Thermal management system and control method of thermal management system

Abstract

The present application discloses a thermal management system, in which the refrigerant in the first flow channel part heat exchanges with the coolant in the second flow channel part, the outlet of the second flow channel part can be connected to the inlet of the first heat exchange part, the outlet of the first heat exchange part can be connected to the inlet of the battery heat exchange device, the outlet of the battery heat exchange device can be connected to the inlet of the second heat exchange part, the outlet of the second heat exchange part can be connected to the inlet of the second flow channel part, and the coolant in the first heat exchange part can heat exchange with the coolant in the second heat exchange part. The temperature of the coolant flowing into the battery heat exchange device is increased or decreased by the first heat exchanger, and the possibility of the coolant causing cold shock or heat shock to the battery is reduced, thereby achieving the purpose of protecting the battery. The present application also discloses a control method for a thermal management system.

Description

Technical Field

[0001] The present application relates to the field of heat exchange technology, and in particular to a thermal management system and a control method of the thermal management system. Background Art

[0002] The thermal management system of a vehicle (such as an electric car) can adjust the ambient temperature in the passenger compartment and perform thermal management on the battery. The thermal management system includes a refrigerant system and a coolant system. The refrigerant in the refrigerant system and the coolant in the coolant system exchange heat through a double-flow heat exchanger. The coolant flowing out of the double-flow heat exchanger flows into a battery heat exchange device and an air-cooled heat exchanger respectively. The battery heat exchange device adjusts the temperature of the battery, and the air-cooled heat exchanger adjusts the temperature of the passenger compartment.

[0003] In the relevant thermal management system, when the battery needs thermal management, the coolant after heat exchange with the refrigerant flows directly to the battery heat exchange device. The temperature of the coolant flowing out of the dual-channel heat exchanger is higher or lower. The high-temperature or low-temperature coolant directly flows into the battery heat exchange device to exchange heat with the battery. Due to the large temperature difference, thermal shock or cold shock is caused to the battery, which will cause damage to the battery. Summary of the invention

[0004] In view of the above-mentioned problems existing in the related art, the present application provides a thermal management system capable of protecting a battery and a control method of the thermal management system.

[0005] In order to achieve the above-mentioned object, the present application provides the following technical solutions: a thermal management system, the thermal management system comprising a multi-channel heat exchanger, the multi-channel heat exchanger comprising a first channel portion and a second channel portion, the first channel portion and the second channel portion are not connected, and the first channel portion can exchange heat with the second channel portion;

[0006] The thermal management system includes a refrigerant system and a coolant system, the refrigerant system and the coolant system are not connected, the refrigerant system includes the first flow channel; the coolant system includes the second flow channel, a first heat exchanger, and a battery heat exchange device, the first heat exchanger includes a first heat exchange part and a second heat exchange part, the first heat exchange part and the second heat exchange part are not connected in the first heat exchanger;

[0007] The outlet of the second flow channel portion can be connected to the inlet of the first heat exchange portion, the outlet of the first heat exchange portion can be connected to the inlet of the battery heat exchange device, the outlet of the battery heat exchange device can be connected to the inlet of the second heat exchange portion, the outlet of the second heat exchange portion can be connected to the inlet of the second flow channel portion, and the first heat exchange portion can exchange heat with the second heat exchange portion.

[0008] In the thermal management system of the present application, the outlet of the second flow channel can be connected to the inlet of the first heat exchanger, the outlet of the first heat exchanger can be connected to the inlet of the battery heat exchange device, the outlet of the battery heat exchange device can be connected to the inlet of the second heat exchanger, the outlet of the second heat exchanger can be connected to the inlet of the second flow channel, and the first heat exchanger can exchange heat with the second heat exchanger. The first heat exchanger increases or decreases the temperature of the coolant flowing into the battery heat exchanger, reducing the possibility of the coolant causing cold shock or heat shock to the battery, thereby achieving the purpose of protecting the battery.

[0009] In order to achieve the above-mentioned purpose, the present application also provides the following technical solutions: a control method of a thermal management system, the thermal management system comprising a refrigerant system, a coolant system and a control system, the refrigerant system and the coolant system are not connected, the control system comprises a controller, the controller is used to execute the control method of the thermal management system, so as to control the working state of the thermal management system; the thermal management system comprises a multi-channel heat exchanger, the multi-channel heat exchanger comprises a first channel portion and a second channel portion, the first channel portion and the second channel portion are not connected; the refrigerant system comprises a first channel portion, the coolant system comprises a second channel portion, a first heat exchanger, a battery heat exchange device and a fluid driving device, the first heat exchanger comprises a first heat exchange portion and a second heat exchange portion, the first heat exchange portion and the second heat exchange portion are not connected in the first heat exchanger;

[0010] The control method of the thermal management system includes: the controller controls the thermal management system to enter a first working state. In the first working state, the refrigerant in the first flow channel portion exchanges heat with the coolant in the second flow channel portion, the fluid driving device, the second flow channel portion, the first heat exchanger and the battery heat exchange device are connected to form a loop, the fluid driving device is started and used to provide power for the flow of the coolant, the outlet of the second flow channel portion is connected to the inlet of the first heat exchange portion, the outlet of the first heat exchange portion is connected to the inlet of the battery heat exchange device, the outlet of the battery heat exchange device is connected to the inlet of the second heat exchange portion, the outlet of the second heat exchange portion is connected to the inlet of the second flow channel portion, and the coolant in the first heat exchange portion exchanges heat with the coolant in the second heat exchange portion.

[0011] In the control method of the thermal management system of the present application, the controller controls the thermal management system to enter the first working state. In the first working state, the coolant flowing out of the second flow channel first flows through the first heat exchange part and then flows into the battery heat exchange device, and the coolant flowing out of the battery heat exchange device first flows through the second heat exchange part and then flows to the second flow channel, and the coolant in the first heat exchange part exchanges heat with the coolant in the second heat exchange part. The temperature of the coolant flowing into the battery heat exchange device is increased or decreased by the first heat exchanger, and the possibility of the coolant causing cold shock or heat shock to the battery is reduced, thereby achieving the purpose of protecting the battery. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 is a connection diagram of an embodiment of a thermal management system of the present application;

[0013] Figure 2 is a connection diagram of a first cooling mode of an embodiment of a thermal management system of the present application;

[0014] Figure 3 is a connection diagram of a second cooling mode of an embodiment of a thermal management system of the present application;

[0015] Figure 4 is a connection diagram of a third cooling mode of an embodiment of a thermal management system of the present application;

[0016] Figure 5 is a connection diagram of a first heating mode of an embodiment of a thermal management system of the present application;

[0017] Figure 6 is a connection diagram of a second heating mode of an embodiment of a thermal management system of the present application;

[0018] Figure 7 is a connection diagram of a third heating mode of an embodiment of a thermal management system of the present application;

[0019] Figure 8 is a connection diagram of a heating and dehumidification mode of an embodiment of a thermal management system of the present application;

[0020] Fig. 9 is a connection diagram of a defrost mode of an embodiment of a thermal management system of the present application;

[0021] Fig.10 is a partial perspective schematic diagram of an embodiment of a parallel flow liquid-cooled heat exchanger of the present application;

[0022] Fig.11 It is a schematic cross-sectional structure diagram of an embodiment of the gas-liquid separation device of the present application. DETAILED DESCRIPTION

[0023] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0024] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The singular forms "a", "said" and "the" used in this application and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings.

[0025] It should be understood that the words "first", "second" and similar words used in the specification and claims of this application do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, words such as "one" or "an" do not indicate a quantity limitation, but indicate the presence of at least one; "plurality" indicates a quantity of two or more. Unless otherwise specified, words such as "front", "rear", "lower" and / or "upper" are only for convenience of description and are not limited to one position or one spatial orientation. Words such as "include" or "comprise" and similar words mean that the elements or objects appearing before "include" or "comprises" include the elements or objects listed after "include" or "comprises" and their equivalents, and do not exclude other elements or objects.

[0026] The thermal management system of the exemplary embodiment of the present application is described in detail below in conjunction with the accompanying drawings. In the absence of conflict, the features of the following embodiments and implementations may complement or be combined with each other.

[0027] According to a specific embodiment of the thermal management system of the present application, Figure 1As shown, the thermal management system includes a second heat exchanger 2, a third heat exchanger 4 and a first heat exchanger 5. The second heat exchanger 2 includes a third heat exchange part 21 and a fourth heat exchange part 22, the third heat exchange part 21 and the fourth heat exchange part 22 can perform heat exchange, the third heat exchange part 21 and the fourth heat exchange part 22 are both provided with flow channels, and the flow channels of the third heat exchange part 21 and the flow channels of the fourth heat exchange part 22 are isolated from each other and are not connected. The third heat exchanger 4 includes a fifth heat exchange part 41 and a sixth heat exchange part 42, the fifth heat exchange part 41 and the sixth heat exchange part 42 can perform heat exchange, the fifth heat exchange part 41 and the sixth heat exchange part 42 are both provided with flow channels, and the flow channels of the fifth heat exchange part 41 and the flow channels of the sixth heat exchange part 42 are isolated from each other and are not connected. The first heat exchanger 5 includes a first heat exchange part 52 and a second heat exchange part 51, and the first heat exchange part 52 and the second heat exchange part 51 can perform heat exchange. The first heat exchange part 52 and the second heat exchange part 51 are both provided with flow channels, and the flow channels of the first heat exchange part 52 and the flow channels of the second heat exchange part 51 are isolated from each other and not connected. The refrigerant can perform heat exchange with the coolant through the second heat exchanger 2. The refrigerant can perform heat exchange with the coolant through the third heat exchanger 4. The coolant in a certain section of a circuit can perform heat exchange with the coolant in another section of the same circuit through the first heat exchanger 5. The second heat exchanger 2, the third heat exchanger 4 and the first heat exchanger 5 can be a plate heat exchanger, a shell and tube heat exchanger, a parallel flow liquid-cooled heat exchanger or other liquid-cooled heat exchangers, and the second heat exchanger 2, the third heat exchanger 4 and the first heat exchanger 5 can be the same or different.

