Thermal management system

Abstract

The application discloses a heat management system, the heat management system runs the first heating mode, the compressor, the first heat exchange part, the second heat exchanger, the first throttling device and the fourth heat exchanger are communicated and flow refrigerant, the first throttling device is in the throttling state, the first heat exchange part and the second heat exchanger release heat, the fourth heat exchanger absorbs heat, the first pump, the second heat exchange part and the third heat exchanger are communicated and flow cooling liquid, the refrigerant in the first heat exchange part exchanges heat with the cooling liquid in the second heat exchange part.In the first heating mode, the second heat exchanger and the third heat exchanger in the air conditioning box release heat, the refrigerant flows in the second heat exchanger, and the cooling liquid flows in the third heat exchanger, and since the temperature of the cooling liquid is relatively small in the influence of refrigerant temperature change, when the heating effect of the second heat exchanger is unstable, the third heat exchanger can also relatively stably release heat, maintain good heating effect, and keep the stability of the heating effect.

Description

Technical Field

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

[0002] The thermal management system of a vehicle (such as an electric vehicle) can regulate the ambient temperature of the passenger compartment, the battery temperature, and the motor temperature.

[0003] When the passenger compartment requires heating, the indoor condenser located in the air conditioning unit releases heat, while the outdoor heat exchanger absorbs heat from the atmosphere. When the vehicle is waiting at a traffic light or when the wind speed in the outside environment changes significantly, the heat absorption of the outdoor heat exchanger becomes unstable, resulting in unstable airflow from the indoor condenser and a poor passenger experience. Summary of the Invention

[0004] In view of the above-mentioned problems in the related technologies, this application provides a thermal management system with more stable heat exchange effect.

[0005] To achieve the above objectives, this application adopts the following technical solution: A thermal management system includes a compressor, a first heat exchanger, a second heat exchanger, a third heat exchanger, a fourth heat exchanger, a first throttling device, a first pump, and an air conditioning unit. The second heat exchanger and the third heat exchanger are located inside the air conditioning unit. The first heat exchanger includes a first heat exchange section and a second heat exchange section, and the first heat exchange section and the second heat exchange section are not in communication.

[0006] The thermal management system has a first heating mode. In the first heating mode, the compressor, the first heat exchange section, the second heat exchanger, the first throttling device, and the fourth heat exchanger are connected and refrigerant flows through them. The first throttling device is in a throttling state. The first heat exchange section and the second heat exchanger release heat, and the fourth heat exchanger absorbs heat. The first pump, the second heat exchange section, and the third heat exchanger are connected and coolant flows through them. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section.

[0007] In the first heating mode, the thermal management system of this application releases heat through the second and third heat exchangers in the air conditioning unit. The second heat exchanger carries refrigerant, while the third heat exchanger carries coolant. Since the temperature of the coolant is less affected by changes in the refrigerant temperature, even when the heating effect at the second heat exchanger is unstable, the third heat exchanger can still release heat relatively stably, maintaining a good heating effect and ensuring the stability of the heating performance. Attached Figure Description

[0008] Figure 1 This is a schematic diagram of an embodiment of the thermal management system of this application;

[0009] Figure 2 This is a schematic diagram of a first heating mode of an embodiment of the thermal management system of this application;

[0010] Figure 3 This is a schematic diagram of the second heating mode of an embodiment of the thermal management system of this application;

[0011] Figure 4 This is a schematic diagram of the third heating mode of an embodiment of the thermal management system of this application;

[0012] Figure 5 This is a schematic diagram of the first cooling mode of an embodiment of the thermal management system of this application;

[0013] Figure 6 This is a schematic diagram of the second cooling mode of an embodiment of the thermal management system of this application;

[0014] Figure 7 This is a schematic diagram of the third cooling mode of an embodiment of the thermal management system of this application;

[0015] Figure 8 This is a schematic diagram of the first heating and dehumidification mode of an embodiment of the thermal management system of this application;

[0016] Figure 9 This is a schematic diagram of the second heating and dehumidification mode of an embodiment of the thermal management system of this application;

[0017] Figure 10 This is a schematic diagram of the defrosting mode of an embodiment of the thermal management system of this application;

[0018] Figure 11 This is a schematic diagram of a first heat dissipation mode according to an embodiment of the thermal management system of this application;

[0019] Figure 12 This is a schematic diagram of the second heat dissipation mode of an embodiment of the thermal management system of this application. Detailed Implementation

[0020] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0021] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0022] It should be understood that the terms "first," "second," and similar terms used in this application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, "a" or "one," and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one; "multiple" indicates two or more. Unless otherwise stated, terms such as "front," "rear," "lower," and / or "upper" are for illustrative purposes only and are not limited to a location or spatial orientation. Terms such as "comprising" or "including" indicate that the elements or objects preceding "comprising" encompass the elements or objects listed following "comprising" or "including" and their equivalents, but do not exclude other elements or objects.

[0023] The thermal management system of an exemplary embodiment of this application will now be described in detail with reference to the accompanying drawings. Unless otherwise specified, the features of the following embodiments and implementations can complement or combine with each other.

[0024] According to a specific embodiment of the thermal management system of this application, such as Figure 1 As shown, the various components of the thermal management system are connected by pipes to form two main systems: a refrigerant system and a coolant system. These two systems are isolated and not interconnected. Refrigerant flows through the refrigerant system, while coolant flows through the coolant system. The refrigerant can be R134A, carbon dioxide, or other heat exchange media, and the coolant can be a mixture of ethanol and water or other cooling media.

[0025] The thermal management system includes a first heat exchanger 2 and a seventh heat exchanger 6. The first heat exchanger 2 includes a first heat exchange section 21 and a second heat exchange section 22, which are capable of heat exchange. Both the first and second heat exchange sections 21 and 22 are provided with flow channels, which are isolated from and not connected to each other. The seventh heat exchanger 6 includes a third heat exchange section 61 and a fourth heat exchange section 62, which are capable of heat exchange. Both the third and fourth heat exchange sections 61 and 62 are provided with flow channels, which are isolated from and not connected to each other. The first heat exchanger 2 and the seventh heat exchanger 6 can be one of the following: plate heat exchanger, shell-and-tube heat exchanger, parallel-flow liquid-cooled heat exchanger, or other liquid-cooled heat exchangers. The first heat exchanger 2 and the seventh heat exchanger 6 can be the same or different.

[0026] The flow channels of the first heat exchange section 21 and the third heat exchange section 61 are connected to the refrigerant system, while the flow channels of the second heat exchange section 22 and the fourth heat exchange section 62 are connected to the coolant system. The refrigerant can exchange heat with the coolant through the first heat exchanger 2, and the refrigerant can exchange heat with the coolant through the seventh heat exchanger 6.

[0027] It should be explained that the phrase "the flow channels of the first heat exchanger 21 and the third heat exchanger 61 are connected to the refrigerant system" means that the refrigerant system includes the first heat exchanger 21 and the third heat exchanger 61. Refrigerant in the system can flow into and out of the flow channels of the first heat exchanger 21 and the third heat exchanger 61. The inlet and outlet of the first heat exchanger 21 and the inlet and outlet of the third heat exchanger 61 can be connected to other components in the refrigerant system through pipelines, forming a loop when the thermal management system is operating. Similarly, the flow channels of the second heat exchanger 22 and the fourth heat exchanger 62 are connected to the coolant system, as explained above.

