internal heat exchanger of the rear air-conditioning and a third path of the second four-way valve in series;

the second rear air-conditioning water loop comprises a closed loop formed by sequentially connecting and communicating the third water pump, the heat exchanger, a fourth path of the third four-way valve, a second path of the third three-way valve, the fourth water pump, the battery and a third path of the second four-way valve in series.

In one possible design, the water circuit further comprises a first warm air water circuit, and/or a second warm air water circuit, and/or a third warm air water circuit;

the first warm air water loop comprises a closed loop formed by sequentially connecting and communicating the second water pump, the PTC heater, a first passage of the second three-way valve and a heat exchanger inside the front air conditioner in series;

the second warm air water loop comprises a closed loop formed by sequentially connecting and communicating the second water pump, the PTC heater, a second passage of the second three-way valve, a third passage of the third four-way valve, the internal heat exchanger of the rear air conditioner and a fourth passage of the second four-way valve in series;

the third warm air and water loop comprises a closed loop formed by sequentially connecting and communicating the second water pump, the PTC heater, a second passage of the second three-way valve, a third passage of the third four-way valve, a second passage of the third three-way valve, the fourth water pump, the battery and a fourth passage of the second four-way valve in series.

In one possible design, the different thermal management modes include a first thermal management mode in which a first electric machine water circuit in the water circuit is enabled;

in the first thermal management mode, the first motor water circuit is used for accumulating heat for the motor in the electric control of the motor.

In one possible design, the different thermal management modes include a second thermal management mode in which a second electric machine water circuit of the water circuit is enabled;

in the second thermal management mode, the second motor water circuit is used to cool the motor via the heat sink.

In one possible design, the different thermal management modes include a third thermal management mode in which a first refrigerant circuit of the refrigerant circuits is enabled, and a third motor water circuit and a first battery water circuit of the water circuits are enabled;

in the third thermal management mode, the first refrigerant loop is used for providing a cold source for the battery through the heat exchanger, the third motor water loop is used for releasing heat of the motor and the first refrigerant loop to the environment through the radiator, and the first battery water loop is used for cooling the battery through the cooling liquid cooled by the heat exchanger.

In one possible design, the different thermal management modes include a fourth thermal management mode in which a first refrigerant circuit of the refrigerant circuits is enabled, and a fourth motor water circuit and a second battery water circuit of the water circuits are enabled;

in the fourth thermal management mode, the first refrigerant loop is used for providing a heat source for the battery through the water-cooled condenser, the second battery water loop is used for providing heat provided by the water-cooled condenser for the battery to heat, and the fourth motor water loop is used for providing motor waste heat for the heat exchanger to absorb heat.

In one possible design, the different thermal management modes include a fifth thermal management mode in which a first refrigerant circuit of the refrigerant circuits is enabled, and a fifth motor water circuit and a second battery water circuit of the water circuits are enabled;

in the fifth thermal management mode, the first refrigerant circuit is used for providing a heat source for the battery through the water-cooled condenser, the second battery water circuit is used for providing heat provided by the water-cooled condenser for the battery to heat, and the fifth motor water circuit is used for absorbing ambient heat through the radiator and providing the ambient heat for the first refrigerant circuit through the heat exchanger to absorb the ambient heat.

In one possible design, the different thermal management modes include a sixth thermal management mode in which a sixth electric machine water circuit in the water circuit is enabled;

in the sixth thermal management mode, the sixth motor water circuit is configured to recover the motor heat and to heat the battery using the recovered heat.

In one possible design, the different thermal management modes include a seventh thermal management mode in which a fourth of the motor water circuits and a third of the battery water circuits are enabled;

in the seventh thermal management mode, the third battery water circuit is used to supply the heat generated by the PTC heater to the battery for warming, and the fourth motor water circuit is used to store the motor heat for heat storage.

In one possible design, the different thermal management modes include an eighth thermal management mode, the first refrigerant circuit and the second refrigerant circuit in the refrigerant circuit are started in the eighth thermal management mode, and the third motor water circuit and the first rear air-conditioning water circuit in the water circuit are started;

in the eighth thermal management mode, the first refrigerant loop and the second refrigerant loop are used for providing cold sources for the passenger compartment through the heat exchanger and the front air conditioner internal evaporator respectively, the first rear air conditioner water path is used for providing the cooling liquid cooled by the heat exchanger for the rear air conditioner internal heat exchanger to exchange heat so as to cool the passenger compartment, the third motor water loop is used for releasing the heat of the motor and the heat of the first refrigerant loop and the heat of the second refrigerant loop to the environment through the radiator, and the battery is in self-circulation.

In one possible design, the different thermal management modes include a ninth thermal management mode, in which the first refrigerant circuit and the second refrigerant circuit in the refrigerant circuit are activated, and the third motor water circuit, the first rear air-conditioning water circuit and the second air-conditioning water circuit in the water circuit are activated;

in the ninth management mode, the second refrigerant loop and the third refrigerant loop are used for providing cold sources for the passenger compartment and the battery through the heat exchanger and the front air conditioner internal evaporator respectively, the first rear air conditioner waterway and the second rear air conditioner waterway are used for providing the cooling liquid cooled by the heat exchanger to the rear air conditioner internal heat exchanger and the battery for heat exchange so as to cool the passenger compartment and the battery, and the third motor water loop is used for releasing the heat of the motor and the heat of the first refrigerant loop and the heat of the second refrigerant loop to the environment through the radiator.

In one possible design, the different thermal management modes include a tenth thermal management mode in which a third refrigerant circuit and a fourth refrigerant circuit in the refrigerant circuit are enabled, and a seventh motor water circuit and a first rear air conditioner water circuit in the water circuit are enabled;

in the tenth thermal management mode, the third refrigerant circuit and the fourth refrigerant circuit are used for providing heat sources for the passenger cabin through the external heat exchanger and the heat exchanger respectively, the first rear air-conditioning water circuit is used for providing the heat provided by the heat exchanger for the passenger cabin to heat, and the seventh motor water circuit is used for recovering the motor waste heat.

In one possible design, the different thermal management modes include an eleventh thermal management mode in which a third refrigerant circuit and a fourth refrigerant circuit in the refrigerant circuit are enabled, and a fifth motor water circuit and a first rear air conditioner water circuit in the water circuit are enabled;

in the eleventh thermal management mode, the third refrigerant circuit and the fourth refrigerant circuit are configured to provide heat sources for the passenger compartment through the external heat exchanger and the heat exchanger, respectively, the first rear air-conditioning water circuit is configured to provide the heat provided by the heat exchanger to the passenger compartment for warming, and the fifth motor water circuit is configured to absorb ambient heat through the radiator and provide the ambient heat to the third refrigerant circuit and the fourth refrigerant circuit through the heat exchanger for absorption.

In one possible design, the different thermal management modes include a twelfth thermal management mode in which a fourth refrigerant circuit in the refrigerant circuit is enabled, and a fifth motor water circuit and a first rear air conditioner water circuit in the water circuit are enabled;

in the twelfth thermal management mode, the fourth refrigerant circuit is configured to provide a heat source for the passenger compartment through the heat exchanger, the first rear air conditioning water circuit is configured to provide heat provided by the heat exchanger to the passenger compartment for warming, and the fifth motor water circuit is configured to absorb ambient heat through the radiator and provide the ambient heat to the fourth refrigerant circuit through the heat exchanger for absorption.

In one possible design, the different thermal management modes include a thirteenth thermal management mode in which a first warm air water circuit and a fourth electric machine water circuit of the water circuits are enabled;

in the thirteenth thermal management mode, the first warm air water circuit is used for heating the passenger compartment through the PTC heater, the fourth motor water circuit is used for storing the motor heat for heat storage, and the battery is self-insulating.

In one possible design, the different thermal management modes include a fourteenth thermal management mode in which the first, second, third, and fourth electric machine water circuits of the water circuits are enabled;

in the fourteenth thermal management mode, the first warm air water circuit, the second warm air water circuit, and the third warm air water circuit are simultaneously used to warm up the passenger compartment and the battery by the PTC heater, and the fourth motor water circuit is used to store the motor heat for heat storage.

