CN118789999A

CN118789999A - Thermal management system and vehicle

Info

Publication number: CN118789999A
Application number: CN202410823018.5A
Authority: CN
Inventors: 王博; 张鑫; 杨雪松
Original assignee: Jidu Technology Wuhan Co ltd
Current assignee: Jidu Technology Wuhan Co ltd
Priority date: 2024-06-24
Filing date: 2024-06-24
Publication date: 2024-10-18

Abstract

The application provides a thermal management system and a vehicle, wherein the thermal management system comprises a refrigerant loop, a warm core loop, a battery cooling liquid loop, a motor cooling liquid loop, a communication pipeline and a main controller; the refrigerant loop and the warm core loop both comprise a first heat exchanger, and the first heat exchanger is used for exchanging heat between the refrigerant loop and the warm core loop; the refrigerant loop and the battery cooling liquid loop both comprise a second heat exchanger, and the second heat exchanger is used for exchanging heat between the refrigerant loop and the battery cooling liquid loop; the communication pipeline is connected between the warm core loop and the battery cooling liquid loop and is used for realizing the on-off of the warm core loop and the battery cooling liquid loop; the main controller is used for controlling the working states of the refrigerant loop, the warm core loop, the communication pipeline, the battery cooling liquid loop, the motor cooling liquid loop and the respective working states so as to control the working mode of the thermal management system. To achieve adjustment of various modes of operation of the thermal management system.

Description

Thermal management system and vehicle

Technical Field

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

Background

Along with the rapid development of the automobile field, especially in the electric automobile field, the heat management system of the automobile realizes the refrigeration and heating of a passenger cabin and an automobile machine device, the existing heat management system has poor refrigeration effect and low heating efficiency, and the refrigeration and heating modes are single, so that the requirements of refrigeration or heating under various temperature conditions and various use states of the automobile cannot be met.

Disclosure of Invention

In view of this, the present application provides a thermal management system, which solves the problems of poor refrigeration effect, low heating efficiency and single cooling and heating mode. The application also provides a vehicle comprising the thermal management system.

In order to achieve the above purpose, the present application provides the following technical solutions:

A thermal management system, comprising:

the cooling system comprises a refrigerant loop, a warm core loop, a battery cooling liquid loop and a motor cooling liquid loop;

The refrigerant loop and the warm core loop both comprise a first heat exchanger, and the first heat exchanger is used for exchanging heat between the refrigerant loop and the warm core loop;

The refrigerant loop and the battery cooling liquid loop both comprise a second heat exchanger, and the second heat exchanger is used for exchanging heat between the refrigerant loop and the battery cooling liquid loop;

the communication pipeline is connected between the warm core loop and the battery cooling liquid loop and used for realizing the on-off of the warm core loop and the battery cooling liquid loop;

And the main controller is used for controlling the refrigerant loop, the warm core loop, the communication pipeline, the battery cooling liquid loop, the motor cooling liquid loop and respective working states so as to control the working mode of the thermal management system.

Optionally, the communication pipeline includes a first connection pipeline and a second connection pipeline for enabling the cooling liquid to circulate between the warm core loop and the battery cooling liquid loop, and the first connection pipeline and the second connection pipeline are controlled by the main controller to be switched on and switched off.

Optionally, a three-way proportional valve is disposed at a connection position of the first connecting pipeline and the warm core loop and/or a connection position of the second connecting pipeline and the warm core loop, and the three-way proportional valve can enable part or all of the cooling liquid in the warm core loop to flow through the battery under the control of the main controller.

Optionally, the pipeline of the warm core loop comprises a first position and a second position where a three-way proportional valve is arranged;

the battery cooling liquid loop comprises a battery, and the pipeline of the battery cooling liquid loop comprises a third position and a fourth position which are respectively positioned at two sides of the battery;

Wherein the first position and the third position are communicated through the first connecting pipeline; the second position and the fourth position are communicated with the three-way proportional valve through the second connecting pipeline, and the three-way proportional valve is used for controlling the on-off of the second connecting pipeline and controlling the flow of the cooling liquid in the second connecting pipeline under the control of the main controller.

Optionally, the pipeline of the warm core loop comprises a fifth position and a sixth position which are positioned at two sides of the first heat exchanger;

the motor cooling liquid loop comprises a radiator, and a pipeline of the motor cooling liquid loop comprises a seventh position and an eighth position which are positioned at two sides of the radiator;

wherein the fifth position and the seventh position are communicated through a third connecting pipeline; the sixth position is communicated with the eighth position through a fourth connecting pipeline, and the third connecting pipeline and the fourth connecting pipeline are connected and disconnected under the control of the main controller.

Optionally, in the flowing direction of the refrigerant, the refrigerant loop includes a gas-liquid separator, a compressor, the first heat exchanger, an external heat exchanger, and a second heat exchanger and an evaporator which are sequentially arranged.

Optionally, the refrigerant loop further comprises a first parallel pipeline which is parallel to the external heat exchanger, and a second parallel pipeline which is parallel to the second heat exchanger and the evaporator.

Optionally, the refrigerant circuit further includes:

The first valve is connected in series to the inlet side of the external heat exchanger and is connected with the external heat exchanger in parallel with the first parallel pipeline;

a second valve disposed in the first parallel line;

The third valve is arranged on the second parallel pipeline;

The first valve, the second valve and the third valve are all opened and closed under the control of the main controller, so that the external heat exchanger, the first parallel pipeline and the second parallel pipeline are respectively controlled to be opened and closed.

Optionally, the first valve is an electronic expansion valve, and:

The plurality of evaporators are arranged in parallel, an electronic expansion valve is arranged on the inlet side of each evaporator, and the caliber of the first valve is larger than that of the electronic expansion valve positioned on the inlet side of the evaporator and the inlet side of the second heat exchanger;

An electronic expansion valve is arranged on the inlet side of the second heat exchanger, and the caliber of the first valve is larger than that of the electronic expansion valve positioned on the inlet side of the second heat exchanger;

each electronic expansion valve can be independently controlled by the main controller.

Optionally, the warm core loop includes an electric heater that is started and stopped under the control of the main controller, and heat generated by the electric heater and heat absorbed by the warm core loop from the refrigerant loop can be used for jointly heating a passenger cabin of the vehicle.

Optionally, the battery cooling liquid loop comprises a third parallel pipeline which is parallel to the battery, and the third parallel pipeline is connected and disconnected under the control of the main controller.

Optionally, the motor coolant loop and the battery coolant loop are connected in series and in parallel through a multi-way valve.

Optionally, the motor coolant circuit includes a drive system disposed between the radiator and the seventh location or between the eighth location and the radiator.

Optionally, the motor coolant loop includes the radiator and with the parallelly connected fourth parallel pipeline that sets up of radiator, just the radiator with the hookup location of fourth parallel pipeline is provided with the three-way valve, the main control unit makes the coolant fluid flow through the three-way valve the radiator or the fourth parallel pipeline.

Alternatively to this, the method may comprise,

In the flowing direction of the refrigerant, the refrigerant loop comprises a gas-liquid separator, a compressor, the first heat exchanger, an external heat exchanger, a second heat exchanger and an evaporator which are sequentially arranged, wherein the second heat exchanger and the evaporator are arranged in parallel with the external heat exchanger, a first parallel pipeline which is arranged in parallel with the external heat exchanger, and a second parallel pipeline which is arranged in parallel with the second heat exchanger and the evaporator; the refrigerant loop also comprises a first valve, a second valve, a third valve, an electronic expansion valve and an electronic expansion valve, wherein the first valve is arranged at the inlet side of the external heat exchanger and is connected with the external heat exchanger in parallel with the first parallel pipeline, the second valve is arranged at the first parallel pipeline, the third valve is arranged at the second parallel pipeline, the electronic expansion valve is arranged at the inlet side of the evaporator, and the electronic expansion valve is arranged at the inlet side of the second heat exchanger;

in the flowing direction of the cooling liquid in the warm core loop, the warm core loop comprises the first heat exchanger, an electric heater, a warm core, a sixth position, a first position, a second position and a fifth position which are sequentially arranged, and a three-way proportional valve is arranged at the second position;

The battery cooling liquid loop comprises a second heat exchanger, a third position, a multi-way valve, a second three-way valve, a battery, a fourth position and a third parallel pipeline which are sequentially arranged in the flowing direction of cooling liquid in the battery cooling liquid loop, wherein the third parallel pipeline is arranged in parallel with the battery;

In the flowing direction of the cooling liquid in the motor cooling liquid loop, the motor cooling liquid loop comprises a driving system, a seventh position, a multi-way valve, an eighth position, a first three-way valve, a radiator and a fourth parallel pipeline which is connected with the radiator in parallel, wherein the third three-way valve is arranged at the eighth position;

The communication pipeline comprises a first connecting pipeline and a second connecting pipeline, and a fourth valve is arranged on the first connecting pipeline;

the thermal management system further comprises a third connecting pipeline and a fourth connecting pipeline which are arranged between the warm core loop and the motor cooling liquid loop;

The first position and the third position are communicated through the first connecting pipeline, the second position and the fourth position are communicated through the second connecting pipeline and the three-way proportional valve, the fifth position and the seventh position are communicated through the third connecting pipeline, the sixth position and the eighth position are communicated through the fourth connecting pipeline and the third three-way valve, at least two interfaces of the multi-way valve are connected with the battery cooling liquid loop, and at least two interfaces of the multi-way valve are connected with the motor cooling liquid loop.

Alternatively to this, the method may comprise,

The operating modes include a passenger compartment cooling mode in which the passenger compartment and/or the battery cooling mode:

The main controller controls the first valve of the refrigerant loop to be opened, the electronic expansion valve at the inlet side of the evaporator to be opened, and the second valve and the third valve to be closed; the main controller controls the third three-way valve to act so as to enable the third connecting pipeline to be communicated with the fourth connecting pipeline, controls the electric heater to be turned off, and adjusts the first three-way valve to enable the pipeline where the radiator is to be communicated and enable the fourth parallel pipeline to be disconnected;

And/or the number of the groups of groups,

The main controller controls the opening of the first valve of the refrigerant loop, the opening of the electronic expansion valve at the inlet side of the second heat exchanger and the closing of the second valve and the third valve; the main controller controls the second three-way valve to enable a pipeline where the battery is located to be communicated and the third parallel pipeline to be disconnected, and adjusts the battery cooling liquid loop and the motor cooling liquid loop to be connected in parallel; the main controller controls the third three-way valve to act so that the third connecting pipeline is communicated with the fourth connecting pipeline, controls the electric heater to be turned off, and adjusts the first three-way valve to enable the pipeline where the radiator is to be communicated and enable the fourth parallel pipeline to be disconnected.

Alternatively to this, the method may comprise,

The operating modes include a passenger cabin heating mode in which:

The main controller controls the first valve and the third valve to be opened, controls the second valve to be closed, and controls the electronic expansion valve at the inlet side of the evaporator and the electronic expansion valve at the inlet side of the second heat exchanger to be closed;

And/or the number of the groups of groups,

The main controller controls the electric heater to be started.

Alternatively to this, the method may comprise,

The operating modes include a passenger cabin heating mode in which:

The main controller controls the first valve, the second valve and the third valve to be opened, controls the electronic expansion valve at the inlet side of the evaporator to be closed, and controls the electronic expansion valve at the inlet side of the second heat exchanger to be opened; the main controller controls the second three-way valve to enable the pipeline where the battery is located to be communicated and enable the third parallel pipeline to be disconnected, the main controller adjusts the battery cooling liquid loop and the motor cooling liquid loop to be connected in series or in parallel, and when the battery cooling liquid loop and the motor cooling liquid loop are connected in series, the main controller controls the first three-way valve to enable the pipeline where the radiator is located to be disconnected and enable the fourth parallel pipeline to be communicated.

Alternatively to this, the method may comprise,

The operation mode includes the battery heating mode in which:

The main controller controls the electric heater to work, controls the fourth valve and the three-way proportional valve to act so as to enable the warm core loop to be communicated with the battery cooling liquid loop, and controls the second three-way valve to enable a pipeline where the battery is to be communicated and enable the third parallel pipeline to be disconnected;

And/or the number of the groups of groups,

The main controller controls the first valve and the third valve to be opened, and controls the second valve, the electronic expansion valve at the inlet side of the evaporator and the electronic expansion valve at the inlet side of the second heat exchanger to be closed; the main controller controls the fourth valve and the three-way proportional valve to act so as to enable the warm core loop to be communicated with the battery cooling liquid loop, and controls the second three-way valve to enable the pipeline where the battery is to be communicated and enable the third parallel pipeline to be disconnected.