[0028] The refrigerant system includes: compressor 1, first heat exchange unit 21, first throttling device 3, second throttling device 4, third throttling device 5, second heat exchanger 101, fourth heat exchanger 104, fifth heat exchanger 103, third heat exchange unit 61, and several valve devices. The above components can be indirectly connected to each other through pipelines or valves, or they can be integrated into a single structure.

[0029] The first throttling device 3 has the functions of opening, closing, and throttling. The first throttling device 3 is located before the inlet of the fourth heat exchanger 104; optionally, it is located close to the inlet of the fourth heat exchanger 104. The second throttling device 4 has the functions of closing and throttling. The second throttling device 4 is located before the inlet of the fifth heat exchanger 103; optionally, it is located close to the inlet of the fifth heat exchanger 103. The third throttling device 5 has the functions of closing and throttling. The third throttling device 5 is located before the inlet of the third heat exchange section 61; optionally, it is located close to the inlet of the third heat exchange section 61. Optionally, the first throttling device 3, the second throttling device 4, and the third throttling device 5 are electronic expansion valves.

[0030] In this embodiment, the plurality of valve devices includes a first valve 81, a second valve 82, and a third valve 83. The first valve 81, the second valve 82, and the third valve 83 can be a single valve element or a combination of at least two valve elements. The first valve 81, the second valve 82, and the third valve 83 all have both shut-off and open / close functions. Optionally, the first valve 81, the second valve 82, and the third valve 83 are shut-off valves.

[0031] In the refrigerant system of this embodiment, the outlet of compressor 1 is connected to the inlet of the first heat exchange section 21, the outlet of the first heat exchange section 21 is connected to the inlet of the second heat exchanger 101, and the outlet of the second heat exchanger 101 is connected to the inlet of the first throttling device 3 and the first end of the first valve 81. The outlet of the first throttling device 3 is connected to the inlet of the fourth heat exchanger 104, and the outlet of the fourth heat exchanger 104 is connected to the first end of the third valve 83 and the first end of the second valve 82. The second end of the first valve 81 is connected to the second end of the second valve 82, the inlet of the second throttling device 4, and the inlet of the third throttling device 5. The outlet of the second throttling device 4 is connected to the inlet of the fifth heat exchanger 103, and the outlet of the third throttling device 5 is connected to the inlet of the third heat exchange section 61. The outlet of the fifth heat exchanger 103, the outlet of the third heat exchange section 61, and the second end of the third valve 83 are all connected to the inlet of compressor 1.

[0032] In some other embodiments, the refrigerant system further includes a gas-liquid separator 9, which is disposed before the inlet of the compressor 1. The gas-liquid separator 9 functions as both a gas-liquid separator and an intermediate heat exchanger. The gas-liquid separator 9 includes a first connection port, a second connection port, a third connection port, a fourth connection port, a first flow channel, and a second flow channel. The first and second connection ports are the inlet / outlet of the first flow channel, and the third and fourth connection ports are the inlet / outlet of the second flow channel. In the gas-liquid separator 9, both the first and second flow channels are used for refrigerant flow. The refrigerant flowing through the first flow channel undergoes gas-liquid separation in the gas-liquid separator 9, with the liquid refrigerant stored in the gas-liquid separator 9. The gaseous refrigerant exchanges heat with the refrigerant in the second flow channel and then flows back to the compressor 1. Specifically, the first connection port is connected to the outlet of the fifth heat exchanger 103, the outlet of the third heat exchange section 61, and the second end of the third valve 83; the second connection port is connected to the inlet of the compressor 1; the third connection port is connected to the outlet of the fourth heat exchanger 104 and the first end of the third valve 83; and the fourth connection port is connected to the first end of the second valve 82. The structure and working principle of the gas-liquid separation device 9 are well known to those skilled in the art and will not be described in detail here. In some other embodiments, the gas-liquid separation device 9 can be an integrated component, or it can include a separate intermediate heat exchanger and a separate gas-liquid separator.

[0033] In some other embodiments, the outlet of compressor 1 is connected to the inlet of the first heat exchange section 21 and the inlet of the second heat exchanger 101, respectively. The outlets of the first heat exchange section 21 and the second heat exchanger 101 are both connected to the inlet of the first throttling device 3 and the first end of the first valve 81. The flow of refrigerant from compressor 1 to at least one of the first heat exchange section 21 and the second heat exchanger 101 is controlled by valves. If a proportional control valve is used, the flow ratio to the first heat exchange section 21 and the second heat exchanger 101 can also be controlled.

[0034] In some other embodiments, the outlet of compressor 1 is connected to the inlet of second heat exchanger 101, the outlet of second heat exchanger 101 is connected to the inlet of first heat exchange section 21, and the outlet of first heat exchange section 21 is connected to the inlet of first throttling device 3 and the first end of first valve 81. The refrigerant flowing out of compressor 1 first flows through second heat exchanger 101 and then through first heat exchange section 21.

[0035] The coolant system includes a battery heat exchange assembly 107, a motor heat exchange assembly 108, a third heat exchanger 102, a sixth heat exchanger 105, an eighth heat exchanger 7, a ninth heat exchanger 106, a second heat exchange section 22, a fourth heat exchange section 62, several fluid drive devices, and several flow direction switching devices. The components can be indirectly connected to each other through pipes or valves, or they can be integrated into a single structure.

[0036] The eighth heat exchanger 7 includes a fifth heat exchange section 71 and a sixth heat exchange section 72, which are capable of heat exchange. Both the fifth heat exchange section 71 and the sixth heat exchange section 72 are provided with flow channels, which are isolated from and not connected to each other. The eighth heat exchanger 7 can be one of a plate heat exchanger, a shell-and-tube heat exchanger, a parallel-flow liquid-cooled heat exchanger, or other liquid-cooled heat exchangers.

[0037] The battery heat exchange assembly 107 is used for thermal management of the battery. Optionally, the battery heat exchange assembly 107 can be an integrated component with the battery as a whole, or it can be a separate component assembled with the battery. The motor heat exchange assembly 108 is used for thermal management of the motor. Optionally, the motor heat exchange assembly 108 can be an integrated component with the motor as a whole, or it can be a separate component assembled with the motor.

[0038] Several fluid drive devices, including a first pump 10, a second pump 11, a third pump 13, and a fourth pump 12, are used to power the flow of coolant in the coolant system. Optionally, the first pump 10, the second pump 11, the third pump 13, and the fourth pump 12 are electric water pumps. The type and specifications of the first pump 10, the second pump 11, the third pump 13, and the fourth pump 12 can be the same or different, depending on the requirements of the thermal management system.

[0039] The flow direction switching devices include a first flow direction switching device 86, a second flow direction switching device 87, a third flow direction switching device 84, and a fourth flow direction switching device 85. By adjusting the working state of the flow direction switching devices, the coolant system can form at least two coolant circuits that are not connected to each other, thereby realizing passenger cabin heating, motor thermal management, and battery thermal management.