[0028] When the refrigerant uses a high-pressure refrigerant (such as CO2 refrigerant), the second heat exchanger 2 and the third heat exchanger 4 are both parallel flow heat exchangers. Compared with plate heat exchangers, parallel flow heat exchangers have stronger pressure resistance and lower explosion risk. Fig.10 The parallel flow heat exchanger includes a plurality of microchannel flat tubes 100 arranged in parallel, a first collector 200 connected to one end of the microchannel flat tube 100, a second collector 300 connected to the other end of the microchannel flat tube 100, and a housing 400 surrounding the microchannel flat tube 100 and located between the two collectors. The refrigerant can flow into a cavity of the first collector 200 on one side and then flow through a portion of the microchannel flat tube 100 to the second collector 300 on the other side, and then flow out of the other cavity of the first collector 200 after passing through another portion of the microchannel flat tube 100. The coolant flows in the cavity formed by the housing 400 and in the gap between the microchannel flat tube 100, thereby realizing heat exchange between the refrigerant and the coolant. Since the circulation pressure of the coolant is relatively low, the first heat exchanger 5 can be a plate heat exchanger or a shell-and-tube heat exchanger. The structures of the plate heat exchanger and the shell-and-tube heat exchanger are well known to those skilled in the art and will not be described in detail in this application.

[0029] The various components of the thermal management system are connected by pipelines to form two major systems, namely the refrigerant system and the coolant system. The refrigerant system and the coolant system are isolated from each other and are not connected. Refrigerant circulates in the refrigerant system, and coolant circulates in the coolant system. The refrigerant can be R134A or carbon dioxide or other heat exchange medium, and the coolant can be a mixed solution of ethanol and water or other cooling medium. Among them, the flow channel of the fifth heat exchange part 41 and the flow channel of the third heat exchange part 21 are connected to the refrigerant system, and the flow channel of the sixth heat exchange part 42, the flow channel of the fourth heat exchange part 22, the flow channel of the first heat exchange part 52 and the flow channel of the second heat exchange part 51 are connected to the coolant system.

[0030] The thermal management system includes a multi-channel heat exchanger, which includes a first channel portion and a second channel portion, and the first channel portion and the second channel portion are isolated from each other and are not connected. The channel of the first channel portion is connected to the refrigerant system, and the channel of the second channel portion is connected to the coolant system. When the thermal management system is running, the refrigerant in the first channel portion exchanges heat with the coolant in the second channel portion. It can be understood that in the present application, the multi-channel heat exchanger includes a second heat exchanger 2 and a third heat exchanger 4, the first channel portion includes a third heat exchange portion 21 and a fifth heat exchange portion 41, and the second channel portion includes a fourth heat exchange portion 22 and a sixth heat exchange portion 42.

[0031] It should be explained that "the flow channel of the fifth heat exchange part 41 and the flow channel of the third heat exchange part 21 are connected to the refrigerant system" means that the refrigerant system includes the fifth heat exchange part 41 and the third heat exchange part 21, and the refrigerant in the refrigerant system can flow into and out of the flow channel of the fifth heat exchange part 41 and the flow channel of the third heat exchange part 21. The inlet and outlet of the fifth heat exchange part 41 and the inlet and outlet of the third heat exchange part 21 can be connected to other components in the refrigerant system through pipelines, and a loop is formed after being connected through pipelines when the thermal management system is working. By the same token, the flow channel of the sixth heat exchange part 42, the flow channel of the fourth heat exchange part 22, the flow channel of the first heat exchange part 52, and the flow channel of the second heat exchange part 51 are connected to the coolant system, and refer to the above explanation.

[0032] The refrigerant system includes: a compressor 1, a throttling device 3, a fifth heat exchange part 41 and a third heat exchange part 21. The above components can be indirectly connected through pipelines or valves, or can be integrated into an integrated structure.

[0033] In some other embodiments, the refrigerant system is further provided with a gas-liquid separation device 10. Fig.11The gas-liquid separation device 10 includes an inner cylinder 201, an outer cylinder 202, a gas-liquid separation component 203 and a heat exchange component 204. The gas-liquid separation component 203 is at least partially located in the inner cavity of the inner cylinder 201, and the heat exchange component 204 is at least partially located in the interlayer cavity formed by the inner cylinder 201 and the outer cylinder 202. The gas-liquid separation device 10 includes a first inlet 205, a second inlet 207, a first outlet 206 and a second outlet 208. The gas-liquid separation component 203 is used to perform gas-liquid separation on the refrigerant flowing into the first inlet 205. The liquid refrigerant after gas-liquid separation is stored in the inner cylinder 201. The gas refrigerant flows into the interlayer cavity and exchanges heat with the heat exchange component 204 and then flows out of the gas-liquid separation device 10 from the first outlet 206. The second inlet 207 is the inlet of the heat exchange component 204, and the second outlet 208 is the outlet of the heat exchange component 204. The refrigerant flows in the inner cavity of the heat exchange component 204. In the refrigerant system, the outlet of the compressor 1 is connected to the inlet of the third heat exchange part 21, the outlet of the third heat exchange part 21 is connected to the second inlet 207, the second outlet 208 is connected to the inlet of the throttling device 3, the outlet of the throttling device 3 is connected to the inlet of the fifth heat exchange part 41, the outlet of the fifth heat exchange part 41 is connected to the first inlet 205, and the first outlet 206 is connected to the inlet of the compressor 1. It can be seen that the heat exchange component 204 circulates high-temperature refrigerant, and the refrigerant flowing in from the first inlet 205 is low-temperature refrigerant. The gas-liquid separation device 10 has the functions of a gas-liquid separator and an intermediate heat exchanger. In some other embodiments, the refrigerant system is provided with a gas-liquid separator and an intermediate heat exchanger, and the gas-liquid separator and the intermediate heat exchanger are independent components connected to other components through pipelines. The structure and working principle of the gas-liquid separator and the intermediate heat exchanger are well known to those skilled in the art, and will not be repeated in this application.

[0034] In this embodiment, after the compressor 1 is turned on, the refrigerant circulates in the refrigerant system. When the operating mode of the thermal management system is switched, the refrigerant flow direction of the refrigerant system is not switched, and the flow order of the refrigerant is the outlet of the compressor 1, the third heat exchange part 21, the second inlet 207, the second outlet 208, the throttling device 3, the fifth heat exchange part 41, the first inlet 205, the first outlet 206, and the inlet of the compressor 1. The throttling device 3 can throttle the refrigerant, and optionally, the throttling device 3 is an electronic expansion valve or a thermal expansion valve.

[0035] The coolant system includes a sixth heat exchange unit 42, a fourth heat exchange unit 22, a first heat exchanger 5, a fifth heat exchanger 101, a fourth heat exchanger 102, a sixth heat exchanger 104, a seventh heat exchanger 103, a battery heat exchange device 6, a motor heat exchange device 9, a heating device 8, multiple fluid driving devices and multiple flow regulating devices. The above-mentioned components can be indirectly connected through pipes or valves, or can be integrated into an integrated structure.

[0036] The plurality of fluid driving devices include a first pump 11, a second pump 12 and a third pump 13, which are used to provide power for the flow of coolant in the coolant system. Optionally, the first pump 11, the second pump 12 and the third pump 13 are electronic water pumps, and the types and specifications of the first pump 11, the second pump 12 and the third pump 13 can be the same or different, and are selected according to the requirements of the thermal management system.

[0037] The battery heat exchange device 6 is used for thermal management of the battery. Optionally, the battery heat exchange device 6 can be an integrated component with the motor as an integral structure, or it can be an independent component that is then assembled with the motor. The motor heat exchange device 9 is used for thermal management of the motor. Optionally, the motor heat exchange device 9 can be an integrated component with the motor as an integral structure, or it can be an independent component that is then assembled with the motor. The heating device 8 is used to heat the coolant. In this embodiment, the heating device 8 is connected in front of the inlet of the sixth heat exchange part 42, so that the coolant heated by the heating device 8 passes through the sixth heat exchange part 42 first, and the heating effect of the heating device 8 is fully utilized. Optionally, the heating device 8 is a liquid-cooled PTC electric heater.

[0038] The outlet of the first heat exchange part 52 is connected to the inlet of the battery heat exchange device 6, and the outlet of the battery heat exchange device 6 is connected to the inlet of the second heat exchange part 51. When the thermal management system is in operation, in the first heat exchanger 5, the coolant before flowing into the battery heat exchange device 6 is heat exchanged with the coolant after flowing out of the battery heat exchange device 6. The temperature of the coolant before flowing into the battery heat exchange device 6 is increased or decreased by using the heat storage capacity of the battery itself or the heat generated, without adding an additional heater or low-temperature water tank, and the purpose of protecting the battery is achieved simply and effectively.