Alternatively to this, the method may comprise,

In the scenario where the refrigerant circuit provides heat to heat the passenger compartment and/or the battery:

in the first working stage when the refrigerant circuit does not reach the working temperature:

The main controller controls the fourth valve and the three-way proportional valve to act so as to enable the heating core loop to be communicated with the battery cooling liquid loop, controls the three-way proportional valve to enable the cooling liquid in the heating core loop to flow to the battery cooling liquid loop, and controls the second three-way valve to enable a pipeline where the battery is to be communicated to disconnect the third parallel pipeline or enable the pipeline where the battery is to be disconnected to enable the third parallel pipeline to be communicated;

The main controller controls the first valve, the third valve and the electronic expansion valve at the inlet side of the evaporator to be closed, and controls the second valve and the electronic expansion valve at the inlet side of the second heat exchanger to be opened;

in a second working phase when the refrigerant circuit reaches a working temperature:

And/or the number of the groups of groups,

Optionally, the operation mode includes a dehumidification mode in which:

When the dehumidification heat provided by the refrigerant loop is in a preset range, the main controller controls the first valve, the third valve and the electronic expansion valve at the inlet side of the second heat exchanger to be closed, and controls the second valve and the electronic expansion valve at the inlet side of the evaporator to be opened; or alternatively, the first and second heat exchangers may be,

When the dehumidification heat provided by the refrigerant loop is greater than a preset range, the main controller controls the first valve and the electronic expansion valve at the inlet side of the evaporator to be opened, and controls the second valve, the third valve and the electronic expansion valve at the inlet side of the second heat exchanger to be closed; or alternatively, the first and second heat exchangers may be,

When the dehumidification heat provided by the refrigerant loop is smaller than a preset range:

The main controller controls the first valve, the second valve, the third valve and the electronic expansion valve at the inlet side of the evaporator to be opened, and controls the electronic expansion valve at the inlet side of the second heat exchanger to be closed; or alternatively, the first and second heat exchangers may be,

The main controller controls the second valve, the electronic expansion valve at the inlet side of the evaporator and the electronic expansion valve at the inlet side of the second heat exchanger to be opened, controls the first valve and the third valve to be closed, and controls the second three-way valve to enable a pipeline where the battery is located to be communicated and enable the third parallel pipeline to be disconnected; or alternatively, the first and second heat exchangers may be,

The main controller controls the first valve and the electronic expansion valve at the inlet side of the evaporator to be opened, and controls the second valve, the third valve and the electronic expansion valve at the inlet side of the second heat exchanger to be closed.

A vehicle comprising the thermal management system of any of the above.

According to the thermal management system provided by the application, the main controller is used for controlling the refrigerant loop, the warm core loop, the communication pipeline, the battery cooling liquid loop, the motor cooling liquid loop and the respective working states so as to control the working modes of the thermal management system, so that the adjustment of various working modes of the thermal management system is realized;

In a refrigeration mode, the first heat exchanger is arranged in the refrigerant loop and the warm core loop, the motor cooling liquid loop can be communicated with the warm core loop, cooling liquid in the motor cooling liquid loop and the warm core loop can absorb heat of a refrigerant in the refrigerant loop in the first heat exchanger, the temperature of the refrigerant in the refrigerant loop is reduced, the pressure of the external heat exchanger in the refrigerant loop for cooling the refrigerant can be relieved, and the refrigeration efficiency of the thermal management system is improved by performing secondary condensation on the refrigerant in the refrigerant loop;

Under the dehumidification mode, the warm core loop can absorb heat of the refrigerant loop in the dehumidification process through the first heat exchanger, so that the energy utilization rate is improved, and energy waste is avoided.

Under the heating mode, the passenger cabin and/or the battery of the vehicle are heated through the cooperation of the warm core loop, the refrigerant loop, the motor cooling liquid loop and the battery cooling liquid loop, the heating modes are multiple, the heating efficiency is high, and the heating efficiency of the thermal management system is improved.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present application, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of a thermal management system according to the present embodiment;

FIG. 2 is a schematic diagram of a thermal management system in a cooling mode;

FIG. 3 is a schematic diagram II of the thermal management system in a cooling mode;

FIG. 4 is a schematic diagram III of the thermal management system in a cooling mode;

FIG. 5 is a schematic diagram of a thermal management system in a cooling mode;

FIG. 6 is a schematic diagram of a thermal management system in a heating mode;

FIG. 7 is a schematic diagram II of a thermal management system in a heating mode;

FIG. 8 is a schematic diagram II of a thermal management system in a heating mode;

FIG. 9 is a schematic diagram III of a thermal management system in a heating mode;

FIG. 10 is a schematic diagram of a thermal management system in a heating mode;

FIG. 11 is a schematic diagram of a thermal management system in a heating mode;

FIG. 12 is a schematic diagram of a thermal management system in a heating mode;

FIG. 13 is a schematic diagram of a thermal management system in a heating mode;

FIG. 14 is a schematic diagram of a thermal management system in a dehumidification mode;

FIG. 15 is a schematic diagram II of the thermal management system in a dehumidification mode;

FIG. 16 is a schematic diagram III of a thermal management system in a dehumidification mode;

FIG. 17 is a schematic diagram of a thermal management system in dehumidification mode;

FIG. 18 is a schematic diagram of a thermal management system in another embodiment.

In fig. 1-18:

The cooling system comprises a 1-refrigerant loop, a 2-warm core loop, a 3-battery cooling liquid loop, a 4-motor cooling liquid loop, a 5-first heat exchanger, a 6-second heat exchanger, a 7-communication pipeline, an 8-third connecting pipeline, a 9-fourth connecting pipeline, a 10-multi-way valve, an 11-communication branch, a 12-expansion cooling liquid kettle and a 13-fourth valve;

101-gas-liquid separator, 102-compressor, 103-external heat exchanger, 104-first evaporator, 105-second evaporator, 106-first parallel line, 107-second parallel line, 108-first valve, 109-second valve, 110-third valve, 111-first electronic expansion valve, 112-second electronic expansion valve, 113-third electronic expansion valve, 114-first check valve, 115-second check valve, 116-third check valve, 201-electric heater, 202-warm core, 203-three-way proportional valve, 204-first coolant pump, 301-battery, 302-third parallel line, 303-second coolant pump, 304-second three-way valve, 401-radiator, 402-drive system, 403-fourth parallel line, 404-first three-way valve, 405-third three-way valve, 406-fourth three-way valve, 407-on-off, 408-second bypass branch, 409-third coolant pump, 701-first connecting line, 702-second connecting line;

4021-an all-in-one controller, 4022-an auxiliary driving motor, 4023-an auxiliary driving controller, 4024-a main driving controller, 4025-a main driving motor and 4026-a bypass pipeline.

Detailed Description

The application provides a thermal management system. The application also provides a vehicle comprising the thermal management system.

The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

As shown in fig. 1-18, the embodiment of the present application provides a thermal management system for cooling a passenger compartment of a vehicle, a battery 301, and a motor waiting refrigeration component, or heating a passenger compartment of a vehicle, a battery 301, and a motor waiting heating component, which is mainly applied to a vehicle. The thermal management system mainly comprises a refrigerant loop 1, a warm core loop 2, a battery cooling liquid loop 3 and a motor cooling liquid loop 4. It should be noted that, in the drawings, different lines are used to represent different loops, for example: the refrigerant circuit 1 is indicated by a first broken line, the warm core circuit 2 is indicated by a second broken line, the battery coolant circuit 3 is indicated by a dotted line, and the motor coolant circuit 4 is indicated by a solid line.

Specifically, the refrigerant loop 1 is a loop for circulating and moving refrigerant, some common refrigerants include freon, ammonia, hydrocarbon, and the like, and the refrigerant in the refrigerant loop 1 can directly or indirectly transfer heat or cold to the passenger compartment, the battery 301, the motor, and the like; the warm core loop 2 is a loop in which cooling liquid flows through the warm core 202, the cooling liquid can carry heat generated by the electric heater 201 or other loops in the warm core loop 2 to heat the passenger cabin, the motor or the battery 301, and the electric heater 201 in the warm core loop 2 can not work, so that the warm core loop 2 can also transfer heat energy or cold energy in cooperation with other loops; the battery cooling liquid loop 3 is a loop in which cooling liquid flows through the battery 301, the cooling liquid can carry heat or cold energy to heat or cool the battery 301, and heat generated by the operation of the battery 301 can be transferred to other loops for heating the motor, the passenger cabin, the refrigerant loop 1 and the like; the motor coolant loop 4 is a loop in which coolant flows through the motor, and the coolant can carry heat or cold to heat or cool the motor, or heat or cool other loops, wherein some common coolants include water, ethylene glycol, propylene glycol, glycerin, and the like.

Wherein, the refrigerant loop 1 and the warm core loop 2 both comprise a first heat exchanger 5, and the first heat exchanger 5 is used for exchanging heat between the refrigerant loop 1 and the warm core loop 2; the refrigerant circuit 1 and the battery coolant circuit 3 each include a second heat exchanger 6, the second heat exchanger 6 being for exchanging heat between the refrigerant circuit 1 and the battery coolant circuit 3. It should be noted that, the heat exchanged by the first exchanger is mainly the heat exchange; the heat exchange of the second heat exchanger 6 includes both the exchange of cold energy and the exchange of heat energy. The first heat exchanger 5 and the second heat exchanger 6 respectively comprise two channels, and the two channels of the first heat exchanger 5 are respectively positioned in the refrigerant loop 1 and the warm core loop 2; the two channels of the second heat exchanger 6 are respectively positioned in the refrigerant loop 1 and the battery cooling liquid loop 3.

And, the communication pipeline 7 is connected between the warm core circuit 2 and the battery cooling liquid circuit 3, and is used for realizing the on-off of the warm core circuit 2 and the battery cooling liquid circuit 3. Here, the on-off between the heating core loop 2 and the battery cooling liquid loop 3 can be realized by arranging the communication pipeline 7, so that the heat generated by the main heater in the heating core loop 2 can be transferred to the battery 301 to heat the battery 301, and the heat generated by the operation of the battery 301 in the battery cooling liquid loop 3 can be transferred to the heating core 202 to heat the passenger cabin. The on-off of the communication pipeline 7 arranged between the heating core loop 2 and the battery cooling liquid loop 3 can be regulated by a multi-way valve, an on-off valve, a one-way valve and the like.

The main controller is used for controlling the working states of the refrigerant loop 1, the warm core cooling liquid loop 2, the communication pipeline 7, the battery cooling liquid loop 3, the motor cooling liquid loop 4 and the respective working states so as to control the working modes of the thermal management system, and therefore the switching of different working modes of the thermal management system is realized under different working conditions. The main controller can control the opening and closing of different loops according to different temperature states and the requirements of the area to be regulated so as to realize the switching of multiple working modes and the accurate regulation of the temperature of the area to be regulated. The switching of the different modes can be actively switched according to the requirements or habits of users, and the switching of the different modes can also be automatically switched by the main controller according to the temperature or the working state of the thermal management system.

According to the heat management system with the structure, the working states of the refrigerant loop 1, the warm core loop 2, the communication pipeline 7, the battery cooling liquid loop 3, the motor cooling liquid loop 4 and the respective working states are controlled through the main controller, so that the working modes of the heat management system are controlled, the adjustment of multiple working modes of the heat management system is conveniently realized, and the intelligent degree of the heat management system is improved. In the refrigeration mode, the first heat exchanger 5 is arranged in the refrigerant loop 1 and the warm core loop 2, the motor cooling liquid loop 4 can be communicated with the warm core loop 2, the cooling liquid in the motor cooling liquid loop 4 and the warm core loop 2 can absorb heat of the refrigerant in the refrigerant loop 1 in the first heat exchanger 5 and dissipate the heat into air through the radiator 401, the temperature of the refrigerant in the refrigerant loop 1 is reduced, the pressure of the external heat exchanger 103 in the refrigerant loop 1 for cooling the refrigerant can be relieved, the secondary condensation is carried out on the refrigerant in the refrigerant loop 1 through the first heat exchanger 5 and the external heat exchanger 103, and the refrigeration efficiency of the heat management system is improved. In the dehumidification mode, the cooling liquid in the warm core loop 2 can absorb heat of the refrigerant in the refrigerant loop 1 in the dehumidification process through the first heat exchanger 5, so that heat recovery is realized, the energy utilization rate is improved, and energy waste is avoided. In the heating mode, the heating of the passenger cabin and/or the battery 301 of the vehicle is realized through the cooperation of the heating core loop 2, the refrigerant loop 1, the motor cooling liquid loop 4 and the battery cooling liquid loop 3, the heating modes are multiple, the heating efficiency is high, and the heating efficiency of the thermal management system is improved.