[0040] The first flow direction switching device 86 includes a first interface 861, a second interface 862, a third interface 863, and a fourth interface 864. The first flow direction switching device 86 includes a first operating state and a second operating state. In the first operating state, the first interface 861 and the second interface 862 are connected, and the third interface 863 and the fourth interface 864 are connected. In the second operating state, the first interface 861 and the fourth interface 864 are connected, and the third interface 863 and the second interface 862 are connected.

[0041] The second flow direction switching device 87 includes a fifth interface 871, a sixth interface 872, a seventh interface 873, and an eighth interface 874. The second flow direction switching device 87 includes a third operating state and a fourth operating state. In the third operating state, the fifth interface 871 and the sixth interface 872 are connected, and the seventh interface 873 and the eighth interface 874 are connected. In the fourth operating state, the fifth interface 871 and the eighth interface 874 are connected, and the seventh interface 873 and the sixth interface 872 are connected.

[0042] The third flow direction switching device 84 includes a first port 841, a second port 842, and a third port 843, with the third port 843 connected to one of the first port 841 and the second port 842. The fourth flow direction switching device 85 includes a fourth port 851, a fifth port 852, and a sixth port 853, with the sixth port 853 connected to one of the fourth port 851 and the fifth port 852. In this embodiment, the first flow direction switching device 86 and the second flow direction switching device 87 are four-way valves, and the third flow direction switching device 84 and the fourth flow direction switching device 85 are three-way valves. The structure and working principle of the three-way valves and the four-way valves are well known to those skilled in the art, and will not be described in detail here.

[0043] In some other embodiments, any one of the first flow direction switching device 86, the second flow direction switching device 87, the third flow direction switching device 84, and the fourth flow direction switching device 85 can replace other types of valves or combinations of other types of valves according to their functions, such as check valves, shut-off valves, or combinations thereof.

[0044] The coolant system includes a first flow path a, a second flow path b, a third flow path c, a fourth flow path d, a fifth flow path e, and a sixth flow path f. One end of the first flow path a is connected to a first interface 861, and the other end is connected to a second interface 862. One end of the second flow path b is connected to a third interface 863, and the other end is connected to a fourth interface 864. By switching the operating state of the first flow direction switching device 86, the first flow path a and the second flow path b can be independently connected to form two loops, or the first flow path a and the second flow path b can be interconnected to form a single loop. One end of the third flow path c is connected to a fifth interface 871, and the other end is connected to a sixth interface 872. One end of the fourth flow path d is connected to a seventh interface 873, and the other end is connected to an eighth interface 874. By switching the operating state of the second flow direction switching device 87, the third flow path c and the fourth flow path d can be independently connected to form two loops, or the third flow path c and the fourth flow path d can be interconnected to form a single loop.

[0045] The second heat exchanger 22, the first pump 10, and the third heat exchanger 102 are connected to the first flow path a. The second pump 11, the fifth heat exchanger 71, the sixth heat exchanger 105, and the motor heat exchange assembly 108 are connected to the second flow path b. The third pump 13, the fourth heat exchanger 62, and the battery heat exchange assembly 107 are connected to the third flow path c. The fourth pump 12, the sixth heat exchanger 72, and the ninth heat exchanger 106 are connected to the fourth flow path d. The flow channel of the fifth heat exchanger 71 is connected to the second flow path b, and the flow channel of the sixth heat exchanger 72 is connected to the fourth flow path d. The coolant in the second flow path b can exchange heat with the coolant in the fourth flow path d through the eighth heat exchanger 7.

[0046] The fifth flow path e is connected in parallel with the sixth heat exchanger 105. The fifth flow path e is a pipe that can be used to bypass the sixth heat exchanger 105. One end of the fifth flow path e is connected to the first port 841, and one end of the sixth heat exchanger 105 is connected to the second port 842. The coolant flow is selected to flow through either the fifth flow path e or the sixth heat exchanger 105 via the third flow direction switching device 84. The sixth flow path f is connected in parallel with the ninth heat exchanger 106. The sixth flow path f is a pipe that can be used to bypass the ninth heat exchanger 106. One end of the sixth flow path f is connected to the fourth port 851, and one end of the ninth heat exchanger 106 is connected to the fifth port 852. The coolant flow is selected to flow through either the sixth flow path f or the ninth heat exchanger 106 via the fourth flow direction switching device 85.

[0047] The thermal management system provided in this application embodiment can be applied to electric vehicles. The electric vehicle has an air conditioning unit 100 that exchanges heat with the air in the passenger compartment. A second heat exchanger 101, a third heat exchanger 102, and a fifth heat exchanger 103 are disposed within the air conditioning unit 100. These heat exchangers are used to exchange heat with the air in the air conditioning unit 100 to regulate the temperature of the passenger compartment. In this embodiment, the third heat exchanger 102 is located downstream of the second heat exchanger 101 in the airflow, and the second heat exchanger 101 is located downstream of the fifth heat exchanger 103 in the airflow. A fan is provided within the air conditioning unit 100 to guide the airflow within the unit. A damper 109 is provided between the second heat exchanger 101 and the fifth heat exchanger 103. If the damper 109 is open, the airflow through the second heat exchanger 101 and the third heat exchanger 102 can be controlled by adjusting the opening degree of the damper 109. If the damper 109 is closed, air does not flow through the second heat exchanger 101 and the third heat exchanger 102. In some other embodiments, the second heat exchanger 101 and the third heat exchanger 102 are both located downstream of the fifth heat exchanger 103, but the air ducts of the second heat exchanger 101 and the third heat exchanger 102 are independent and are provided with dampers 109 to control the airflow through the second heat exchanger 101 and the third heat exchanger 102, respectively.

[0048] The fourth heat exchanger 104, the sixth heat exchanger 105, and the ninth heat exchanger 106 are located near the front grille of the vehicle. These heat exchangers are used for heat exchange with the atmospheric environment, releasing heat into or absorbing heat from the atmosphere. A fan is provided to guide the airflow. The compressor 1 and the gas-liquid separator 9 are located in the engine compartment in front of the driver's cab.

[0049] The second heat exchanger 101, the third heat exchanger 102, the fourth heat exchanger 104, the fifth heat exchanger 103, the sixth heat exchanger 105, and the ninth heat exchanger 106 are all air-cooled heat exchangers, used for heat exchange with air. The structure of air-cooled heat exchangers is well known to those skilled in the art and will not be described in detail here. Optionally, the second heat exchanger 101 is used as an indoor condenser, the fifth heat exchanger 103 is used as an indoor evaporator, the third heat exchanger 102 is used as a warm air core, the fourth heat exchanger 104 is used as an outdoor heat exchanger, and the sixth and ninth heat exchangers 105 are used as low-temperature water tanks.

[0050] The thermal management system of this embodiment is applicable not only to vehicles but also to other heat exchange systems requiring thermal management. For ease of description, this application's specification uses vehicle application as an example. The thermal management system of this embodiment has multiple operating modes, including heating mode, cooling mode, heating and dehumidification mode, defrosting mode, and heat dissipation mode.