[0039] In addition, due to the large volume and specific heat capacity of the battery, the temperature of the coolant flowing through the battery heat exchange device 6 is greatly affected by the temperature of the battery, and the temperature of the coolant flowing out of the battery heat exchange device 6 will be relatively high or low. If the coolant flowing into the first heat exchange part 52 is a coolant with a lower temperature, the first heat exchanger 5 is used to increase the temperature of the coolant flowing into the battery heat exchange device 6, and reduce the temperature of the coolant flowing out of the battery heat exchange device 6, to improve the phenomenon of cold shock caused by low-temperature coolant to the battery, and to improve the phenomenon of excessively high temperature of the coolant flowing out of the battery heat exchange device 6. If the coolant flowing into the first heat exchange part 52 is a coolant with a higher temperature, the first heat exchanger 5 is used to reduce the temperature of the coolant flowing into the battery heat exchange device 6, and increase the temperature of the coolant flowing out of the battery heat exchange device 6, to improve the phenomenon of thermal shock caused by high-temperature coolant to the battery, and to improve the phenomenon of excessively low temperature of the coolant flowing out of the battery heat exchange device 6. In short, the first heat exchanger 5 can be used to protect the battery, reduce the damage of cold and hot shock of the coolant to the battery, and also to reduce the influence of the battery on the temperature of the coolant.

[0040] Optionally, a fourth pump 14 may be provided between the inlet of the battery heat exchange device 6 and the outlet of the first heat exchange portion 52, or between the outlet of the battery heat exchange device 6 and the inlet of the second heat exchange portion 51, to ensure sufficient power for the coolant to flow. Optionally, the fourth pump 14 is an electronic water pump.

[0041] The plurality of flow regulating devices include a first valve 15, a second valve 16, a third valve 17, a fourth valve 18, a fifth valve 19, a sixth valve 20, a seventh valve 23, an eighth valve 24, a ninth valve 25, a tenth valve 26, an eleventh valve 27, a twelfth valve 28, a thirteenth valve 29, a fourteenth valve 30 and a fifteenth valve 31. By adjusting the working states of the plurality of flow regulating devices, the coolant system can form at least two coolant circuits that are not connected to each other. In this embodiment, the flow regulating devices are all three-way valves, and each flow regulating device has at least port a, port b and port c. When the flow regulating valve is in the working state, at least two of port a, port b and port c are connected. Optionally, the flow regulating device is a three-way proportional valve.

[0042] In some other embodiments, the flow regulating device can replace other types of valve components or combinations of other types of valve components according to its function, such as a one-way valve, a stop valve or a combination thereof.

[0043] The outlet of the first pump 11 is connected to the port a of the first valve 15, the port b of the first valve 15 is connected to the first port of the sixth heat exchanger 104, the port a of the fourteenth valve 30 and the port c of the eighth valve 24, and the port c of the first valve 15 is connected to the port a of the second valve 16. The first valve 15 is used to adjust the flow direction of the coolant flowing out of the first pump 11.

[0044] The outlet of the second pump 12 is connected to the port b of the eighth valve 24, the port a of the eighth valve 24 is connected to the inlet of the fourth heat exchanger 102, and the port c of the eighth valve 24 is connected to the port b of the first valve 15, the port a of the fourteenth valve 30, and the first port of the sixth heat exchanger 104. The eighth valve 24 is used to adjust the flow direction of the coolant flowing out of the second pump 12.

[0045] The outlet of the third pump 13 is connected to the port a of the tenth valve 26, the port b of the tenth valve 26 is connected to the port c of the fifteenth valve 31, and the port c of the tenth valve 26 is connected to the port a of the third valve 17 and the port b of the thirteenth valve 29. The tenth valve 26 is used to adjust the flow direction of the coolant flowing out of the third pump 13.

[0046] Port b of the second valve 16 is connected to the inlet of the fifth heat exchanger 101 and port c of the fifth valve 19, and port c of the second valve 16 is connected to the inlet of the first heat exchange unit 52 and port b of the third valve 17. The second valve 16 is used to adjust the flow direction of the coolant flowing out of port c of the first valve 15.

[0047] Port a of the third valve 17 is connected to port c of the tenth valve 26 and port b of the thirteenth valve 29, port b of the third valve 17 is connected to the inlet of the first heat exchange part 52 and port c of the second valve 16, and port c of the third valve 17 is connected to port b of the seventh valve 23. The second valve 16 and the third valve 17 can be used to control whether coolant flows into the first heat exchange part 52, and whether the coolant flowing into the first heat exchange part 52 comes from the outlet of the sixth heat exchange part 42 or the outlet of the fourth heat exchange part 22.

[0048] Port a of the fourth valve 18 is connected to the outlet of the second heat exchange part 51, port b of the fourth valve 18 is connected to port a of the fifth valve 19, and port c of the fourth valve 18 is connected to the inlet of the fourth heat exchange part 22 and port a of the seventh valve 23. The flow direction of the coolant flowing out of the second heat exchange part 51 can be adjusted by the fourth valve 18, and can be selected to flow to the inlet of the sixth heat exchange part 42 or to the inlet of the fourth heat exchange part 22.

[0049] Port a of the fifth valve 19 is connected to port b of the fourth valve 18, port b of the fifth valve 19 is connected to port c of the sixth valve 20, port c of the fifth valve 19 is connected to the inlet of the fifth heat exchanger 101 and port b of the first valve 15. Port b of the sixth valve 20 is connected to the outlet of the fifth heat exchanger 101, and port a of the sixth valve 20 is connected to port a of the ninth valve 25. Whether coolant flows into the fifth heat exchanger 101 and the source of the coolant flowing into the fifth heat exchanger 101 can be controlled by the second valve 16, the fifth valve 19 and the sixth valve 20.

[0050] Port a of the seventh valve 23 is connected to port c of the fourth valve 18 and the inlet of the fourth heat exchange part 22, port b of the seventh valve 23 is connected to port c of the third valve 17, and port c of the seventh valve 23 is connected to the outlet of the fourth heat exchanger 102. The seventh valve 23 and the eighth valve 24 can be used to control whether coolant flows into the fourth heat exchanger 102, and whether the coolant flowing out of the fourth heat exchanger 102 flows into the fourth heat exchange part 22 in its entirety, or flows directly into the fourth heat exchange part 22 after a portion of the coolant is split, and the other portion flows into the fourth heat exchange part 22 after passing through the battery heat exchange device 6.

[0051] The port c of the ninth valve 25 is connected to the inlet of the heating device 8, the outlet of the heating device 8 is connected to the inlet of the sixth heat exchange part 42, the port a of the ninth valve 25 is connected to the port a of the sixth valve 20, and the port b of the ninth valve 25 is connected to the port a of the twelfth valve 28. The ninth valve 25 is used to control whether coolant flows into the sixth heat exchange part 42 and to select the source of the coolant flowing into the sixth heat exchange part 42.

[0052] The port a of the eleventh valve 27 is connected to the inlet of the motor heat exchange device 9, and the outlet of the motor heat exchange device 9 is connected to the inlet of the third pump 13. The port b of the eleventh valve 27 is connected to the port a of the thirteenth valve 29, and the port c of the eleventh valve 27 is connected to the port b of the twelfth valve 28 and the port a of the fifteenth valve 31. The port a of the twelfth valve 28 is connected to the port b of the ninth valve 25, and the port c of the twelfth valve 28 is connected to the second port of the sixth heat exchanger 104. The port b of the thirteenth valve 29 is connected to the port c of the tenth valve 26 and the port a of the third valve 17, and the port c of the thirteenth valve 29 is connected to the second port of the seventh heat exchanger 103. The port a of the fourteenth valve 30 is connected to the first port of the sixth heat exchanger 104, the port b of the first valve 15, and the port c of the eighth valve 24, the port b of the fourteenth valve 30 is connected to the first port of the seventh heat exchanger 103, and the fourteenth port c is connected to the port b of the fifteenth valve 31. The port c of the fifteenth valve 31 is connected to the port b of the tenth valve 26 .

[0053] The tenth valve 26 and the eleventh valve 27 can be used to control whether coolant flows into the motor heat exchange device 9, and the source of the coolant flowing into the motor heat exchange device 9 can be selected. The eleventh valve 27, the twelfth valve 28, the thirteenth valve 29, the fourteenth valve 30 and the fifteenth valve 31 can be used to control the application mode of the sixth heat exchanger 104 and the seventh heat exchanger 103 in the system. For example, the coolant flowing through the sixth heat exchanger 104 and the coolant flowing through the seventh heat exchanger 103 can be controlled to come from the same circuit, or from different circuits respectively; the connection mode of the sixth heat exchanger 104 and the seventh heat exchanger 103 can also be controlled to be in series or in parallel; and the connection mode between the sixth heat exchanger 104, the seventh heat exchanger 103 and the motor heat exchange device 9 can be controlled.

[0054] The thermal management system provided in the embodiment of the present application can be applied to an electric vehicle. The electric vehicle has an air conditioning box 20 for heat exchange with the air in the passenger compartment. The fifth heat exchanger 101 and the fourth heat exchanger 102 are arranged in the air conditioning box 20. The fifth heat exchanger 101 and the fourth heat exchanger 102 are used for heat exchange with the air in the air conditioning box 20 to adjust the temperature of the passenger compartment. The fourth heat exchanger 102 is located on the downstream side of the air flow relative to the fifth heat exchanger 101. A fan is provided in the air conditioning box 20 to guide the flow of air in the air conditioning box 20. The sixth heat exchanger 104 and the seventh heat exchanger 103 are arranged near the front air intake grille of the automobile. The sixth heat exchanger 104 and the seventh heat exchanger 103 are used for heat exchange with the atmospheric environment to release heat to the atmospheric environment or absorb heat from the atmospheric environment. The sixth heat exchanger 104 is located on the downstream side of the air flow relative to the seventh heat exchanger 103, and a fan device is provided to guide the flow of air. The compressor 1 and the gas-liquid separation device 7 are arranged in the front machine cavity of the cab.

