CN219505813U

CN219505813U - Thermal management system for a vehicle

Info

Publication number: CN219505813U
Application number: CN202320185790.XU
Authority: CN
Inventors: 万轩臣; 王文锋; 唐守奇
Original assignee: Valeo Automotive Air Conditioning Hubei Co Ltd
Current assignee: Valeo Automotive Air Conditioning Hubei Co Ltd
Priority date: 2023-01-31
Filing date: 2023-01-31
Publication date: 2023-08-11
Anticipated expiration: 2033-01-31
Also published as: WO2024159992A1

Abstract

The present disclosure relates to a thermal management system of a vehicle, the thermal management system comprising: a multi-way valve having at least five ports; the first flow path, two ends of the first flow path are respectively connected with a first port and a fifth port of the multi-way valve, and the first flow path is provided with a compressor, a first joint point, a first heat exchanger, a first throttling device and a third heat exchanger, wherein the first joint point is positioned at the downstream of the first heat exchanger; the two ends of the second flow path are respectively connected with a second port and a third port of the multi-way valve, and the second flow path is provided with a second heat exchanger and a second joint point; a third flow path, one end of which is connected with a fourth port of the multi-way valve, and the other end of which is connected with an inlet of the compressor; and a fourth flow path, both ends of which are connected to the first junction and the second junction, respectively, and on which a second throttling device is provided.

Description

Thermal management system for a vehicle

Technical Field

The present disclosure relates to a thermal management system for a vehicle.

Background

With the increasing importance of people on environmental protection, electric automobiles are becoming more and more widely used. The electric automobile realizes cruising and driving by storing electric energy, so that a user can directly realize operations such as charging at home. To ensure a safe and comfortable ride experience for a vehicle, thermal management of the power battery and passenger compartment of the vehicle at higher or lower temperatures is required to help maintain the power battery and passenger compartment at the proper temperatures. For example, the passenger compartment is kept at a proper temperature to improve the driving experience of the user, so that the battery cannot be in a low-temperature state for a long time to cause meaningless electric quantity loss, and cannot be in a high-temperature state for a long time to avoid explosion accidents and influence personal safety.

The current thermal management system is composed of a plurality of components and connecting pipelines, but the realized thermal management mode is less, which is unfavorable for cost management, occupies larger space, has low flexibility and has lower driving experience for users.

Disclosure of Invention

It is therefore an object of the present disclosure to provide a thermal management system for a vehicle, which uses a multi-way valve, and a part of pipes are shared by a refrigeration cycle loop and a heating cycle loop, so that a convenient and rapid switching between a refrigeration mode and a heating mode can be achieved.

In an embodiment, the second junction point is located between the second heat exchanger and the second port of the multi-way valve.

In an embodiment, the second junction point is located between the second heat exchanger and the third port of the multi-way valve.

In an embodiment, the first heat exchanger is located between the outlet of the compressor and the first port of the multi-way valve.

In an embodiment, the thermal management system further comprises an intermediate heat exchanger; the intermediate heat exchanger has a first opening, a second opening, a third opening, and a fourth opening; the first and second openings of the intermediate heat exchanger define a first flow passage; the third opening and the fourth opening of the intermediate heat exchanger define a second flow passage; the intermediate heat exchanger is disposed on the first flow path. The first flow passage is located between the inlet of the compressor and the third heat exchanger; the second flow passage is located between the fifth port and the first restriction.

In an embodiment, the intermediate heat exchanger further has a fifth opening located on the first flow passage; the other end of the third flow path is connected to the fifth opening of the intermediate heat exchanger.

In one embodiment, the thermal management system further comprises a fifth flow path; a third junction is arranged on the third flow path; the first junction is located between the fifth port and the first restriction; two ends of the fifth flow path are respectively connected with the third joint point and the first joint point; and a third throttling device and a fourth heat exchanger are sequentially arranged on the fifth flow path along the flowing direction of the fluid.

In an embodiment, the first junction point is downstream of the third heat exchanger, and the first junction point is a three-way valve; the first valve port and the second valve port of the three-way valve are respectively connected to the first flow path, and the third valve port of the three-way valve is connected with the fourth flow path.

In an embodiment, the first junction point is located downstream of the third heat exchanger, the first junction point and the second throttling means being integrated as a three-way expansion valve; the first valve port and the second valve port of the three-way expansion valve are respectively connected to the first flow path, and the third valve port is connected with the fourth flow path.

In an embodiment, a first port of the multi-way valve is connected to a line on an outlet side of the compressor, and a fifth port of the multi-way valve is connected to a line on an inlet side of the first heat exchanger.

In an embodiment, a first port of the multi-way valve is connected to a line on the outlet side of the first heat exchanger and a fifth port of the multi-way valve is connected to a line on the inlet side of the first throttling means at the first junction.

In an embodiment, the multi-way valve has a first operating state in which a first port and a second port of the multi-way valve are in communication, a third port and a fifth port of the multi-way valve are in communication, and a fourth port of the multi-way valve is not in communication.

In an embodiment, the multi-way valve has a second operational state in which there is conduction between the first port and the fifth port of the multi-way valve, conduction between the third port and the fourth port of the multi-way valve, and non-conduction of the second port of the multi-way valve.

In an embodiment, the multi-way valve has a third operating state in which it is conductive between the first port and the fifth port of the multi-way valve, is conductive between the second port and the fourth port of the multi-way valve, and is non-conductive.

The heat management system has the advantages that the multi-way valve is used, so that part of pipelines are shared by the refrigeration cycle loop and the heating cycle loop, the pipeline structure of the heat management system is effectively simplified while the switching of the refrigeration mode and the heating mode is realized, the integration level is provided, more heat management modes are realized, the heat loss of the refrigerant is reduced, the heat pump efficiency is improved, and the refrigeration effect is improved.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the drawings of the embodiments of the present disclosure will be briefly described below. Wherein the drawings are designed solely to illustrate some embodiments of the disclosure and not to limit all embodiments of the disclosure thereto. In the accompanying drawings:

FIG. 1 illustrates a schematic diagram of a thermal management system of a vehicle according to one embodiment of the present disclosure;

FIG. 2 illustrates a schematic diagram of a thermal management system of a vehicle according to one embodiment of the present disclosure;

FIG. 3 illustrates a schematic diagram of a thermal management system of a vehicle according to one embodiment of the present disclosure;

FIG. 4 shows a schematic diagram of an AC/high temperature dehumidification mode of the thermal management system of FIG. 3;

FIG. 5 shows a schematic diagram of an AC/high temperature dehumidification/chiller refrigeration mode of the thermal management system of FIG. 3;

FIG. 6 illustrates a schematic diagram of a high temperature fast charge/pipe refrigeration mode of the thermal management system according to FIG. 3;

FIG. 7 illustrates a schematic diagram of a medium and low temperature dehumidification mode of the thermal management system of FIG. 3;

FIG. 8 illustrates a schematic diagram of a medium-low temperature dehumidification/chip refrigeration/chip recovery battery heat mode of the thermal management system of FIG. 3;

FIG. 9 is a schematic diagram illustrating a medium-low temperature dehumidification/battery through LTR heat dissipation/battery recovery battery motor waste heat mode in accordance with the thermal management system of FIG. 3;

FIG. 10 shows a schematic diagram of an air source heat pump mode of the thermal management system according to FIG. 3;

FIG. 11 illustrates a schematic diagram of an air source heat pump/battery motor waste heat recovery mode according to the thermal management system of FIG. 3;

FIG. 12 illustrates a schematic diagram of an air source heat pump/battery motor waste heat recovery/motor battery soak mode according to the thermal management system of FIG. 3;