In one possible design, the different thermal management modes include a fifteenth thermal management mode, in which a third refrigerant circuit and a fourth refrigerant circuit in the refrigerant circuits are enabled, and a fourth warm air water circuit, a fifth warm air water circuit, a sixth warm air water circuit and a fourth motor water circuit in the water circuits are enabled;

in the fifteenth thermal management mode, the third refrigerant circuit and the fourth refrigerant circuit are used for providing heat sources for the passenger cabin and the battery through the external heat exchanger and the heat exchanger respectively, the fourth warm air water circuit, the fifth warm air water circuit and the sixth warm air water circuit are simultaneously used for heating the passenger cabin and the battery through heat exchange by the water-cooled condenser, and the fourth motor water circuit is used for storing the heat of the motor so as to store the heat.

In one possible design, the different thermal management modes include a sixteenth thermal management mode in which a first refrigerant circuit of the refrigerant circuits is enabled, and a seventh electric machine water circuit and a first rear air conditioner water circuit of the water circuit are enabled;

in the sixteenth heat management mode, the first refrigerant loop is used for providing a heat source through the water-cooled condenser, the first rear air-conditioning water loop is used for providing heat provided by the water-cooled condenser for heating the external heat exchanger to remove ice, and the seventh motor water loop is used for recovering the motor waste heat.

The application provides a thermal management system, including refrigerant return circuit and water return circuit, have the liquid refrigerant in the refrigerant return circuit, be provided with the coolant liquid in the water return circuit. The refrigerant loop comprises a corresponding loop formed by a plurality of components in a compressor, a water-cooled condenser, a first electronic expansion valve, a first four-way valve, an external heat exchanger, a second electronic expansion valve, a heat exchanger, a gas-liquid separator and a third electronic expansion valve according to the requirements of different heat management modes. The water loop comprises a motor electric control loop, a first water pump, a second four-way valve, a third four-way valve, a first three-way valve, a radiator, a water-cooled condenser, a second three-way valve, a second water pump, a heat exchanger, a third water pump, a fourth water pump, a third three-way valve and a corresponding loop formed by a plurality of assemblies in the battery according to the requirements of different heat management modes. The simple switching of refrigeration and heating modes is realized through different passages of the four-way valve, the heat exchanger is used as an evaporator to absorb heat to defrost and demist, the application of heat compensation of the PTC heater is reduced to solve the problem of high energy consumption, and the problem of heat exchange quantity coupling does not exist, so that the heat compensation capacity of the passenger compartment is adjustable.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to these drawings without inventive exercise.

Fig. 1 is a schematic structural diagram of a thermal management system according to an embodiment of the present application;

FIG. 2 is a schematic structural diagram of another thermal management system provided in an embodiment of the present application;

FIG. 3 is a schematic structural diagram of another thermal management system provided in an embodiment of the present application;

FIG. 4 is a schematic structural diagram of another thermal management system provided in an embodiment of the present application;

FIG. 5 is a schematic structural diagram of another thermal management system provided in an embodiment of the present application;

FIG. 6 is a schematic structural diagram of another thermal management system provided in an embodiment of the present application;

FIG. 7 is a schematic structural diagram of another thermal management system provided in an embodiment of the present application;

FIG. 8 is a schematic structural diagram of another thermal management system provided in an embodiment of the present application;

FIG. 9 is a schematic structural diagram of another thermal management system provided in an embodiment of the present application;

FIG. 10 is a schematic structural diagram of another thermal management system provided in an embodiment of the present application;

FIG. 11 is a schematic structural diagram of another thermal management system provided in an embodiment of the present application;

FIG. 12 is a schematic structural diagram of another thermal management system provided in an embodiment of the present application;

FIG. 13 is a schematic structural diagram of another thermal management system provided in an embodiment of the present application;

FIG. 14 is a schematic structural diagram of another thermal management system provided in an embodiment of the present application;

FIG. 15 is a schematic structural diagram of another thermal management system provided in an embodiment of the present application;

FIG. 16 is a schematic structural diagram of another thermal management system provided in an embodiment of the present application;

fig. 17 is a schematic structural diagram of another thermal management system according to an embodiment of the present application.

Detailed Description

Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Rather, they are merely examples of methods and apparatus consistent with certain aspects of the present application, as detailed in the appended claims.

The terms "first," "second," "third," "fourth," and the like in the description and in the claims of the present application and in the above-described drawings (if any) are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described herein are, for example, capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

At present, a heat pump system and a PTC heater are mostly adopted to realize the heat comfort and heating functions of a new energy automobile. However, such thermal management systems still suffer from some drawbacks. For example, the current heat pump system is complex in cooling and heating switching for a passenger compartment, a compressor is required to stop working, and functional requirements can be met by adjusting an on-off valve and different electronic expansion valves. For another example, after the heat pump system is operated in a low-temperature and high-humidity environment for a period of time, the outdoor evaporator is prone to frost formation, so that the ventilation and heat absorption capacity of the outdoor evaporator is reduced, and the heating effect of the passenger compartment is further reduced. Therefore, at this time, a high-temperature refrigerant is generally required to enter the external evaporator to remove frost on the surface, but the heating of the passenger compartment is realized by adopting the PTC heater in the defrosting time period, but the starting of the PTC heater can increase the energy consumption of the whole vehicle and further influence the endurance mileage because the heating efficiency of the PTC heater is lower than 1. In addition, if the heat pump system is a direct type during defrosting or defogging, the evaporator is used for refrigerating and dehumidifying, and the internal condenser is used for reheating the cooled air to output the cooled air to the passenger compartment. For another example, when the rear air conditioner main unit exists in the current heat pump system, the evaporator is generally used for cooling, and the PTC heater is used for heat compensation, so that the number of components is large, the structure is complex, and the cost is high.

In view of the above problems in the prior art, the present application provides a thermal management system. The inventive concept of the thermal management system provided by the application is as follows: the components in the refrigerant loop and the water loop can form corresponding loops according to the requirements of different heat management modes, the corresponding four-way valves are arranged in the refrigerant loop and the water loop, and the refrigeration mode and the heating mode of the refrigerant loop and the water loop under different heat management modes are easy to switch through different passages of the corresponding four-way valves. And the heat exchanger is used as an evaporator for absorbing heat to defrost and demist, and then the water-cooled condenser is used for providing a heat source for the passenger compartment, so that the application of heat compensation of the PTC heater is reduced to solve the problem of high energy consumption, and the problem of heat exchange quantity coupling does not exist, so that the heat compensation capacity of the passenger compartment is adjustable.

Fig. 1 is a schematic structural diagram of a thermal management system according to an embodiment of the present application. As shown in fig. 1, a thermal management system provided in an embodiment of the present application includes: the cooling system comprises a refrigerant loop and/or a water loop, wherein the refrigerant loop is provided with a liquid refrigerant, and the water loop is provided with cooling liquid.

The first end of the compressor 11 is communicated with the first end of the water-cooled condenser 12, the second end of the water-cooled condenser 12 is communicated with the first end of the first four-way valve 13, the third end of the first four-way valve 13 is communicated with the first end of the external heat exchanger 14, the second end of the external heat exchanger 14 is communicated with the first end of the coaxial pipe 15, the second end of the coaxial pipe 15 is respectively communicated with the first end of the heat exchanger 16 and the second end of the gas-liquid separator 17, the first end of the gas-liquid separator 17 is communicated with the fourth end of the coaxial pipe 15, the third port of the coaxial pipe 15 is communicated with the second end of the compressor 11, and the second end of the heat exchanger 16 is also communicated with the second end of the coaxial pipe 15.

A first electronic expansion valve 18 is connected between the water-cooled condenser 12 and the first four-way valve 13, and a second electronic expansion valve 19 is connected between the heat exchanger 16 and the second port of the coaxial pipe 15.

Alternatively, a second port of the first four-way valve 13 is in communication with a first port of the front air conditioning interior evaporator 20, and a second port of the front air conditioning interior evaporator 20 is in communication with the second electronic expansion valve 19.

Alternatively, the second port of the front air conditioner interior evaporator 20 communicates with the second port of the coaxial pipe 15 via a third electronic expansion valve 21.

Alternatively, a high-pressure filler port 22 may be provided at the second end of the coaxial pipe 15, and a low-pressure filler port 23 may be provided at the second end of the gas-liquid separator 17.

Alternatively, a first refrigerant check valve 24 and a second refrigerant check valve 25 may be disposed in parallel between the third electronic expansion valve 21 and the second electronic expansion valve 19. The first refrigerant check valve 24 and the second refrigerant check valve 25 are conducted in both directions from the third electronic expansion valve 21 and the second electronic expansion valve 19. A third refrigerant check valve 26 is further provided between the second passage of the first four-way valve 13 and the gas-liquid separator 17, and a conduction direction of the third refrigerant check valve is the second passage of the first four-way valve 13 to the gas-liquid separator 17.