[0055] The fourth heat exchanger 102, the fifth heat exchanger 101, the sixth heat exchanger 104 and the seventh heat exchanger 103 are all air-cooled heat exchangers, and are all used for heat exchange with air. The structure of the air-cooled heat exchanger is well known to those skilled in the art and will not be described in detail in this application.

[0056] The thermal management system of this embodiment has multiple working modes, including heating mode, cooling mode, heating and dehumidification mode, battery preheating mode, battery cooling mode and defrosting mode. In all working modes, the second heat exchanger 2 is used as a condenser, and the third heat exchanger 4 is used as an evaporator. The fifth heat exchanger 101 is used as a cold air core to reduce the temperature of the air entering the passenger compartment, and the fourth heat exchanger 102 is used as a warm air core to increase the temperature of the air entering the passenger compartment.

[0057] The thermal management system of this embodiment is not only applicable to vehicles, but also to other heat exchange systems that require thermal management. For ease of description, the specification of this application takes the application to a vehicle as an example.

[0058] like Figures 2 to 4 As shown, when the ambient temperature is high, the connectivity of multiple flow regulating devices can be adjusted according to whether the passenger compartment and the battery have cooling requirements, thereby achieving the functions of cooling the passenger compartment alone, cooling the battery alone, or cooling both the passenger compartment and the battery.

[0059] Reference Figure 2 When only the battery has cooling requirements, the thermal management system is in the first cooling mode. The compressor 1 is turned on, the refrigerant system is in operation, the refrigerant in the fifth heat exchange part 41 absorbs the temperature of the coolant in the sixth heat exchange part 42, and the refrigerant in the third heat exchange part 21 releases heat to the coolant in the fourth heat exchange part 22.

[0060] In the coolant system, at least one of the first pump 11 and the fourth pump 14 is turned on, and at least one of the second pump 12 and the third pump 13 is turned on. The coolant system forms two disconnected coolant circuits through a plurality of flow regulating devices.

[0061] In the first coolant loop, the first pump 11, the fourth pump 14, the first heat exchanger 5, the battery heat exchange device 6, the heating device 8 and the sixth heat exchange part 42 are connected to form a loop. Port a of the first valve 15 is connected to port c, port a of the second valve 16 is connected to port c, port a of the third valve 17 is connected to port c, port a of the fourth valve 18 is connected to port b, port a of the fifth valve 19 is connected to port b, port a of the sixth valve 20 is connected to port c, and port a of the ninth valve 25 is connected to port c. The coolant flowing out of the outlet of the first pump 11 flows through the first heat exchange part 52, the battery heat exchange device 6, the fourth pump 14, the second heat exchange part 51, the heating device 8 and the sixth heat exchange part 42 in sequence, and then returns to the inlet of the first pump 11, and the cycle continues. The heating device 8 is closed and used as a pipeline. The coolant cooled by the sixth heat exchange part 42 first flows to the first heat exchange part 52. In the first heat exchanger 5, the coolant in the first heat exchange part 52 exchanges heat with the coolant in the second heat exchange part 51, and the temperature of the coolant increases. The coolant flowing out of the first heat exchange part 52 flows to the battery heat exchange device 6. The coolant exchanges heat with the battery to achieve battery cooling. The temperature of the coolant flowing through the battery heat exchange device 6 further increases. The heated coolant flows through the second heat exchange part 51, and then flows to the sixth heat exchange part 42 to be cooled again, and the circulation continues.

[0062] In the first coolant loop, the temperature of the coolant flowing out of the sixth heat exchange unit 42 is relatively low, and the first heat exchanger 5 protects the battery to prevent the coolant from being too low in temperature from damaging the battery.

[0063] In the second coolant loop, the second pump 12, the sixth heat exchanger 104, the motor heat exchange device 9, the third pump 13, the seventh heat exchanger 103 and the fourth heat exchange part 22 are connected to form a loop. Port a of the seventh valve 23 is connected to port b, port b of the eighth valve 24 is connected to port c, port a of the tenth valve 26 is connected to port b, port a of the eleventh valve 27 is connected to port c, port b of the twelfth valve 28 is connected to port c, port b of the thirteenth valve 29 is connected to port c, port b of the fourteenth valve 30 is connected to port c, and port b of the fifteenth valve 31 is connected to port c. The coolant flowing out of the outlet of the second pump 12 flows through the sixth heat exchanger 104, the motor heat exchange device 9, the third pump 13, the seventh heat exchanger 103 and the fourth heat exchange part 22 in sequence, and then returns to the inlet of the second pump 12, and the cycle continues. The coolant heated in the fourth heat exchange part 22 first flows to the sixth heat exchanger 104, exchanges heat with the atmosphere, and the coolant is cooled for the first time. The cooled coolant flows to the motor heat exchange device 9, exchanges heat with the motor to achieve motor cooling. After flowing through the motor heat exchange device 9, the coolant is heated. The heated coolant flows to the seventh heat exchanger 103, exchanges heat with the atmosphere again, and the coolant is cooled for the second time. The cooled coolant flows to the fourth heat exchange part 22 and is heated again, and the circulation is repeated.

[0064] In the second coolant loop, the coolant is cooled twice by the seventh heat exchanger 103 and the sixth heat exchanger 104, so that the heat dissipation capacity of the second coolant loop can be ensured. The motor heat exchange device 9 is connected between the sixth heat exchanger 104 and the seventh heat exchanger 103 to achieve segmented heat management and reduce the influence of the heat at the fourth heat exchange part 22 on the heat dissipation of the motor.

[0065] In the related art, the sixth heat exchanger 104 is connected to the fourth heat exchange part 22 to form a loop, and the seventh heat exchanger 103 is connected to the motor heat exchange device 9 to form another loop. The two loops are not connected, and the sixth heat exchanger 104 releases the heat brought by the fourth heat exchange part 22, and the seventh heat exchanger 103 releases the heat of the motor. If the heat dissipation capacity of the sixth heat exchanger 104 is insufficient, the heat exchange capacity at the second heat exchanger 2 is poor, resulting in poor cooling effect of the battery. At this time, even if the heat exchange capacity of the seventh heat exchanger 103 is surplus, it can only achieve sufficient cooling of the motor, and the heat exchange capacity of the seventh heat exchanger 103 will be wasted. In the first cooling mode of the present application, the heat exchange capacity of the sixth heat exchanger 104 and the seventh heat exchanger 103 can be fully utilized to improve the heat exchange capacity of the second heat exchanger 2, thereby ensuring the cooling effect of the battery, but without affecting the cooling effect of the motor.

[0066] Reference Figure 3When both the passenger compartment and the battery need to be cooled, the thermal management system is in the second cooling mode. The compressor 1 is turned on, the refrigerant system is in operation, the refrigerant in the fifth heat exchange part 41 absorbs the temperature of the coolant in the sixth heat exchange part 42, and the refrigerant in the third heat exchange part 21 releases heat to the coolant in the fourth heat exchange part 22.

[0067] The coolant system in the second refrigeration mode is substantially the same as the coolant system in the first refrigeration mode. The coolant system forms two non-connected coolant circuits through a plurality of flow regulating devices. The similarities can be referred to the relevant description of the first refrigeration mode, which will not be repeated here. The difference is that port a of the second valve 16 is connected to port b and port c, and port a of the sixth valve 20 is connected to port b and port c. In the first coolant circuit, the first pump 11, the fourth pump 14, the first heat exchanger 5, the battery heat exchange device 6, and the sixth heat exchange unit 42 and the heating device 8 are connected to form a circuit, and the first pump 11, the fifth heat exchanger 101, the heating device 8, and the sixth heat exchange unit 42 are connected to form a circuit.

[0068] The coolant flowing out of the outlet of the first pump 11 is divided into two paths through the second valve 16. One path flows to the battery heat exchange device 6 to cool the battery and heat the coolant; the other path flows to the fifth heat exchanger 101 to exchange heat with the air of the air conditioning box 20 to cool the passenger compartment and heat the coolant. The two paths of heated coolant are collected through the sixth valve 20 and flow to the sixth heat exchange part 42 again to be cooled, and the circulation is repeated.

[0069] To ensure the cooling effect of the passenger compartment, the outlet coolant temperature of the sixth heat exchange part 42 is relatively low. If the first heat exchanger 5 is not provided, the inlet of the battery heat exchange device 6 is directly connected to the outlet of the sixth heat exchange part 42. On the one hand, too low a coolant temperature may cause damage to the battery. On the other hand, due to the large volume of the battery, after the battery heat exchange device 6 exchanges heat with the battery, the temperature of the coolant flowing out of the battery heat exchange device 6 is relatively high, which may make the inlet coolant temperature of the sixth heat exchange part 42 higher. The heat exchange capacity of the third heat exchanger 4 is certain, and it is impossible to ensure that the outlet coolant temperature from the sixth heat exchange part 42 is sufficiently low again, which may affect the cooling effect of the passenger compartment.