FIG. 13 illustrates a schematic diagram of an air source heat pump/heat pump to battery or motor active heating mode according to the thermal management system of FIG. 3;

FIG. 14 shows a schematic diagram of an air source heat pump/battery soak/motor waste heat recovery mode of the thermal management system according to FIG. 3;

FIG. 15 shows a schematic diagram of a water source heat pump mode of the thermal management system according to FIG. 3;

FIG. 16 illustrates a schematic diagram of a water source heat pump recovery motor battery heat mode according to the thermal management system of FIG. 3;

FIG. 17 shows a schematic diagram of a water source heat pump separate recovery motor heat/battery self-balancing mode according to the thermal management system of FIG. 3;

FIG. 18 shows a schematic diagram of a water source heat pump ice-melting mode according to the thermal management system of FIG. 3;

FIG. 19 illustrates a schematic diagram of a water heater heating cabin mode of the thermal management system according to FIG. 3;

FIG. 20 shows a schematic diagram of a water heater heating battery or motor mode of the thermal management system according to FIG. 3;

FIG. 21 illustrates a schematic diagram of a thermal management system of a vehicle according to one embodiment of the present disclosure;

FIG. 22 shows a schematic diagram of an AC mode/high temperature dehumidification mode of the thermal management system of FIG. 21;

FIG. 23 shows a schematic diagram of an air source heat pump mode of the thermal management system according to FIG. 21;

FIG. 24 illustrates a schematic diagram of a thermal management system of a vehicle according to one embodiment of the present disclosure;

FIG. 25 illustrates a schematic diagram of a thermal management system of a vehicle according to one embodiment of the present disclosure; and

FIG. 26 illustrates a schematic diagram of a thermal management system of a vehicle according to one embodiment of the present disclosure.

Detailed Description

In order to make the objects, technical solutions and advantages of the technical solutions of the present disclosure more clear, the technical solutions of the embodiments of the present disclosure will be clearly and completely described below with reference to the accompanying drawings of specific embodiments of the present disclosure. Like reference numerals in the drawings denote like parts. It should be noted that the described embodiments are some, but not all embodiments of the present disclosure. All other embodiments, which can be made by one of ordinary skill in the art without the need for inventive faculty, are within the scope of the present disclosure, based on the described embodiments of the present disclosure.

Unless defined otherwise, technical or scientific terms used herein should be given the ordinary meaning as understood by one of ordinary skill in the art to which this disclosure belongs. The terms "first," "second," and the like in the description and in the claims, do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. Likewise, the terms "a" or "an" and the like do not necessarily denote a limitation of quantity. The word "comprising," "comprising," or "having" and the like means that elements or items preceding the word are meant to be encompassed by the element or item recited following the word and equivalents thereof, without excluding other elements or items. The terms "connected" or "connected" and the like are not limited to the physical or mechanical connection or communication shown in the drawings, but may include connection or communication equivalent thereto, whether direct or indirect. "upper", "lower", "left", "right", etc. are used merely to indicate relative positional relationships, which may also be changed when the absolute position of the object to be described is changed.

Various implementations of a thermal management system for a vehicle according to embodiments of the present disclosure are described in detail below with reference to fig. 1-26. The thermal management system according to the present disclosure may be used for new energy vehicles, such as electric vehicles, hybrid vehicles, and the like. The thermal management system includes a refrigerant circuit at an upper portion and a coolant circuit at a lower portion. The refrigerant is, for example, freon, and the cooling liquid is, for example, a mixed liquid of water and ethanol.

As shown in fig. 1 to 3, 21, and 24 to 26, the thermal management system for a vehicle according to the present disclosure includes a multi-way valve 6 having at least five ports, a first flow path L1, a second flow path L2, a third flow path L3, and a fourth flow path L4. The refrigerant flows through the respective channels.

The illustrated multi-way valve 6 may have a first port V1, a second port V2, a third port V3, a fourth port V4, and a fifth port V5. The present disclosure is not limited to the five-port multiport valve described above, as multiport valves having more ports are also possible.

The first flow path L1 has both ends connected to the first port V1 and the fifth port V5 of the multi-way valve 6, respectively, and the first flow path L1 is provided with a compressor 1 for compressing a refrigerant into a high-temperature and high-pressure refrigerant gas, a first junction point P1, a first heat exchanger 2, a first throttling device 5, and a third heat exchanger 9. The first junction point P1 is located downstream of the first heat exchanger 2. The first heat exchanger 2 may be a water-cooled condenser, the first throttling device 5 may be an expansion valve having throttling and closing functions, and the third heat exchanger 9 may be an evaporator. The refrigerant gas generated by the compressor 1 can be subjected to heat exchange treatment at the water-cooled condenser to obtain high-temperature refrigerant liquid, and the refrigerant liquid is throttled and expanded by the first throttling device 5 and then evaporated and absorbed in the evaporator.

Both ends of the second flow path L2 are connected to the second port V2 and the third port V3 of the multi-way valve 6, respectively, and the second heat exchanger 4 and the second junction point P2 are provided on the second flow path L2. The second heat exchanger 4 may be an evaporator-condenser, which may be used as both an evaporator and a condenser.

One end of the third flow path L3 is connected to the fourth port V4 of the multi-way valve 6, and the other end is connected to the inlet of the compressor 1. The inlet of the compressor 1 is located on the right side of the compressor 1 in the figure.

Both ends of the fourth flow path L4 are connected to the first junction point P1 and the second junction point P2, respectively, and a second throttle device 5' is provided on the fourth flow path L4. The second throttling means 5' may also be an expansion valve with throttling and closing functions.

As shown in fig. 1 to 3, said second junction point P2 is located between the second heat exchanger 4 and the second port V2 of the multi-way valve 6.

As shown in fig. 21 and 24 to 26, said second junction point P2 is located between the second heat exchanger 4 and the third port V3 of the multiport valve 6. When the second heat exchanger is used as a condenser and an evaporator respectively, the position of the refrigerant inlet is reversed, so that the heat exchange efficiency can be improved.

As shown in fig. 3, 21 and 24 to 26, the first heat exchanger 2 is located between the outlet of the compressor 1 and the first port V1 of the multi-way valve 6. The refrigerant is condensed and then flows into the multi-way valve, so that heat exchange among different flow path refrigerants in the multi-way valve can be reduced. As shown in fig. 3, 21, 25, the first port V1 of the multi-way valve 6 is connected to the line on the outlet side of the first heat exchanger 2, and the fifth port V5 of the multi-way valve 6 is connected to the line on the inlet side of the first throttling means 5 at a first junction point P1. As shown in fig. 24 and 26, the fifth port V5 of the multi-way valve 6 is also connected to the piping on the inlet side of the first throttle device 5.

As shown in fig. 1 and 2, the first port V1 of the multi-way valve 6 is connected to a line on the outlet side of the compressor 1, and the fifth port V5 of the multi-way valve 6 is connected to a line on the inlet side of the first heat exchanger 2. The outlet of the compressor 1 is located to the left of the compressor 1 in the figure.

As shown in fig. 1 to 3, 21 and 24 to 26, the thermal management system further comprises an intermediate heat exchanger 7. The intermediate heat exchanger 7 has a first opening I1, a second opening I2, a third opening I3 and a fourth opening I4. The first opening I1 and the second opening I2 of the intermediate heat exchanger 7 define a first flow path F1; the third opening I3 and the fourth opening I4 of the intermediate heat exchanger 7 define a second flow path F2. The intermediate heat exchanger 7 is arranged on the first flow path L1 described above, the first flow path F1 being located between the inlet of the compressor 1 and the third heat exchanger 9, the second flow path F2 being located between the fifth port V5 and the first throttling means 5. Furthermore, the intermediate heat exchanger 7 may further have a fifth opening I5, the fifth opening I5 being located on the first flow path F1, the other end of the third flow path L3 being connected to the fifth opening I5 of the intermediate heat exchanger 7.