Optionally, a thermometer (indicated as T and PT in FIG. 1) may also be provided near the first end of the heat exchanger 16.

Optionally, a blower 27 may be further included in the refrigerant circuit for supplying air to the front air conditioning interior evaporator 20.

Under different heat management modes, by controlling different passages of the first four-way valve 13, different loops can be correspondingly formed by each component in the refrigerant loop so as to meet the requirements of the corresponding heat management modes. For example, the refrigerant circuits may include a first refrigerant circuit, and/or a second refrigerant circuit, and/or a third refrigerant circuit, and/or a fourth refrigerant circuit.

With continued reference to fig. 1, in the water circuit, a first end of the motor controller 31 is communicated with a first end of a first water pump 32, a second end of the first water pump 32 is communicated with a first port of a second four-way valve 33, a second port of the second four-way valve 33 is communicated with a first end of a third water pump 34, a second end of the third water pump 34 is communicated with a third end of the water-cooled condenser 12, a fourth end of the water-cooled condenser 12 is communicated with a first port of a second three-way valve 35, a third port of the second three-way valve 35 is communicated with a first port of a third four-way valve 36, a third port of the third four-way valve 36 is communicated with a first port of a third three-way valve 37 and a first end of a rear air conditioner internal heat exchanger 38, a second end of the rear air conditioner internal heat exchanger 38 is communicated with a fourth port of the second four-way valve 33, a third port of the third three-way valve 37 is communicated with a first end of a fourth water pump 39, a second end of the fourth water pump 39 is communicated with a first end of a battery 40, a second end of the battery 40 and a second port of the third three-way valve 37 are both communicated to a fourth port of the second four-way valve 33.

A second port of the third four-way valve 36 communicates with a first port of the first three-way valve 41, a third port of the first three-way valve 41 communicates with a first end of the radiator 42, a second port of the first three-way valve 41 communicates with a second end of the radiator 42, and a second end of the radiator 42 communicates with a second end of the motor control unit 31. A fourth port of the third four-way valve 36 communicates with a third port of the heat exchanger 16.

A third port of the second four-way valve 33 communicates with a first end of a third water pump 43, and a second end of the third water pump 43 communicates with a fourth end of the heat exchanger 16.

In addition, a second port of the second three-way valve 35 communicates with a first end of the front air conditioner internal heat exchanger 44, and a second end of the front air conditioner internal heat exchanger 44 communicates with a first end of the second water pump 34.

Optionally, a water tank 45 is connected in series at the first end of the motor electronic control unit 31, and ambient heat or waste heat of the motor is selectively absorbed by the water temperature in the water tank 45.

Alternatively, the motor controller 31 is a device composed of a front motor 311, a rear motor 312, a front motor controller 313 and a rear motor controller 314, wherein the front motor 311 and the front motor controller 313 are connected in series, the rear motor 312 and the rear motor controller 314 are connected in series, a first end of the front motor 311 is communicated with a first end of the rear motor 312 to serve as a first end of the motor controller 31, and a second end of the front motor controller 313 is communicated with a second end of the rear motor controller 314 to serve as a second end of the motor controller 31.

Optionally, a waterway check valve 46 may be communicated between the second port of the second four-way valve 33 and the third port of the second three-way valve 35, and the waterway check valve 46 may be communicated from the second port of the second four-way valve 33 to the third port of the second three-way valve 35.

Optionally, a PTC heater 47 may be connected between the fourth end of the water-cooled condenser 12 and the second three-way valve 35. Wherein, the PTC heater may be HVH.

Optionally, thermometers (indicated as T in fig. 1) may be further disposed at both ends of the battery 40 and at the first port of the second four-way valve 33.

Optionally, a fan 48 may be included in the water circuit to speed up the heat dissipation efficiency of the heat sink 42.

Under different heat management modes, by controlling different paths of the second four-way valve 33, the third four-way valve 36 and the first three-way valve 41, the second three-way valve 35 and the third three-way valve 37, each component in the water loop can form a corresponding loop according to the requirements of different heat management modes.

For example, the water circuit may comprise a first motor water circuit, and/or a second motor water circuit, and/or a third motor water circuit, and/or a fourth motor water circuit, and/or a fifth motor water circuit, and/or a sixth motor water circuit, and/or a seventh motor water circuit. The water circuit may comprise a first battery water circuit, and/or a second battery water circuit, and/or a third battery water circuit. The water circuit may further include a first rear air conditioning water circuit and/or a second rear air conditioning water circuit, and the water circuit may further include a first warm air water circuit, and/or a second warm air water circuit, and/or a third warm air water circuit.

It is understood that each of the refrigerant circuit and the water circuit may be independently or jointly activated to meet the requirements of different thermal management modes under different thermal management modes.

Optionally, the thermal management system provided by the embodiment of the application can be applied to R134a and CO₂As a corresponding system of the refrigerant.

Fig. 2 is a schematic structural diagram of another thermal management system according to an embodiment of the present application. As shown in fig. 2, the thermal management system provided by the embodiment of the present application is used in a first thermal management mode of different thermal management modes, and the activation of the first electric machine water circuit in the water circuit can meet the requirements of the first thermal management mode.

For example, the requirements of the first thermal management mode are: the motors (including the front motor 311 and the rear motor 312) store heat, the battery 40 self-circulates, and there is no need for the passenger compartment.

As shown in fig. 2, the first motor water circuit is a closed loop circuit formed by connecting the motor controller 31, the first water pump 32, the first path of the second four-way valve 33, the first path of the third four-way valve 36, and the first path of the first three-way valve 41 in series in sequence, and the direction of the arrow in fig. 2 indicates the flow direction of the coolant in the first motor water circuit.

Wherein, the first port and the second port of the second four-way valve 33 are communicated to form a first passage of the second four-way valve 33, the first port and the second port of the third four-way valve 36 are communicated to form a first passage of the third four-way valve 33, and the first port and the second port of the first three-way valve 41 are communicated to form a first passage of the first three-way valve 41.

In this first thermal management mode, the first motor water circuit is used to store heat for the motor in the motor control 31. At this time, the battery 40 may be self-circulating or self-insulating. Typically, this first thermal management mode is used in scenarios where the ambient temperature is low such that the temperature of the electric machine is not high. The first motor water return circuit in the water return circuit that this application embodiment provided can realize the motor heat accumulation to by whole car heat recovery use.

Fig. 3 is a schematic structural diagram of another thermal management system according to an embodiment of the present application. As shown in fig. 3, the thermal management system provided by the embodiment of the present application is used in a second thermal management mode of different thermal management modes, and the activation of the second electric machine water circuit in the water circuit can meet the requirements of the second thermal management mode.

For example, the requirements for the second thermal management mode are: the motors (including the front motor 311 and the rear motor 312) cool down, the battery 40 self-circulates, and there is no need for the cabin.

As shown in fig. 3, the second motor water circuit is a closed loop circuit formed by connecting the motor controller 31, the first water pump 32, the first passage of the second four-way valve 33, the first passage of the third four-way valve 36, the second passage of the first three-way valve 41, and the radiator 42 in series in this order, and the direction of the arrow in fig. 3 indicates the flow direction of the coolant in the second motor water circuit.

In this second thermal management mode, the second motor water circuit is used to cool the motor via the radiator 42. At this time, the battery 40 may be self-circulating or self-insulating. Typically, this second thermal management mode is used in scenarios where the motor temperature exceeds a preset value, requiring cooling by the heat sink 42 to cool it down.

The first port and the third port of the first three-way valve 41 are communicated to form a second passage of the first three-way valve 41.

Fig. 4 is a schematic structural diagram of another thermal management system provided in the embodiment of the present application. As shown in fig. 4, the thermal management system provided in the embodiment of the present application is used in a third thermal management mode among different thermal management modes, and the first refrigerant circuit in the activated refrigerant circuit, and the third motor water circuit and the first battery water circuit in the activated water circuit can meet the requirements of the third thermal management mode.

For example, the requirements of the third thermal management mode are: the battery 40 is cooled, the motor dissipates heat, and the passenger compartment has no requirement.