[0051] like Figures 2 to 4 As shown, when the ambient temperature is low, depending on whether the passenger cabin and battery require heating, as well as the ambient temperature, the states of the first throttling device 3, the second throttling device 4, the third throttling device 5, several fluid drive devices, several flow direction switching devices, and several valve devices can be adjusted to achieve the functions of heating the passenger cabin alone, heating the battery alone, or heating the passenger cabin and battery simultaneously.

[0052] Reference Figure 2 When only the passenger cabin requires heating, the thermal management system is in the first heating mode. Compressor 1 is turned on, the refrigerant system is in operation, the first valve 81 and the second valve 82 are in the closed state, the third valve 83 is in the open state, the first throttling device 3 is in the throttling state, and the second throttling device 4 and the third throttling device 5 are in the closed state. Compressor 1, the first heat exchange section 21, the second heat exchanger 101, the first throttling device 3, the fourth heat exchanger 104, the third valve 83, and compressor 1 are sequentially connected to form a loop, and the refrigerant circulates. First pump 10 is turned on, and second pump 11, third pump 13, and fourth pump 12 are turned off, the coolant system is in operation, and the first flow direction switching device 86 is in the first operating state. First pump 10, third heat exchanger 102, second heat exchange section 22, and first pump 10 are sequentially connected to form a loop, and the coolant circulates. The refrigerant in the first heat exchange section 21 releases heat to the coolant in the second heat exchange section 22.

[0053] Compressor 1 discharges high-temperature, high-pressure refrigerant. This refrigerant releases heat into the coolant in the first heat exchanger 2, and the coolant releases heat through the third heat exchanger 102 to heat the surrounding air. Refrigerant flowing from the first heat exchange section 21 flows into the second heat exchanger 101, which releases heat to heat the surrounding air. With the damper 109 open, passenger cabin heating is achieved simultaneously through the second and third heat exchangers 101 and 102.

[0054] In related technologies, when a vehicle is waiting at a traffic light or when the wind speed in the external environment changes significantly, the compressor speed of 1 may suddenly drop or the heat absorption of the fourth heat exchanger 104 may be unstable, both of which can lead to unstable heating performance and poor comfort. In the first heating mode of this application, both the second heat exchanger 101 and the third heat exchanger 102 release heat. Since the temperature of the coolant is less affected by changes in the refrigerant temperature, even if the heating performance at the second heat exchanger 101 is unstable, the third heat exchanger 102 can still release heat relatively stably, maintaining a good heating performance and ensuring the stability of the heating effect.

[0055] In the first heating mode, refer to Figure 12If only the motor requires heat dissipation, the second pump 11 can be activated. The second pump 11, the fifth heat exchange section 71, the motor heat exchange assembly 108, and the sixth heat exchanger 105 are connected in sequence, and the heat from the motor is released to the atmosphere through the sixth heat exchanger 105. If both the motor and the battery require heat dissipation, the second pump 11, the third pump 13, and the fourth pump 12 can be activated, and the second flow direction switching device 87 is in the fourth working state. Heat dissipation for both the motor and the battery is achieved through the sixth heat exchanger 105 and the ninth heat exchanger 106.

[0056] Reference Figure 3 When only the battery requires heating, the thermal management system is in the second heating mode. Compressor 1 is turned on, and the refrigerant system is in operation. The refrigerant system in the second heating mode is the same as that in the first heating mode, which can be referred to in the relevant description and will not be repeated here. First pump 10, second pump 11, third pump 13, and fourth pump 12 are turned on, and the coolant system is in operation. First flow direction switching device 86 is in the second operating state, and second flow direction switching device 87 is in the fourth operating state. The first pump 10, the third heat exchanger 102, the second heat exchange section 22, the motor heat exchange assembly 108, the fifth flow path e, the second pump 11, the fifth heat exchange section 71, and the first pump 10 are sequentially connected to form a loop. The third pump 13, the fourth heat exchange section 62, the battery heat exchange assembly 107, the fourth pump 12, the sixth heat exchange section 72, the sixth flow path f, and the third pump 13 are sequentially connected to form a loop. The coolant circulates, and the refrigerant in the first heat exchange section 21 releases heat to the coolant in the second heat exchange section 22, and the coolant in the fifth heat exchange section 71 releases heat to the coolant in the sixth heat exchange section 72. At this time, the damper 109 is closed, and there is no heat exchange between the second heat exchanger 101 and the third heat exchanger 102.

[0057] The refrigerant flowing out of the compressor 1 releases heat in the first heat exchanger 2 to the coolant in the first flow path a. The coolant in the second flow path b releases heat in the eighth heat exchanger 7 to the coolant in the fourth flow path d. The coolant in the third flow path c flows through the battery heat exchange assembly 107 and releases heat. The battery heating is achieved through the transfer of heat from the coolant.

[0058] Reference Figure 4When both the passenger cabin and the battery require heating, the thermal management system operates in the third heating mode. Compressor 1 is activated, the refrigerant system is operational, and the first pump 10, second pump 11, third pump 13, and fourth pump 12 are activated, the coolant system is operational, and the damper 109 is open. The refrigerant system in the third heating mode is the same as that in the first heating mode, and the coolant system in the third heating mode is the same as that in the second heating mode; please refer to the relevant descriptions, which will not be repeated here. Heating of the passenger cabin is achieved through the second heat exchanger 101 and the third heat exchanger 102, and heating of the battery is achieved through the transfer of heat from the coolant. In the second and third heating modes, if the motor cannot be heated, a bypass line can be used to connect to the motor heat exchange assembly 108.

[0059] like Figures 5 to 7 As shown, when the ambient temperature or battery temperature is high, depending on whether the passenger compartment and battery have cooling requirements, the states of the first throttling device 3, the second throttling device 4, the third throttling device 5, several fluid drive devices, several flow direction switching devices, and several valve devices can be adjusted to achieve the function of cooling the passenger compartment alone, cooling the battery alone, or cooling the passenger compartment and battery simultaneously.

[0060] Reference Figure 5 When only the passenger cabin requires cooling, the thermal management system is in the first cooling mode. Compressor 1 is turned on, the refrigerant system is in operation, the first valve 81 and the third valve 83 are in the closed state, the second valve 82 is in the open state, the first throttling device 3 is in the open state, the second throttling device 4 is in the throttling state, and the third throttling device 5 is in the closed state. Compressor 1, the first heat exchange section 21, the second heat exchanger 101, the first throttling device 3, the fourth heat exchanger 104, the second valve 82, the second throttling device 4, the fifth heat exchanger 103, and compressor 1 are sequentially connected to form a loop, and the refrigerant circulates. The first pump 10, the second pump 11, and the fourth pump 12 are turned on, the third pump 13 is turned off, the coolant system is in operation, the first flow direction switching device 86 is in the second operating state, and the second flow direction switching device 87 is in the third operating state. The first pump 10, the third heat exchanger 102, the second heat exchange section 22, the motor heat exchange assembly 108, the sixth heat exchanger 105, the second pump 11, the fifth heat exchange section 71, and the first pump 10 are sequentially connected to form a loop. The third pump 13, the fourth heat exchange section 62, the battery heat exchange assembly 107, the fourth pump 12, the sixth heat exchange section 72, the ninth heat exchanger 106, and the third pump 13 are sequentially connected to form a loop, and the coolant circulates. The refrigerant in the first heat exchange section 21 releases heat to the coolant in the second heat exchange section 22, and the coolant in the fifth heat exchange section 71 releases heat to the coolant in the sixth heat exchange section 72, and the coolant circulates. At this time, the damper 109 is closed, and no heat exchange occurs at the second heat exchanger 101 and the third heat exchanger 102.