Further, as shown in fig. 1 to 3, 21 and 25, the thermal management system further includes a fifth flow path L5, and a third junction P3 is provided on the third flow path L3. The first junction point P1 is located between the fifth port V5 and the first restriction 5. Both ends of the fifth flow path L5 are connected to the third junction P3 and the first junction P1, respectively. The fifth flow path L5 is provided with a third throttling device 5″ and a fourth heat exchanger 8 in this order along the flow direction of the fluid. The third throttling means 5 "is an expansion valve and the fourth heat exchanger 8 is a battery cooler, commonly called a beller. The third throttling means 5 "is mounted on the fourth heat exchanger 8, heat exchange taking place at the fourth heat exchanger 8.

As a variant shown in fig. 24 and 26, said first junction point P1 is located downstream of the third heat exchanger 9, and the first junction point P1 is implemented as a three-way valve 22. The first port 221 and the second port 222 of the three-way valve 22 are connected to the first flow path L1, respectively, and the third port 223 of the three-way valve 22 is connected to the fourth flow path L4. The third heat exchanger 9 can play a role of preheating air and condensing refrigerant, and improve heat pump performance.

In a further variant, said first junction point P1 is located downstream of the third heat exchanger 9, said first junction point P1 and the second throttling means 5' being integrated as a three-way expansion valve. The first valve port and the second valve port of the three-way expansion valve are respectively connected to the first flow path L1, and the third valve port is connected with the fourth flow path L4. This can further simplify the pipeline structure, improve the integration level of system.

The multi-way valve 6 may have two operating states, for example a first operating state and a second operating state in the thermal management system shown in fig. 3. As shown in fig. 4 to 6 and 18, in the first operating state, the first port V1 and the second port V2 of the multi-way valve 6 are in conduction, the third port V3 and the fifth port V5 of the multi-way valve 6 are in conduction, and the fourth port V4 of the multi-way valve 6 is not in conduction. As shown in fig. 7 to 14, in the second operating state, the communication is made between the first port V1 and the fifth port V5 of the multi-way valve 6, the communication is made between the third port V3 and the fourth port V4 of the multi-way valve 6, and the second port V2 of the multi-way valve 6 is not made.

In addition, as shown in fig. 15 to 17, the thermal management system of fig. 3 has an additional operation state in which the first port V1 and the fifth port V5 of the multi-way valve 6 are conductive, and the second port V2, the third port V3, and the fourth port V4 of the multi-way valve 6 are non-conductive. It can also be said that the multi-way valve 6 is still in the first operating state, while the second throttling means 5' are closed, as shown in fig. 15 to 17.

The multi-way valve 6 of the other thermal management system shown in fig. 21 also has the first operating state described above. As shown in fig. 22, in the first operation state, the first port V1 and the second port V2 of the multi-way valve 6 are in conduction, the third port V3 and the fifth port V5 of the multi-way valve 6 are in conduction, and the fourth port V4 of the multi-way valve 6 is not in conduction.

Further, as shown in fig. 23, the multi-way valve 6 of the other thermal management system shown in fig. 21 may have a third operational state. In the third operating state, the first port V1 and the fifth port V5 of the multi-way valve 6 are conductive, the second port V2 and the fourth port V4 of the multi-way valve 6 are conductive, and the third port V3 of the multi-way valve 6 is non-conductive. .

Having generally described the various embodiments, the components of the thermal management system of the various embodiments and their connections are described in detail below with reference to the accompanying drawings.

As shown in fig. 1, the thermal management system includes a refrigerant circuit at an upper portion and a coolant circuit at a lower portion.

As shown in fig. 1, the refrigerant circuit may have a compressor 1 that may compress a refrigerant into a high-temperature and high-pressure refrigerant gas. The refrigerant circuit also has a first heat exchanger 2, which may be a water cooled condenser, a second heat exchanger 4, which may be an evaporator-condenser, a multi-way valve 6 having a first port V1 to a fifth port V5, an intermediate heat exchanger (generally abbreviated as IHX) 7 having a first opening I1 to a fifth opening I5, and a third heat exchanger 9, which may be an evaporator. The first port V1 of the multi-way valve 6 is connected to a line on the outlet side of the compressor 1, and the fifth port V5 of the multi-way valve 6 is connected to a line on the inlet side of the first heat exchanger 2. The second port V2 and the third port V3 of the multi-way valve 6 are connected to both ends of the second heat exchanger 4, respectively. The fourth port V4 of the multi-way valve 6 is connected to the low pressure inlet of the intermediate heat exchanger 7, i.e. the fifth opening I5. The high-temperature and high-pressure refrigerant gas outputted from the compressor first passes through the multi-way valve 6, and in one operation state (for example, the above-described first operation state) of the multi-way valve 6, can flow to the second heat exchanger 4, and then to the first heat exchanger 2, and heat exchange is performed at both the second heat exchanger 4 and the first heat exchanger 2, respectively, so that a better refrigerating effect can be obtained. In another operating state of the multi-way valve 6, for example the second operating state described above, the refrigerant can flow directly to the first heat exchanger 2 without passing through the second heat exchanger 4, heat exchange being performed only at the first heat exchanger 2, which is suitable in cases where the refrigeration demand is not so high. After that, the refrigerant is subjected to further heat exchange treatment by the intermediate heat exchanger 7, then enters the third heat exchanger 9 which is an evaporator to absorb heat by evaporation, and then flows back to the compressor 1 through the intermediate heat exchanger 7; alternatively, the refrigerant may not flow to the third heat exchanger 9 but to the intermediate heat exchanger 7. A drying bottle 3 for filtering impurities in the refrigerant and drying environment may be provided on the line of the outlet side of the first heat exchanger 2 or downstream thereof. The first throttling means 5 in the refrigerant circuit is arranged downstream of the fourth opening I4 of the intermediate heat exchanger 7, between the first junction point P1 and the third heat exchanger 9, for controlling whether the refrigerant flows to the third heat exchanger 9. The refrigerant circuit also has a second throttling means 5' arranged between the first junction point P1 and the second junction point P2. At the first junction point P1, the refrigerant may flow to the second throttling device 5', then to the second heat exchanger 4, then to the low pressure side inlet (i.e. the fifth opening I5) of the intermediate heat exchanger 7 via the multi-way valve 6, and finally back to the compressor 1. The refrigerant circuit also has a third throttling means 5 "arranged on the fourth heat exchanger 8, through which third throttling means 5" the refrigerant can flow at the first junction point P1, after throttling expansion by the third throttling means 5", evaporate and absorb heat in the fourth heat exchanger 8, which is a battery cooler, and then to the low-pressure side inlet of the intermediate heat exchanger 7, i.e. the fifth opening I5. Further, various sensors, indicated by PT, P, may be provided on the refrigerant circuit in fig. 1 for measuring the temperature and/or pressure of the refrigerant. By providing conduction between the different ports of the multi-way valve 6, various connection modes of the refrigerant circuit can be simply and conveniently realized, so that switching between the heating mode and the cooling mode can be simply and conveniently performed, and other modes of the thermal management system can be easily realized.