[0070] In this embodiment, a first heat exchanger 5 is arranged before the inlet and after the outlet of the battery heat exchange device 6 to increase the temperature of the coolant before flowing into the battery heat exchange device 6 to protect the battery, and at the same time reduce the temperature of the coolant after flowing out of the battery heat exchange device 6, thereby ensuring that the outlet coolant temperature of the sixth heat exchange part 42 can be sufficiently low, thereby ensuring the cooling effect of the passenger compartment.

[0071] Reference Figure 4When only the passenger compartment has a cooling demand, the thermal management system is in the third cooling mode. The compressor 1 is turned on, the refrigerant system is in operation, the refrigerant in the fifth heat exchange part 41 absorbs the temperature of the coolant in the sixth heat exchange part 42, and the refrigerant in the third heat exchange part 21 releases heat to the coolant in the fourth heat exchange part 22.

[0072] The coolant system in the third cooling mode is roughly the same as the coolant system in the first cooling mode. The coolant system forms two disconnected coolant circuits through multiple flow regulating devices. The similarities can be referred to the relevant description of the first cooling mode, which will not be repeated here. The difference is that the port a of the second valve 16 is connected to the port b, the port a of the sixth valve 20 is connected to the port b, and the battery heat exchange device 6 is disconnected from the fifth heat exchanger 101 through at least one of the fourth valve 18 and the fifth valve 19. In the first coolant circuit, the first pump 11, the fifth heat exchanger 101, the heating device 8 and the sixth heat exchange part 42 are connected to form a loop. The coolant cooled by the sixth heat exchange part 42 flows into the fifth heat exchanger 101, and the coolant exchanges heat with the air in the air conditioning box 20 to achieve passenger compartment cooling. The coolant that has been heated after flowing through the fifth heat exchanger 101 flows to the sixth heat exchange part 42 and is cooled again, and the circulation flows in this way.

[0073] In the third cooling mode, if the battery does not require thermal management, the connection method of the second coolant circuit in this mode is the same as the connection method of the second coolant circuit in the first cooling mode. If the battery has not reached the temperature drop limit, that is, the battery temperature does not need to be cooled, or even needs to be heated, refer to Figure 4 , the third valve 17 can be switched to connect port a with port b, and the fourth valve 18 can be switched to connect port a with port c. The coolant flowing out of the seventh heat exchanger 103 flows through the first heat exchange part 52, the battery heat exchange device 6, the fourth pump 14 and the second heat exchange part 51 in sequence, and then flows back to the fourth heat exchange part 22. The heat storage capacity of the battery is used to further reduce the temperature of the coolant flowing back to the fourth heat exchange part 22, thereby improving the heat dissipation capacity of the second coolant circuit.

[0074] like Figures 5 to 7 As shown, when the ambient temperature is low, the connectivity of multiple flow regulating devices can be adjusted according to whether the passenger compartment and the battery have heating requirements, thereby achieving the functions of heating the passenger compartment alone, heating the battery alone, or heating the passenger compartment and the battery at the same time.

[0075] Reference Figure 5 When only the battery needs to be heated, the thermal management system is in the first heating mode. The compressor 1 is turned on, the refrigerant system is in operation, the refrigerant in the fifth heat exchange part 41 absorbs the temperature of the coolant in the sixth heat exchange part 42, and the refrigerant in the third heat exchange part 21 releases heat to the coolant in the fourth heat exchange part 22.

[0076] In the coolant system, the first pump 11 is turned on, and at least one of the second pump 12 and the fourth pump 14 is turned on. The coolant system forms two disconnected coolant circuits through a plurality of flow regulating devices.

[0077] In the first coolant loop, the first pump 11, the sixth heat exchanger 104, the heating device 8 and the sixth heat exchange part 42 are connected to form a loop, and the first pump 11, the seventh heat exchanger 103, the heating device 8 and the sixth heat exchange part 42 are connected to form a loop. Port a of the first valve 15 is connected to port b, port b of the ninth valve 25 is connected to port c, port b of the eleventh valve 27 is connected to port c, port a of the twelfth valve 28 is connected to port b and port c, port a of the thirteenth valve 29 is connected to port c, and port a of the fourteenth valve 30 is connected to port b. The coolant flowing out of the outlet of the first pump 11 is divided into two paths, one path flows to the sixth heat exchanger 104, and the other path flows to the seventh heat exchanger 103, respectively absorbing heat from the atmospheric environment. The heated coolant is collected by the twelfth valve 28, and then flows through the heating device 8 and flows into the sixth heat exchange part 42. The coolant temperature is reduced again and flows back to the inlet of the first pump 11, and the circulation is like this. If the heat obtained from the sixth heat exchanger 104 and the seventh heat exchanger 103 can meet the demand at the third heat exchanger 4, the heating device 8 can be turned off to reduce energy consumption; otherwise, if it cannot meet the demand, the heating device 8 can be turned on to supplement the heat.

[0078] In the first coolant loop, heat is obtained from the atmosphere through the sixth heat exchanger 104 and the seventh heat exchanger 103 at the same time, making full use of the external environmental heat, reducing the use of the heating device 8, reducing energy consumption, and thus improving endurance.

[0079] In the second coolant loop, the second pump 12, the fourth heat exchanger 102, the first heat exchanger 5, the battery heat exchange device 6, the fourth pump 14 and the fourth heat exchange part 22 are connected to form a loop. Port b of the third valve 17 is connected to port c, port a of the fourth valve 18 is connected to port c, port b of the seventh valve 23 is connected to port c, and port a of the eighth valve 24 is connected to port b. The coolant flowing out of the outlet of the second pump 12 flows through the fourth heat exchanger 102, the first heat exchange part 52, the battery heat exchange device 6, the fourth pump 14, the second heat exchange part 51 and the fourth heat exchange part 22 in sequence, and then returns to the inlet of the second pump 12, and the cycle continues. The coolant heated in the fourth heat exchange part 22 flows through the fourth heat exchanger 102 and then flows into the first heat exchange part 52. At this time, the fourth heat exchanger 102 is used as a pipeline, and no heat exchange occurs at the fourth heat exchanger 102. In the first heat exchanger 5, the coolant in the first heat exchange part 52 exchanges heat with the coolant in the second heat exchange part 51, and the temperature of the coolant decreases. The coolant flowing out of the first heat exchange part 52 flows to the battery heat exchange device 6, and the coolant exchanges heat with the battery to achieve battery heating, and the temperature of the coolant further decreases. The coolant flowing out of the battery heat exchange device 6 flows through the second heat exchange part 51, and then flows to the fourth heat exchange part 22, where it is heated again, and the circulation continues.

[0080] In the second coolant loop, the temperature of the coolant flowing out of the fourth heat exchange part 22 is relatively high, and the first heat exchanger 5 protects the battery to prevent the coolant from being too hot from damaging the battery.

[0081] In the first heating mode, the motor does not work, so there is no need for thermal management of the motor. By controlling multiple flow regulating devices, the first coolant loop and the second coolant loop do not flow through the motor heat exchange device 9. In this mode, heat is absorbed from the atmosphere to achieve battery heating, which is more energy-saving.

[0082] Reference Figure 6 When both the passenger compartment and the battery need to be heated, the thermal management system is in the second heating mode. The compressor 1 is turned on, the refrigerant system is in operation, the refrigerant in the fifth heat exchange part 41 absorbs the temperature of the coolant in the sixth heat exchange part 42, and the refrigerant in the third heat exchange part 21 releases heat to the coolant in the fourth heat exchange part 22.

[0083] In the coolant system, the first pump 11 and the third pump 13 are turned on, and at least one of the second pump 12 and the fourth pump 14 is turned on. The coolant system forms three disconnected coolant circuits through a plurality of flow regulating devices.

[0084] In the first coolant loop, the first pump 11, the sixth heat exchanger 104, the heating device 8 and the sixth heat exchange part 42 are connected to form a loop. In the second coolant loop, the third pump 13, the seventh heat exchanger 103 and the motor heat exchange device 9 are connected to form a loop. Port a of the first valve 15 is connected to port b, port b of the ninth valve 25 is connected to port c, port a of the tenth valve 26 is connected to port b, port a of the eleventh valve 27 is connected to port b, port a of the twelfth valve 28 is connected to port c, port a of the thirteenth valve 29 is connected to port c, port b of the fourteenth valve 30 is connected to port c, and port b of the fifteenth valve 31 is connected to port c.

[0085] In the first coolant loop, the coolant flowing out of the outlet of the first pump 11 flows through the sixth heat exchanger 104, the heating device 8 and the sixth heat exchange part 42 in sequence, and then returns to the inlet of the first pump 11, and the cycle continues. The coolant cooled in the sixth heat exchange part 42 flows into the sixth heat exchanger 104, absorbs heat from the atmosphere and the seventh heat exchanger 103, and the temperature of the coolant increases. After the coolant flowing out of the sixth heat exchanger 104 flows through the heating device 8, it flows into the sixth heat exchange part 42, and the temperature of the coolant decreases again, and the cycle continues. If the heat obtained from the atmosphere and the seventh heat exchanger 103 can meet the demand of the third heat exchanger 4, the heating device 8 can be turned off to reduce energy consumption; otherwise, if it cannot meet the demand, the heating device 8 can be turned on to supplement heat.