The specific structure of each component in each circuit of the heat management system is as follows, in the flow direction of the refrigerant, the refrigerant circuit 1 comprises a gas-liquid separator 101, a compressor 102, a first heat exchanger 5, an external heat exchanger 103, a second heat exchanger 6 and an evaporator (a first evaporator 104 and a second evaporator 105) which are arranged in parallel with the external heat exchanger 103, a first parallel pipeline 106 which is arranged in parallel with the external heat exchanger 103, and a second parallel pipeline 107 which is arranged in parallel with the second heat exchanger 6 and the evaporator, which are sequentially arranged; the refrigerant circuit 1 further includes a first valve 108 provided on the inlet side of the external heat exchanger 103 and connected in parallel with the first parallel line 106 together with the external heat exchanger 103, a second valve 109 provided on the first parallel line 106, a third valve 110 provided on the second parallel line 107, an electronic expansion valve (a first electronic expansion valve 111 and a second electronic expansion valve 112) provided on the inlet side of the evaporator, and an electronic expansion valve (a third electronic expansion valve 113) provided on the inlet side of the second heat exchanger 6. In the flow direction of the cooling liquid in the heater-core circuit 2, the heater-core circuit 2 includes a first heat exchanger 5, an electric heater 201, a heater-core 202, a sixth position (position shown as f in fig. 1), a first position (position shown as a in fig. 1), a second position (position shown as b in fig. 1), a fifth position (position shown as e in fig. 1) which are arranged in this order, and a three-way proportional valve 203 is provided at the second position (b); wherein the three-way proportional valve 203 includes q-port, r-port and s-port, and the q-port is connected with the first position (a), the r-port is connected with the first heat exchanger 5, and the s-port is connected with the fourth position (d) in the motor coolant circuit 4. In the flow direction of the coolant in the battery coolant circuit 3, the battery coolant circuit 3 includes a second heat exchanger 6, a third position (position shown in fig. 1 c), a multi-way valve 10, a second three-way valve 304, a battery 301, a fourth position (position shown in fig. 1 d), and a third parallel line 302 provided in parallel with the battery 301, which are sequentially arranged; the second three-way valve 304 includes a t port, a u port, and a v port, wherein the v port is connected with the j port of the multi-way valve 10, the t port is connected with the battery 301, and the u port is connected with the third parallel line 302. In the flow direction of the coolant in the motor coolant circuit 4, the motor coolant circuit 4 includes a drive system 402, a seventh position (position shown in g in fig. 1), a multi-way valve 10, an eighth position (position shown in h in fig. 1), a first three-way valve 404, a radiator 401, and a fourth parallel line 403 provided in parallel with the radiator 401, and a third three-way valve 405 is provided in the eighth position (h); Wherein the first three-way valve 404 comprises an n port, an o port and a p port, wherein the n port is connected with the eighth position (h) of the motor coolant loop 4, the o port is connected with the radiator 401, and the p port is connected with the fourth parallel pipeline 403; the third three-way valve 405 includes a z port, an alpha port, and a beta port, where the z port is connected to the n port of the first three-way valve 404, the alpha port is connected to the m port of the multi-way valve 10, and the beta port is connected to the sixth position (f) of the warm-core circuit 2. The communication pipeline 7 comprises a first connecting pipeline 701 and a second connecting pipeline 702, and a fourth valve 13 for controlling the on-off of the first connecting pipeline 701 is arranged on the first connecting pipeline 701; The thermal management system further comprises a third connecting pipeline 8 and a fourth connecting pipeline 9 which are arranged between the warm core loop 2 and the motor cooling liquid loop 4; wherein, the first position (a) and the third position (c) are communicated through a first connecting pipeline 701, the second position (b) and the fourth position (d) are communicated through a second connecting pipeline 702 and a three-way proportional valve 203, the fifth position (e) and the seventh position (g) are communicated through a third connecting pipeline 8, and the sixth position (f) and the eighth position (h) are communicated through a fourth connecting pipeline 9 and a third three-way valve 405. At least two interfaces of the multi-way valve 10 are connected with the battery cooling liquid loop 3, at least two interfaces of the multi-way valve 10 are connected with the motor cooling liquid loop 4, the multi-way valve 10 is an example of a four-way valve, an i port and a j port of the multi-way valve 10 are respectively connected with the battery cooling liquid loop 3, a k port and an m port of the multi-way valve 10 are respectively connected with the motor cooling liquid loop 4, the parallel connection of the battery cooling liquid loop 3 and the motor cooling liquid loop 4 is realized by regulating the communication of the i port and the j port and the communication of the k port and the m port through a main controller, and the serial connection of the battery cooling liquid loop 3 and the motor cooling liquid loop 4 is realized by regulating the communication of the i port and the m port and the communication of the k port and the j port through the main controller.

The thermal management system is configured to operate in different modes when the vehicle is at different temperatures or when the vehicle is in different operating conditions.

The thermal management modes of operation include a cooling mode that includes a plurality of sub-modes of cooling the passenger compartment, cooling the battery 301, simultaneously cooling the passenger compartment and the battery 301, and the like.

In the case of cooling only the passenger cabin, particularly in the case of a high ambient temperature, a fast cooling of the passenger cabin is required, the operation mode shown in fig. 2 may be adopted, and in this operation mode, heat may be dissipated by using the external heat exchanger 103 of the refrigerant circuit 1, and heat may be dissipated by using the first heat exchanger 5 and the heat sink 401 in an auxiliary manner, so that the heat dissipation efficiency may be effectively improved. Referring specifically to fig. 2, the main controller controls the first valve 108 of the refrigerant circuit 1 to open, the electronic expansion valve on the inlet side of the evaporator to open, and controls the second valve 109 and the third valve 110 to close; the main controller controls the beta port and the z port of the third three-way valve 405 to be communicated so as to enable the third connecting pipeline 8 to be communicated with the fourth connecting pipeline 9, controls the electric heater 201 to be turned off, and adjusts the n port and the o port of the first three-way valve 404 to be communicated so as to enable the pipeline where the radiator 401 is to be communicated and enable the fourth parallel pipeline 403 to be disconnected. At this time, the refrigerant circuit 1, the warm core circuit 2 and the motor coolant circuit 4 are in a working state, but the electric heater 201 in the warm core circuit 2 is not in a working state, and the warm core circuit 2 is used for transmitting cold energy in the motor coolant circuit 4 into the refrigerant circuit 1 through the first heat exchanger 5; specifically, the compressor 102 compresses a refrigerant into a high-temperature and high-pressure refrigerant, the refrigerant exchanges heat with the cooling liquid in the warm core loop 2 in the first heat exchanger 5, the heat carried by the refrigerant is reduced, the heat carried by the cooling liquid is increased, and the refrigerant is primarily cooled in the first heat exchanger 5 through the cooling liquid in the warm core loop 2 and the motor cooling liquid loop 4; the primarily cooled refrigerant flows to the external heat exchanger 103, the cooling liquid with raised temperature flows to the motor cooling liquid loop 4 through the fourth connecting pipeline 9 after flowing through the heating core 202, and then the cooling liquid with raised temperature flows to the radiator 401, optionally, the external heat exchanger 103 and the radiator 401 are adjacently arranged, a fan (not shown in the figure) is arranged at the positions of the external heat exchanger 103 and the radiator 401, the fan blows air to the external heat exchanger 103 and the radiator 401, the refrigerant flowing through the external heat exchanger 103 is secondarily cooled to be a low-temperature liquid refrigerant, and meanwhile, the temperature of the cooling liquid in the radiator 401 is reduced, so that the cooling liquid flowing out of the radiator 401 flows to the first heat exchanger 5 in the heating core loop 2 after sequentially flowing through the driving system 402 and the third connecting pipeline 8, and the refrigerant flowing through the first heat exchanger 5 is cooled again by the driving system 402 and the refrigerant loop 1; the secondary cooled refrigerant flows out of the external heat exchanger 103 and flows to the evaporator, the low-temperature liquid refrigerant absorbs heat in air in the evaporator and evaporates, wind blown from the surface of the evaporator is blown to the passenger cabin after the temperature of the absorbed heat is lower, so that the passenger cabin is refrigerated, and the refrigerant flowing out of the evaporator flows to the gas-liquid separator 101 and flows back to the compressor 102, so that the primary refrigeration cycle of the passenger cabin is completed. Of course, the passenger compartment may be cooled only by the refrigerant circuit 1, which is more conventional and will not be described herein.

It should be noted that the number of evaporators in the refrigerant circuit 1 is not limited, and one or more evaporators may be provided, and for example, when the vehicle is of a two-row five-seat/four-seat vehicle type, only one evaporator may be provided, that is, only the first evaporator 104 may be provided in the refrigerant circuit 1; when the vehicle is of a three-row six-seat/seven-seat vehicle type, two evaporators can be arranged, namely, a first evaporator 104 and a second evaporator 105 which are connected in parallel are arranged in the refrigerant loop 1, so that the front row and the rear row of the vehicle are respectively refrigerated, and the refrigeration efficiency of the vehicle is improved.

In the case of cooling only the battery 301, particularly in the case of overcharging or quick-charging, etc., when the battery needs to be cooled down quickly, the operation mode shown in fig. 3 may be adopted, in which, in addition to the heat dissipation by the external heat exchanger 103 in the refrigerant circuit 1, the heat dissipation may be assisted by the first heat exchanger 5 and the heat sink 401, so that the heat dissipation efficiency may be effectively improved. Since no cooling of the passenger compartment is required at this time, the electronic expansion valve on the inlet side of the evaporator can be closed. Referring specifically to fig. 3, the main controller controls the first valve 108 of the refrigerant circuit 1 to open, the electronic expansion valve on the inlet side of the second heat exchanger 6 to open, and controls the second valve 109 and the third valve 110 to close; The main controller controls the v port and the t port of the second three-way valve 304 to be communicated so as to enable the pipeline where the battery 301 is positioned to be communicated and enable the third parallel pipeline 302 to be disconnected, and the main controller regulates the battery cooling liquid loop 3 and the motor cooling liquid loop 4 to be connected in parallel; the main controller controls the beta port and the z port of the third three-way valve 405 to be communicated so as to enable the third connecting pipeline 8 to be communicated with the fourth connecting pipeline 9, controls the electric heater to be turned off, and adjusts the n port and the o port of the first three-way valve 404 to be communicated so as to enable the pipeline where the radiator 401 is to be communicated and enable the fourth parallel pipeline 403 to be disconnected. At this time, the refrigerant circuit 1, the battery cooling liquid circuit 3, and part of the pipelines of the warm core circuit 2 and the motor cooling liquid circuit 4 are in an operating state. Specifically, the compressor 102 compresses the refrigerant into a high-temperature and high-pressure refrigerant, the refrigerant flows to the first heat exchanger 5, and the refrigerant flowing through the first heat exchanger 5 exchanges heat with the cooling liquid in the warm core circuit 2 and the motor cooling liquid circuit 4 in the first heat exchanger 5 to primarily cool the refrigerant flowing in the first heat exchanger 5 (see only the description of the passenger cabin refrigeration for details); the primarily cooled refrigerant flows through the first valve 108 and then flows to the external heat exchanger 103, a fan is arranged at the external heat exchanger 103, the fan blows air to the external heat exchanger 103, the refrigerant flowing through the external heat exchanger 103 is secondarily cooled, the secondarily cooled refrigerant flows to the second heat exchanger 6, the refrigerant flowing through the second heat exchanger 6 and the cooling liquid in the battery cooling liquid loop 3 exchange heat in the second heat exchanger 6, heat carried by the refrigerant is increased, heat carried by the cooling liquid is reduced, and the refrigerant transfers cold energy to the cooling liquid; Then the cooling liquid with the reduced temperature flows to the battery 301 to realize the cooling of the battery 301, and the cooling liquid with the increased temperature flows to the second heat exchanger 6 again; the refrigerant flowing out of the second heat exchanger 6 flows to the gas-liquid separator 101 and then flows back to the compressor 102, thereby completing the one-time refrigeration cycle of the battery 301. The above mode is suitable for the situation that the temperature of the battery 301 is higher (when the battery 301 is charged quickly), so that the temperature of the refrigerant compressed by the compressor 102 is lower when the refrigerant flows through the second heat exchanger 6 through secondary cooling, and correspondingly, the temperature of the cooling liquid in the battery cooling liquid loop 3 is lower, so that the efficiency of reducing the temperature of the battery 301 is improved. In addition, the battery 301 may be cooled only by the operation of the refrigerant circuit 1 and the battery coolant circuit 3, and the warm core circuit 2 and the motor coolant circuit 4 may not be operated at this time, so that the battery 301 may be cooled.

In the case where the passenger compartment and the battery 301 need to be cooled at the same time, for example, when the temperature of the passenger compartment is high and the temperature of the battery 301 is also high during driving of the vehicle, similarly, the heat dissipation efficiency can be effectively improved by using the first heat exchanger 5 and the radiator 401 to assist in heat dissipation in addition to the external heat exchanger 103 of the refrigerant circuit 1. Referring specifically to fig. 4, the main controller controls the first valve 108 of the refrigerant circuit 1 to open, the electronic expansion valve on the inlet side of the evaporator to open, the electronic expansion valve on the inlet side of the second heat exchanger 6 to open, and controls the second valve 109 and the third valve 110 to close; the main controller controls the v port and the t port of the second three-way valve 304 to be communicated so as to enable the pipeline where the battery 301 is positioned to be communicated and enable the third parallel pipeline 302 to be disconnected, and the main controller regulates the battery cooling liquid loop 3 and the motor cooling liquid loop 4 to be connected in parallel; the main controller controls the beta port and the z port of the third three-way valve 405 to be communicated so as to enable the third connecting pipeline 8 to be communicated with the fourth connecting pipeline 9, controls the electric heater to be turned off, and adjusts the n port and the o port of the first three-way valve 404 to be communicated so as to enable the pipeline where the radiator 401 is to be communicated and enable the fourth parallel pipeline 403 to be disconnected. At this time, the refrigerant loop 1, the battery cooling liquid loop 3, the core heating loop 2 and the motor cooling liquid loop 4 are all in working states, at this time, the refrigerant in the motor cooling liquid loop 4 is transferred into the refrigerant loop 1 by using the first heat exchanger 5 and through the core heating loop 2, and heat is emitted into the external environment by using the radiator 401 in the motor cooling loop, so that the refrigerating efficiency of the passenger compartment and the battery 301 is improved. Of course, the passenger compartment and the battery 301 may be cooled only by the operation of the refrigerant circuit 1 and the battery coolant circuit 3, and the warm core circuit 2 and the motor coolant circuit 4 do not participate in the operation at this time, so that the passenger compartment and the battery 301 can be cooled.