As shown in fig. 1, the coolant circuit may include a first heat exchanger 2, the first heat exchanger 2 being a water-cooled condenser of the above-described refrigerant circuit, and further includes a water heater 12, a warm air device 11, a plurality of pumps 10, a seven-way valve 18, a four-way valve 19, a motor assembly 14 including a motor and a micro control unit (Microcontroller Unit; MCU) or the like, a low temperature radiator (may be denoted as LTR) 16, a battery assembly 17, a fourth heat exchanger 8 (e.g., a chiller), and a water-water heat exchanger 20. The water heater 12 is used to heat the coolant flowing therethrough. The water heater 12 and the warm air device 11 may be used to heat the passenger compartment of the vehicle, the warm air device 11 may blow warm air to the passenger compartment, and the water heater 12 heats the coolant so that the temperature of the coolant flowing to the warm air device 11 is higher, thereby helping to raise the warm air temperature and promoting the temperature rise of the passenger compartment. The water-water heat exchanger 20 may be used for cooling of the battery assembly 17 and may be omitted in other examples, depending on the actual operation of the battery. In the present embodiment, the water-water heat exchanger 20 can be selectively connected in series in the circuit of the water heater 12 and the warm air device 11 by switching the four-way valve 19; specifically, when the battery needs to be heated, the four-way valve 19 is switched to connect the water-water heat exchanger 20 and the water heater 12 in series, so that the heat of the water heater loop is transferred to the battery loop through the water-water heat exchanger 20, and the battery can be heated through the water heater. The seven-way valve 18 of the coolant circuit has seven ports, labeled a, b, c, g, h, k, m, and has a plurality of operating conditions, such as the five operating conditions described below for each mode of fig. 3. The various components of the coolant circuit are connected to the seven-way valve 18 via lines, enabling communication between the different circuits under different operating conditions of the seven-way valve 18, thereby enabling different thermal management modes.

The thermal management system shown in fig. 2 includes a refrigerant circuit and a coolant circuit similar to that of fig. 1, with the difference being the arrangement of the coolant circuit. As shown in fig. 2, the coolant circuit further includes a coolant three-way valve 13 and a one-way valve 15. The illustrated coolant three-way valve 13 comprises three openings 31, 32 and 33, wherein the opening 31 is connected to the line on the outlet side of the warm air device 11 or downstream of the four-way valve 19, the opening 32 is connected to the line on the output side of the motor assembly 14, and the opening 33 is connected to the line on the outlet side of the first heat exchanger 2. The illustrated one-way valve 15 is connected between the inlet side of the first heat exchanger 2 and the g-port of the seven-way valve 18 and the outlet of the low temperature radiator 16 and only allows the coolant to flow from the seven-way valve 18 or the low temperature radiator 16 to the first heat exchanger 2.

The thermal management system shown in fig. 3 includes a refrigerant circuit and a coolant circuit similar to those of fig. 2, with the difference in the arrangement of the refrigerant circuit. As shown in fig. 3, the first heat exchanger 2 is located between the outlet of the compressor 1 and the first port V1 of the multi-way valve 6. The first port V1 of the multi-way valve 6 is connected to the line on the outlet side of the first heat exchanger 2, the fifth port V5 is connected to the line on the inlet side of the first throttle device 5 at a first junction point P1, the second port V2 and the third port V3 are connected to both ends of the second heat exchanger 4, respectively, and the fourth port V4 is connected to the low pressure inlet of the intermediate heat exchanger 7, i.e. the fifth opening I5. The second junction point P2 is located between the second heat exchanger 4 and the second port V2 of the multi-way valve 6. By arranging the first heat exchanger 2, which may be a water-cooled condenser, between the compressor 1 and the multi-way valve 6, heat loss caused by heat exchange of the high temperature refrigerant with the low temperature refrigerant in the multi-way valve in the heat pump mode can be avoided, thereby improving the heat pump efficiency of the thermal management system.

The thermal management system shown in fig. 21 includes a refrigerant circuit and a coolant circuit similar to those of fig. 3, differing in the arrangement of the refrigerant circuit. As shown in fig. 21, the first port V1 of the multi-way valve 6 is connected to the line on the outlet side of the first heat exchanger 2, the fifth port V5 is connected to the line on the inlet side of the first throttling means 5 at a first junction point P1, the second port V2 and the third port V3 are connected to both ends of the second heat exchanger 4, respectively, and the fourth port V4 is connected to the low pressure inlet of the intermediate heat exchanger 7, i.e., the fifth opening I5. The second junction point P2 is located between the second heat exchanger 4 and the third port V3 of the multiport valve 6.

FIG. 22 illustrates a schematic connection of the thermal management system of FIG. 21 in an AC/high temperature dehumidification mode. In this mode the multi-way valve 6 is in a first operating state, i.e. the first and second ports V1, V2 of the multi-way valve 6 are conductive, the third and fifth ports V3, V5 are conductive, and the fourth port V4 is non-conductive. At this time, the first heat exchanger 2 and the second heat exchanger 4 are connected in series in the refrigerant circuit, and the second heat exchanger 4 serves as a condenser, so that the refrigerating effect can be enhanced.

Fig. 23 shows a schematic connection diagram of the thermal management system of fig. 21 in an air source heat pump mode. In this mode the multi-way valve 6 is in a third operating state, i.e. the first and fifth ports V1, V5 of the multi-way valve 6 are conductive, the second and fourth ports V2, V4 are conductive, and the third port V3 is non-conductive. At this time, the second heat exchanger 4 functions as an evaporator.

Compared to the embodiment of fig. 3, the thermal management system of fig. 21 to 23 reverses the refrigerant inlet position when the second heat exchanger 4 is used as a condenser and an evaporator, respectively, thereby improving heat exchange efficiency. Specifically, by adjusting the position of the interface where the second heat exchanger 4 communicates with the corresponding expansion valve, when the second heat exchanger 4 functions as an evaporator and a condenser, the inflow port of the refrigerant is switched between the first port and the second port. When the second heat exchanger 4 is used as a condenser (as shown in fig. 22), the refrigerant in the gas state enters from the first port V1 (the number of plates with which the first port V1 communicates is large), and exits from the second port V2 (the number of plates with which the second port V2 communicates is small); when the second heat exchanger 4 is used as an evaporator, the liquid refrigerant enters from the second port V2 and exits from the first port V1.

The thermal management system shown in fig. 24 includes a refrigerant circuit and a coolant circuit similar to those of fig. 21, which differ in the arrangement of the refrigerant circuit. As shown in fig. 24, the above-described first junction point P1 is located downstream of the third heat exchanger 9, and the first junction point P1 is implemented as a three-way valve 22. The first port 221 and the second port 222 of the three-way valve 22 are connected to the first flow path L1, respectively, and the third port 223 of the three-way valve 22 is connected to the fourth flow path L4. When the thermal management system shown in fig. 24 is in the heat pump mode, the refrigerant flows through the first throttling device 5 and the third heat exchanger (i.e., evaporator) 9 in an un-throttled state, exchanges heat with the air entering the cabin, throttles by the second throttling device 5', flows into the second heat exchanger 4 to evaporate and absorb heat, and at this time, the third heat exchanger 9 can play a role of preheating the air and condensing the refrigerant, so that the heat pump performance can be improved.

As described above, in the embodiment shown in fig. 24, the first junction point P1 (i.e., the three-way valve 22) and the second restriction 5' may be integrated as a three-way expansion valve, the first port and the second port of which are connected to the first flow path L1, respectively, and the third port is connected to the fourth flow path L4. This can further simplify the piping structure of the thermal management system and improve the integration level.

The thermal management system shown in fig. 25 includes a refrigerant circuit and a coolant circuit similar to those of fig. 21, the difference being in the arrangement of the coolant circuit. As shown in fig. 25, in the cooling liquid circuit, instead of the four-way valve 19 of fig. 21, the heat management system uses another three-way valve 23 to connect the water-water heat exchanger, so that the cooling liquid flowing through the warm air device 11 can directly flow to the water-water heat exchanger, which can reduce the cost.