As shown in fig. 4, the first refrigerant circuit is a closed loop circuit formed by connecting the compressor 11, the water-cooled condenser 12, the first electronic expansion valve 18, the first passage of the first four-way valve 13, the external heat exchanger 14, the second electronic expansion valve 19, the heat exchanger 16, the second passage of the first four-way valve 13, and the gas-liquid separator 17 in series in sequence, and the arrow direction in the refrigerant circuit in fig. 4 indicates the flow direction of the liquid refrigerant in the first refrigerant circuit.

The first battery water circuit includes a closed loop circuit formed by sequentially connecting in series a third water pump 43, the heat exchanger 16, a fourth path of the third four-way valve 36, a second path of the third three-way valve 37, a fourth water pump 39, a battery 40, and a third path of the second four-way valve 33.

The third motor water circuit comprises a motor electric control 31, a first water pump 32, a first passage of a second four-way valve 33, a second water pump 34, a water-cooled condenser 12, a second passage of a second three-way valve 35, a first passage of a third four-way valve 36, a second passage of a first three-way valve 41 and a radiator 42 which are sequentially connected in series to form a closed loop circuit.

The direction of the arrows in the water circuit in fig. 4 indicates the flow direction of the coolant in the first battery water circuit and the third motor water circuit.

In the third thermal management mode, the first coolant loop is used to provide a cold source for the battery 40 through the heat exchanger 16, the third motor water loop is used to release heat of the motor and the first coolant loop to the environment through the radiator 42, and the first battery water loop is used to provide the coolant cooled by the heat exchanger 16 for cooling the battery 40.

Wherein, the first port and the third port of the first four-way valve 13 are communicated to form a first passage of the first four-way valve 13, and the second port and the fourth port of the first four-way valve 13 are communicated to form a second passage of the first four-way valve 13. The third and fourth ports of the third four-way valve 36 form a fourth path of the third four-way valve 36. The first port and the third port of the third three-way valve 37 form a second passage of the third three-way valve 37. The third port and the fourth port of the second four-way valve 33 form a third path of the second four-way valve 33.

Fig. 5 is a schematic structural diagram of another thermal management system according to an embodiment of the present application. As shown in fig. 5, the thermal management system provided in the embodiment of the present application is used in a fourth thermal management mode among different thermal management modes, and the first refrigerant circuit in the activated refrigerant circuit, and the fourth motor water circuit and the second battery water circuit in the activated water circuit can meet the requirements of the fourth thermal management mode.

For example, the requirements for the fourth thermal management mode are: the heat pump heats the battery 40, the motor 31 recovers heat, and the passenger compartment has no requirement.

As shown in fig. 5, the first refrigerant circuit is a closed loop circuit formed by connecting the compressor 11, the water-cooled condenser 12, the first electronic expansion valve 18, the first passage of the first four-way valve 13, the external heat exchanger 14, the second electronic expansion valve 19, the heat exchanger 16, the second passage of the first four-way valve 13, and the gas-liquid separator 17 in series in sequence, and the direction of an arrow in the refrigerant circuit in fig. 5 indicates the flow direction of the liquid refrigerant in the first refrigerant circuit.

The fourth motor water circuit is a closed loop circuit formed by sequentially connecting the motor electric control unit 31, the first water pump 32, the second passage of the second four-way valve 33, the third water pump 43, the heat exchanger 16, the second passage of the third four-way valve 36 and the first passage of the first three-way valve 41 in series to be communicated with each other.

The second battery water loop is a closed loop formed by sequentially connecting and communicating a fourth water pump 39, a battery 40, a fourth path of the second four-way valve 33, the second water pump 34, the water-cooled condenser 12, a second path of the second three-way valve 35, a third path of the third four-way valve 36 and a second path of the third three-way valve 37 in series.

The direction of the arrows in the water circuit in fig. 5 indicates the flow direction of the coolant in the second battery water circuit and the fourth motor water circuit.

In the fourth thermal management mode, the first refrigerant circuit is used for providing a heat source for the battery 40 through the water-cooled condenser 12, the second battery water circuit is used for providing heat provided by the water-cooled condenser 12 for the battery 40 to heat, and the fourth motor water circuit is used for providing motor waste heat for the heat exchanger 16 to absorb heat so as to realize heat recovery. In the fourth thermal management mode, the heat pump, for example, the second water pump 34 releases heat to the water circuit to heat the battery 40, and the first refrigerant circuit can also obtain the recovered motor waste heat through the heat exchanger 16, so that the heat pump efficiency can be improved.

Wherein the first port and the third port of the second four-way valve 33 form a second path of the second four-way valve 33. The second and fourth ports of the third four-way valve 36 form a second path of the third four-way valve 36. The second port and the fourth port of the second four-way valve 33 form a fourth path of the second four-way valve 33. The first port and the third port of the second three-way valve 35 communicate to form a second passage of the second three-way valve 35. The first port and the third port of the third four-way valve 36 form a third path of the third four-way valve 36.

Fig. 6 is a schematic structural diagram of another thermal management system according to an embodiment of the present application. As shown in fig. 6, the thermal management system provided in the embodiment of the present application is used in a fifth thermal management mode among different thermal management modes, and the first refrigerant circuit in the enabling refrigerant circuit, and the fifth motor water circuit and the second battery water circuit in the enabling water circuit can meet the requirements of the fifth thermal management mode.

For example, the requirements for the fifth thermal management mode are: the heat pump heats the battery 40, absorbs heat from the environment through the radiator 42, and is not required by the passenger compartment.

As shown in fig. 6, the first refrigerant circuit is a closed loop circuit formed by connecting the compressor 11, the water-cooled condenser 12, the first electronic expansion valve 18, the first passage of the first four-way valve 13, the external heat exchanger 14, the second electronic expansion valve 19, the heat exchanger 16, the second passage of the first four-way valve 13, and the gas-liquid separator 17 in series in sequence, and the direction of an arrow in the refrigerant circuit in fig. 6 indicates the flow direction of the liquid refrigerant in the first refrigerant circuit.

The fifth motor water circuit is a closed loop formed by sequentially connecting and communicating the motor electric control unit 31, the first water pump 32, the second passage of the second four-way valve 33, the third water pump 43, the heat exchanger 16, the second passage of the third four-way valve 36, the second passage of the first three-way valve 41 and the radiator 42 in series.

The second battery water circuit is a closed loop circuit formed by sequentially connecting and communicating a fourth water pump 39, a battery 40, a fourth path of the second four-way valve 33, the second water pump 34, the water-cooled condenser 12, a second path of the second three-way valve 35, a third path of the third four-way valve 36 and a second path of the third three-way valve 37 in series.

The direction of the arrows in the water circuit in fig. 6 indicates the flow direction of the coolant in the second battery water circuit and the fifth motor water circuit.

In the fifth thermal management mode, the first refrigerant circuit is used for providing a heat source for the battery 40 through the water-cooled condenser 12, the second battery water circuit is used for providing heat provided by the water-cooled condenser 12 for the battery 40 to heat, and the fifth motor water circuit is used for absorbing ambient heat through the radiator 42 and providing the absorbed heat for the first refrigerant circuit through the heat exchanger 16 to absorb. The fifth thermal management mode usually occurs when the temperature of the coolant in the motor 31 is lower than the ambient temperature, so that the coolant can be absorbed by the heat sink 42 to be supplied to the first coolant loop as a heat source, thereby improving the efficiency of the heat pump, i.e., the second water pump 34, to heat the battery 40.

Fig. 7 is a schematic structural diagram of another thermal management system according to an embodiment of the present application. As shown in fig. 7, the thermal management system provided by the embodiment of the present application is used in a sixth thermal management mode of different thermal management modes, and the sixth electric machine water circuit in the activation water circuit can meet the requirements of the sixth thermal management mode.

For example, the requirements for the sixth thermal management mode are: the motor is battery 40 heated and there is no need for the passenger compartment.

As shown in fig. 7, the sixth motor water circuit is a closed loop formed by connecting and communicating the motor controller 31, the first water pump 32, the first path of the second four-way valve 33, the third path of the third four-way valve 36, the second path of the third three-way valve 37, the fourth water pump 39, the battery 40, the third path of the second four-way valve 33, the third water pump 43, the heat exchanger 16, the second path of the third four-way valve 36, and the first path of the first three-way valve 41 in series in this order.