[0086] In the second coolant loop, in the motor heat exchange device 9, the coolant exchanges heat with the motor, thereby cooling the motor and increasing the coolant temperature. The heated coolant flows to the seventh heat exchanger 103, where the heat is released into the atmosphere, and the coolant temperature decreases. After the temperature is reduced, the coolant flows to the motor heat exchange device 9 again, where it absorbs the heat of the motor again, thereby cooling the motor, and the cycle continues. Since the sixth heat exchanger 104 and the seventh heat exchanger 103 are placed side by side, and the seventh heat exchanger 103 is placed on the upwind side of the sixth heat exchanger 104, the air in the atmosphere will first exchange heat with the coolant in the seventh heat exchanger 103, and the air will be heated. Then the heated air flows through the sixth heat exchanger 104, and the coolant in the sixth heat exchanger 104 absorbs the heat in the air. Such an arrangement enables the coolant in the sixth heat exchanger 104 to obtain heat not only from the atmospheric environment, but also from the seventh heat exchanger 103, that is, to recover the waste heat of the motor, thereby improving the heat exchange capacity of the third heat exchanger 4 and thus improving the heating effect of the passenger compartment.

[0087] The reason for connecting the motor heat exchange device 9 and the sixth heat exchange part 42 to two unconnected circuits is that the temperature of the coolant flowing out of the motor heat exchange device 9 is greatly different from that of the coolant flowing out of the sixth heat exchange part 42. The coolant flowing out of the sixth heat exchange part 42 directly flows to the motor heat exchange device 9, which will damage the motor, and the coolant temperature at the outlet of the motor heat exchange device 9 is unstable. In order to avoid high-frequency fluctuations introduced into the system, the motor is cooled separately through the second coolant circuit, but the seventh heat exchanger 103 can play the role of preheating the incoming air, which is conducive to the sixth heat exchanger 104 absorbing more heat from the outside.

[0088] In the third coolant loop, the second pump 12, the fourth heat exchanger 102, the first heat exchanger 5, the battery heat exchange device 6, the fourth pump 14 and the fourth heat exchange part 22 are connected to form a loop. Port b of the third valve 17 is connected to port c, port a of the fourth valve 18 is connected to port c, port b of the seventh valve 23 is connected to port c, and port a of the eighth valve 24 is connected to port b. The coolant flowing out of the outlet of the second pump 12 flows through the fourth heat exchanger 102, the first heat exchange part 52, the battery heat exchange device 6, the fourth pump 14, the second heat exchange part 51 and the fourth heat exchange part 22 in sequence, and then returns to the inlet of the second pump 12, and the cycle continues. The coolant heated in the fourth heat exchange part 22 flows to the fourth heat exchanger 102, and the coolant in the fourth heat exchanger 102 exchanges heat with the air in the air conditioning box 20, thereby heating the passenger compartment and reducing the coolant temperature. The coolant flowing out of the fourth heat exchanger 102 flows into the first heat exchange part 52. In the first heat exchanger 5, the coolant in the first heat exchange part 52 exchanges heat with the coolant in the second heat exchange part 51, and the temperature of the coolant is further reduced. The coolant flowing out of the first heat exchange part 52 flows to the battery heat exchange device 6. The coolant exchanges heat with the battery to achieve battery heating, and the temperature of the coolant is reduced again. The coolant flowing out of the battery heat exchange device 6 flows through the second heat exchange part 51, and then flows to the fourth heat exchange part 22, where it is heated again, and the circulation is repeated. The first heat exchanger 5 protects the battery to prevent the battery from being damaged by the coolant that is too hot.

[0089] In some other embodiments, the seventh valve 23 can be switched to connect port a with port b and port c, so that part of the coolant flowing out of the fourth heat exchanger 102 flows directly to the fourth heat exchange part 22, and the other part of the coolant flows to the battery heat exchange device 6 and then flows to the fourth heat exchange part 22. In this configuration, only part of the coolant flows through the battery heat exchange device 6, which has a small thermal shock on the battery, and can also increase the coolant temperature at the inlet of the fourth heat exchange part 22, ensuring that the coolant temperature at the outlet of the fourth heat exchange part 22 is high enough, thereby ensuring the heating effect of the passenger compartment.

[0090] Reference Figure 7When only the passenger compartment needs to be heated, the thermal management system is in the third heating mode. The compressor 1 is turned on, the refrigerant system is in operation, the refrigerant in the fifth heat exchange part 41 absorbs the temperature of the coolant in the sixth heat exchange part 42, and the refrigerant in the third heat exchange part 21 releases heat to the coolant in the fourth heat exchange part 22.

[0091] The coolant system in the third heating mode is roughly the same as the coolant system in the first heating mode. The coolant system forms two non-connected coolant circuits through multiple flow regulating devices. The similarities can be referred to the relevant description of the first heating mode, which will not be repeated here. The difference is that port a of the seventh valve 23 is connected to port c. In the second coolant circuit, the second pump 12, the fourth heat exchanger 102 and the fourth heat exchange part 22 are connected to form a loop. The coolant heated by the fourth heat exchange part 22 flows into the fourth heat exchanger 102, and the coolant exchanges heat with the air in the air-conditioning box 20 to achieve passenger compartment heating. The coolant that is cooled after flowing through the fourth heat exchanger 102 flows to the fourth heat exchange part 22 and is heated again, and the circulation is like this.

[0092] In this embodiment, the motor and the battery do not require thermal management, and the connection method of the first coolant circuit in this mode is the same as the connection method of the first coolant circuit in the first heating mode, absorbing heat from the atmospheric environment through the sixth heat exchanger 104 and the seventh heat exchanger 103.

[0093] In some other embodiments, when the motor has residual heat and the battery has not reached the supplementary heat limit, or when the battery has residual heat and needs to be cooled, refer to Figure 7 , the third valve 17 can be switched to connect port a with port b, the fourth valve 18 can be switched to connect port a with port b, the fifth valve 19 can be switched to connect port a with port b, the sixth valve 20 can be switched to connect port a with port c, the ninth valve 25 can be switched to connect port a with port c, the tenth valve 26 can be switched to connect port a with port c, the eleventh valve 27 can be switched to connect port a with port b, the twelfth valve 28 can be switched to connect port b with port c, the thirteenth valve 29 can be switched to connect port a with port c, the fourteenth valve 30 can be switched to connect port b with port c, and the fifteenth valve 31 can be switched to connect port a with port b.

[0094] The coolant flowing out of the outlet of the second pump 12 flows through the sixth heat exchanger 104, the seventh heat exchanger 103, the motor heat exchange device 9, the third pump 13, the first heat exchange unit 52, the battery heat exchange device 6, the fourth pump 14, the second heat exchange unit 51, the heating device 8 and the sixth heat exchange unit 42 in sequence, and then returns to the inlet of the second pump 12, and the cycle continues. The coolant cooled in the fourth heat exchange unit 22 first absorbs heat from the atmosphere, and then absorbs heat from the motor and the battery in turn. The heat of the atmospheric environment is fully utilized, and the waste heat of the motor and the battery is recycled.

[0095] At this time, the fifth valve 19 can be switched to connect port a with port b and port c, and the sixth valve 20 can be switched to connect port a with port b and port c, or the fifth valve 19 can be switched to connect port a with port c, and the sixth valve 20 can be switched to connect port a with port b. The coolant with a higher temperature flowing out of the second heat exchange part 51 flows through the fifth heat exchanger 101. Since the fifth heat exchanger 101 is arranged on the upwind side of the fourth heat exchanger 102, the fifth heat exchanger 101 can be used to preheat the air of the air conditioner 20 to improve the heating effect.

[0096] In some other embodiments, when only the motor generates waste heat, refer to Figure 6 The coolant system can switch the states of multiple flow regulating devices, release the waste heat of the motor through the seventh heat exchanger 103, and absorb heat from the seventh heat exchanger 103 and the atmospheric environment through the sixth heat exchanger 104.

[0097] like Figure 8 As shown, when the ambient temperature is low and the humidity is high, the passenger compartment needs heating and dehumidification. The thermal management system is in heating and dehumidification mode, the compressor 1 is turned on, the refrigerant system is in operation, the refrigerant in the fifth heat exchange part 41 absorbs the temperature of the coolant in the sixth heat exchange part 42, and the refrigerant in the third heat exchange part 21 releases heat to the coolant in the fourth heat exchange part 22.

[0098] In the coolant system, the first pump 11 and the second pump 12 are turned on, and the third pump 13 and the fourth pump 14 can be selectively turned on. The coolant system forms two disconnected coolant circuits through a plurality of flow regulating devices.

[0099] In the first coolant circuit, the first pump 11, the sixth heat exchanger 104, the seventh heat exchanger 103, the motor heat exchange device 9, the third pump 13, the first heat exchanger 5, the battery heat exchange device 6, the fourth pump 14, the heating device 8 and the sixth heat exchange part 42 are connected to form a circuit, and the first pump 11, the fifth heat exchanger 101, the heating device 8 and the sixth heat exchange part 42 are connected to form a circuit. Port a of the first valve 15 is connected to port b and port c, port a of the second valve 16 is connected to port b, port a of the third valve 17 is connected to port b, port a of the fourth valve 18 is connected to port b, port a of the fifth valve 19 is connected to port b, port a of the sixth valve 20 is connected to port b and port c, port a of the ninth valve 25 is connected to port c, port a of the tenth valve 26 is connected to port c, port a of the eleventh valve 27 is connected to port b, port b of the twelfth valve 28 is connected to port c, port a of the thirteenth valve 29 is connected to port c, port b of the fourteenth valve 30 is connected to port c, and port a of the fifteenth valve 31 is connected to port b.