The thermal management system shown in fig. 26 includes a refrigerant circuit and a coolant circuit similar to those of fig. 24, with the difference in the arrangement of the coolant circuit. As shown in fig. 25, in the cooling liquid circuit, instead of the four-way valve 19 of fig. 24, the heat management system uses another three-way valve 23 to connect the water-water heat exchanger, so that the cooling liquid flowing through the warm air device 11 can directly flow to the water-water heat exchanger, which can reduce the cost. In addition, the thermal management system shown in fig. 26 also has the advantage of preheating air by the third heat exchanger 9 of the system of fig. 24, thereby providing heat pump performance.

The different modes of operation of the thermal management system shown in fig. 3 are described in detail below with reference to fig. 4-20.

As shown in fig. 4, the thermal management system is in an AC/high temperature dehumidification mode, which may be passenger compartment cooling, dehumidification, for example, when used at ambient temperatures of 15 to 25 c, and the heater assembly 11 may be turned on as desired. In this mode the multi-way valve 6 is in a first operating state, i.e. the first and second ports V1, V2 of the multi-way valve 6 are conductive, the third and fifth ports V3, V5 are conductive, and the fourth port V4 is non-conductive. In this mode, the first heat exchanger 2 and the second heat exchanger 4 are connected in series in the refrigerant circuit, and the second heat exchanger 4 serves as a condenser, and the refrigerating effect can be improved. Furthermore, the first throttling means 5 is open, the third heat exchanger 9 is operated, and the second throttling means 5' and the third throttling means 5 "are closed. The seven-way valve 18 of the coolant circuit is in a first operating state in which port a and port m are conductive, port b and port k are conductive, port c and port h are conductive, and port g is non-conductive. The openings 31, 32 and 33 of the coolant three-way valve 13 are conductive, and the check valve 15 is conductive.

As shown in fig. 5, the thermal management system is in AC/high temperature dehumidification/chiller refrigeration mode. In this mode the multi-way valve 6 is in a first operating state, i.e. the first and second ports V1, V2 of the multi-way valve 6 are conductive, the third and fifth ports V3, V5 are conductive, and the fourth port V4 is non-conductive. In this mode, the first heat exchanger 2 and the second heat exchanger 4 are connected in series in the refrigerant circuit, and the second heat exchanger 4 serves as a condenser, and the refrigerating effect can be improved. Furthermore, the first throttling means 5 is opened and the third heat exchanger 9 is operated. The second throttling means 5' are closed such that no refrigerant flows from the first junction point P1 to the second junction point P2 and further to the second heat exchanger 4. The third throttling means 5 "is opened so that at the first junction point P1 the refrigerant can flow to the third throttling means 5", after throttle expansion by the third throttling means 5", evaporate and absorb heat in the fourth heat exchanger 8. A first operating condition in which the seven-way valve 18 of the coolant circuit is conducting at port a and port m, conducting at port b and port k, conducting at port c and port h, and non-conducting at port g. Openings 31 and 32 of the coolant three-way valve 13 are conductive, opening 32 is non-conductive, and one-way valve 15 is conductive.

As shown in fig. 6, the thermal management system is in a high temperature fast charge/coolant cooling mode for use at ambient temperatures of, for example, 35 to 45 ℃. In this mode the multi-way valve 6 is in a first operating state, i.e. the first and second ports V1, V2 of the multi-way valve 6 are conductive, the third and fifth ports V3, V5 are conductive, and the fourth port V4 is non-conductive. In this mode, the first heat exchanger 2 and the second heat exchanger 4 are connected in series in the refrigerant circuit, and the second heat exchanger 4 serves as a condenser, and the refrigerating effect can be improved. Furthermore, the first throttling means 5 and the second throttling means 5' are closed and the third heat exchanger 9 is not operated. The third throttling means 5 "is opened so that at the first junction point P1 the refrigerant can flow to the third throttling means 5" where it exchanges heat with the fourth heat exchanger 8, e.g. absorbs heat from the fourth heat exchanger 8. The seven-way valve 18 of the coolant circuit is in a first operating state in which port a and port m are conductive, port b and port k are conductive, port c and port h are conductive, and port g is non-conductive. Openings 31 and 32 of the coolant three-way valve 13 are conductive, opening 33 is non-conductive, and one-way valve 15 is conductive. In fig. 6, the fourth heat exchanger 8 and the water-water heat exchanger 20 work together to reduce the temperature of the battery assembly 17. Furthermore, by closing the two openings of the four-way valve 19 located at the upper part in the drawing, heat exchange between the cooling liquid flowing through the water-water heat exchanger 20 and the cooling liquid flowing through the water heater 12 and the warm air device 11 is avoided. In this way, an improved cooling effect of the battery can be achieved.

As shown in fig. 7, the thermal management system is in a medium low temperature dehumidification mode. This mode is used for ambient temperatures of, for example, 10 ℃ or less, and the heat pump can be turned on while dehumidification is taking place. In this mode the multi-way valve 6 is in the second operating state, i.e. the first port V1 and the fifth port V5 of the multi-way valve 6 are conductive, the third port V3 and the fourth port V4 are conductive, and the second port V2 is non-conductive. In this mode, the refrigerant flows through the first heat exchanger 2 and then to the intermediate heat exchanger 7 and the first junction point P1. The second throttling means 5' are opened so that at the first junction point P1 the refrigerant can flow to the second heat exchanger 4 and then through the multi-way valve 6 to the intermediate heat exchanger 7 and back to the compressor 1. The second heat exchanger 4 may act as an evaporator to absorb heat from the external environment. Furthermore, the first throttling means 5 are open, the third heat exchanger 9 is operated, and the third throttling means 5 "are closed. The seven-way valve 18 of the coolant circuit is in a first operating state in which port a and port m are conductive, port b and port k are conductive, port c and port h are conductive, and port g is non-conductive. Openings 31 and 33 of the coolant three-way valve 13 are conductive, opening 32 is non-conductive, and one-way valve 15 is non-conductive. The water heater 12 and the warm air device 11 can operate to warm the passenger compartment, at which time the ambient temperature is low and the low temperature radiator does not absorb heat from the outside.

As shown in fig. 8, the thermal management system is in a medium-low temperature dehumidification/chip refrigeration/chip recovery battery heat mode. In this mode the multi-way valve 6 is in the second operating state, i.e. the first port V1 and the fifth port V5 of the multi-way valve 6 are conductive, the third port V3 and the fourth port V4 are conductive, and the second port V2 is non-conductive. In this mode, the refrigerant flows through the first heat exchanger 2 and then to the intermediate heat exchanger 7 and the first junction point P1 without passing through the second heat exchanger 4. The second throttling means 5' are opened so that at the first junction point P1 the refrigerant can flow to the second heat exchanger 4 and then through the multi-way valve 6 to the intermediate heat exchanger 7 and back to the compressor 1. The second heat exchanger 4 may act as an evaporator to absorb heat from the external environment. In addition, the first throttling means 5 is opened, the third heat exchanger 9 is operated, and the refrigerant flows out of the third heat exchanger to the intermediate heat exchanger 7 and then returns to the compressor 1. The third throttling means 5 "is opened so that at the first junction point P1 the refrigerant can flow to the third throttling means 5", after throttle expansion by the third throttling means 5", evaporate and absorb heat in the fourth heat exchanger 8. The seven-way valve 18 of the coolant circuit is in a first operating state in which port a and port m are conductive, port b and port k are conductive, port c and port h are conductive, and port g is non-conductive. Openings 31 and 33 of the coolant three-way valve 13 are conductive, opening 32 is non-conductive, and one-way valve 15 is non-conductive.