It should be noted that, the above-described several refrigeration modes are particularly suitable for the scenario requiring rapid or efficient refrigeration, and the heat absorbed by the refrigerant circuit 1 from the passenger cabin is controlled to be transferred to the radiator 401 in the motor coolant circuit 4 via the first heat exchanger 5 and the warm core circuit 2 for dissipation, so that the heat dissipation efficiency can be effectively improved. Wherein the controller controls the third three-way valve 405 to communicate the motor coolant circuit 4 and the heater core circuit 2 such that the third connecting line 8 and the fourth connecting line 9 are communicated, and the j port and the i port of the multi-way valve 10 are communicated. A regulating valve is arranged in the wick circuit 2 for regulating the flow of the cooling liquid in the wick circuit 2 through the first heat exchanger 5, i.e. from the first position (a) to the second position (b) of the wick circuit 2. The adjusting valve may be a proportional valve capable of adjusting the opening degree, alternatively, the adjusting valve is a three-way proportional valve 203, so that the flow from the first position (a) to the second position (b) of the heater core loop 2 can be adjusted, and meanwhile, the on-off adjustment of the second position (b) of the heater core loop 2 and the fourth position (d) of the battery cooling liquid loop 3 can be realized, so that the convenience of the adjustment can be improved, the intelligent degree of the thermal management system is improved, and cold energy or heat energy can be distributed according to different working conditions or different working modes.

The cooling mode includes a sub-mode of cooling only the motor of the drive system 402, and in the case of cooling only the motor, heat can be dissipated only by the heat sink 401. Referring to fig. 5 specifically, at this time, the main controller controls the compressor 102 to be inactive and controls the third connecting pipeline 8 and the fourth connecting pipeline 9 to be disconnected, and only the motor coolant loop 4 is in an operating state, and controls the multi-way valve 10 to connect the battery coolant loop 2 and the motor coolant loop 4 in parallel. The cooling liquid in the motor cooling liquid circuit 4 is cooled by the radiator 401, and then the temperature of the cooling liquid is reduced, and the cooling liquid with reduced temperature flows to the auxiliary motor 4022 and/or the main motor 4025 of the driving system 402, so as to cool the motor.

It should be noted that, when the motor coolant circuit 4 is in operation, the motor of the driving system 402 can be cooled, and at this time, the main controller controls the multi-way valve 10 to connect the battery coolant circuit 2 and the motor coolant circuit 4 in series, so that the coolant cooled by the radiator 401 flows through the battery 301 of the battery coolant circuit 3, so as to cool the battery 301.

The thermal management modes of operation also include a heating mode that includes sub-modes of heating the passenger compartment, heating the battery 301, heating the passenger compartment and the battery 301, and the like. In the heating mode, heat generated by the electric heater 201 and/or heat absorbed by the warm core circuit 2 from the refrigerant circuit 1 can be used to heat the passenger compartment and/or can be passed into the battery coolant circuit 3 to heat the battery 301.

In situations where only passenger compartment heating is required, in one implementation, the passenger compartment may be heated only by the warm core circuit 2, particularly if the refrigerant circuit 1 (i.e., heat pump system) is less efficient or is not operating properly due to an excessively low ambient temperature. Specifically, at this time, the main controller controls the electric heater 201 to be turned on, the electric heater 201 heats the cooling liquid in the warm core loop 2, the cooling liquid with the raised temperature flows to the warm core 202, and a blower (not shown in the figure) or the like is arranged near the warm core 202, and blows air to the warm core 202 and blows heat carried in the cooling liquid flowing through the warm core 202 to the passenger cabin, so as to heat the passenger cabin, and then the cooling liquid flows through the q port and the r port of the three-way proportional valve 203 and the first heat exchanger 5 and returns to the electric heater 201, thus completing one cycle of heating the passenger cabin by the warm core loop 2. It will be appreciated that in this scenario, no heating of the battery 301 is required, and therefore the battery cooling circuit 3 may be controlled to be disconnected from the warm core circuit 2, in which case the heat generated by the electric heater 201 is used to heat the passenger compartment and is not transferred to the battery cooling liquid circuit 3.

In another implementation, the passenger compartment may be heated only by the refrigerant circuit 1 in a scenario where the ambient temperature is low, but the heat pump system may still be operating normally, with the electric heater 201 of the warm core circuit 2 being inactive. Referring specifically to fig. 6, the main controller controls the first valve 108 and the third valve 110 to be opened, controls the second valve 109 to be closed, and controls the electronic expansion valve on the inlet side of the evaporator and the electronic expansion valve on the inlet side of the second heat exchanger 6 to be closed. At this time, the passenger cabin is heated by the refrigerant loop 1, the first parallel pipeline 106 is disconnected and the second parallel pipeline 107 is connected, the main controller controls the electric heater 201 to disconnect the power supply and to be in a non-working state, at this time, the electric heater 201 is used as a pipeline for circulating cooling liquid, the refrigerant flows through the external heat exchanger 103 to absorb environmental heat, flows into the compressor 102, flows into the first heat exchanger 5 after being compressed, and transfers heat to the warm core loop 2. Specifically, the compressor 102 is started to compress the refrigerant into a high-temperature high-pressure refrigerant, the high-temperature refrigerant flows to the first heat exchanger 5, heat exchange is carried out between the high-temperature refrigerant and the cooling liquid in the warm core loop 2 in the first heat exchanger 5, the heat carried by the refrigerant is reduced, and the heat carried by the cooling liquid is increased; the cooling liquid with the increased temperature flows to the warm core 202 after flowing through the electric heater 201, the blower arranged close to the warm core 202 blows air to the warm core 202 and blows heat carried in the cooling liquid with the increased temperature in the warm core 202 to the passenger cabin, so that the passenger cabin is heated, and then the cooling liquid returns to the first heat exchanger 5 after passing through the q port and the r port of the three-way proportional valve 203; the refrigerant with reduced temperature flows to the first valve 108 and then flows to the external heat exchanger 103, at this time, the external heat exchanger 103 serves as an evaporator to absorb heat in the external environment, so that the temperature of the refrigerant flowing through the first heat exchanger 5 is increased, and then the refrigerant flows through the second parallel pipeline 107 and the gas-liquid separator 101 and then flows back to the compressor 102, thus completing a heating cycle of the refrigerant loop 1 to the passenger compartment. In the heating mode for heating the passenger compartment, the refrigerant in the refrigerant circuit 1 absorbs heat from ambient air and transfers the heat to the cooling liquid in the warm core circuit 2 through the first heat exchanger 5, and the passenger compartment is heated by radiating the heat to the passenger compartment through the warm core 202 in the warm core circuit 2, so that the heating efficiency can be effectively improved compared with the heating by converting electric energy into heat by using the electric heater.

In yet another implementation, which is substantially the same as the other implementation described above, the difference is that the main controller may also control the electric heater 201 to be turned on for auxiliary heating, and this operation mode is particularly suitable for situations where the passenger cabin needs to be heated quickly, or where the ambient temperature is low and the heating requirement cannot be met only by using the refrigerant circuit, so as to further improve the heating efficiency of the passenger cabin.

Furthermore, in still another implementation manner, the heat generated by the operation of the battery 301 in the battery cooling liquid circuit 3 can be used to heat the passenger cabin, that is, the waste heat generated by the battery 301 can be recycled to heat the passenger cabin, which is beneficial to improving the heating efficiency of the thermal management system, and is particularly suitable for the situations where the passenger cabin has heating requirements in a low-temperature environment. Referring specifically to fig. 7, in order to further improve the heating efficiency of the passenger compartment, the main controller controls the first valve 108, the second valve 109 and the third valve 110 to be opened, controls the electronic expansion valve on the inlet side of the evaporator to be closed, and controls the electronic expansion valve on the inlet side of the second heat exchanger 6 to be opened, and the main controller controls the v port and t port of the second three-way valve 304 to be communicated, and the pipeline in which the battery 301 is located to be communicated and the third parallel pipeline 302 to be disconnected, so that the battery coolant loop 3 and the motor coolant loop 4 are connected in parallel; at this time, the first parallel pipeline 106 and the second parallel pipeline 107 are all communicated, and a part of the refrigerant flows through the first parallel pipeline 106 and the second heat exchanger 6, and absorbs heat generated in the working process of the battery 301 in the battery cooling liquid loop 3 through the second heat exchanger 6; another part of the refrigerant flows through the external heat exchanger 103 to absorb the environmental heat; the two-part refrigerant absorbs heat and flows into the gas-liquid separator 101, the compressor 102 and the first heat exchanger 5, and transfers the heat to the warm core circuit 2, and the heat is transferred to the passenger compartment via the warm core 202 of the warm core circuit 2. And the cooling liquid flowing through the second heat exchanger 6 in the battery cooling liquid loop 3 flows through the i port and the j port of the four-way valve and the v port and the t port of the second three-way valve 304 in sequence and then flows back to the battery 301. Heating of the passenger compartment through the refrigerant circuit 1, the warm core circuit 2 and the battery coolant circuit 3 is thus completed. In this heating mode, not only the heat absorbed by the refrigerant circuit 1 from the environment can be used to heat the passenger cabin, but also the heat generated by the battery 301 can be recovered to heat the passenger cabin, thereby improving the heating efficiency of the passenger cabin.

In addition, in yet another implementation, the heat generated by the motor of the drive system 402 in the motor coolant loop 4 may also be used to heat the passenger compartment to further increase the heating efficiency of the passenger compartment. Referring specifically to fig. 8, the main controller controls the first valve 108, the second valve 109 and the third valve 110 to be opened, controls the electronic expansion valve on the inlet side of the evaporator to be closed, and controls the electronic expansion valve on the inlet side of the second heat exchanger 6 to be opened, the main controller controls the v port and the t port of the second three-way valve 304 to be communicated, the pipeline where the battery 301 is located is communicated and the third parallel pipeline 302 is disconnected, the battery cooling liquid circuit 3 and the motor cooling liquid circuit 4 are connected in series, and the main controller controls the n port and the p port of the first three-way valve 404 to be communicated, the pipeline where the radiator 401 is disconnected and the fourth parallel pipeline 403 is communicated, and the fourth valve 13 is closed and the liquid circuit 3 is not communicated. Specifically, the refrigerant circuit 1 absorbs hot gas from ambient air through the external heat exchanger 103, and then transfers heat to the warm core circuit 2 through the first heat exchanger 5 for heating the passenger cabin, and since the second heat exchanger 6 is connected in parallel with the external heat exchanger 103, a part of refrigerant flowing out of the first heat exchanger 5 flows to the external heat exchanger 103, and another part of refrigerant flows to the second heat exchanger 6. In addition, heat generated by the motor operation of the driving system 402 is transferred to the cooling liquid in the motor cooling liquid loop 4, the cooling liquid with increased temperature flows through the k port and the j port of the four-way valve in sequence to flow to the battery cooling liquid loop 3, then flows through the battery 301, the temperature of the battery 301 is increased during operation, the heat generated by the battery 301 is transferred to the cooling liquid with increased temperature to become secondary heating cooling liquid, the secondary heating cooling liquid flows to the second heat exchanger 6 to exchange heat with the cooling medium flowing to the second heat exchanger 6 in the cooling medium loop 1, so that the temperature of the cooling medium flowing to the second heat exchanger 6 in the cooling medium loop 1 is increased, the cooling medium flowing to the external heat exchanger 103 and the cooling medium flowing to the second heat exchanger 6 are combined and then flow to the gas-liquid separator 101, and finally flow back to the compressor 102. The cooling liquid flowing through the second heat exchanger 6 in the battery cooling liquid circuit 3 flows through the i port and the m port of the four-way valve in sequence, flows back to the motor cooling liquid circuit 4, flows through the n port and the p port of the first three-way valve 404, flows to the fourth parallel pipeline 403, and finally flows to the driving system 402 again, thus completing the heating of the passenger cabin through the refrigerant circuit 1, the warm core circuit 2, the battery cooling liquid circuit 3 and the motor cooling liquid circuit 4. In this heating method, not only the heat is transferred from the environment by the refrigerant circuit 1 to heat the passenger compartment, but also the heat generated by the battery 301 and the driving system 402 can be recycled to heat the passenger compartment, so that the heating efficiency of the passenger compartment is further improved.

It should be noted that, regarding the manner of generating heat by the motor, waste heat generated by the motor of the driving system 402 may be generated, or heat generated by the motor of the driving system 402 by performing work inefficiently.

In the case where only the battery 301 needs to be heated, the battery may be heated by the refrigerant circuit 1, the battery 301 may be heated by the electric heater 201 in the core warming circuit 2, and the battery 301 may be heated by heat generated by the driving system in the motor coolant circuit 4 during the running of the vehicle. Specifically, the heat in the refrigerant circuit 1, the warm core circuit 2 and the motor cooling liquid circuit 4 can be selected to heat the battery 301 according to actual conditions, and the heat in at least two circuits can be combined to heat the battery 301. Several embodiments of heating the battery are described below with reference to the accompanying drawings.