[0061] The refrigerant flowing from compressor 1 releases heat in the first heat exchanger 2 into the coolant in the first flow path a. The coolant circulates and releases heat to the atmosphere through the sixth heat exchanger 105 and the ninth heat exchanger 106. The refrigerant flowing from the first heat exchange section 21 flows through the second heat exchanger 101 and then into the fourth heat exchanger 104, where it releases heat to the atmosphere, further reducing the refrigerant temperature. By reducing the refrigerant temperature twice—through the first heat exchanger 2 and the fourth heat exchanger 104—the temperature of the refrigerant before throttling is lowered after throttling by the second throttling device 4, thus improving the cooling effect at the fifth heat exchanger 103.

[0062] In the coolant system, the coolant flowing out from the second heat exchange section 22 first flows into the sixth heat exchanger 105 to exchange heat with the atmospheric environment, then flows into the fifth heat exchange section 71 to exchange heat with the coolant in the third flow path c, and then flows back to the second heat exchange section 22. The ninth heat exchanger 106 in the third flow path c exchanges heat with the atmospheric environment. The heat transferred from the first heat exchanger 2 is released twice through the eighth heat exchanger 7 and the sixth heat exchanger 105, thereby improving the heat exchange effect at the first heat exchanger 2.

[0063] In the first cooling mode, if the battery needs to dissipate heat, the second flow direction switching device 87 can be switched to the fourth working state, the third pump 13 is turned on, and the coolant flowing out from the sixth heat exchange section 72 first exchanges heat with the atmospheric environment through the ninth heat exchanger 106. After cooling down, the coolant flows into the battery heat exchange component 107 to ensure the heat dissipation effect of the battery.

[0064] Reference Figure 6When only the battery requires cooling, the thermal management system is in the second cooling mode. Compressor 1 is turned on, the refrigerant system is operational, first valve 81 and third valve 83 are in the off state, second valve 82 is in the open state, first throttling device 3 is in the open state, second throttling device 4 is in the off state, and third throttling device 5 is in the throttling state. Compressor 1, first heat exchanger 21, second heat exchanger 101, first throttling device 3, fourth heat exchanger 104, second valve 82, third throttling device 5, third heat exchanger 61, and compressor 1 are sequentially connected to form a loop, allowing the refrigerant to circulate. First pump 10, second pump 11, third pump 13, and fourth pump 12 are turned on, the coolant system is operational, first flow direction switching device 86 is in the second operational state, and second flow direction switching device 87 is in the third operational state. The first pump 10, the third heat exchanger 102, the second heat exchange section 22, the motor heat exchange assembly 108, the sixth heat exchanger 105, the second pump 11, the fifth heat exchange section 71, and the first pump 10 are sequentially connected in a loop. The third pump 13, the fourth heat exchange section 62, the battery heat exchange assembly 107, and the third pump 13 are sequentially connected in a loop. The fourth pump 12, the sixth heat exchange section 72, the ninth heat exchanger 106, and the fourth pump 12 are sequentially connected in a loop, and the coolant circulates. The refrigerant in the first heat exchange section 21 releases heat to the coolant in the second heat exchange section 22, the refrigerant in the third heat exchange section 61 absorbs heat from the coolant in the fourth heat exchange section 62, and the coolant in the fifth heat exchange section 71 releases heat to the coolant in the sixth heat exchange section 72, and the coolant circulates. At this time, the damper 109 is closed, and no heat exchange occurs at the second heat exchanger 101 and the third heat exchanger 102.

[0065] In the second cooling mode, heat is released to the atmosphere twice through the sixth heat exchanger 105 and the ninth heat exchanger 106, thereby improving the heat exchange effect of the first heat exchanger 2. The temperature of the refrigerant before throttling is reduced twice by the first heat exchanger 2 and the fourth heat exchanger 104, resulting in a lower refrigerant temperature after throttling by the second throttling device 4, thus improving the cooling effect at the third heat exchange section 61. In the seventh heat exchanger 6, the refrigerant absorbs heat from the coolant, and the cooled coolant flows into the battery heat exchange assembly 107 to cool the battery.

[0066] Reference Figure 7When both the passenger cabin and the battery require cooling, the thermal management system operates in the third cooling mode. Compressor 1 is activated, and the refrigerant system is operational. The refrigerant system in the third cooling mode is largely the same as that in the first cooling mode, except that the first throttling device 3 is in the conducting state, while the second throttling device 4 and the third throttling device 5 are both in the throttling state. The coolant system in the third cooling mode is the same as that in the second cooling mode; similarities can be found in the relevant descriptions and will not be repeated here. At this time, the damper 109 is closed, and heat exchange is not occurring at the second heat exchanger 101 and the third heat exchanger 102.

[0067] In the first, second, and third refrigeration modes, the working states of several flow direction switching devices and several fluid drive devices are adjusted according to the size of the refrigeration demand, so that at least one of the first heat exchanger 2, the sixth heat exchanger 105, the eighth heat exchanger 7, and the ninth heat exchanger 106 does not undergo heat exchange.

[0068] When the humidity inside the vehicle is high and the temperature difference between the inside and outside is large, the windshield is prone to fogging, which can affect the driver's visibility and pose a safety hazard. High humidity also reduces passenger comfort. In such situations, the thermal management system needs to operate in heating and dehumidification mode. Figure 8 and Figure 9 As shown, depending on the ambient temperature and whether the coolant system has residual heat, heat can be obtained from at least one of the atmospheric environment and the coolant system to achieve the function of heating and dehumidification.

[0069] Reference Figure 8 When the ambient temperature is suitable, the thermal management system is in the first heating and dehumidification mode. Compressor 1 is turned on, the refrigerant system is in operation, the first valve 81 and the third valve 83 are in the open state, the second valve 82 is in the closed state, the first throttling device 3 and the second throttling device 4 are in the throttling state, and the third throttling device 5 is in the closed state. Compressor 1, the first heat exchange section 21, the second heat exchanger 101, the first throttling device 3, the fourth heat exchanger 104, the third valve 83, and compressor 1 are sequentially connected to form a circuit. Compressor 1, the first heat exchange section 21, the second heat exchanger 101, the first valve 81, the second throttling device 4, the fifth heat exchanger 103, and compressor 1 are sequentially connected to form a circuit, and the refrigerant circulates. The first pump 10 is turned on, the second pump 11, the third pump 13, and the fourth pump 12 are turned off, the coolant system is in operation, and the first flow direction switching device 86 is in the first operating state. The first pump 10, the third heat exchanger 102, and the second heat exchange section 22 are sequentially connected to form a loop, and the coolant circulates. The refrigerant in the first heat exchange section 21 releases heat to the coolant in the second heat exchange section 22, and both the second heat exchanger 101 and the third heat exchanger 102 release heat to heat the surrounding air.