As shown in fig. 9, the thermal management system is in medium-low temperature dehumidification/battery through LTR heat dissipation/battery recovery battery motor waste heat mode. In this mode the multi-way valve 6 is in the second operating state, i.e. the first port V1 and the fifth port V5 of the multi-way valve 6 are conductive, the third port V3 and the fourth port V4 are conductive, and the second port V2 is non-conductive. In this mode, the refrigerant flows through the first heat exchanger 2 and then to the intermediate heat exchanger 7 and the first junction point P1 without passing through the second heat exchanger 4. The second throttling means 5' are opened so that at the first junction point P1 the refrigerant can flow to the second heat exchanger 4 and then through the multi-way valve 6 to the intermediate heat exchanger 7 and back to the compressor 1. The second heat exchanger 4 may act as an evaporator to absorb heat from the external environment. In addition, the first throttling means 5 is opened, the third heat exchanger 9 is operated, and the refrigerant flows out of the third heat exchanger to the intermediate heat exchanger 7 and then returns to the compressor 1. The third throttling means 5 "is opened so that at the first junction point P1 the refrigerant can flow to the third throttling means 5" where it exchanges heat with the fourth heat exchanger 8, e.g. absorbs heat from the fourth heat exchanger 8. Unlike the embodiment shown in fig. 8, the seven-way valve 18 of the coolant circuit is in a second operating state in which port a and port m are conductive, port b and port c are conductive, port h and port k are conductive, and port g is non-conductive. Openings 31 and 33 of the coolant three-way valve 13 are conductive, opening 32 is non-conductive, and one-way valve 15 is non-conductive. The motor assembly 14, the low-temperature radiator 16 and the battery assembly 17 are connected in series in the coolant loop, so that the battery can emit heat to the outside through the low-temperature radiator 16, or the heat generated by the motor and the battery can be recovered into the coolant loop through the fourth heat exchanger 8.

As shown in fig. 10, the thermal management system is in an air source heat pump mode. In this mode the multi-way valve 6 is in the second operating state, i.e. the first port V1 and the fifth port V5 of the multi-way valve 6 are conductive, the third port V3 and the fourth port V4 are conductive, and the second port V2 is non-conductive. In this mode, the refrigerant flows through the first heat exchanger 2 and then to the intermediate heat exchanger 7 and the first junction point P1 without passing through the second heat exchanger 4. The second throttling means 5' are opened so that at the first junction point P1 the refrigerant can flow to the second heat exchanger 4 and then through the multi-way valve 6 to the intermediate heat exchanger 7 and back to the compressor 1. The second heat exchanger 4 may act as an evaporator to absorb heat from the external environment to implement an air source heat pump. Furthermore, the first throttling means 5 is closed, the third heat exchanger 9 is not operated, and the third throttling means 5 "is closed. The seven-way valve 18 of the coolant circuit is in a second operating state in which port a and port m are conductive, port b and port c are conductive, port h and port k are conductive, and port g is non-conductive. Openings 31 and 33 of the coolant three-way valve 13 are conductive, opening 32 is non-conductive, and one-way valve 15 is non-conductive. The motor assembly 14, the low temperature radiator 16, and the battery assembly 17 are connected in series in the coolant circuit.

As shown in fig. 11, the thermal management system is in an air source heat pump/battery motor waste heat recovery mode. In this mode the multi-way valve 6 is in the second operating state, i.e. the first port V1 and the fifth port V5 of the multi-way valve 6 are conductive, the third port V3 and the fourth port V4 are conductive, and the second port V2 is non-conductive. In this mode, the refrigerant flows through the first heat exchanger 2 and then to the intermediate heat exchanger 7 and the first junction point P1 without passing through the second heat exchanger 4. The second throttling means 5' are opened so that at the first junction point P1 the refrigerant can flow to the second heat exchanger 4 and then through the multi-way valve 6 to the intermediate heat exchanger 7 and back to the compressor 1. The second heat exchanger 4 may act as an evaporator to absorb heat from the external environment to implement an air source heat pump. Furthermore, the first throttling means 5 is closed and the third heat exchanger 9 is not operated. The third throttling means 5 "is opened so that at the first junction point P1 the refrigerant can flow to the third throttling means 5", after throttle expansion by the third throttling means 5", evaporate and absorb heat in the fourth heat exchanger 8. The seven-way valve 18 of the coolant circuit is in a second operating state in which port a and port m are conductive, port b and port c are conductive, port h and port k are conductive, and port g is non-conductive. Openings 31 and 33 of the coolant three-way valve 13 are conductive, opening 32 is non-conductive, and one-way valve 15 is non-conductive. The motor assembly 14, the low temperature radiator 16, and the battery assembly 17 are connected in series in the coolant circuit so that heat generated by the motor and the battery can be recovered to the refrigerant circuit at the fourth heat exchanger 8.

As shown in fig. 12, the thermal management system is in an air source heat pump/battery motor waste heat recovery/motor battery thermal insulation mode. In this mode the multi-way valve 6 is in the second operating state, i.e. the first port V1 and the fifth port V5 of the multi-way valve 6 are conductive, the third port V3 and the fourth port V4 are conductive, and the second port V2 is non-conductive. In this mode, the refrigerant flows through the first heat exchanger 2 and then to the intermediate heat exchanger 7 and the first junction point P1 without passing through the second heat exchanger 4. The second throttling means 5' are opened so that at the first junction point P1 the refrigerant can flow to the second heat exchanger 4 and then through the multi-way valve 6 to the intermediate heat exchanger 7 and back to the compressor 1. The second heat exchanger 4 may act as an evaporator to absorb heat from the external environment to implement an air source heat pump. Furthermore, the first throttling means 5 is closed and the third heat exchanger 9 is not operated. The third throttling means 5 "is opened so that at the first junction point P1 the refrigerant can flow to the third throttling means 5", after throttle expansion by the third throttling means 5", evaporate and absorb heat in the fourth heat exchanger 8. The seven-way valve 18 of the coolant circuit is in a third operating state in which port a and port m are conductive, port b and port c are conductive, port g and port k are conductive, and port h is non-conductive. Openings 31 and 33 of the coolant three-way valve 13 are conductive, opening 32 is non-conductive, and one-way valve 15 is non-conductive. The motor assembly 14 and the battery assembly 17 are connected in series in the coolant circuit, and the low temperature radiator 16 is bypassed so that heat generated by the motor assembly and the battery assembly can be recovered to the refrigerant circuit at the fourth heat exchanger 8 or heat preservation of the battery assembly by the heat generated by the motor assembly can be realized.

As shown in fig. 13, the thermal management system is in an air source heat pump/heat pump to battery or motor active heating mode. In this mode the multi-way valve 6 is in the second operating state, i.e. the first port V1 and the fifth port V5 of the multi-way valve 6 are conductive, the third port V3 and the fourth port V4 are conductive, and the second port V2 is non-conductive. In this mode, the refrigerant flows through the first heat exchanger 2 and then to the intermediate heat exchanger 7 and the first junction point P1 without passing through the second heat exchanger 4. The second throttling means 5' are opened so that at the first junction point P1 the refrigerant can flow to the second heat exchanger 4 and then through the multi-way valve 6 to the intermediate heat exchanger 7 and back to the compressor 1. The second heat exchanger 4 may act as an evaporator to absorb heat from the external environment to implement an air source heat pump. Furthermore, the first throttling means 5 is closed and the third heat exchanger 9 is not operated. The third throttling means 5 "is opened so that at the first junction point P1 the refrigerant can flow to the third throttling means 5" where it exchanges heat with the fourth heat exchanger 8. The seven-way valve 18 of the coolant circuit is in a third operating state in which port a and port m are conductive, port b and port c are conductive, port g and port k are conductive, and port h is non-conductive. Openings 31 and 32 of the coolant three-way valve 13 are conductive, opening 33 is non-conductive, and one-way valve 15 is conductive. The motor assembly 14, the battery assembly 17, the water heater 12 and the warm air device 11 are connected in series in the coolant circuit, and the low temperature radiator 16 is bypassed so that it is possible to achieve heating of the battery assembly or the motor assembly by the water heater 12 and the warm air device 11. Generally, the heating of the water heater 12 and the heating of the heating device 11 is not performed simultaneously with the heating of the battery assembly or the motor assembly.