In the sixth thermal management mode, the first passage of the third three-way valve 37 is also in a conducting state, and the third three-way valve 37 can be proportionally adjusted to simultaneously conduct the first passage and the second passage of the third three-way valve 37.

The direction of the arrows in the water circuit in fig. 7 indicates the flow direction of the coolant in the water circuit of the sixth motor.

In a sixth thermal management mode, the sixth motor water circuit is used to recover motor heat to heat the battery 40 with the recovered heat. This thermal management mode occurs in a scenario where the ambient temperature is low, the battery 40 has a heating requirement, and the temperature of the motor is high.

Fig. 8 is a schematic structural diagram of another thermal management system according to an embodiment of the present application. As shown in fig. 8, the thermal management system provided by the embodiment of the present application is used in a seventh thermal management mode of different thermal management modes, and the fourth electric machine water circuit and the third battery water circuit in the activation water circuit can meet the requirements of the seventh thermal management mode.

For example, the requirements for the seventh thermal management mode are: the PTC heater 47 heats the battery 40, and the passenger compartment is not required.

As shown in fig. 8, the fourth motor water circuit is a closed loop circuit formed by connecting the motor controller 31, the first water pump 32, the second path of the second four-way valve 33, the third water pump 43, the heat exchanger 16, the second path of the third four-way valve 36, and the first path of the first three-way valve 41 in series in this order.

The third battery water circuit is a closed loop circuit formed by sequentially connecting and communicating a fourth water pump 39, a battery 40, a fourth path of the second four-way valve 33, the second water pump 34, the PTC heater 47, a second path of the second three-way valve 35, a third path of the third four-way valve 36, and a second path of the third three-way valve 37 in series.

Wherein in the seventh thermal management mode the first passage of the third three-way valve 37 is also in a conducting state and the third three-way valve 37 is proportionally adjustable to simultaneously conduct the first passage and the second passage of the third three-way valve 37.

The direction of the arrows in the water circuit in fig. 8 indicates the flow direction of the coolant in the fourth motor water circuit and the third battery water circuit.

In the seventh thermal management mode, the third battery water circuit is used to supply the heat generated by the PTC heater 47 to the battery 40 for warming, and the fourth motor water circuit is used to store the motor heat for heat storage. This seventh thermal management mode typically occurs when the ambient temperature is low and the battery 40 is heated by the PTC heater 47 and the vehicle is in a charged state. In this scenario, passengers are generally not in the passenger compartment, which is not required. In the case of charging in a low-temperature environment, since the increase in the temperature of the battery 40 is advantageous in terms of charging efficiency, the battery 40 is heated by the PTC heater 47 to increase the temperature of the battery 40 in order to obtain good battery performance. And the heat productivity of the motor is small at this time, and the heat can be stored for standby.

Fig. 9 is a schematic structural diagram of another thermal management system according to an embodiment of the present application. As shown in fig. 9, the thermal management system provided in the embodiment of the application is used in an eighth thermal management mode of different thermal management modes, the first refrigerant circuit and the second refrigerant circuit in the refrigerant circuit are activated, and the third motor water circuit and the first rear air conditioner water circuit in the water circuit are activated to meet the requirements of the eighth thermal management mode.

For example, the requirements for the eighth thermal management mode are: cooling the passenger compartment, self-circulation of the battery 40, and heat dissipation of the motor.

As shown in fig. 9, the first refrigerant circuit includes a closed loop circuit formed by sequentially connecting and communicating a compressor 11, a water-cooled condenser 12, a first electronic expansion valve 18, a first path of a first four-way valve 13, an external heat exchanger 14, a second electronic expansion valve 19, a heat exchanger 16, a second path of the first four-way valve 13, and a gas-liquid separator 17 in series.

The second refrigerant loop is a closed loop formed by sequentially connecting and communicating a compressor 11, a water-cooled condenser 12, a first electronic expansion valve 18, a first passage of a first four-way valve 13, an external heat exchanger 14, a third electronic expansion valve 21, a front-air-conditioner internal evaporator 20, a second passage of the first four-way valve 13 and a gas-liquid separator 17 in series.

The third motor water circuit is a closed loop circuit formed by sequentially connecting the motor electric control unit 31, the first water pump 32, the first passage of the second four-way valve 33, the second water pump 34, the water-cooled condenser 12, the second passage of the second three-way valve 35, the first passage of the third four-way valve 36, the second passage of the first three-way valve 41, and the radiator 42 in series to communicate with each other.

The first rear air-conditioning water circuit is a closed loop circuit formed by sequentially connecting and communicating the third water pump 43, the heat exchanger 16, the fourth path of the third four-way valve 36, the rear air-conditioning internal heat exchanger 38, and the third path of the second four-way valve 33 in series.

The direction of the arrows in the refrigerant circuit in fig. 9 indicates the flow direction of the liquid refrigerant in the first refrigerant circuit and the second refrigerant circuit, and the direction of the arrows in the water circuit indicates the flow direction of the coolant in the third motor water circuit and the first rear air-conditioning water circuit.

In the eighth thermal management mode, the first refrigerant circuit and the second refrigerant circuit are used for providing cold sources for the passenger compartment through the heat exchanger 16 and the front air-conditioning internal evaporator 20 respectively, the first rear air-conditioning water circuit is used for providing the cooling liquid cooled by the heat exchanger 16 to the rear air-conditioning internal heat exchanger 38 for heat exchange so as to cool the passenger compartment, the third motor water circuit is used for releasing the heat of the motor and the first refrigerant circuit and the second refrigerant circuit to the environment through the radiator 42, and the battery 40 circulates automatically in the mode. This eighth thermal management mode occurs in a scenario where ambient temperature is high and illumination is strong but only the passenger compartment needs cooling.

Fig. 10 is a schematic structural diagram of another thermal management system provided in the embodiment of the present application. As shown in fig. 10, the thermal management system provided in the embodiment of the application is used in a ninth thermal management mode among different thermal management modes, the first refrigerant circuit and the second refrigerant circuit in the refrigerant circuit are activated, and the third motor water circuit, the first rear air-conditioning water circuit and the second rear air-conditioning water circuit in the water circuit are activated to meet the requirements of the ninth thermal management mode.

For example, the requirements for the ninth thermal management mode are: cooling the passenger compartment, cooling the battery 40, and cooling the motor.

As shown in fig. 10, the first refrigerant circuit includes a closed loop circuit formed by sequentially connecting and communicating a compressor 11, a water-cooled condenser 12, a first electronic expansion valve 18, a first path of a first four-way valve 13, an external heat exchanger 14, a second electronic expansion valve 19, a heat exchanger 16, a second path of the first four-way valve 13, and a gas-liquid separator 17 in series.

The second refrigerant loop is a closed loop formed by sequentially connecting and communicating a compressor 11, a water-cooled condenser 12, a first electronic expansion valve 18, a first passage of a first four-way valve 13, an external heat exchanger 14, a third electronic expansion valve 21, a front-air-conditioning internal evaporator 20, a second passage of the first four-way valve 13 and a gas-liquid separator 17 in series.

The second rear air-conditioning water circuit comprises a closed loop circuit formed by sequentially connecting and communicating a third water pump 43, the heat exchanger 16, a fourth passage of the third four-way valve 36, a second passage of the third three-way valve 37, a fourth water pump 39, a battery 40 and a third passage of the second four-way valve 33 in series.

The directions of arrows in the refrigerant circuit in fig. 10 indicate the flow directions of the liquid refrigerants in the first refrigerant circuit and the second refrigerant circuit, and the directions of arrows in the water circuit indicate the flow directions of the cooling liquids in the third motor water circuit, the first rear air-conditioning water circuit, and the second rear air-conditioning water circuit.

In the ninth thermal management mode, the first refrigerant circuit and the second refrigerant circuit are used for providing cold sources for the passenger compartment and the battery 40 through the heat exchanger 16 and the front air-conditioning internal evaporator 20 respectively, the first rear air-conditioning water circuit and the second rear air-conditioning water circuit are used for providing the cooling liquid cooled by the heat exchanger 16 to the rear air-conditioning internal heat exchanger 38 and the battery 40 respectively for heat exchange so as to cool the passenger compartment and the battery 40, and the third motor water circuit is used for releasing the heat of the motor and the first refrigerant circuit and the heat of the second refrigerant circuit to the environment through the radiator 42. This ninth thermal management mode occurs in a scenario where both the passenger compartment and battery 40 have a request for cooling at the same time when the battery 40 is fully charged.