[0100] The coolant flowing out of the outlet of the first pump 11 is divided into two paths, one of which flows to the fifth heat exchanger 101, and exchanges heat with the air in the air conditioning box 20 through the fifth heat exchanger 101 to achieve the purpose of dehumidification. The other path flows through the sixth heat exchanger 104, the seventh heat exchanger 103, the motor heat exchange device 9, the third pump 13, the first heat exchange part 52, the battery heat exchange device 6, the fourth pump 14 and the second heat exchange part 51 in sequence, absorbs heat from the atmospheric environment through the sixth heat exchanger 104 and the seventh heat exchanger 103, and flows through the motor heat exchange device 9 and the battery heat exchange device 6 to recover the waste heat of the motor and the battery. The coolant flowing out of the fifth heat exchanger 101 is combined with the coolant flowing out of the second heat exchange part 51, flows through the heating device 8 and the sixth heat exchange part 42, and then flows back to the inlet of the first pump 11, and circulates in this way. According to the state of the system, the third pump 13 and the fourth pump 14 can be turned on or off, and the heating device 8 can be turned on or off.

[0101] In the second coolant loop, the second pump 12, the fourth heat exchanger 102 and the fourth heat exchange part 22 are connected to form a loop. Port a of the seventh valve 23 is connected to port c, and port a of the eighth valve 24 is connected to port b. The coolant heated by the fourth heat exchange part 22 flows into the fourth heat exchanger 102, and the coolant exchanges heat with the air in the air conditioning box 20 to heat the passenger compartment. The coolant cooled after flowing through the fourth heat exchanger 102 flows into the fourth heat exchange part 22 to be heated again, and the circulation is repeated.

[0102] In the air conditioner 20, the fifth heat exchanger 101 and the fourth heat exchanger 102 are arranged side by side, and the fourth heat exchanger 102 is located on the downwind side of the fifth heat exchanger 101. The humid air first flows through the fifth heat exchanger 101 with a lower surface temperature, and the moisture in the air is cooled and precipitated, and the air is dried after flowing through the fifth heat exchanger 101. The dried air then exchanges heat with the fourth heat exchanger 102, and the air is heated. Under the guidance of the fan, the heated dry air is blown into the passenger compartment, thereby realizing the heating and dehumidification function of the passenger compartment.

[0103] In some other embodiments, in the heating and dehumidification mode, when the battery has no residual heat and the motor has residual heat, the states of the multiple flow regulating devices can be switched, referring to Figure 6 and Figure 8 , so that the coolant flowing out of the outlet of the first pump 11 is divided into two paths, one path flows to the fifth heat exchanger 101, and the other path flows to the sixth heat exchanger 104, and then flows through the heating device 8 and the sixth heat exchange part 42 after being combined, and returns to the inlet of the first pump 11, and so on. And the third pump 13, the motor heat exchange device 9 and the seventh heat exchanger 103 are connected to form a loop, and the waste heat of the motor is released into the air through the seventh heat exchanger 103, and then recycled through the sixth heat exchanger 104.

[0104] In some other embodiments, in the heating and dehumidification mode, when the battery and the motor have no residual heat, the states of the multiple flow regulating devices can be switched, referring to Figure 5 and Figure 8 , so that the coolant flowing out from the outlet of the first pump 11 is divided into two paths, one path flows to the fifth heat exchanger 101 to achieve dehumidification of the passenger compartment; the other path is again divided to the sixth heat exchanger 104 and the seventh heat exchanger 103, absorbing heat from the atmospheric environment, and then gathered and flowed through the heating device 8 and the sixth heat exchange part 42, and returned to the inlet of the first pump 11, and the cycle is repeated.

[0105] After the vehicle has been operating in the first heating mode, the second heating mode or the third heating mode for a period of time, due to the low ambient temperature and high humidity, the sixth heat exchanger 104 and the seventh heat exchanger 103 may be frosted. At this time, the defrosting mode needs to be operated to delay the frosting of the sixth heat exchanger 104 and the seventh heat exchanger 103, or to defrost the sixth heat exchanger 104 and the seventh heat exchanger 103. At this time, the thermal management system is in the defrosting mode, refer to Fig. 9 , the compressor 1 is turned on, the refrigerant system is in working state, the refrigerant in the fifth heat exchange part 41 absorbs the temperature of the coolant in the sixth heat exchange part 42, and the refrigerant in the third heat exchange part 21 releases heat to the coolant in the fourth heat exchange part 22.

[0106] In the coolant system, the first pump 11, the second pump 12 and the third pump 13 are turned on, and the four pumps can be selectively turned on. The coolant system forms three disconnected coolant circuits through multiple flow regulating devices.

[0107] In the first coolant loop, the second pump 12, the fourth heat exchanger 102 and the fourth heat exchange part 22 are connected to form a loop. Port a of the seventh valve 23 is connected to port c, and port a of the eighth valve 24 is connected to port b. The coolant heated by the fourth heat exchange part 22 flows into the fourth heat exchanger 102, and the coolant exchanges heat with the air in the air conditioning box 20 to heat the passenger compartment. The coolant cooled after flowing through the fourth heat exchanger 102 flows into the fourth heat exchange part 22 to be heated again, and the circulation flows in this way.

[0108] In the second coolant circuit, the first pump 11, the first heat exchanger 5, the battery heat exchange device 6, the fourth pump 14, the heating device 8 and the sixth heat exchange part 42 are connected to form a circuit. Port a of the first valve 15 is connected to port c, port a of the second valve 16 is connected to port c, port a of the fourth valve 18 is connected to port b, port a of the fifth valve 19 is connected to port b, port a of the sixth valve 20 is connected to port c, and port a of the ninth valve 25 is connected to port c. The first heat exchanger 5 protects the battery, and according to the state of the system, the heating device 8 can be turned on to supplement heat.

[0109] In the third coolant loop, the third pump 13, the sixth heat exchanger 104 and the motor heat exchange device 9 are connected to form a loop, and the third pump 13, the seventh heat exchanger 103 and the motor heat exchange device 9 are connected to form a loop. Port a of the tenth valve 26 is connected to port b, port a of the eleventh valve 27 is connected to port b and port c, port b of the twelfth valve 28 is connected to port c, port a of the thirteenth valve 29 is connected to port c, port a of the fourteenth valve 30 is connected to port b and port c, and port b of the fifteenth valve 31 is connected to port c. In the motor heat exchange device 9, the coolant exchanges heat with the motor, and the coolant temperature rises. The heated coolant flows to the sixth heat exchanger 104 and the seventh heat exchanger 103 respectively, and the sixth heat exchanger 104 and the seventh heat exchanger 103 are defrosted, and the coolant temperature is reduced. The cooling after the temperature is reduced flows to the motor heat exchange device 9 again, and absorbs the heat of the motor again, and the cycle is repeated. The heat of the motor is used to achieve defrosting, which effectively utilizes the waste heat, reduces energy consumption, and thus improves endurance.

[0110] In some other embodiments, in the defrost mode, the connectivity state of the fourteenth valve 30 can be switched, and the sixth heat exchanger 104 can be defrosted first, and then the seventh heat exchanger 103 can be defrosted; or the seventh heat exchanger 103 can be defrosted first, and then the sixth heat exchanger 104 can be defrosted, so as to improve the defrost efficiency.

[0111] In the present application, the "connection" between two components can be a direct connection or a connection through a pipeline. There can be only a pipeline between the two components, or there can be a valve or other components between the two components in addition to the pipeline. Similarly, the "communication" between two components in the present application can be a direct communication or a connection through a pipeline. There can be only a pipeline between the two components, or there can be a valve or other components between the two components.

[0112] The present application also provides a control method for a thermal management system. The control method in the present application is applied to the thermal management system of the above-mentioned embodiment. The thermal management system also includes a control system, which can be used to control the working state of the refrigerant system and the working state of the coolant system.

[0113] Reference Figure 1The control system includes a controller 301 and a plurality of sensors, and the plurality of sensors can be used to obtain the working information of the fourth heat exchanger 102, the fifth heat exchanger 101, the sixth heat exchanger 104, the seventh heat exchanger 103, the motor and the battery. Optionally, the working information includes temperature. The controller 301 is electrically connected to the compressor 1, the throttling device 3, the fan in the air conditioning box 20, the fan device at the air intake grille, a plurality of fluid driving devices, a plurality of flow regulating devices and a plurality of sensors. The controller 301 can be used to obtain the working information obtained by the sensor. The controller 301 can be used to adjust the working state of the compressor 1, the throttling device 3, the fan in the air conditioning box 20, the fan device at the air intake grille, a plurality of fluid driving devices, and a plurality of flow regulating devices. The adjustment of the working state includes at least one of opening a component, closing a component, speed adjustment, opening adjustment and power adjustment. The controller 301 can be used to execute the control method of the thermal management system.

[0114] The control methods of the thermal management system include:

[0115] Obtain passenger needs and working information obtained by sensors;

[0116] According to the needs of passengers and the working information obtained from sensors, the controller 301 adjusts the working status of each component in the thermal management system so that the thermal management system executes a suitable air-conditioning operation mode, thereby achieving thermal management of the passenger compartment, motor and battery.