As shown in fig. 14, the thermal management system is in an air source heat pump/battery soak/motor waste heat recovery mode. In this mode the multi-way valve 6 is in the second operating state, i.e. the first port V1 and the fifth port V5 of the multi-way valve 6 are conductive, the third port V3 and the fourth port V4 are conductive, and the second port V2 is non-conductive. In this mode, the refrigerant flows through the first heat exchanger 2 and then to the intermediate heat exchanger 7 and the first junction point P1 without passing through the second heat exchanger 4. The second throttling means 5' are opened so that at the first junction point P1 the refrigerant can flow to the second heat exchanger 4 and then through the multi-way valve 6 to the intermediate heat exchanger 7 and back to the compressor 1. The second heat exchanger 4 may act as an evaporator to absorb heat from the external environment to implement an air source heat pump. Furthermore, the first throttling means 5 is closed and the third heat exchanger 9 is not operated. The third throttling means 5 "is opened so that at the first junction point P1 the refrigerant can flow to the third throttling means 5" where it exchanges heat with the fourth heat exchanger 8. The seven-way valve 18 of the coolant circuit is in a fourth operating state in which port a and port b are conductive, port c and port m are conductive, port h and port k are conductive, and port g is non-conductive. Openings 31 and 33 of the coolant three-way valve 13 are conductive, opening 32 is non-conductive, and one-way valve 15 is non-conductive. The motor assembly 14, the low temperature radiator 16 and the fourth heat exchanger 8 are connected in series so that heat generated by the motor assembly can be recovered to the refrigerant circuit at the fourth heat exchanger 8. In addition, the battery assembly 17 and the water-water heat exchanger 20 are connected in series, and the water-water heat exchanger 20 does not exchange heat with other coolant loops (i.e., the coolant loops in which the water heater 12 and the warm air device 11 are located), so that battery warm-up can be achieved.

As shown in fig. 15, the thermal management system is in a water source heat pump mode. In this mode the multi-way valve 6 is in an additional operating state, i.e. the first port V1 and the fifth port V5 of the multi-way valve 6 are conductive, the second port V2, the third port V3, the fourth port V4 are non-conductive. In this mode, the refrigerant flows through the first heat exchanger 2 and then to the intermediate heat exchanger 7 and the first junction point P1 without passing through the second heat exchanger 4. The second throttling means 5' is closed and no refrigerant flows to the second heat exchanger 4. Furthermore, the first throttling means 5 is closed and the third heat exchanger 9 is not operated. The third throttling means 5 "is opened so that at the first junction point P1 the refrigerant can flow to the third throttling means 5", after throttle expansion by the third throttling means 5", evaporate and absorb heat in the fourth heat exchanger 8. The seven-way valve 18 of the coolant circuit is in a fourth operating state in which port a and port b are conductive, port c and port m are conductive, port h and port k are conductive, and port g is non-conductive. Openings 31 and 33 of the coolant three-way valve 13 are conductive, opening 32 is non-conductive, and one-way valve 15 is non-conductive. The motor assembly 14, the low-temperature radiator 16 and the fourth heat exchanger 8 are connected in series, and when the temperature of the loop cooling liquid is higher than the ambient temperature, the heat is dissipated to the outside through the low-temperature radiator; when the temperature of the loop cooling liquid is lower than the ambient temperature, absorbing heat from the outside through the low-temperature radiator; in addition, the battery assembly 17 and the water-water heat exchanger 20 are connected in series, and the water-water heat exchanger 20 does not exchange heat with other coolant circuits (i.e., the coolant circuits in which the water heater 12 and the warm air device 11 are located).

As shown in fig. 16, the thermal management system is in a water source heat pump recovery motor battery heat mode. In this mode the multi-way valve 6 is in an additional operating state, i.e. the first port V1 and the fifth port V5 of the multi-way valve 6 are conductive, the second port V2, the third port V3, the fourth port V4 are non-conductive. In this mode, the refrigerant flows through the first heat exchanger 2 and then to the intermediate heat exchanger 7 and the first junction point P1 without passing through the second heat exchanger 4. The second throttling means 5' is closed and no refrigerant flows to the second heat exchanger 4. Furthermore, the first throttling means 5 is closed and the third heat exchanger 9 is not operated. The third throttling means 5 "is opened so that at the first junction point P1 the refrigerant can flow to the third throttling means 5" where it exchanges heat with the fourth heat exchanger 8. The seven-way valve 18 of the coolant circuit is in a third operating state in which port a and port m are conductive, port b and port c are conductive, port g and port k are conductive, and port h is non-conductive. Openings 31 and 33 of the coolant three-way valve 13 are conductive, opening 32 is non-conductive, and one-way valve 15 is non-conductive. The motor assembly 14, the battery assembly 17 and the fourth heat exchanger 8 are connected in series, and the low temperature radiator 16 is bypassed so that heat generated by the motor assembly and the battery assembly can be recovered to the refrigerant circuit at the fourth heat exchanger 8.

As shown in fig. 17, the thermal management system is in a water source heat pump separate recovery motor heat/battery self-balancing mode. In this mode the multi-way valve 6 is in an additional operating state, i.e. the first port V1 and the fifth port V5 of the multi-way valve 6 are conductive, the second port V2, the third port V3, the fourth port V4 are non-conductive. In this mode, the refrigerant flows through the first heat exchanger 2 and then to the intermediate heat exchanger 7 and the first junction point P1 without passing through the second heat exchanger 4. The second throttling means 5' is closed and no refrigerant flows to the second heat exchanger 4. Furthermore, the first throttling means 5 is closed and the third heat exchanger 9 is not operated. The third throttling means 5 "is opened so that at the first junction point P1 the refrigerant can flow to the third throttling means 5" where it exchanges heat with the fourth heat exchanger 8. The seven-way valve 18 of the coolant circuit is in a fifth operating state in which ports a and b are conductive, ports c and m are conductive, ports g and k are conductive, and port h is non-conductive. Openings 31 and 33 of the coolant three-way valve 13 are conductive, opening 32 is non-conductive, and one-way valve 15 is non-conductive. The motor assembly 14, the fourth heat exchanger 8 are connected in series, and the low temperature radiator 16 is bypassed so that heat generated by the motor assembly can be recovered to the refrigerant circuit at the fourth heat exchanger 8.

As shown in fig. 18, the thermal management system is in a water source heat pump ice-melting mode. In this mode the multi-way valve 6 is in a first operating state, i.e. the first and second ports V1, V2 of the multi-way valve 6 are conductive, the third and fifth ports V3, V5 are conductive, and the fourth port V4 is non-conductive. In this mode, the first heat exchanger 2 and the second heat exchanger 4 are connected in series in the refrigerant circuit. Furthermore, the first throttling means 5 is closed, the third heat exchanger 9 is not operated, and the second throttling means 5' is closed. The third throttling means 5 "is opened so that at the first junction point P1 the refrigerant can flow to the third throttling means 5", after throttle expansion by the third throttling means 5", evaporate and absorb heat in the fourth heat exchanger 8. The seven-way valve 18 of the coolant circuit is in a fourth operating state in which port a and port b are conductive, port c and port m are conductive, port h and port k are conductive, and port g is non-conductive. Openings 31 and 33 of the coolant three-way valve 13 are conductive, opening 32 is non-conductive, and one-way valve 15 is non-conductive. When the thermal management system in this embodiment is arranged on a vehicle, the low-temperature radiator is located downstream of the second heat exchanger in the flow direction of air. The high-temperature and high-pressure refrigerant discharged from the compressor 1 sequentially flows through the first heat exchanger 2, the five-way valve 6 and the second heat exchanger 4, and exchanges heat with external air at the second heat exchanger 4 serving as a condenser, and when the air after heat absorption flows through the low-temperature radiator 16, ice on the low-temperature radiator 16 can be melted, thereby realizing deicing.