Fig. 11 is a schematic structural diagram of another thermal management system provided in the embodiment of the present application. As shown in fig. 11, the thermal management system provided in the embodiment of the application is used in a tenth thermal management mode of different thermal management modes, the third refrigerant circuit and the fourth refrigerant circuit in the refrigerant circuit are activated, and the seventh motor water circuit and the first rear air conditioner water circuit in the water circuit are activated, so that the requirements of the tenth thermal management mode can be met.

For example, the requirements for the tenth thermal management mode are: the heat pump heats the passenger cabin, the motor waste heat is recovered, and the battery 40 is self-heat-insulated.

As shown in fig. 11, the third refrigerant circuit includes a closed loop formed by sequentially connecting and communicating a compressor 11, a water-cooled condenser 12, a first electronic expansion valve 18, a third passage of a first four-way valve 13, a pre-air conditioner internal evaporator 20, a third electronic expansion valve 21, an external heat exchanger 14, a fourth passage of the first four-way valve 13, and a gas-liquid separator 17 in series.

The fourth refrigerant circuit comprises a closed loop formed by sequentially connecting and communicating a compressor 11, a water-cooled condenser 12, a first electronic expansion valve 18, a third passage of a first four-way valve 13, a front air conditioner internal evaporator 20, a second electronic expansion valve 19, a heat exchanger 16, a fourth passage of the first four-way valve 13 and a gas-liquid separator 17 in series.

The seventh motor water loop comprises a closed loop formed by sequentially connecting and communicating a motor electric control 31, a first water pump 32, a first passage of a second four-way valve 33, a second water pump 34, the water-cooled condenser 12, a second passage of a second three-way valve 35, a first passage of a third four-way valve 36 and a first passage of a first three-way valve 41 in series.

The direction of the arrows in the refrigerant circuit in fig. 11 indicates the flow direction of the liquid refrigerant in the third refrigerant circuit and the fourth refrigerant circuit, and the direction of the arrows in the water circuit indicates the flow direction of the coolant in the seventh motor water circuit and the first rear air-conditioning water circuit.

In the tenth thermal management mode, the third refrigerant circuit and the fourth refrigerant circuit are used for providing heat sources for the passenger compartment through the external heat exchanger 14 and the heat exchanger 16 respectively, the first rear air conditioning water circuit is used for providing heat provided by the heat exchanger 16 for the passenger compartment to heat, and the seventh motor water circuit is used for recovering waste heat of the motor.

Fig. 12 is a schematic structural diagram of another thermal management system according to an embodiment of the present application. As shown in fig. 12, the thermal management system provided in the embodiment of the application is used in an eleventh thermal management mode among different thermal management modes, the third refrigerant circuit and the fourth refrigerant circuit in the refrigerant circuit are activated, and the fifth motor water circuit and the first rear air conditioner water circuit in the water circuit are activated to meet the requirement of the eleventh thermal management mode.

For example, the requirements for the eleventh thermal management mode are: the heat pump heats the passenger compartment, the heat exchanger 16 absorbs heat from the environment through the radiator 42 and the external exchanger 14, and the battery 40 self-insulates.

As shown in fig. 12, the third refrigerant circuit includes a closed loop formed by sequentially connecting and communicating a compressor 11, a water-cooled condenser 12, a first electronic expansion valve 18, a third passage of a first four-way valve 13, a pre-air conditioner internal evaporator 20, a third electronic expansion valve 21, an external heat exchanger 14, a fourth passage of the first four-way valve 13, and a gas-liquid separator 17 in series.

Wherein, the first port and the second port of the first four-way valve 33 are communicated to form a third path of the first four-way valve 33, and the third port and the fourth port of the first four-way valve 33 are communicated to form a fourth path of the first four-way valve 33.

In fig. 12, the directions of arrows in the refrigerant circuit indicate the flow directions of the liquid refrigerants in the third refrigerant circuit and the fourth refrigerant circuit, and the directions of arrows in the water circuit indicate the flow directions of the cooling liquids in the fifth motor water circuit and the first rear air-conditioning water circuit.

In the eleventh thermal management mode, the third refrigerant circuit and the fourth refrigerant circuit are used for providing heat sources for the passenger compartment through the external heat exchanger 14 and the heat exchanger 16 respectively, the first rear air conditioning water circuit is used for providing heat provided by the heat exchanger 16 for heating the passenger compartment, the fifth motor water circuit is used for absorbing ambient heat through the radiator 42 and providing the ambient heat for the third refrigerant circuit and the fourth refrigerant circuit through the heat exchanger 16 for absorption, so that the cooling liquid in the motor absorbs the ambient heat through the radiator 42 and the external heat exchanger 14.

Fig. 13 is a schematic structural diagram of another thermal management system provided in the embodiment of the present application. As shown in fig. 13, the thermal management system provided in the embodiment of the application is used in a twelfth thermal management mode of different thermal management modes, the fourth refrigerant circuit in the refrigerant circuit is started, and the fifth motor water circuit and the first rear air-conditioning water circuit in the water circuit are started, so that the requirement of the twelfth thermal management mode can be met.

For example, the requirements for the twelfth thermal management mode are: the heat pump heats the passenger compartment, the heat exchanger 16 absorbs heat from the environment only through the radiator 42, and the battery 40 self-insulates.

As shown in fig. 13, the fourth refrigerant circuit includes a closed loop circuit formed by connecting and communicating a compressor 11, a water-cooled condenser 12, a first electronic expansion valve 18, a third path of the first four-way valve 13, a front-mounted air conditioner internal evaporator 20, a second electronic expansion valve 19, a heat exchanger 16, a fourth path of the first four-way valve 13, and a gas-liquid separator 17 in series in this order.

In fig. 13, the direction of the arrow in the refrigerant circuit indicates the flow direction of the liquid refrigerant in the fourth refrigerant circuit, and the direction of the arrow in the water circuit indicates the flow direction of the coolant in the fifth motor water circuit and the first rear air conditioner water circuit.

In the twelfth thermal management mode, the fourth refrigerant circuit is used for providing a heat source for the passenger compartment through the heat exchanger 16, the first rear air conditioning water circuit is used for providing heat provided by the heat exchanger 16 for heating the passenger compartment, and the fifth motor water circuit is used for absorbing ambient heat through the radiator 42 and providing the ambient heat to the fourth refrigerant circuit through the heat exchanger 16, so that the cooling liquid in the motor absorbs the ambient heat through the radiator 42.

Fig. 14 is a schematic structural diagram of another thermal management system provided in the embodiment of the present application. As shown in fig. 14, the thermal management system provided by the embodiment of the present application is used in a thirteenth thermal management mode of different thermal management modes, and the fourth electric machine water circuit and the first warm air water circuit in the activation water circuit can meet the requirements of the thirteenth thermal management mode.

For example, the requirements for the thirteenth thermal management mode are: the PTC heater 47 heats the passenger compartment, stores heat from the motor, and keeps the battery 40 from keeping warm.

As shown in fig. 14, the fourth motor water circuit is a closed loop circuit formed by connecting the motor controller 31, the first water pump 32, the second path of the second four-way valve 33, the third water pump 43, the heat exchanger 16, the second path of the third four-way valve 36, and the first path of the first three-way valve 41 in series in this order.

The first warm air water loop comprises a closed loop formed by sequentially connecting and communicating the second water pump 34, the PTC heater 47, a first passage of the second three-way valve 35 and the front air conditioner internal heat exchanger 44 in series.

The direction of the arrows in the water circuit in fig. 14 indicates the flow direction of the coolant in the fourth motor water circuit and the first warm air water circuit.

In the thirteenth thermal management mode, the first warm air water circuit is used to warm up the passenger compartment by the PTC heater 47, the fourth motor water circuit is used to store motor heat for heat storage, and the battery is self-insulating. This thirteenth thermal management mode typically occurs in scenarios where the passenger compartment cannot be heated by the heat pump when the ambient temperature is low (e.g., below-18℃.) and the passenger compartment has a stronger heating demand than the battery 40. Therefore, the PTC heater 47 is used to separately heat the passenger compartment. The battery can be heated when the temperature of the passenger compartment rises to a certain degree, and the battery 40 needs to be heated, so that the performance of the battery can be guaranteed.