[0117] The thermal management system also includes an interactive device, and the controller 301 is electrically connected to the interactive device. The controller 301 can obtain the passenger's needs, such as the target temperature or operating mode required by the passenger, through the interactive device. Optionally, the interactive device can be a control panel of an electric vehicle. The air-conditioning operating mode includes a first cooling mode, a second cooling mode, a third cooling mode, a first heating mode, a second heating mode, a third heating mode, a heating and dehumidification mode, and a defrosting mode. The connection state of the thermal management system in the first cooling mode, the second cooling mode, the third cooling mode, the first heating mode, the second heating mode, the third heating mode, the heating and dehumidification mode, and the defrosting mode can be referred to the previous description, which will not be repeated here.

[0118] The above is only a preferred embodiment of the present application and does not constitute any form of limitation to the present application. Although the present application has been disclosed as a preferred embodiment as above, it is not intended to limit the present application. Any technician familiar with the profession can make some changes or modify the technical contents disclosed above into equivalent embodiments without departing from the scope of the technical solution of the present application. However, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application still falls within the scope of the technical solution of the present application.

Claims

1. A thermal management system, characterized in that: The thermal management system includes a multi-channel heat exchanger, the multi-channel heat exchanger includes a first channel portion and a second channel portion, the first channel portion and the second channel portion are not connected, and the first channel portion can exchange heat with the second channel portion; The thermal management system includes a refrigerant system and a coolant system, the refrigerant system and the coolant system are not connected, the refrigerant system includes the first flow channel; the coolant system includes the second flow channel, a first heat exchanger, and a battery heat exchange device, the first heat exchanger includes a first heat exchange part and a second heat exchange part, the first heat exchange part and the second heat exchange part are not connected in the first heat exchanger; The outlet of the second flow channel portion can be connected to the inlet of the first heat exchange portion, the outlet of the first heat exchange portion can be connected to the inlet of the battery heat exchange device, the outlet of the battery heat exchange device can be connected to the inlet of the second heat exchange portion, the outlet of the second heat exchange portion can be connected to the inlet of the second flow channel portion, and the first heat exchange portion can exchange heat with the second heat exchange portion.

2. A thermal management system according to claim 1, characterized in that: The thermal management system includes a second heat exchanger, the second heat exchanger includes a third heat exchange portion and a fourth heat exchange portion, the multi-channel heat exchanger includes the second heat exchanger, the first channel portion includes the third heat exchange portion, and the second channel portion includes the fourth heat exchange portion; The refrigerant system comprises a compressor, the third heat exchange part, a throttling device, and a third heat exchanger, wherein the outlet of the compressor can be communicated with the inlet of the third heat exchange part, the outlet of the third heat exchange part can be communicated with the inlet of the throttling device, the outlet of the throttling device can be communicated with the inlet of the third heat exchanger, the outlet of the third heat exchanger can be communicated with the inlet of the compressor, and the throttling device has a throttling function; The coolant system includes the fourth heat exchange portion, and an outlet of the fourth heat exchange portion can communicate with an inlet of the first heat exchange portion.

3. A thermal management system according to claim 2, characterized in that: The thermal management system includes an air-conditioning box and a fourth heat exchanger, wherein the fourth heat exchanger is arranged in the air-conditioning box, the outlet of the fourth heat exchange unit can be connected to the inlet of the fourth heat exchanger, and the outlet of the fourth heat exchanger can be connected to the inlet of the fourth heat exchange unit, or the inlet of the first heat exchange unit.

4. A thermal management system according to claim 3, characterized in that: The thermal management system further comprises an outdoor heat exchange device, which is arranged outside the air conditioner; the third heat exchanger comprises a fifth heat exchange part and a sixth heat exchange part, and the fifth heat exchange part and the sixth heat exchange part are not connected; The refrigerant system comprises the fifth heat exchange part, the outlet of the throttling device can be communicated with the inlet of the fifth heat exchange part, and the outlet of the fifth heat exchange part can be communicated with the inlet of the compressor; The coolant system includes the outdoor heat exchange device and the sixth heat exchange part, the outlet of the sixth heat exchange part can be communicated with the inlet of the outdoor heat exchange device, and the outlet of the outdoor heat exchange device can be communicated with the inlet of the sixth heat exchange part.

5. A thermal management system according to claim 4, characterized in that: The thermal management system includes a motor heat exchange device, and the outdoor heat exchange device includes a sixth heat exchanger and a seventh heat exchanger; The outlet of the sixth heat exchange portion can be communicated with the inlet of the sixth heat exchanger and the inlet of the seventh heat exchanger, and the outlet of the sixth heat exchanger and the outlet of the seventh heat exchanger can be communicated with the inlet of the sixth heat exchange portion; Or, the outlet of the sixth heat exchange part can be communicated with the inlet of the sixth heat exchanger, the outlet of the sixth heat exchanger can be communicated with the inlet of the sixth heat exchange part, the motor heat exchange device can be communicated with the inlet of the seventh heat exchanger, the outlet of the seventh heat exchanger can be communicated with the inlet of the motor heat exchange device, the sixth heat exchanger is not communicated with the seventh heat exchanger, and the sixth heat exchanger is arranged on the leeward side of the seventh heat exchanger; Alternatively, the outlet of the sixth heat exchange unit can be connected to the inlet of the sixth heat exchanger, the outlet of the sixth heat exchanger can be connected to the inlet of the seventh heat exchanger, the outlet of the seventh heat exchanger can be connected to the inlet of the motor heat exchange device, and the outlet of the motor heat exchange device can be connected to the inlet of the second flow channel unit.

6. A thermal management system according to claim 1, characterized in that: The thermal management system includes a third heat exchanger, the third heat exchanger includes a fifth heat exchange portion and a sixth heat exchange portion, the multi-channel heat exchanger includes the third heat exchanger, the first channel portion includes the fifth heat exchange portion, and the second channel portion includes the sixth heat exchange portion; The refrigerant system includes a compressor, a second heat exchanger, a throttling device, and the fifth heat exchange part, wherein the outlet of the compressor can be communicated with the inlet of the second heat exchanger, the outlet of the second heat exchanger can be communicated with the inlet of the throttling device, the outlet of the throttling device can be communicated with the inlet of the fifth heat exchange part, the outlet of the fifth heat exchange part can be communicated with the inlet of the compressor, and the throttling device has a throttling function; The coolant system includes the sixth heat exchange portion, and an outlet of the sixth heat exchange portion can communicate with an inlet of the first heat exchange portion.

7. A thermal management system according to claim 6, characterized in that: The thermal management system includes an air conditioning box and a fifth heat exchanger, wherein the fifth heat exchanger is arranged in the air conditioning box, the outlet of the sixth heat exchange unit can be communicated with the inlet of the fifth heat exchanger, and the outlet of the fifth heat exchanger can be communicated with the inlet of the sixth heat exchange unit.

8. A thermal management system according to claim 7, characterized in that: The thermal management system further comprises an outdoor heat exchange device, which is arranged outside the air conditioner; the second heat exchanger comprises a third heat exchange part and a fourth heat exchange part, and the third heat exchange part and the fourth heat exchange part are not connected; The refrigerant system comprises the third heat exchange part, the outlet of the compressor can be communicated with the inlet of the third heat exchange part, and the outlet of the third heat exchange part can be communicated with the inlet of the throttling device; The coolant system includes the outdoor heat exchange device and the fourth heat exchange part, the outlet of the fourth heat exchange part can be communicated with the inlet of the outdoor heat exchange device, and the outlet of the outdoor heat exchange device can be communicated with the inlet of the fourth heat exchange part.

9. A thermal management system according to claim 8, characterized in that: The thermal management system includes a motor heat exchange device, and the outdoor heat exchange device includes a sixth heat exchanger and a seventh heat exchanger; The outlet of the fourth heat exchange unit can be connected to the inlet of the sixth heat exchanger, the outlet of the sixth heat exchanger can be connected to the inlet of the motor heat exchanger, the outlet of the motor heat exchanger can be connected to the inlet of the seventh heat exchanger, and the outlet of the seventh heat exchanger can be connected to the inlet of the fourth heat exchange unit or the inlet of the first heat exchange unit.

10. A control method for a thermal management system, characterized in that: The thermal management system includes a refrigerant system, a coolant system and a control system, wherein the refrigerant system and the coolant system are not connected, and the control system includes a controller, wherein the controller is used to execute the control method of the thermal management system, thereby controlling the working state of the thermal management system; The thermal management system includes a multi-channel heat exchanger, the multi-channel heat exchanger includes a first channel portion and a second channel portion, the first channel portion and the second channel portion are not connected; the refrigerant system includes a first channel portion, the coolant system includes a second channel portion, a first heat exchanger, a battery heat exchange device and a fluid drive device, the first heat exchanger includes a first heat exchange portion and a second heat exchange portion, the first heat exchange portion and the second heat exchange portion are not connected in the first heat exchanger; The control method of the thermal management system includes: the controller controls the thermal management system to enter a first working state. In the first working state, the refrigerant in the first flow channel portion exchanges heat with the coolant in the second flow channel portion, the fluid driving device, the second flow channel portion, the first heat exchanger and the battery heat exchange device are connected to form a loop, the fluid driving device is started and used to provide power for the flow of the coolant, the outlet of the second flow channel portion is connected to the inlet of the first heat exchange portion, the outlet of the first heat exchange portion is connected to the inlet of the battery heat exchange device, the outlet of the battery heat exchange device is connected to the inlet of the second heat exchange portion, the outlet of the second heat exchange portion is connected to the inlet of the second flow channel portion, and the coolant in the first heat exchange portion exchanges heat with the coolant in the second heat exchange portion.

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