In one embodiment, the electric heater 201 in the warm core circuit 2 may be used to heat the battery 301, for example, the embodiment is suitable for a scenario in which the refrigerant circuit with a low ambient temperature cannot start up normally. In one implementation, referring to fig. 9, the battery 301 may be heated only by the warm core loop 2, the main controller controls the electric heater to work, and controls the fourth valve 13 to be opened, and the q port and the r port of the three-way proportional valve 203 are communicated, and the s port and the r port are also communicated, so that the warm core loop 2 and the battery cooling liquid loop 3 are communicated, and controls the v port and the t port of the second three-way valve 304 to be communicated, so that the pipeline where the battery 301 is located is communicated, and the third parallel pipeline 302 is disconnected; specifically, the heat generated by the operation of the electric heater 201 is transferred to the cooling liquid in the heater core loop 2, the cooling liquid with increased temperature flows to the heater core 202, at this time, when the blower close to the heater core 202 is not operated, the heat in the cooling liquid is not lost, then the cooling liquid with increased temperature flows to the multi-way valve 10 after sequentially flowing through the first position (a) of the heater core loop 2 and the third position (c) of the battery cooling liquid loop 3, then flows to the battery 301 after sequentially flowing through the i port and the j port of the multi-way valve 10 and the v port and the t port of the second three-way valve 304, then flows to the battery 301 and transfers the heat carried by the cooling liquid to the battery 301, and the cooling liquid with reduced temperature sequentially flows to the fourth position (d) of the battery cooling liquid loop 3, the s port and the r port of the three-way proportional valve 203, finally flows to the electric heater 201 after flowing through the first heat exchanger 5, thus completing the loop for heating the battery 301. By the arrangement, the battery 301 can be heated efficiently, the battery 301 can reach a proper temperature quickly, and the cruising ability of the battery 301 is improved. In the case of heating only the battery 301, the s port and the r port of the three-way proportional valve 203 are controlled to be communicated in order to raise the heating efficiency of the battery 301, so that the cooling liquid absorbing heat from the first heat exchanger 5 and/or the cooling liquid absorbing heat from the electric heater 201 in the core warming circuit 2 may all flow to the first connection pipe 701 and further flow to the battery cooling liquid circuit 3 for heating the battery 301, thereby further raising the heating efficiency of the battery 301.

In another implementation, the battery 301 may be heated by the refrigerant circuit 1. Referring specifically to fig. 10, the main controller controls the first valve 108 and the third valve 110 to be opened, and controls the second valve 109, the electronic expansion valve on the inlet side of the evaporator, and the electronic expansion valve on the inlet side of the second heat exchanger 6 to be closed; the main controller controls the fourth valve 13 to be opened and the q port and the r port of the three-way proportional valve 203 to be communicated and the s port and the r port to be communicated so as to enable the heating core loop 2 to be communicated with the battery cooling liquid loop 3, and controls the v port and the t port of the second three-way valve 304 to be communicated so as to enable the pipeline where the battery 301 is positioned to be communicated and enable the third parallel pipeline 302 to be disconnected. The main controller controls the electric heater 201 to cut off the power supply, at the moment, the electric heater 201 is not in a working state, the compressor 102 is started to compress the refrigerant into a high-temperature refrigerant, the high-temperature refrigerant flows to the first heat exchanger 5, the high-temperature refrigerant exchanges heat with the cooling liquid in the warm core loop 2in the first heat exchanger 5, the heat carried by the refrigerant is reduced, and the heat carried by the cooling liquid is increased; the cooling liquid with the increased temperature flows through the electric heater 201, at this time, the electric heater 201 is not operated as a circulation pipeline, then flows to the heating core 202, the blower arranged near the heating core 202 is not operated, then flows to the battery 301 after sequentially flowing through the k port and the j port of the multi-way valve 10 and the v port and the t port of the second three-way valve 304, transfers the temperature to the battery 301, and then flows back to the first heat exchanger 5 after sequentially flowing through the fourth position (d) in the battery cooling liquid circuit 3 and the s port and the r port of the three-way proportional valve 203. The refrigerant with reduced temperature flows to the first valve 108 and then flows to the external heat exchanger 103, at this time, the external heat exchanger 103 serves as an evaporator to absorb heat in the external environment, so that the temperature of the refrigerant flowing through the external heat exchanger 103 is increased, and then the refrigerant flows through the second parallel pipeline 107 and the gas-liquid separator 101 and then flows back to the compressor 102, thereby completing a heating cycle of the refrigerant circuit 1 to the battery 301. By the arrangement, the battery 301 can be heated efficiently, and the heating efficiency of the battery 301 is improved.

In addition, the battery 301 can be heated by the electric heater 201 in the warm core circuit 2 and the refrigerant circuit 1. The specific way is that the combination of the method of heating the battery 301 only through the warm core circuit 2 and the method of heating the battery 301 only through the refrigerant circuit 1, that is, in the scenario that the refrigerant circuit 1 (the electric heater 201 does not work) heats the battery 301, the main controller controls the electric heater 201 to be turned on. By doing so, the heating efficiency of the battery 301 can be further improved.

In another embodiment, the battery 301 may also be heated by heat generated by the motor in the motor coolant loop 4. Referring to fig. 11 specifically, at this time, the main controller adjusts the multi-way valve 10 to connect the battery coolant loop 3 and the motor coolant loop 4 in series, and adjusts the n-port and the p-port of the first three-way valve 404 to connect, the pipeline where the radiator 401 is located is disconnected and the fourth parallel pipeline 403 is connected, so that the motor of the driving system 402 in the motor coolant loop 4 works to generate heat, the heat is transferred to the coolant, the coolant with increased temperature sequentially flows through the k-port and the j-port of the multi-way valve 10, then flows into the battery 301 in the battery coolant loop 3, the temperature of the coolant is transferred to the battery 301, then the coolant with reduced temperature sequentially flows through the i-port and the m-port of the multi-way valve 10 after flowing through the second heat exchanger 6, the coolant in the motor coolant loop 4 flows through the n-port and the p-port of the first three-way valve 404 and then flows into the fourth parallel pipeline 403, and finally flows back to the driving system 402, so as to complete the circulation of the motor coolant loop 4 to heat the battery 301. So set up, can promote energy utilization to the heat recovery that the motor of actuating system 402 produced, heat battery 301 through more ways to battery 301 heating can more quick heating battery 301, further promote the heating efficiency to battery 301.

In a case where the battery 301 and the passenger compartment are required to be heated, most of the cases are a combination of the above-described case where the battery 301 is heated only and the case where the passenger compartment is heated only when the vehicle has just started up and the battery 301 is at a low temperature. In one implementation, when the ambient temperature is low, the battery 301 and the passenger compartment may be heated only by the warm core circuit 2, referring specifically to fig. 9, at this time, the main controller adjusts the communication between the warm core circuit 2 and the battery coolant circuit 3, controls the parallel connection between the battery coolant circuit 3 and the motor coolant circuit 4, and controls the q-port and r-port of the three-way proportional valve 203 to communicate with each other and the s-port and r-port to communicate with each other, so that a part of the coolant flowing through the warm core 202 in the warm core circuit 2 flows to the q-port of the first connecting pipe 701 and another part flows to the three-way proportional valve 203. Specifically, the electric heater 201 is started, the electric heater 201 heats the cooling liquid in the warm core loop 2, the cooling liquid with the increased temperature flows to the warm core 202, a blower is arranged close to the warm core 202, the blower blows air to the warm core 202 and blows heat carried in the cooling liquid with the increased temperature in the warm core 202 to the passenger cabin, heating of the passenger cabin is achieved, and then a part of the cooling liquid with the higher temperature flows to the q-port of the three-way proportional valve 203; the other part of the cooling liquid flows to the battery 301 after flowing through the first connecting pipe 701, so as to heat the battery 301, the other part of the cooling liquid flowing through the battery 301 and the part of the cooling liquid flowing through the three-way proportional valve 203 are combined and flow to the first heat exchanger 5, and finally flow back to the electric heater 201, so that one cycle of heating the passenger compartment and the battery 301 by the warm core circuit 2 is completed. By doing so, the heating of the passenger compartment and the battery 301 can be realized conveniently and efficiently. Here, the adjusting valve is set to be the three-way proportional valve 203, the three-way proportional valve 203 can adjust the opening of the q-port so as to realize the proportion of the cooling liquid flowing from the warm core 202 to the q-port of the three-way proportional valve 203, that is, the proportion of the cooling liquid flowing from the warm core 202 to the first connecting pipe 701 can be adjusted, the heat distribution of the heated passenger cabin and the heated battery 301 can be flexibly realized, that is, when the passenger cabin needs more heat, the opening of the q-port of the three-way proportional valve 203 is increased so that the cooling liquid flows to the q-port of the three-way proportional valve 203 more, and when the battery 301 needs more heat, the opening of the q-port of the three-way proportional valve 203 is reduced so that the cooling liquid flows to the battery 301 more, thereby the heat distribution of the heated passenger cabin and the battery 301 is more convenient and intelligent.

In another implementation manner, the passenger compartment may be further heated by the refrigerant circuit 1, referring to fig. 10 specifically, the main controller controls the first valve 108 to be opened, the second valve 109 to be closed, the third valve 110 to be opened, the first electronic expansion valve 111 to be closed, the second electronic expansion valve 112 to be closed, and the third electronic expansion valve 113 to be closed in the refrigerant circuit 1, at this time, the first parallel pipeline 106 is disconnected and the second parallel pipeline 107 is opened, and the main controller controls the electric heater 201 to be disconnected, and controls the heater core circuit 2 to be connected to the battery coolant circuit 3, at this time, the electric heater 201 is not in an operating state. Controlling the q-port and the r-port of the three-way proportional valve 203 to be communicated and the s-port and the r-port to be communicated so that the cooling liquid in the warm core loop 2 partially flows through the battery 301; the first parallel pipeline 106 is closed and the second parallel pipeline 107 is communicated, the refrigerant flows through the external heat exchanger 103 to absorb the environmental heat, and the refrigerant absorbing the heat flows through the second parallel pipeline 107, the compressor 102 and the first heat exchanger 5 to transfer the heat to the warm core loop 2. Specifically, the compressor 102 is started to compress the refrigerant into a high-temperature refrigerant, the high-temperature refrigerant flows to the first heat exchanger 5, heat exchange is carried out between the high-temperature refrigerant and the cooling liquid in the warm core loop 2 in the first heat exchanger 5, the heat carried by the refrigerant is reduced, and the heat carried by the cooling liquid is increased; the cooling liquid with increased temperature flows through the electric heater 201, the electric heater 201 is not operated, then the cooling liquid with increased temperature flows to the heating core 202, a blower arranged close to the heating core 202 blows air to the heating core 202 and blows heat carried in the cooling liquid with increased temperature in the heating core 202 to the passenger cabin, heating of the passenger cabin is achieved, then a part of the cooling liquid with higher temperature flows to the q-mouth of the three-way proportional valve 203, the other part of the cooling liquid flows to the battery 301 after flowing through the first connecting pipeline 701 and the multi-way valve 10, heating of the battery 301 is achieved, the cooling liquid flowing through the battery 301 is divided into a first branch cooling liquid and a second branch cooling liquid at a fourth position (d-mouth) of the battery cooling liquid circuit 3, wherein the first branch cooling liquid and the cooling liquid flowing through the three-way proportional valve 203 flow back to the first heat exchanger 5 after being converged, and the second branch cooling liquid flows to the multi-way valve 10 after flowing through the second heat exchanger 6 and a third position (c-mouth) of the battery cooling liquid circuit 3; the refrigerant with reduced heat flows through the first valve 108 and then flows to the external heat exchanger 103, at this time, the external heat exchanger 103 serves as an evaporator capable of absorbing heat from the outside, and then flows through the gas-liquid separator 101 and then flows back to the compressor 102, thus completing one cycle of heating the passenger compartment and the battery 301 by the refrigerant circuit 1. By doing so, the heating efficiency of the passenger compartment and the battery 301 can be further improved. Further, on the basis of the above another implementation manner, in order to further improve the heating efficiency of the passenger cabin and the battery 301, the main controller may further control the electric heater 201 to be turned on, so that the electric heater 201 can perform secondary heating on the cooling liquid in the warm core loop 2, and further improve the temperature of the cooling liquid, thereby further improving the heating efficiency.

In addition, the heating of the passenger compartment and the battery 301 may be achieved by the refrigerant circuit 1 and the warm core circuit 2, specifically, the combination of the above-mentioned heating method of the passenger compartment and the battery 301 by only the warm core circuit 2 and the heating method of the passenger compartment and the battery 301 by only the refrigerant circuit 1, that is, in the scene that the above-mentioned refrigerant circuit 1 (the electric heater 201 does not work) heats the passenger compartment and the battery 301, the main controller controls the electric heater 201 to be turned on. By doing so, the heating efficiency of the battery 301 can be further improved.