As shown in fig. 19, the thermal management system is in a water heater heating cabin mode. In this mode, the components of the refrigerant circuit are not operating. The seven-way valve 18 of the coolant circuit is in a third operating state in which port a and port m are conductive, port b and port c are conductive, port g and port k are conductive, and port h is non-conductive. Openings 31 and 33 of the coolant three-way valve 13 are conductive, opening 32 is non-conductive, and one-way valve 15 is non-conductive. The motor assembly 14, the battery assembly 17, and the fourth heat exchanger 8 are connected in series, and the low-temperature radiator 16 is bypassed. In addition, the water heater 12 operates to heat the passenger compartment.

As shown in fig. 20, the thermal management system is in a water heater heating battery or motor mode. In this mode, the components of the refrigerant circuit are not operating. The seven-way valve 18 of the coolant circuit is in a third operating state in which port a and port m are conductive, port b and port c are conductive, port g and port k are conductive, and port h is non-conductive. Openings 31 and 32 of the coolant three-way valve 13 are conductive, opening 33 is non-conductive, and one-way valve 15 is conductive. The water heater 12 operates to heat a battery assembly or a motor assembly.

As described above, the thermal management system of the present disclosure uses the multi-way valve, the refrigeration cycle circuit and the heating cycle circuit share a part of the piping, the piping structure of the thermal management system is effectively simplified while the switching of the refrigeration mode and the heating mode is achieved, the integration level is provided, and more thermal management modes are achieved, the heat loss of the refrigerant is reduced, the heat pump efficiency is improved, and the refrigeration effect is improved.

The technical features disclosed above are not limited to the disclosed combination with other features, and other combinations between the technical features can be performed by those skilled in the art according to the purpose of the present disclosure to achieve the purpose of the present disclosure.

Claims

1. A thermal management system for a vehicle, the thermal management system comprising:

a multi-way valve (6) having at least five ports;

a first flow path (L1), wherein two ends of the first flow path (L1) are respectively connected with a first port (V1) and a fifth port (V5) of the multi-way valve (6), and the first flow path (L1) is provided with a compressor (1), a first joint (P1), a first heat exchanger (2), a first throttling device (5) and a third heat exchanger (9); wherein the first junction point (P1) is located downstream of the first heat exchanger (2);

a second flow path (L2), wherein two ends of the second flow path (L2) are respectively connected with a second port (V2) and a third port (V3) of the multi-way valve (6), and a second heat exchanger (4) and a second joint point (P2) are arranged on the second flow path (L2);

a third flow path (L3), wherein one end of the third flow path (L3) is connected with a fourth port (V4) of the multi-way valve (6), and the other end is connected with an inlet of the compressor (1); and

and a fourth flow path (L4), wherein two ends of the fourth flow path (L4) are respectively connected to the first joint (P1) and the second joint (P2), and a second throttling device (5') is arranged on the fourth flow path (L4).

2. The thermal management system according to claim 1, wherein the second junction point (P2) is located between the second heat exchanger (4) and a second port (V2) of the multi-way valve (6).

3. The thermal management system according to claim 1, wherein the second junction point (P2) is located between the second heat exchanger (4) and a third port (V3) of the multi-way valve (6).

4. The thermal management system according to claim 1, wherein the first heat exchanger (2) is located between the outlet of the compressor (1) and the first port (V1) of the multi-way valve (6).

5. The thermal management system according to claim 1, further comprising an intermediate heat exchanger (7); the intermediate heat exchanger (7) has a first opening (I1), a second opening (I2), a third opening (I3) and a fourth opening (I4); the first opening (I1) and the second opening (I2) of the intermediate heat exchanger define a first flow channel (F1); the third opening (I3) and the fourth opening (I4) of the intermediate heat exchanger define a second flow channel (F2); the intermediate heat exchanger (7) is arranged on the first flow path (L1),

wherein the first flow path (F1) is located between the inlet of the compressor (1) and the third heat exchanger (9);

The second flow passage (F2) is located between the fifth port (V5) and the first throttle device (5).

6. The thermal management system according to claim 5, wherein the intermediate heat exchanger (7) further has a fifth opening (I5), the fifth opening (I5) being located on the first flow channel (F1); the other end of the third flow path (L3) is connected to the fifth opening (I5) of the intermediate heat exchanger.

7. The thermal management system of claim 1, further comprising a fifth flow path (L5); the third flow path (L3) is provided with a third joint (P3); -said first junction point (P1) is located between said fifth port (V5) and said first throttling means (5);

both ends of the fifth flow path (L5) are connected to the third junction (P3) and the first junction (P1), respectively; and a third throttling device (5') and a fourth heat exchanger (8) are sequentially arranged on the fifth flow path along the flowing direction of the fluid.

8. The thermal management system according to claim 1, wherein the first junction point (P1) is located downstream of the third heat exchanger (9), and the first junction point (P1) is a three-way valve (22); a first valve port (221) and a second valve port (222) of the three-way valve (22) are respectively connected to the first flow path (L1), and a third valve port (223) of the three-way valve (22) is connected to the fourth flow path (L4).

9. The thermal management system according to claim 1, characterized in that said first junction point (P1) is located downstream of said third heat exchanger (9), said first junction point (P1) and said second throttling means (5') being integrated as a three-way expansion valve; the first valve port and the second valve port of the three-way expansion valve are respectively connected to the first flow path (L1), and the third valve port is connected to the fourth flow path (L4).

10. Thermal management system according to claim 1, characterized in that a first port (V1) of the multi-way valve (6) is connected to a conduit on the outlet side of the compressor (1), and a fifth port (V5) of the multi-way valve is connected to a conduit on the inlet side of the first heat exchanger (2).

11. The thermal management system according to claim 1, wherein a first port (V1) of the multi-way valve is connected to a conduit on the outlet side of the first heat exchanger (2), and a fifth port (V5) of the multi-way valve is connected to a conduit on the inlet side of the first throttling means (5) at the first junction point (P1).

12. The thermal management system according to claim 1, wherein the multi-way valve (6) has a first operating state,

in the first operating state, the first port (V1) and the second port (V2) of the multi-way valve (6) are conductive, the third port (V3) and the fifth port (V5) of the multi-way valve (6) are conductive, and the fourth port (V4) of the multi-way valve (6) is non-conductive.

13. The thermal management system according to claim 12, wherein the multi-way valve (6) has a second operating state,

in the second operating state, the first port (V1) and the fifth port (V5) of the multi-way valve (6) are conductive, the third port (V3) and the fourth port (V4) of the multi-way valve (6) are conductive, and the second port (V2) of the multi-way valve (6) is non-conductive.

14. The thermal management system according to claim 13, wherein the multi-way valve (6) has a third operating state,

in the third operating state, the first (V1) and fifth (V5) ports of the multi-way valve (6) are conductive, the second (V2) and fourth (V4) ports of the multi-way valve (6) are conductive, and the third (V3) port of the multi-way valve (6) is non-conductive.