Fig. 15 is a schematic structural diagram of another thermal management system according to an embodiment of the present application. As shown in fig. 15, the thermal management system provided in this embodiment of the application is used in a fourteenth thermal management mode among different thermal management modes, and the fourth motor water circuit, the first warm air water circuit, the second warm air water circuit, and the third warm air water circuit in the water circuits are enabled to meet the requirements of the fourteenth thermal management mode.

For example, the requirements for the fourteenth thermal management mode are: the PTC heater 47 heats the passenger compartment and the battery at the same time.

As shown in fig. 15, the fourth motor water circuit is a closed loop circuit formed by connecting the motor controller 31, the first water pump 32, the second path of the second four-way valve 33, the third water pump 43, the heat exchanger 16, the second path of the third four-way valve 36, and the first path of the first three-way valve 41 in series in this order.

The first warm air water loop comprises a closed loop formed by sequentially connecting and communicating a second water pump 34, a PTC heater 47, a first passage of a second three-way valve 35 and a front air conditioner internal heat exchanger 44 in series.

The second warm air water loop comprises a closed loop formed by sequentially connecting and communicating a second water pump 34, a PTC heater 47, a second passage of a second three-way valve 35, a third passage of a third four-way valve 36, an internal heat exchanger 38 of the rear air conditioner and a fourth passage of a second four-way valve 33 in series.

The third warm air and water circuit comprises a closed loop formed by sequentially connecting and communicating a second water pump 34, a PTC heater 47, a second passage of a second three-way valve 35, a third passage of a third four-way valve 36, a second passage of a third three-way valve 37, a fourth water pump 39, a battery 40 and a fourth passage of a second four-way valve 33 in series.

The directions of arrows in the water circuits in fig. 15 indicate the flow directions of the coolant in the fourth motor water circuit, the first warm air water circuit, the second warm air water circuit, and the third warm air water circuit.

In the fourteenth thermal management mode, the first warm air water circuit, the second warm air water circuit, and the third warm air water circuit are simultaneously used to warm up the passenger compartment and the battery 40 by the PTC heater 47, and the fourth motor water circuit is used to store motor heat for heat storage. This fourteenth thermal management mode, which typically occurs when both the passenger compartment and battery 40 have heating requirements at low ambient temperatures (e.g., below-18℃.), is typically switched over after a period of operation in the thirteenth thermal management mode to ensure passenger compartment comfort while ensuring battery 40 performance.

Fig. 16 is a schematic structural diagram of another thermal management system according to an embodiment of the present application. As shown in fig. 16, the thermal management system provided in the embodiment of the application is used in a fifteenth thermal management mode of different thermal management modes, the third refrigerant circuit and the fourth refrigerant circuit in the refrigerant circuit are activated, and the fourth motor water circuit, the fourth warm air water circuit, the fifth warm air water circuit and the sixth warm air water circuit in the water circuit are activated to meet the requirement of the fifteenth thermal management mode.

For example, the requirements for the fifteenth thermal management mode are: the heat pump heats both the battery 40 and the passenger compartment.

As shown in fig. 16, the third refrigerant circuit includes a closed loop circuit formed by connecting and communicating a compressor 11, a water-cooled condenser 12, a first electronic expansion valve 18, a third passage of a first four-way valve 13, a pre-air conditioner internal evaporator 20, a third electronic expansion valve 21, an external heat exchanger 14, a fourth passage of the first four-way valve 13, and a gas-liquid separator 17 in series in this order.

The fourth warm air water loop is a closed loop formed by sequentially connecting and communicating the second water pump 34, the water-cooled condenser 12, the first path of the second three-way valve 35 and the front air conditioner internal heat exchanger 44 in series.

The fifth warm air water loop is a closed loop formed by connecting and communicating a second water pump 34, the water-cooled condenser 12, a second path of a second three-way valve 35, a third path of a third four-way valve 36, an internal heat exchanger 38 of the rear air conditioner and a fourth path of a second four-way valve 33 in series in sequence.

The sixth warm air water circuit is a closed loop formed by sequentially connecting and communicating a second water pump 34, the water-cooled condenser 12, a second passage of a second three-way valve 35, a third passage of a third four-way valve 36, a second passage of a third three-way valve 37, a fourth water pump 39, a battery 40 and a fourth passage of a second four-way valve 33 in series.

In fig. 16, the directions of arrows in the refrigerant circuit indicate the flow directions of liquid refrigerants in the third refrigerant circuit and the fourth refrigerant circuit, and the directions of arrows in the water circuit indicate the flow directions of coolant in the fourth motor water circuit, the fourth warm air water circuit, the fifth warm air water circuit, and the sixth warm air water circuit.

In the fifteenth thermal management mode, the third refrigerant circuit and the fourth refrigerant circuit are used for providing heat sources for the passenger compartment and the battery 40 through the external heat exchanger 14 and the heat exchanger 16, respectively, the fourth warm air water circuit, the fifth warm air water circuit and the sixth warm air water circuit are simultaneously used for heating the passenger compartment and the battery 40 through the water-cooled condenser 12 in a heat exchange mode, and the fourth motor water circuit is used for storing the heat of the motor to store the heat of the motor.

Fig. 17 is a schematic structural diagram of another thermal management system according to an embodiment of the present application. As shown in fig. 17, the thermal management system provided in the embodiment of the present application is used in a sixteenth thermal management mode among different thermal management modes, the first refrigerant circuit in the refrigerant circuit is enabled, and the seventh electric machine water circuit and the first rear air conditioner water circuit in the water circuit are enabled to meet the requirements of the sixteenth thermal management mode.

For example, the requirements for the sixteenth thermal management mode are: defrosting and de-icing the external heat exchanger 14.

As shown in fig. 17, the first refrigerant circuit is a closed loop circuit formed by connecting a compressor 11, a water-cooled condenser 12, a first electronic expansion valve 18, a first path of a first four-way valve 13, an exterior heat exchanger 14, a second electronic expansion valve 19, a heat exchanger 16, a second path of the first four-way valve 13, and a gas-liquid separator 17 in series in this order.

The first rear air conditioner water circuit is a closed loop formed by sequentially connecting and communicating the third water pump 43, the heat exchanger 16, the fourth path of the third four-way valve 36, the rear air conditioner internal heat exchanger 38 and the third path of the second four-way valve 33 in series.

The direction of the arrow in the refrigerant circuit in fig. 17 indicates the flow direction of the liquid refrigerant in the first refrigerant circuit. The direction of the arrow in the water circuit indicates the flow direction of the coolant in the seventh water circuit, the first rear air-conditioning water circuit.

In a sixteenth thermal management mode, the first refrigerant circuit is used to provide a heat source through the heat exchanger 16, the first rear air conditioning water circuit is used to provide heat for warming the external heat exchanger 14 to remove ice, and the seventh motor water circuit is used to recover motor waste heat.

This sixteenth thermal management mode typically occurs in a scenario where an ice layer is present on the surface of the external heat exchanger 14 due to weather during open parking or driving of the entire vehicle. Since the ice layer exists, the air cannot exchange heat through the external heat exchanger 14, and thus the corresponding circuit for heating by using the heat pump, i.e., the second water pump 34, cannot be opened, the heat exchanger 16 can be used as an evaporator to absorb the motor or the battery 40 or simultaneously absorb the heat thereof to melt the ice layer covered on the external heat exchanger 14. And the conventional heat pump can be started to heat after deicing is finished. Compared with the prior art, the situation that the energy consumption is increased due to the fact that the PTC heater 47 is intelligently started to heat the passenger compartment without deicing due to the existence of an ice layer is avoided, the heat management mode can deice in a short time, and can be switched to a corresponding mode to heat the passenger compartment after deicing, so that the heating requirement of the passenger compartment is met, and meanwhile, the energy consumption is low.

Note that the water tank 45 is not shown in any of fig. 2 to 17.