Of course, on the basis of the above three heating modes for the passenger cabin and the battery 301, the heat generated by the motor of the driving system 402 in the motor coolant loop 4 may be used to heat the passenger cabin and the battery 301, referring to fig. 11 specifically, at this time, the main controller adjusts the multi-way valve 10 to connect the battery coolant loop 3 and the motor coolant loop 4 in series, and adjusts the connection between the n-port and the p-port of the first three-way valve 404 to disconnect the pipeline where the radiator 401 is located and connect the fourth parallel pipeline 403, so that the motor of the driving system 402 in the motor coolant loop 4 generates heat, the heat is transferred to the coolant, the coolant with an increased temperature sequentially flows through the k-port and the j-port of the multi-way valve 10, then flows into the battery 301 in the battery coolant loop 3, the coolant with a reduced temperature flows through the i-port and the m-port of the multi-way valve 10 after flowing through the second heat exchanger 6, and the coolant in the flow back to the fourth parallel pipeline 403 after flowing through the n-port and the p-port of the first three-way valve 404, and finally flows to the fourth parallel pipeline 403, so that the heat is transferred to the heat of the motor coolant loop 2 heats the passenger cabin 2, and the heat is also transferred to the battery 301. By the arrangement, heat generated by the motor of the driving system 402 can be recycled, and the energy utilization rate is improved.

It should be noted that, in the above-mentioned scenario of heating the battery 301 and the passenger cabin, the cooling liquid with the increased temperature in the warm core loop 2 may flow through the warm core 202 first and then through the battery 301, so that the heat is blown to the passenger cabin by the blower preferentially, and then the battery 301 is heated in the battery cooling liquid loop 3, so that the temperature of the passenger cabin can be quickly increased, the user experience of the personnel in the passenger cabin of the vehicle is improved, and the comfort level of the user is improved.

In addition, when the temperature of the environment is extremely low (lower than-20 ℃) when the refrigerant circuit 1 is used for heating the passenger compartment, the refrigerant circuit 1 does not reach the first working stage of the working temperature, refer to fig. 12, and the refrigerant circuit 1 cannot work or the effect of raising the temperature of the refrigerant when the refrigerant circuit 1 works at the temperature is poor. The main controller controls the fourth valve 13 to be opened and the s port and the r port of the three-way proportional valve 203 to be communicated and the q port and the r port to be communicated so as to enable the heating core loop 2 to be communicated with the battery cooling liquid loop 3, and enable the cooling liquid in the heating core loop 2 to flow to the battery cooling liquid loop 3, and controls the u port and the v port of the second three-way valve 304 to be communicated so as to enable the third parallel pipeline 302 to be communicated and the pipeline where the battery 301 is located to be disconnected; the main controller controls the first valve 108, the third valve 110 and the electronic expansion valve on the inlet side of the evaporator to be closed, and controls the second valve 109 and the electronic expansion valve on the inlet side of the second heat exchanger 6 to be opened; in this way, the refrigerant flows through the second heat exchanger 6, the heat in the battery cooling liquid circuit 3 is transferred to the refrigerant circuit 1 through the second heat exchanger 6, and the heat generated by the electric heater 201 is transferred to the refrigerant circuit 1 through the first heat exchanger 5 and/or the second heat exchanger 6 to heat the refrigerant in the refrigerant circuit 1. In the second working phase, in which the refrigerant circuit 1 reaches the working temperature: the refrigerant absorbing the heat in the battery coolant circuit 3 flows through the compressor 102 to absorb heat again, and flows to the first heat exchanger 5, and the heat is transferred to the warm core circuit 2 through the first heat exchanger 5 to heat the passenger compartment and the battery 301. Specifically, the electric heater 201 is turned on, so that heat generated by the operation of the electric heater 201 is transferred to the coolant in the heater core loop 2, the coolant with increased temperature flows to the heater core 202, and at this time, the blower near the heater core 202 is operated to heat the passenger compartment; the cooling liquid flowing out of the heating core 202 is divided into two parts and flows into different branches respectively, wherein the first part of cooling liquid flows into the multi-way valve 10 after sequentially flowing through a first position (a) of the heating core loop 2 and a third position (c) of the battery cooling liquid loop 3, and the second part of cooling liquid flows into a q-port of the three-way proportional valve 203; next, the first part of the cooling liquid flows through the i port and the j port of the multi-way valve 10, and then flows through the third parallel line 302 to divide from the fourth position (d) of the battery cooling liquid circuit 3 into the third part of the cooling liquid flowing to the s port of the three-way proportional valve 203 and the fourth part of the cooling liquid flowing to the second heat exchanger 6; The second part of cooling liquid and the third part of cooling liquid are converged and then flow to the first heat exchanger 5, heat is transferred to the refrigerant in the refrigerant loop 1, and then flow back to the electric heater 201; the fourth part of the coolant passes through the second heat exchanger 6, transfers heat to the refrigerant in the refrigerant circuit 1, and then flows to the third position (c) of the battery coolant circuit 3. Through the arrangement, when the refrigerant circuit 1 with extremely low ambient temperature cannot work, heat can be transferred into the refrigerant circuit 1, so that the compressor 102 can normally start to work after the temperature of the refrigerant in the refrigerant circuit 1 is increased. The temperature of the refrigerant in the refrigerant loop 1 increases, and at this time, the refrigerant loop 1 reaches the second working stage of the working temperature, and the passenger compartment is heated by the manner of heating the passenger compartment by the refrigerant loop 1, and details of the heating of the passenger compartment by the refrigerant loop 1 are described in detail, and are not described herein. the operating temperature of the refrigerant circuit 1 refers to a temperature at which the refrigerant circuit 1 can reach a normal operation.

In addition, when the temperature of the environment is extremely low (lower than-20 ℃) while the cooling medium circuit 1 is used to heat the passenger compartment and the battery 301, the cooling medium circuit 1 does not reach the first working stage of the working temperature, see fig. 13, and the cooling medium circuit 1 cannot work. The first operation phase is substantially the same as the first operation phase in which the passenger compartment is heated by the refrigerant circuit 1, except that the main controller controls the communication between the t port and the v port of the second three-way valve 304 so that the line where the battery 301 is located is communicated and the third parallel line 302 is disconnected. When the refrigerant circuit 1 works normally, the refrigerant circuit 1 reaches the second working stage of the working temperature, and the passenger compartment and the battery 301 are heated by the refrigerant circuit 1, and details of the heating of the passenger compartment and the battery 301 by the refrigerant circuit 1 are described in detail and are not described herein.

As can be seen from the above, in an extremely cold temperature environment, the refrigerant circuit 1 cannot be started, so that the passenger compartment or the passenger compartment and the battery 301 cannot be heated, and when the electric heater 201 and the battery coolant circuit 3 in the warm core circuit 2 heat the refrigerant in the refrigerant circuit 1 in the first heating stage, the temperature of the refrigerant in the refrigerant circuit 1 is raised, so that the refrigerant circuit 1 can be normally operated even when the external environment temperature is low, and the passenger compartment or the passenger compartment and the battery 301 can be heated by the refrigerant circuit 1, thereby improving the heating efficiency of the passenger compartment or the battery 301.

The operation mode of the thermal management further includes a dehumidification mode in which air in the passenger compartment is cooled by the evaporator while the passenger compartment is being heated, and water vapor in the air is condensed to be separated from the air.

In a scenario where dehumidification of the passenger cabin is required, when the amount of dehumidification heat provided by the refrigerant circuit 1 is within a preset range, referring to fig. 14, the main controller controls the first valve 108, the third valve 110, the electronic expansion valve on the inlet side of the second heat exchanger 6 to be closed, and controls the second valve 109 and the electronic expansion valve on the inlet side of the evaporator to be opened, and the r port and q port of the three-way proportional valve 203 are communicated. At this time, the refrigerant flowing out of the first heat exchanger 5 in the refrigerant circuit 1 flows into the evaporator only through the first parallel line 106. Specifically, the low-pressure operation of the compressor 102 compresses the refrigerant into a high-temperature refrigerant, the high-temperature refrigerant flows through the first heat exchanger 5 to transfer heat to the cooling liquid in the warm core loop 2, the temperature of the refrigerant is reduced, and the temperature of the cooling liquid is increased; the refrigerant with reduced temperature flows through the first parallel pipeline 106 and then flows to the first evaporator 104, the first evaporator 104 cools the air flowing through the first evaporator 104, so that the water vapor in the air is condensed and separated from the air, and then the refrigerant flows through the gas-liquid separator 101 and then flows back to the compressor 102; the cooling liquid with the increased temperature flows to the warm core 202 after flowing through the electric heater 201 (not in operation), and the blower disposed near the warm core 202 blows air to the warm core 202 to blow the heat carried by the cooling liquid into the passenger compartment to heat the passenger compartment, and then the cooling liquid flows back to the first heat exchanger 5 after flowing through the q-port and the r-port of the three-way proportional valve 203, thus completing the dehumidification process. So set up, also can be used for heating passenger cabin with the heat recovery that dehumidifies in-process released, promote the utilization ratio of energy, because realized the recycle of energy just also promoted the continuation of journey mileage of vehicle.

Further, when the dehumidification heat is excessive, that is, when the heat output from the refrigerant circuit 1 to the warm core circuit 2 exceeds the demand of the passenger cabin, that is, when the dehumidification heat provided by the refrigerant circuit 1 is greater than the preset range, referring to fig. 15, the main controller controls the first valve 108 and the electronic expansion valve at the inlet side of the evaporator to be opened, and controls the second valve 109, the third valve 110 and the electronic expansion valve at the inlet side of the second heat exchanger 6 to be closed; at this time, the refrigerant flowing out of the first heat exchanger 5 flows into the evaporator only through the external heat exchanger 103, and the refrigerant releases heat to the environment through the external heat exchanger 103. Specifically, the low-pressure operation of the compressor 102 compresses the refrigerant into a high-temperature refrigerant, the high-temperature refrigerant flows through the first heat exchanger 5 to transfer heat to the cooling liquid in the warm core loop 2, the temperature of the refrigerant is reduced, and the temperature of the cooling liquid is increased; the refrigerant with reduced temperature flows through the first valve 108 and then flows to the external heat exchanger 103, at this time, the external heat exchanger 103 is used as a condenser to release redundant heat, then flows to the first evaporator 104, the first evaporator 104 cools the air flowing through the first evaporator 104, so that the vapor in the air is condensed and separated from the air, and then the refrigerant flows through the gas-liquid separator 101 and then flows back to the compressor 102; the cooling liquid with the increased temperature flows to the warm core 202 after flowing through the electric heater 201 (not in operation), and the blower arranged near the warm core 202 blows air to the warm core 202 to blow the heat carried by the cooling liquid into the passenger compartment to heat the passenger compartment, and then the cooling liquid enters the first heat exchanger 5 after flowing through the q-port and the r-port of the three-way proportional valve 203, thus completing the dehumidification process. So set up, can release unnecessary heat to external environment through external heat exchanger 103, on retrieving the heat in the dehumidification in-process basis, guarantee the passenger cabin accuracy of heating.

Further, when the dehumidification heat is insufficient, that is, when the dehumidification heat provided by the refrigerant circuit 1 is less than the preset range, referring to fig. 16, the main controller controls the first valve 108, the second valve 109, the third valve 110 and the electronic expansion valve at the inlet side of the evaporator to be opened, and controls the electronic expansion valve at the inlet side of the second heat exchanger 6 to be closed; at this time, a part of the refrigerant flowing out of the first heat exchanger 5 flows into the evaporator through the first parallel pipeline 106, and another part of the refrigerant flows into the second parallel pipeline 107 through the external heat exchanger 103, and the refrigerant absorbs heat from the environment through the external heat exchanger 103. Specifically, the low-pressure operation of the compressor 102 compresses the refrigerant into a high-temperature refrigerant, the high-temperature refrigerant flows through the first heat exchanger 5 to transfer heat to the cooling liquid in the warm core loop 2, the temperature of the refrigerant is reduced, and the temperature of the cooling liquid is increased; part of the refrigerant with reduced temperature flows through the first valve 108 and then flows to the external heat exchanger 103, at this time, the external heat exchanger 103 is used as an evaporator to absorb heat of the external environment, and then the part of the refrigerant flows to the second parallel pipeline 107; the other part of the refrigerant with the reduced temperature flows to the first evaporator 104 after flowing through the first parallel pipeline 106, and the first evaporator 104 cools the air flowing through the first evaporator 104, so that the water vapor in the air is condensed and separated from the air; the two refrigerant parts are converged and then flow to the gas-liquid separator 101, and finally the converged refrigerant flows back to the compressor 102; the cooling liquid with the increased temperature flows through the electric heater 201 (not in operation) and then flows to the warm core 202, and the blower arranged near the warm core 202 blows air to the warm core 202 to blow the heat carried by the cooling liquid into the passenger compartment to heat the passenger compartment, and then the cooling liquid flows into the first heat exchanger 5 after flowing through the three-way proportional valve 203, thus completing the dehumidification process. So set up, when dehumidification temperature is not enough, can absorb the heat in the external environment to the refrigerant through external heat exchanger 103 to promote the temperature of refrigerant in refrigerant circuit 1, with the demand of guaranteeing the passenger cabin heating.