[0070] Since the fifth heat exchanger 103 is located on the upwind side of the second heat exchanger 101 and the third heat exchanger 102, the humid air first flows through the lower-temperature fifth heat exchanger 103, where the moisture in the air condenses and precipitates. The dried air then flows through the second heat exchanger 101 and the third heat exchanger 102 and is heated. The heated and dried air then enters the passenger cabin, achieving heating and dehumidification. Heat is absorbed from the atmospheric environment at the fourth heat exchanger 104 to ensure the stability of the heating and dehumidification effect.

[0071] In the first heating and dehumidification mode, when the motor and battery have heat dissipation requirements, the second pump 11, the third pump 13 and the fourth pump 12 can be turned on to meet the heat dissipation requirements through at least one of the sixth heat exchanger 105 and the ninth heat exchanger 106.

[0072] Reference Figure 9 When the motor and battery in the coolant system have residual heat, the thermal management system is in the second heating and dehumidification mode. Compressor 1 is turned on, the refrigerant system is in operation, the first valve 81 is in the open state, the second valve 82 and the third valve 83 are in the closed state, the first throttling device 3 is in the closed state, and the second throttling device 4 and the third throttling device 5 are in the throttling state. Compressor 1, first heat exchanger 21, second heat exchanger 101, first valve 81, third throttling device 5, third heat exchanger 61, and compressor 1 are sequentially connected to form a circuit. Compressor 1, first heat exchanger 21, second heat exchanger 101, first valve 81, second throttling device 4, fifth heat exchanger 103, and compressor 1 are sequentially connected to form a circuit, and the refrigerant circulates. First pump 10 and third pump 13 are turned on, second pump 11 and fourth pump 12 are turned off, the coolant system is in operation, the first flow direction switching device 86 is in the first operating state, and the second flow direction switching device 87 is in the third operating state. The first pump 10, the third heat exchanger 102, the second heat exchange section 22, and the first pump 10 are sequentially connected to form a loop. The third pump 13, the fourth heat exchange section 62, the battery heat exchange assembly 107, and the third pump 13 are sequentially connected to form a loop, and the coolant circulates. The refrigerant in the first heat exchange section 21 releases heat to the coolant in the second heat exchange section 22, and the refrigerant in the third heat exchange section 61 absorbs heat from the coolant in the fourth heat exchange section 62. Both the second heat exchanger 101 and the third heat exchanger 102 release heat to heat the surrounding air.

[0073] Heat is absorbed from the battery through the seventh heat exchanger 6, achieving waste heat recovery and heating / dehumidification effects. When the motor also has waste heat, the second pump 11 and the fourth pump 12 can be turned on, the second flow direction switching device 87 can be switched to the fourth working state, the fifth flow path e can be used to bypass the sixth heat exchanger 105, and the sixth flow path f can be used to bypass the ninth heat exchanger 106, so that heat is absorbed from the motor and battery through the seventh heat exchanger 6.

[0074] In some other embodiments, when the ambient temperature is suitable and the coolant system has residual heat, heat can be absorbed from both the atmospheric environment and the coolant system at the same time. The first throttling device 3, the second throttling device 4, and the third throttling device 5 are all in a throttling state, the first valve 81 and the third valve 83 are in a conducting state, and the second valve 82 is in a closed state.

[0075] In heating mode, the fourth heat exchanger 104 absorbs heat from the atmosphere, which improves energy efficiency. However, when the ambient temperature is low and the humidity is high, the fourth heat exchanger 104 is prone to frosting. In this case, the thermal management system needs to run a defrosting mode to prevent or defrost the fourth heat exchanger 104. (Refer to...) Figure 10 When compressor 1 is turned on, the refrigerant system is in operation. First valve 81 and third valve 83 are in the off state, second valve 82 is in the open state, first throttling device 3 is in the open state, second throttling device 4 is in the off state, and third throttling device 5 is in the throttling state. Compressor 1, first heat exchanger 21, second heat exchanger 101, first throttling device 3, fourth heat exchanger 104, second valve 82, third throttling device 5, third heat exchanger 61, and compressor 1 are sequentially connected to form a circuit, allowing the refrigerant to circulate. First pump 10, second pump 11, third pump 13, and fourth pump 12 are turned on, the coolant system is in operation, first flow direction switching device 86 is in the first operating state, and second flow direction switching device 87 is in the fourth operating state. The first pump 10, the third heat exchanger 102, the second heat exchange section 22, and the first pump 10 are sequentially connected to form a loop. The second pump 11, the fifth heat exchange section 71, the motor heat exchange assembly 108, the fifth flow path e, and the second pump 11 are sequentially connected to form a loop. The third pump 13, the fourth heat exchange section 62, the battery heat exchange assembly 107, the fourth pump 12, the sixth heat exchange section 72, the sixth flow path f, and the third pump 13 are sequentially connected to form a loop. The coolant circulates. The refrigerant in the first heat exchange section 21 releases heat to the coolant in the second heat exchange section 22. The refrigerant in the third heat exchange section 61 absorbs heat from the coolant in the fourth heat exchange section 62. The coolant in the fifth heat exchange section 71 releases heat to the coolant in the sixth heat exchange section 72. The coolant circulates.

[0076] In defrost mode, damper 109 is open, maintaining the heating effect of the passenger cabin through the second heat exchanger 101 and the third heat exchanger 102. The first throttling device 3 is in the conducting state, and the higher-temperature refrigerant flows through the fourth heat exchanger 104, releasing heat to melt the frost layer. Heat is absorbed from the battery and motor through the seventh heat exchanger 6. When the ambient temperature is suitable, at least one of the sixth heat exchanger 105 and the ninth heat exchanger 106 can be connected to absorb heat from the atmospheric environment, improving the defrosting effect.

[0077] In the first heating and dehumidification mode, the second dehumidification mode, and the defrosting mode, one of the second heat exchanger 101 and the third heat exchanger 102 can be selected to meet the heating effect of the passenger cabin. For example, the first pump 10 can be turned off, and no heat exchange occurs at the third heat exchanger 102, or the second heat exchanger 101 can be bypassed, and no heat exchange occurs at the second heat exchanger 101.

[0078] Inappropriate temperatures can affect the performance of the battery and motor, and pose safety hazards. Both the motor and battery need to be within a suitable temperature range. Figures 11 to 12 As shown, when the heat dissipation requirements of the motor and battery are not high, heat dissipation can be achieved solely through the coolant system.