As can be seen from the description of the above embodiments, in the thermal management system provided in the embodiment of the present application, the switching between the heating mode and the cooling mode only needs to be performed by controlling different paths of the first four-way valve 13, and the mode switching is simple and easy to control. Meanwhile, heating and refrigerating performances are improved, for example, in a related refrigerating mode, heat exchange is carried out simultaneously through the water-cooled condenser 12 and the external heat exchanger 14, the water-cooled condenser 12 can supplement heat to a temperature adjusting area for waste heat utilization, and refrigerating efficiency is improved. In the heating related mode, the water-cooled condenser 12 can provide heat to the passenger compartment again to heat the passenger compartment, so that the heating efficiency is improved. Aiming at the requirements of defrosting and deicing, the PTC heater 47 does not need to be started for deicing, so that the problem of high energy consumption of defrosting and deicing in the prior art is solved. And the ability of the water-cooled condenser 12 for heating the passenger compartment is adjustable, so that the arbitrary adjustment of the temperature of the passenger compartment can be met. In addition, for the vehicle type with the requirement of the rear air conditioner host, the heat management system simplifies the structure of the rear air conditioner host, so that refrigeration and heating can be realized through the heat exchanger, the space is saved, and the cost is reduced. Furthermore, ambient heat can be absorbed in the heating related mode, for example, when the external heat exchanger 14 is frozen, ambient heat or residual heat of the motor can be selectively absorbed through the water temperature in the water tanks 45 connected in series.

Claims

1. A thermal management system, comprising: the cooling system comprises a refrigerant loop and a water loop, wherein a liquid refrigerant is arranged in the refrigerant loop, and a cooling liquid is arranged in the water loop;

the water loop comprises a motor electric controller, a first water pump, a second four-way valve, a third four-way valve, a first three-way valve, a radiator, a water-cooled condenser, a second three-way valve, a second water pump, a heat exchanger, a third water pump, a fourth water pump, a third three-way valve and a corresponding loop formed by a plurality of components in the battery according to the requirements of different heat management modes.

2. The thermal management system of claim 1, wherein the coolant loop comprises a first coolant loop, and/or a second coolant loop, and/or a third coolant loop, and/or a fourth coolant loop;

the third refrigerant loop comprises a closed loop formed by sequentially connecting and communicating the compressor, the water-cooled condenser, the first electronic expansion valve, a third channel of the first four-way valve, the front air conditioner internal evaporator, the third electronic expansion valve, the external heat exchanger, a fourth channel of the first four-way valve and the gas-liquid separator in series;

the first port and the fourth port of the first four-way valve are communicated to form a second passage of the first four-way valve, the first port and the second port of the first four-way valve are communicated to form a third passage of the first four-way valve, and the third port and the fourth port of the first four-way valve are communicated to form a fourth passage of the first four-way valve.

3. The thermal management system according to claim 2, wherein the water circuit comprises a first motor water circuit, and/or a second motor water circuit, and/or a third motor water circuit, and/or a fourth motor water circuit, and/or a fifth motor water circuit, and/or a sixth motor water circuit, and/or a seventh motor water circuit;

the fourth motor water loop comprises a closed loop formed by sequentially connecting and communicating the motor electric control unit, the first water pump, a second passage of the second four-way valve, the third water pump, the heat exchanger, a second passage of the third four-way valve and a first passage of the first three-way valve in series;

4. The thermal management system of claim 3, wherein the water circuit comprises a first battery water circuit, and/or a second battery water circuit, and/or a third battery water circuit;

the first battery water loop comprises a closed loop formed by sequentially connecting and communicating the third water pump, the heat exchanger, a fourth passage of the third four-way valve, a second passage of the third three-way valve, the fourth water pump, the battery and a third passage of the second four-way valve in series;

the third port and the fourth port of the third four-way valve form a fourth path of the third four-way valve, and the second port and the fourth port of the second four-way valve form a fourth path of the second four-way valve.

5. The thermal management system of claim 4, wherein the water circuit further comprises a first rear air conditioning water circuit and/or a second rear air conditioning water circuit;

6. The thermal management system of claim 5, wherein the water circuit further comprises a first warm air water circuit, and/or a second warm air water circuit, and/or a third warm air water circuit;

7. The thermal management system of any of claims 3-6, wherein the different thermal management modes include a first thermal management mode in which a first electric machine water circuit in the water circuit is enabled;

8. The thermal management system of claim 7, wherein the different thermal management modes include a second thermal management mode in which a second electric machine water circuit of the water circuit is enabled;

in the second thermal management mode, the second motor water circuit is used for cooling the motor through the radiator.

9. The thermal management system of claim 6, wherein the different thermal management modes include a third thermal management mode in which a first refrigerant circuit of the refrigerant circuits is enabled, and a third motor water circuit and a first battery water circuit of the water circuits are enabled;

10. The thermal management system of claim 9, wherein the different thermal management modes include a fourth thermal management mode in which a first refrigerant circuit of the refrigerant circuits is enabled, and a fourth motor water circuit and a second battery water circuit of the water circuits are enabled;

11. The thermal management system of claim 10, wherein the different thermal management modes include a fifth thermal management mode in which a first refrigerant circuit of the refrigerant circuits is enabled, and a fifth motor water circuit and a second battery water circuit of the water circuits are enabled;

in the fifth heat management mode, the first refrigerant circuit is used for providing a heat source for the battery through the water-cooled condenser, the second battery water circuit is used for providing heat provided by the water-cooled condenser for the battery to heat, and the fifth motor water circuit is used for absorbing ambient heat through the radiator and providing the ambient heat for the first refrigerant circuit through the heat exchanger to absorb the ambient heat.

12. The thermal management system of claim 11, wherein the different thermal management modes include a sixth thermal management mode in which a sixth electric machine water circuit in the water circuit is enabled;

13. The thermal management system of claim 12, wherein the different thermal management modes include a seventh thermal management mode in which a fourth electric machine water circuit and a third battery water circuit of the water circuits are enabled;

14. The thermal management system of claim 13, wherein the different thermal management modes include an eighth thermal management mode in which a first refrigerant circuit and a second refrigerant circuit of the refrigerant circuits are enabled, and a third electric machine water circuit and a first rear air conditioner water circuit of the water circuits are enabled;

15. The thermal management system of claim 14, wherein the different thermal management modes include a ninth thermal management mode in which a first refrigerant circuit and a second refrigerant circuit of the refrigerant circuits are enabled, and a third electric machine water circuit, a first rear air conditioner water circuit, and a second air conditioner water circuit of the water circuits are enabled;

16. The thermal management system of claim 15, wherein the different thermal management modes include a tenth thermal management mode in which a third refrigerant circuit and a fourth refrigerant circuit of the refrigerant circuits are enabled, and a seventh electric machine water circuit and a first rear air conditioner water circuit of the water circuits are enabled;

17. The thermal management system of claim 16, wherein the different thermal management modes include an eleventh thermal management mode in which a third refrigerant circuit and a fourth refrigerant circuit of the refrigerant circuits are enabled, and a fifth motor water circuit and a first rear air conditioner water circuit of the water circuits are enabled;

18. The thermal management system of claim 17, wherein the different thermal management modes include a twelfth thermal management mode in which a fourth refrigerant circuit of the refrigerant circuits is enabled, and a fifth motor water circuit and a first rear air conditioner water circuit of the water circuits are enabled;

19. The thermal management system of claim 18, wherein the different thermal management modes include a thirteenth thermal management mode in which a first warm air water circuit and a fourth electric machine water circuit of the water circuits are enabled;

20. The thermal management system of claim 19, wherein the different thermal management modes include a fourteenth thermal management mode in which a first, second, third, and fourth one of the water circuits are enabled;

21. The thermal management system of claim 20, wherein the different thermal management modes include a fifteenth thermal management mode in which a third refrigerant circuit and a fourth refrigerant circuit of the refrigerant circuits are enabled, and a fourth warm air water circuit, a fifth warm air water circuit, a sixth warm air water circuit, and a fourth electric machine water circuit of the water circuits are enabled;

in the fifteenth thermal management mode, the third refrigerant circuit and the fourth refrigerant circuit are configured to provide heat sources for the passenger compartment and the battery through the external heat exchanger and the heat exchanger, respectively, the fourth warm air water circuit, the fifth warm air water circuit, and the sixth warm air water circuit are simultaneously configured to heat the passenger compartment and the battery through heat exchange by the water-cooled condenser, and the fourth motor water circuit is configured to store the motor heat to store heat.

22. The thermal management system of claim 21, wherein the different thermal management modes include a sixteenth thermal management mode in which a first refrigerant circuit of the refrigerant circuits is enabled, and a seventh electric machine water circuit and a first rear air conditioner water circuit of the water circuits are enabled;

in the sixteenth heat management mode, the first refrigerant circuit is used for providing a heat source through the heat exchanger, the first rear air-conditioning water circuit is used for providing heat for heating the external heat exchanger to remove ice, and the seventh motor water circuit is used for recovering the motor waste heat.