In addition, when the dehumidification heat is insufficient, that is, when the dehumidification heat provided by the refrigerant circuit 1 is less than the preset range, the heat generated by the operation of the battery 301 in the battery cooling liquid circuit 3 can be transferred to the refrigerant in the refrigerant circuit 1, referring to fig. 17, the main controller controls the second valve 109, the electronic expansion valve at the inlet side of the evaporator and the electronic expansion valve at the inlet side of the second heat exchanger 6 to be opened, and controls the first valve 108 and the third valve 110 to be closed, and the main controller controls the v port and the t port of the second three-way valve 304 to be communicated, so that the pipeline where the battery 301 is located is communicated and the third parallel pipeline 302 is disconnected; at this time, the refrigerant flowing out of the first heat exchanger 5 flows into the evaporator and the second heat exchanger 6 only through the first parallel line 106, and absorbs heat from the battery coolant circuit 3 through the second heat exchanger 6. Specifically, the low-pressure operation of the compressor 102 compresses the refrigerant into a high-temperature refrigerant, the high-temperature refrigerant flows through the first heat exchanger 5 to transfer heat to the cooling liquid in the warm core loop 2, the temperature of the refrigerant is reduced, and the temperature of the cooling liquid is increased; the cooling liquid with the increased temperature flows to the warm core 202 after flowing through the electric heater 201 (not in operation), and the blower arranged near the warm core 202 blows air to the warm core 202 to blow the heat carried by the cooling liquid into the passenger compartment to heat the passenger compartment, and then the cooling liquid flows into the first heat exchanger 5 after flowing through the three-way proportional valve 203; A part of the cooling liquid with the temperature reduced flows through the first parallel pipeline 106 to the first evaporator 104, the first evaporator 104 cools the air flowing through the first evaporator 104 to condense water vapor in the air and separate the water vapor from the air, then the cooling liquid flows through the gas-liquid separator 101 and flows back to the compressor 102, another part of the cooling liquid flows through the first parallel pipeline 106 to the second heat exchanger 6, heat generated by the operation of the battery 301 in the battery cooling liquid loop 3 increases the temperature of the cooling liquid, the cooling liquid with the temperature increased flows to the second heat exchanger 6 and exchanges heat with the cooling liquid flowing to the second heat exchanger 6 in the second heat exchanger 6, the temperature of the refrigerant rises, and the temperature of the cooling liquid in the battery cooling liquid loop 3 decreases; The refrigerant flowing through the second heat exchanger 6 and the refrigerant flowing through the first evaporator 104 are combined and then flow through the gas-liquid separator 101, and finally flow to the compressor 102; the cooling liquid with reduced temperature in the battery cooling liquid circuit 3 flows through the i-port and the j-port of the multi-way valve 10 and then flows back to the battery 301, thus completing the dehumidification process. So set up, when dehumidification temperature is not enough, can absorb the heat that battery 301 work produced through second heat exchanger 6 to in the refrigerant to promote the temperature of refrigerant in refrigerant circuit 1, in order to guarantee the demand of passenger cabin heating. In this embodiment, in order to further enhance the heat supplementing capability of the refrigerant circuit, the main controller adjusts the multi-way valve 10 to connect the battery cooling liquid circuit 3 and the motor cooling liquid circuit 4 in series, and controls the n-port and the p-port of the first three-way valve 404 to be communicated, at this time, the heat generated by the operation of the battery 301 in the battery cooling liquid circuit 3 and the heat generated by the operation of the motor in the motor cooling liquid circuit 4 are transmitted to the refrigerant circuit 1 through the second heat exchanger 6, so that the energy utilization rate can be further enhanced, so as to ensure the heating requirement of the passenger cabin.

In addition, when the dehumidification heat is insufficient, that is, when the dehumidification heat provided by the refrigerant circuit 1 is less than the preset range, referring to fig. 15, heat can be absorbed from the external environment into the refrigerant in the refrigerant circuit 1 by the external heat exchanger 103, the main controller controls the first valve and the electronic expansion valve at the inlet side of the evaporator to be opened, and controls the second valve, the third valve and the electronic expansion valve at the inlet side of the second heat exchanger to be closed; at this time, the refrigerant flowing out of the first heat exchanger 5 flows into the evaporator only through the external heat exchanger 103, and absorbs heat from the environment through the external heat exchanger 103. Specifically, the low-pressure operation of the compressor 102 compresses the refrigerant into a high-temperature refrigerant, the high-temperature refrigerant flows through the first heat exchanger 5 to transfer heat to the cooling liquid in the warm core loop 2, the temperature of the refrigerant is reduced, and the temperature of the cooling liquid is increased; the refrigerant with reduced temperature flows through the first valve 108 and then flows to the external heat exchanger 103, at this time, the external heat exchanger 103 serves as an evaporator to absorb heat from the external environment and transfer the heat to the refrigerant, and then flows to the first evaporator 104, the first evaporator 104 cools the air flowing through the first evaporator 104, so that the water vapor in the air is condensed and separated from the air, and then the refrigerant flows through the gas-liquid separator 101 and then flows back to the compressor 102; the cooling liquid with the increased temperature flows to the warm core 202 after flowing through the electric heater 201 (not in operation), and the blower arranged near the warm core 202 blows air to the warm core 202 to blow the heat carried by the cooling liquid into the passenger compartment, so as to heat the passenger compartment; the cooling liquid then flows through the three-way proportional valve 203 and then flows into the first heat exchanger 5, thus completing the dehumidification process. So set up, can absorb the heat in the external environment to refrigerant circuit 1 through external heat exchanger 103 to guarantee the passenger cabin accuracy of heating.

When the temperature of the vehicle is low and heating is required, the front windshield of the vehicle is likely to be fogged, and the dehumidification mode is generally used to remove the fog of the front windshield, and it is generally only necessary to turn on the first evaporator 104. Of course, according to different usage conditions, the second evaporator 105 may be turned on to dehumidify, and the specific manner is similar to that of the first evaporator 104, and will not be described herein.

The motor coolant circuit 4 includes the drive system 402, and the installation position of the drive system 402 is not limited here. For example, the driving system 402 is disposed between the radiator 401 and the seventh position (g), referring to fig. 1, in the cooling mode, when the third connecting line 8 and the fourth connecting line 9 are connected, the cooling liquid cooled by the radiator 401 cools the driving system 402 first, and then cools the refrigerant flowing through the first heat exchanger 5 in the refrigerant circuit 1. By the arrangement, the motor of the driving system 402 can be cooled by the cooling liquid preferentially, the motor can be guaranteed to normally operate at a proper temperature, the safety of the battery 301 during operation is guaranteed, and the service life of the motor is prolonged. As another example, the driving system 402 is disposed between the eighth position (h) and the radiator 401, refer to fig. 18, so that in the cooling mode, when the third connecting pipeline 8 and the fourth connecting pipeline 9 are connected, the cooling liquid cooled by the radiator 401 cools the cooling medium flowing through the first heat exchanger 5 from the cooling medium circuit 1, and then cools the driving system 402. By the arrangement, the temperature of the refrigerant flowing through the first heat exchanger 5 in the refrigerant loop 1 can be reduced more efficiently, so that the refrigeration efficiency of the refrigerant loop 1 is improved, and the refrigeration efficiency of the refrigerant loop 1 to the passenger compartment and/or the battery 301 is improved.

In some embodiments, the connection between the first connection pipe 701 and the core loop 2 and/or the connection between the second connection pipe 702 and the core loop 2 are provided with a three-way proportional valve 302, and the three-way proportional valve 302 can enable part or all of the coolant in the core loop to flow through the battery under the control of the main controller. Illustratively, a three-way proportional valve 203 is disposed at the connection point of the second connecting line 702 and the heater core circuit 2, and the three-way proportional valve 203 can enable the coolant in the heater core circuit 2 to flow partially, completely or not to flow to the battery 301. So set up, not only can adjust the break-make of the junction of second connecting line 702 and warm core return circuit 2, can adjust the flow in the warm core return circuit 2 flow direction battery coolant loop 3 moreover, because coolant liquid is the medium of heat transmission, can realize the distribution to heat according to different operating modes through adjusting coolant liquid flow. In addition, a proportional valve (not shown in the figure) may be disposed at the connection position of the first connection pipe 701 and the core heating circuit 2, and the flow rate and the on-off adjustment are similar to the above-mentioned manner, and will not be described again here. Thus, the first position and the third position are communicated through the first connecting pipeline 701 which can be switched on and off; the second position and the fourth position are communicated with each other through a second connecting pipeline 702 and a regulating valve, and the regulating valve controls the on-off of the second connecting pipeline 702 and the flow of cooling liquid in the second connecting pipeline 702. The fifth position and the seventh position are communicated through a third connecting pipeline 8; the sixth position and the eighth position are communicated by a fourth connecting pipeline 9. Thus, the main controller can conveniently adjust the connection relation among the heating core loop 2, the battery cooling liquid loop 3 and the motor cooling liquid loop 4.

In some embodiments, the refrigerant circuit 1 includes a plurality of electronic expansion valves disposed on the outlet side of the first heat exchanger 5, the inlet side of the evaporator, and the inlet side of the second heat exchanger 6, respectively, and the caliber of the electronic expansion valve on the outlet side of the first heat exchanger 5 is larger than the caliber of the electronic expansion valve on the inlet side of the evaporator and the inlet side of the second heat exchanger 6; the first valve 108 is an electronic expansion valve located on the outlet side of the first heat exchanger 5, and the first valve 108 may be opened to a maximum caliber in the cooling mode to ensure that the flow resistance of the system is not affected, for example. In the thermal management system of the embodiment of the application, the first valve 108 can be configured as a large-caliber electronic expansion valve with caliber larger than 10mm, so that the refrigerant resistance loss in the refrigeration mode can be avoided, and the refrigeration effect of the refrigerant loop 1 is improved.

Further, the evaporator comprises a plurality of evaporators which are arranged in parallel, namely the evaporator comprises a first evaporator 104 and a second evaporator 105, and an electronic expansion valve is arranged on the inlet side of each evaporator, namely the inlet side of the first evaporator 104 is provided with a first electronic expansion valve 111, and the inlet side of the second evaporator 105 is provided with a second electronic expansion valve. The first valve 108 is an electronic expansion valve, and the opening of the first valve 108 can be adjusted according to the temperature and the pressure of a temperature pressure sensor (PT) at the outlet end of the external heat exchanger 103; the opening degree of the first electronic expansion valve 111 may be adjusted according to the temperature of the temperature sensor (T) at the outlet end of the first evaporator 104; the opening degree of the second electronic expansion valve 112 may be adjusted according to the temperature of the temperature sensor (T) at the outlet end of the second evaporator 105; the third electronic expansion valve 113 adjusts the opening degree according to the temperature of the temperature sensor (T) on the inlet side of the battery 301 in the battery coolant circuit 3. Through the arrangement, the opening degree and the flow rate of the refrigerant or the cooling liquid can be conveniently adjusted in the refrigerating, heating or dehumidifying mode, so that the thermal management system can conveniently and efficiently adjust the temperature, and the thermal management system can reach the target temperature for the region or the component needing to be thermally controlled through intelligent adjustment of the first valve 108, the first electronic expansion valve 111, the second electronic expansion valve 112 and the third electronic expansion valve 113.

In addition, a pressure sensor (P) is arranged at the inlet side of the compressor 102 of the refrigerant circuit 1, and the compression power of the compressor 102 is regulated by detecting the pressure of the refrigerant at the inlet side of the compressor 102; a temperature sensor (T) is arranged at the outlet end of the compressor 102 of the refrigerant loop 1, and the power of the compressor 102 can be regulated by detecting the temperature of the refrigerant at the outlet end of the compressor 102; a temperature pressure sensor (PT) is arranged at the outlet end of the first heat exchanger 5 of the refrigerant loop 1, and different connection modes of the thermal management system in a dehumidification mode are adjusted by detecting the temperature of the temperature pressure sensor; a temperature sensor (T) is arranged at the inlet side of the first heat exchanger 5 of the warm core loop 2, and the opening degree of the three-way proportional valve 203 is regulated or different connection modes of the thermal management system in a dehumidification mode are regulated by detecting the temperature of cooling liquid flowing to the first heat exchanger 5 from the warm core 202; a temperature sensor (T) is disposed between the third coolant pump 409 of the motor coolant circuit 4 and the all-in-one controller 4021, and is used for detecting the temperature in the motor coolant circuit 4 in the heating mode, and when the temperature of the motor coolant reaches the target temperature, the motor coolant circuit 4 is communicated with other circuits to heat the other circuits; a temperature sensor (T) is provided between the auxiliary controller 4023 and the main controller 4024 of the motor coolant circuit 4, and the opening and closing of the second bypass branch 408 is adjusted by the temperature of the temperature sensor. For example, a temperature sensor (T) is disposed at the inlet side of the first heat exchanger 5 in the core warming circuit 2, and when the main controller detects that the temperature sensor is higher than the refrigerant temperature, the main controller controls the third connecting pipeline 8 and the fourth connecting pipeline 9 to be disconnected, and at this time, the cooling of the passenger compartment is achieved only through the refrigerant circuit 1. By arranging the temperature sensor or the temperature pressure sensor, the valve opening and the thermal management system mode can be conveniently and intelligently adjusted.

In some embodiments, the refrigerant circuit 1 includes a plurality of electronic expansion valves, and the first valve 108 is also an electronic expansion valve, and each electronic expansion valve can be independently controlled by the main controller, and can be automatically adjusted according to the values detected by the temperature sensor or the temperature pressure sensor, so as to adapt to different working conditions and requirements. The plurality of electronic expansion valves are arranged, so that the working efficiency and stability of the refrigerant loop 1 can be improved, the temperature of a refrigerating system can be accurately regulated, and the system change can be responded quickly.