[0079] When both the motor and battery require heat dissipation, the thermal management system operates in the first heat dissipation mode. Figure 11 As shown, compressor 1 is off, the refrigerant system is off, the first pump 10 is off, and the second pump 11, third pump 13, and fourth pump 12 are on. The coolant system is in operation, the first flow direction switching device 86 is in the first operating state, and the second flow direction switching device 87 is in the fourth operating state. The second pump 11, the fifth heat exchange section 71, the motor heat exchange assembly 108, the sixth heat exchanger 105, and the second pump 11 are sequentially connected to form a loop. The third pump 13, the fourth heat exchange section 62, the battery heat exchange assembly 107, the fourth pump 12, the sixth heat exchange section 72, the ninth heat exchanger 106, and the third pump 13 are sequentially connected to form a loop. The coolant circulates, and the coolant in the fifth heat exchange section 71 releases heat to the coolant in the sixth heat exchange section 72. The coolant flowing out of the ninth heat exchanger 106 first flows through the battery heat exchange assembly 107 and then through the sixth heat exchange section 72, ensuring the heat dissipation effect of the battery.

[0080] When the motor requires heat dissipation and the battery requires heating, the thermal management system operates in the second heat dissipation mode. Figure 12 As shown, compressor 1 is off, the refrigerant system is off, the first pump 10 is off, and the second pump 11, third pump 13, and fourth pump 12 are on. The coolant system is in operation, the first flow direction switching device 86 is in the first operating state, and the second flow direction switching device 87 is in the fourth operating state. The second pump 11, the fifth heat exchange section 71, the motor heat exchange assembly 108, the fifth flow path e, and the second pump 11 are sequentially connected to form a loop. The third pump 13, the fourth heat exchange section 62, the battery heat exchange assembly 107, the fourth pump 12, the sixth heat exchange section 72, the sixth flow path f, and the third pump 13 are sequentially connected to form a loop. The coolant circulates, and the coolant in the fifth heat exchange section 71 releases heat to the coolant in the sixth heat exchange section 72. The eighth heat exchanger 7 transfers the heat from the motor to the battery, and the waste heat from the motor heats the battery, achieving rational energy utilization.

[0081] In this application, the "connection" between two components can be a direct connection or a connection via a pipeline. The two components may only have a pipeline between them, or they may have valves or other components in addition to a pipeline. Similarly, the "connection" between two components in this application can be a direct connection or a connection via a pipeline. The two components may only have a pipeline connection, or they may have valves or other components in addition to a pipeline connection.

[0082] In some other embodiments, heat exchangers that do not participate in heat exchange can be bypassed using piping, thereby reducing system flow resistance.

[0083] This application also provides a control method for a thermal management system. The control method in this application is applied to the thermal management system of the above-described embodiments. The thermal management system also includes a control system 200, which can be used to control the working state of the refrigerant system and the working state of the coolant system.

[0084] Reference Figure 1 The control system 200 includes a controller and multiple sensors. These sensors can acquire operational information from the first heat exchanger 2, the second heat exchanger 101, the third heat exchanger 102, the fourth heat exchanger 104, the fifth heat exchanger 103, the sixth heat exchanger 105, the seventh heat exchanger 6, the eighth heat exchanger 7, the ninth heat exchanger 106, the motor, and the battery. Optionally, the operational information includes temperature. The controller is electrically connected to the compressor 1, the fan inside the air conditioning unit 100, the damper 109 inside the air conditioning unit 100, the fan device at the air intake grille, several valve devices, several fluid drive devices, several flow direction adjustment devices, and several sensors. The controller can acquire the operational information obtained from the sensors. The controller can regulate the operational status of the compressor 1, the fan inside the air conditioning unit 100, the damper 109 inside the air conditioning unit 100, the fan device at the air intake grille, several valve devices, several fluid drive devices, and several flow direction adjustment devices. The regulation of the operational status includes at least one of opening components, closing components, speed regulation, opening degree regulation, and power regulation. The controller can be used to execute control methods for the thermal management system.

[0085] The control methods of the thermal management system include:

[0086] Acquire passenger needs and operational information obtained from sensors;

[0087] Based on passenger demand and operational information obtained from sensors, the controller adjusts the operating status of various components in the thermal management system, enabling the thermal management system to execute appropriate air conditioning operation modes, thereby achieving thermal management of the passenger cabin, motors, and batteries.

[0088] The thermal management system also includes an interactive device. The controller is electrically connected to the interactive device, and the controller can obtain passenger needs, such as the passenger's desired target temperature or operating mode, through the interactive device. Optionally, the interactive device can be the vehicle's control panel. The air conditioning operating modes are the various operating conditions of the aforementioned thermal management system. The connection status of the thermal management system under these operating conditions can be referred to the previous description and will not be repeated here.

[0089] The above description is merely a preferred embodiment of this application and is not intended to limit this application in any way. Although this application has disclosed the preferred embodiment as above, it is not intended to limit this application. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the technical solution of this application. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the content of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A thermal management system, characterized in that, include: The compressor, first heat exchanger, second heat exchanger, third heat exchanger, fourth heat exchanger, first throttling device, first pump, gas-liquid separation device, and air conditioning unit are provided. The second heat exchanger and the third heat exchanger are located inside the air conditioning unit. The first heat exchanger includes a first heat exchange section and a second heat exchange section, and the first heat exchange section and the second heat exchange section are not in communication. The thermal management system has a first heating mode. In the first heating mode, the compressor, the first heat exchange section, the second heat exchanger, the first throttling device, the fourth heat exchanger, and the gas-liquid separator are connected and refrigerant flows through them. The first throttling device is in a throttling state. The first heat exchange section and the second heat exchanger release heat, and the fourth heat exchanger absorbs heat. The first pump, the second heat exchange section, and the third heat exchanger are connected and coolant flows through them. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section. The thermal management system further includes a second throttling device and a fifth heat exchanger, the fifth heat exchanger being located inside the air conditioning unit; The thermal management system has a first heating and dehumidification mode. In the first heating and dehumidification mode, the compressor, the first heat exchange section, the second heat exchanger, the first throttling device, the fourth heat exchanger, and the gas-liquid separation device are connected and refrigerant flows through them. The compressor, the first heat exchange section, the second heat exchanger, the second throttling device, the fifth heat exchanger, and the gas-liquid separation device are connected and refrigerant flows through them. The first throttling device and the second throttling device are in a throttling state. The first heat exchange section and the second heat exchanger release heat, and the fourth heat exchanger and the fifth heat exchanger absorb heat. The first pump, the second heat exchange section, and the third heat exchanger are connected and coolant flows through them. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section. The fifth heat exchanger is located on the upwind side of the second heat exchanger and the third heat exchanger.

2. A thermal management system as described in claim 1, characterized in that, The thermal management system also includes a sixth heat exchanger, which is used for heat exchange with the atmospheric environment; The thermal management system has a first cooling mode. In the first cooling mode, the compressor, the first heat exchange section, the second heat exchanger, the first throttling device, the fourth heat exchanger, the gas-liquid separator, the second throttling device, and the fifth heat exchanger are connected and refrigerant flows through them. The first throttling device is in a conducting state, and the second throttling device is in a throttling state. The first heat exchange section and the fourth heat exchanger release heat, and the fifth heat exchanger absorbs heat. The first pump, the third heat exchanger, the second heat exchange section, and the sixth heat exchanger are connected and coolant flows through them. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section.

3. A thermal management system as described in claim 2, characterized in that, The thermal management system further includes a first flow direction switching device, a second pump, and a motor heat exchange assembly. The thermal management system includes a first flow path and a second flow path. The first pump, the second heat exchange section, and the third heat exchanger are connected to the first flow path, and the second pump, the sixth heat exchanger, and the motor heat exchange assembly are connected to the second flow path. The first flow direction switching device includes a first interface, a second interface, a third interface, and a fourth interface; one port of the first flow path can be connected to the first interface, the other port of the first flow path can be connected to the second interface, one port of the second flow path can be connected to the third interface, and the other port of the second flow path can be connected to the fourth interface; the first flow direction switching device includes a first working state and a second working state; in the first working state, the first interface and the second interface are connected, and the third interface is connected to the fourth interface; in the second working state, the first interface and the fourth interface are connected, and the second interface is connected to the third interface. In the first heating mode and the first heating and dehumidification mode, the first flow direction switching device is in the first working state, and the first pump, the second heat exchange section and the third heat exchanger are connected and a coolant flows through them; in the first cooling mode, the first flow direction switching device is in the second working state, and the first pump, the second pump, the second heat exchange section, the third heat exchanger, the motor heat exchange assembly and the sixth heat exchanger are connected and a coolant flows through them.

4. A thermal management system as described in claim 3, characterized in that, The thermal management system also includes a third throttling device, a seventh heat exchanger, a third pump, and a battery heat exchange assembly. The seventh heat exchanger includes a third heat exchange section and a fourth heat exchange section, and the third heat exchange section and the fourth heat exchange section are not connected. The thermal management system has a second cooling mode. In the second cooling mode, the compressor, the first heat exchange section, the second heat exchanger, the first throttling device, the fourth heat exchanger, the gas-liquid separator, the third throttling device, and the third heat exchange section are connected and refrigerant flows through them. The first throttling device is in a conducting state, the third throttling device is in a throttling state, the fourth heat exchanger releases heat, the third heat exchange section absorbs heat, the third pump, the fourth heat exchange section, and the battery heat exchange assembly are connected and coolant flows through them, and the refrigerant in the third heat exchange section exchanges heat with the coolant in the fourth heat exchange section.

5. A thermal management system as described in claim 4, characterized in that, The thermal management system further includes an eighth heat exchanger, which includes a fifth heat exchange section and a sixth heat exchange section. The fifth heat exchange section and the sixth heat exchange section are not connected. The fifth heat exchange section is located in the second flow path. The thermal management system has a second heating mode. In the second heating mode, the compressor, the first heat exchange section, the second heat exchanger, the fourth heat exchanger, the gas-liquid separator, and the first throttling device are connected and refrigerant flows through them. The first throttling device is in a throttling state. The first heat exchange section releases heat, and the fourth heat exchanger absorbs heat. The first pump, the third heat exchanger, the second heat exchange section, the motor heat exchange assembly, the second pump, and the fifth heat exchange section are connected and a coolant flows through them. The third pump, the sixth heat exchange section, and the battery heat exchange assembly are connected and another coolant flows through them. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section, and the coolant in the fifth heat exchange section exchanges heat with the coolant in the sixth heat exchange section.

6. A thermal management system as described in claim 5, characterized in that, The thermal management system further includes a second flow direction switching device and a fourth pump. The thermal management system includes a third flow path and a fourth flow path. The third pump, the fourth heat exchange unit and the battery heat exchange assembly are connected to the third flow path. The fourth pump and the sixth heat exchange unit are connected to the fourth flow path. The second flow direction switching device includes a fifth interface, a sixth interface, a seventh interface, and an eighth interface; one port of the third flow path can be connected to the fifth interface, the other port of the third flow path can be connected to the sixth interface, one port of the fourth flow path can be connected to the seventh interface, and the other port of the fourth flow path can be connected to the eighth interface; the second flow direction switching device includes a third working state and a fourth working state. In the third working state, the fifth interface and the sixth interface are connected, and the seventh interface is connected to the eighth interface. In the fourth working state, the fifth interface and the eighth interface are connected, and the sixth interface is connected to the seventh interface. In the second cooling mode, the second flow direction switching device is in the third working state, the third pump, the fourth heat exchange section and the battery heat exchange assembly are connected and flow with one path of coolant, and the fourth pump and the sixth heat exchange section are connected and flow with another path of coolant; in the second heating mode, the second flow direction switching device is in the fourth working state, the third pump, the fourth pump, the fourth heat exchange section, the battery heat exchange assembly and the sixth heat exchange section are connected and flow with coolant.

7. A thermal management system as described in claim 6, characterized in that, The thermal management system further includes a ninth heat exchanger, which is used for heat exchange with the atmospheric environment and is located in the fourth flow path. In the first cooling mode, the first flow direction switching device is in the second working state, the second flow direction switching device is in the third working state, the first pump, the second pump, the third heat exchanger, the second heat exchange section, the fifth heat exchange section, the motor heat exchange assembly, and the sixth heat exchanger are connected and flow with one path of coolant, the fourth pump, the sixth heat exchange section, and the ninth heat exchanger are connected and flow with another path of coolant, the refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section, and the coolant in the fifth heat exchange section exchanges heat with the coolant in the sixth heat exchange section; In the second cooling mode, the first flow direction switching device is in the second working state, the second flow direction switching device is in the third working state, the first pump, the second pump, the third heat exchanger, the second heat exchange section, the fifth heat exchange section, the motor heat exchange assembly, and the sixth heat exchanger are connected and flow with one path of coolant, the fourth pump, the sixth heat exchange section, and the ninth heat exchanger are connected and flow with another path of coolant, and the third pump, the fourth heat exchange section, and the battery heat exchange assembly are connected and flow with yet another path of coolant. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section, the refrigerant in the third heat exchange section exchanges heat with the coolant in the fourth heat exchange section, and the coolant in the fifth heat exchange section exchanges heat with the coolant in the sixth heat exchange section.

8. A thermal management system as described in claim 7, characterized in that, The thermal management system has a defrosting mode. In the defrosting mode, the compressor, the first heat exchange section, the second heat exchanger, the first throttling device, the fourth heat exchanger, the gas-liquid separator, the third throttling device, and the third heat exchange section are connected and refrigerant flows through them. The first throttling device is in a conducting state, the third throttling device is in a throttling state, the fourth heat exchanger releases heat, and the third heat exchange section absorbs heat. The first flow direction switching device is in the first working state, the second flow direction switching device is in the fourth working state, the second pump, the fifth heat exchange section, and the motor heat exchange assembly are connected and one path of coolant flows through them, and the third pump, the fourth pump, the battery heat exchange assembly, the fourth heat exchange section, and the sixth heat exchange section are connected and another path of coolant flows through them. The refrigerant in the third heat exchange section exchanges heat with the coolant in the fourth heat exchange section, and the coolant in the fifth heat exchange section exchanges heat with the coolant in the sixth heat exchange section.

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