In some embodiments, a communication branch 11 is provided between the battery coolant circuit 3 and the motor coolant circuit 4, the communication branch 11 being provided with an expansion coolant pot 12. The expansion cooling liquid pot 12 can rapidly supplement cooling liquid in the battery cooling liquid loop 3, the motor cooling liquid loop 4 and the warm core loop 2, so that the refrigerating or heating efficiency of the thermal management system is ensured.

In some embodiments, since the compressor is noisier during operation, a muffler (not shown) may be disposed at the outlet end of the compressor 102 of the refrigerant circuit 1, so as to reduce the operation noise of the compressor 102 and improve the comfort of passengers in the passenger compartment.

In some embodiments, to power the flow of coolant in the warm core circuit 2, the battery coolant circuit 3, and the motor coolant circuit 4, a first coolant pump 304 is provided in the warm core circuit 2, a second coolant pump 303 is provided in the battery coolant circuit 3, and a third coolant pump 409 is provided in the motor coolant circuit 4, respectively.

In some embodiments, in the direction of flow of the cooling liquid, the drive system 402 includes an all-in-one controller 4021, an auxiliary drive motor 4022, an auxiliary drive controller 4023, a main drive controller 4024, and a main drive motor 4025 that are sequentially arranged, and the auxiliary drive controller 4023 and the main drive motor 4025 each have a bypass line 4026 capable of adjusting the flow rate. The integrated controller 4021 may be an integration of a motor controller, a high-voltage-to-low-voltage inverter, and a charging control module, the main driving motor 4025 and the auxiliary driving motor 4022 are respectively a front driving motor and a rear driving motor of the vehicle, the main driving controller 4024 is used for controlling start and stop of the main driving motor 4025, the auxiliary driving controller 4023 is used for controlling start and stop of the auxiliary driving motor 4022, and the auxiliary driving controller 4023 and the main driving motor 4025 are respectively provided with a bypass branch capable of adjusting flow, so that when the auxiliary driving controller 4023 and/or the main driving motor 4025 are in an inactive state, the cooling liquid cooled by the radiator 401 flows through the bypass branch, thereby reducing circulation resistance of the cooling liquid in the motor cooling liquid loop 4 and improving circulation efficiency of the motor cooling liquid loop 4.

In some embodiments, a fourth three-way valve 406 is disposed between the primary drive controller 4024 and the primary drive motor 4025 of the motor coolant loop 4, the fourth three-way valve 406 including a w port, an x port, and a y port, wherein the w port is connected to the primary drive controller 4024, the x port is connected to the primary drive motor 4025, and the y port is connected to a seventh location (g) in the motor coolant loop 4; and a third three-way valve 405 is arranged at the eighth position (h) of the motor cooling liquid, and the third three-way valve 405 comprises a z port, an alpha port and a beta port, wherein the z port is connected with the n port of the first three-way valve 404, the alpha port is connected with the m port of the multi-way valve 10, and the beta port is connected with the sixth position (f) of the warm core loop 2. Thus, when the battery 301 cooling circuit and the motor cooling liquid circuit 4 are required to be connected in series, the main controller is required to adjust the connection of the i port and the m port and the connection of the j port and the k port of the multi-way valve 10, and adjust the communication of the z port and the alpha port of the third three-way valve 405; and when the motor coolant circuit 4 and the warm core circuit 2 are required to be communicated, that is, the third connecting pipeline 8 and the fourth connecting pipeline 9 are required to be communicated, the main controller is required to adjust the k port and the m port of the multi-way valve 10 to be closed, and adjust the z port and the beta port of the third three-way valve 405 to be communicated. The opening and closing of the x port and the y port in the third regulating valve are regulated according to the cooling or heating requirement of the main driving motor 4025.

In some embodiments, the battery cooling liquid circuit 3 includes a second bypass branch 408 connected in parallel with the auxiliary drive controller 4023, and an on-off member 407 is disposed on the bypass branch, and the on-off of the second bypass branch 408 can be adjusted by adjusting the on-off of the on-off member 407. Providing the second bypass branch 408 enables the coolant to flow from the second bypass branch 408 when cooling or heating of the auxiliary drive controller 4023 is not required, which also reduces the resistance to the flow of the coolant in the motor coolant circuit 4. It should be noted that, the setting of the on-off member 407 may be omitted, a three-way valve may be disposed between the auxiliary driving motor 4022 and the auxiliary driving controller 4023, and the third end of the three-way valve may be connected to the second bypass branch 408, so that the opening and closing of each port of the three-way valve may be controlled.

In some embodiments, the refrigerant circuit 1 includes a first one-way valve 114 disposed on the outlet side of the external heat exchanger 103, a second one-way valve 115 disposed on the outlet side of the first evaporator 104, and a third one-way valve 116 disposed on the outlet side of the second evaporator 105, wherein the first one-way valve 114 allows refrigerant to flow from the external heat exchanger 103 to the evaporator or the second heat exchanger 6, the second one-way valve 115 allows refrigerant to flow from the first evaporator 104 to the gas-liquid separator 101, and the third one-way valve 116 allows refrigerant to flow from the second heat exchanger 6 to the gas-liquid separator 101. By the arrangement, the refrigerant can flow according to the target flowing direction when the refrigerant is in the refrigerating, heating or dehumidifying mode, and the refrigerant is prevented from flowing reversely.

In some embodiments, the second valve 109 and the third valve 110 are on-off valves, and the main controller controls the on-off of the first parallel line 106 by controlling the on-off of the second valve 109, and controls the on-off of the second parallel line 107 by controlling the on-off of the third valve 110. In addition, a fifth three-way valve (not shown in the figure) may be disposed in the refrigerant circuit 1, and the inlet side of the fifth three-way valve is connected to the outlet end of the first heat exchanger 5, the first outlet of the fifth three-way valve is connected to the first valve 108, and the second outlet of the fifth three-way valve is connected to the first parallel pipeline 106, so that the on-off of the pipeline where the external heat exchanger 103 is located and the first parallel pipeline 106 can be realized; a sixth three-way valve (not shown) may be further disposed in the sub-refrigerant circuit 1, and an inlet side of the sixth three-way valve is connected to the outlet end of the external heat exchanger 103, a first outlet of the sixth three-way valve is connected to the first check valve 114, and a second outlet of the sixth three-way valve is connected to the second parallel pipeline 107. In this way, the effect of controlling the flow path in the refrigerant circuit 1 can also be achieved.

In some embodiments, the fourth valve 13 for controlling the on-off of the first connection pipeline 701 is disposed on the first connection pipeline 701, so that the on-off of the first connection pipeline 701 can be conveniently achieved by adjusting the on-off of the fourth valve 13. A seventh three-way valve (not shown) may also be provided in the heating core circuit 2, wherein the inlet side of the seventh three-way valve is connected to the outlet end of the heating core 202, the first outlet of the seventh three-way valve is connected to the third position (c) of the battery coolant circuit 3, and the second outlet of the seventh three-way valve is connected to the q-port of the three-way proportional valve 203, so that the on/off state of the first connecting line 701 can also be adjusted.

The application also relates to a vehicle comprising the thermal management system. Since the vehicle includes the thermal management system, the beneficial effects of the thermal management system on the vehicle can be seen from the above, and will not be described herein.

It should be noted that, dividing the vehicle into power forms may be: electric vehicles, oil motor vehicles, hybrid vehicles, and the like; the vehicle may be divided into uses: saloon cars, SUVs, trucks, buses, vans, sports cars, pick-ups, etc.; the vehicle may also be a work machine such as: an excavator, loader, dozer, road roller, crane, concrete mixer truck, dozer, drill, tractor, etc.

The basic principles of the present application have been described above in connection with specific embodiments, but it should be noted that the advantages, benefits, effects, etc. mentioned in the present application are merely examples and not intended to be limiting, and these advantages, benefits, effects, etc. are not to be construed as necessarily possessed by the various embodiments of the application. Furthermore, the specific details disclosed herein are for purposes of illustration and understanding only, and are not intended to be limiting, as the application is not necessarily limited to practice with the above described specific details.

The block diagrams of the devices, apparatuses, devices, systems referred to in the present application are only illustrative examples and are not intended to require or imply that the connections, arrangements, configurations must be made in the manner shown in the block diagrams. As will be appreciated by one of skill in the art, the devices, apparatuses, devices, systems may be connected, arranged, configured in any manner. Words such as "including," "comprising," "having," and the like are words of openness and mean "including but not limited to," and are used interchangeably therewith. The terms "or" and "as used herein refer to and are used interchangeably with the term" and/or "unless the context clearly indicates otherwise. The term "such as" as used herein refers to, and is used interchangeably with, the phrase "such as, but not limited to.

It is also noted that in the apparatus, devices and methods of the present application, the components or steps may be disassembled and/or assembled. Such decomposition and/or recombination should be considered as equivalent aspects of the present application.

The previous description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other aspects without departing from the scope of the application. Thus, the present application is not intended to be limited to the aspects shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

It should be understood that the terms "first", "second", "third", "fourth", "fifth" and "sixth" used in the description of the embodiments of the present application are used for more clearly describing the technical solutions, and are not intended to limit the scope of the present application.

The foregoing description has been presented for purposes of illustration and description. Furthermore, this description is not intended to limit embodiments of the application to the form disclosed herein. Although a number of example aspects and embodiments have been discussed above, a person of ordinary skill in the art will recognize certain variations, modifications, alterations, additions, and subcombinations thereof.

Claims

1. A thermal management system, comprising:

2. The thermal management system of claim 1, wherein the communication lines include first and second connection lines for circulating coolant between the warm core circuit and the battery coolant circuit, the first and second connection lines being on and off under control of the main controller.

3. The thermal management system of claim 2, wherein a connection location of the first connecting line to the heater-wick circuit and/or a connection location of the second connecting line to the heater-wick circuit is provided with a three-way proportional valve that enables a portion or all of the coolant in the heater-wick circuit to flow through the battery under control of the master controller.

4. The thermal management system of claim 2, wherein the piping of the warm-core circuit comprises a first position and a second position where a three-way proportional valve is disposed;

5. The thermal management system of claim 1, wherein the piping of the warm core circuit includes a fifth location and a sixth location on either side of the first heat exchanger;

6. The thermal management system of any of claims 1-5, wherein the refrigerant circuit comprises a gas-liquid separator, a compressor, the first heat exchanger, an external heat exchanger, and a second heat exchanger and an evaporator arranged in parallel in a flow direction of a refrigerant.

7. The thermal management system of claim 6, wherein the refrigerant circuit further comprises a first parallel line disposed in parallel with the external heat exchanger and a second parallel line disposed in parallel with the second heat exchanger and the evaporator.

8. The thermal management system of claim 7, wherein the refrigerant circuit further comprises:

a second valve disposed in the first parallel line;

The third valve is arranged on the second parallel pipeline;

9. The thermal management system of claim 8, wherein the first valve is an electronic expansion valve, and wherein:

10. The thermal management system of any one of claims 1-5, wherein the warm-core circuit includes an electric heater that is activated and deactivated under control of the main controller, heat generated by the electric heater and heat absorbed by the warm-core circuit from the coolant circuit being usable to jointly heat a passenger compartment of a vehicle.

11. The thermal management system of any of claims 1-5, wherein the battery coolant loop comprises a third parallel line disposed in parallel with the battery, the third parallel line being on-off under control of the master controller.

12. The thermal management system of any of claims 1-5, wherein the motor coolant circuit and the battery coolant circuit are connected in series and in parallel by a multi-way valve.

13. The thermal management system of claim 5, wherein the motor coolant circuit comprises a drive system disposed between the radiator and the seventh location or between the eighth location and the radiator.

14. The thermal management system of any one of claims 1-5, wherein the motor coolant loop includes a radiator and a fourth parallel line disposed in parallel with the radiator, and a three-way valve is disposed at a communication position of the radiator and the fourth parallel line, the main controller flowing coolant through the radiator or the fourth parallel line by controlling the three-way valve.

15. The thermal management system of claim 1, wherein,

16. The thermal management system of claim 15, wherein,

And/or the number of the groups of groups,

17. The thermal management system of claim 15, wherein,

The operating modes include a passenger cabin heating mode in which:

And/or the number of the groups of groups,

The main controller controls the electric heater to be started.

18. The thermal management system of claim 15, wherein,

The operating modes include a passenger cabin heating mode in which:

19. The thermal management system of claim 15, 17 or 18, wherein,

The operation mode includes the battery heating mode in which:

And/or the number of the groups of groups,

20. The thermal management system of claim 15, wherein,

And/or the number of the groups of groups,

21. The thermal management system of claim 15, wherein the operating mode comprises a dehumidification mode in which:

When the dehumidification heat provided by the refrigerant loop is in a preset range: the main controller controls the first valve, the third valve and the electronic expansion valve at the inlet side of the second heat exchanger to be closed, and controls the second valve and the electronic expansion valve at the inlet side of the evaporator to be opened; or alternatively, the first and second heat exchangers may be,

When the dehumidification heat provided by the refrigerant loop is greater than a preset range: the main controller controls the first valve and the electronic expansion valve at the inlet side of the evaporator to be opened, and controls the second valve, the third valve and the electronic expansion valve at the inlet side of the second heat exchanger to be closed; or alternatively, the first and second heat exchangers may be,

22. A vehicle comprising the thermal management system of any one of claims 1-21.