Thermal management system and method of controlling the same

Abstract

The application discloses a heat management system. In a first heating mode, a compressor, a first heat exchange unit, a second heat exchange unit and a first valve device are communicated and flow refrigerant, an outlet of the first heat exchange unit is communicated with an inlet of the first valve device, an outlet of the first valve device is communicated with an inlet of the second heat exchange unit, the first valve device is in a throttling state, a first pump, a second heat exchange unit and a third heat exchange unit are communicated and flow cooling liquid, the first pump, the second heat exchange unit, a fourth heat exchange unit and a motor heat exchange device are communicated and flow cooling liquid. In the first heating mode, the cooling liquid flowing out of the second heat exchange unit is divided into two paths: one path flows to the third heat exchange unit; the other path flows to the fourth heat exchange unit and the motor heat exchange device, so that the motor is cooled and lower heating demand is met. Compared with the two pump device scheme in the prior art, the first pump is used to provide power for the flow of the two cooling liquid circuits, and the application is more energy-saving. The application also provides a control method of the heat management system.

Description

Technical Field

[0001] This application relates to the field of thermal management technology, and in particular to a thermal management system and its control method. Background Technology

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

[0003] In related technologies, during heating mode, when heating demand is low, the coolant system has two loops. In one loop, a water pump drives the coolant to flow through the coolant channels of the water-cooled condenser, the inner cavity of the heater core, and the inner cavity of the first low-temperature water tank, thus meeting the lower heating demand. In the other loop, another water pump drives another portion of the coolant to flow through the inner cavity of the motor heat exchanger and the inner cavity of the second low-temperature water tank, meeting the motor's heat dissipation needs. Each loop requires a water pump, which is relatively energy-intensive. The inventors believe there is a need for improvement. Summary of the Invention

[0004] In view of the above-mentioned problems existing in related technologies, this application provides a more energy-efficient thermal management system and its control method.

[0005] To achieve the above objectives, this application adopts the following technical solution: a thermal management system comprising: a first heat exchanger, the first heat exchanger including a first heat exchange section and a second heat exchange section; the thermal management system including a refrigerant system and a coolant system that are not interconnected, the refrigerant system including a compressor, a second heat exchanger, a first valve device and the first heat exchange section, the coolant system including a first pump, a third heat exchanger, a fourth heat exchanger, a motor heat exchange device and the second heat exchange section; the thermal management system has a first heating mode, in which the compressor, the first heat exchange section, the second heat exchanger and the first valve device are connected and refrigerant flows through them, the outlet of the first heat exchange section is connected to the inlet of the first valve device, the outlet of the first valve device is connected to the inlet of the second heat exchanger, the first valve device is in a throttling state, the first pump, the second heat exchange section and the third heat exchanger are connected and coolant flows through them, the first pump, the second heat exchange section and the fourth heat exchanger and the motor heat exchange device are connected and coolant flows through them, and the refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section.

[0006] In the thermal management system of this application, under the first heating mode, the first pump, the second heat exchange section, and the third heat exchanger are connected and circulated with coolant. The first pump, the second heat exchange section, the fourth heat exchanger, and the motor heat exchange device are also connected and circulated with coolant. Specifically, the coolant flowing from the second heat exchange section is divided into two paths: one flows to the third heat exchanger; the other flows to the fourth heat exchanger and the motor heat exchange device, thus achieving motor cooling and meeting lower heating demands. Compared to the two-pump schemes of related technologies, using the first pump to power the flow in both coolant circuits is more energy-efficient.

[0007] To achieve the above objectives, this application also adopts the following technical solution: The thermal management system includes: a first heat exchanger, the first heat exchanger including a first heat exchange section and a second heat exchange section; the thermal management system includes a refrigerant system, a coolant system, and a control system, the refrigerant system including a compressor, a second heat exchanger, a first valve device, and the first heat exchange section, the coolant system including a first pump, a third heat exchanger, a fourth heat exchanger, a motor heat exchange device, and the second heat exchange section, the control system including a controller, the controller being used to execute a control method for the thermal management system; the control method for the thermal management system includes: the controller controlling the thermal management system to enter a first heating mode. The compressor, the first heat exchange section, the second heat exchanger, and the first valve device are connected and refrigerant flows through them. The outlet of the first heat exchange section is connected to the inlet of the first valve device, and the outlet of the first valve device is connected to the inlet of the second heat exchanger. The first valve device is in a throttling state. The controller is electrically connected to the first valve device and adjusts the opening of the first valve device. The first pump, the second heat exchange section, and the third heat exchanger are connected and coolant flows through them. The first pump, the second heat exchange section, the fourth heat exchanger, and the motor heat exchange device are connected and coolant flows through them. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section.

[0008] In this application, the controller controls the thermal management system to operate in a first heating mode. The first pump, second heat exchange section, and third heat exchanger are connected and circulated with coolant. The first pump, second heat exchange section, fourth heat exchanger, and motor heat exchange device are also connected and circulated with coolant. Specifically, the coolant flowing from the second heat exchange section is divided into two paths: one flows to the third heat exchanger; the other flows to the fourth heat exchanger and the motor heat exchange device, achieving motor cooling and lower heating requirements. Compared to the two-pump schemes of related technologies, using the first pump to power the flow in both coolant circuits is more energy-efficient. Attached Figure Description

[0009] Figure 1 This is a schematic diagram of an embodiment of the thermal management system of this application;

[0010] Figure 2This is a schematic diagram of the cooling mode of an embodiment of the thermal management system of this application;

[0011] Figure 3 This is a schematic diagram of a first heating mode of an embodiment of the thermal management system of this application;

[0012] Figure 4 This is a schematic diagram of the second heating mode of an embodiment of the thermal management system of this application;

[0013] Figure 5 This is a schematic diagram of the third heating mode of an embodiment of the thermal management system of this application;

[0014] Figure 6 This is a schematic diagram of the fourth heating mode of an embodiment of the thermal management system of this application;

[0015] Figure 7 This is a schematic diagram of the fifth heating mode of an embodiment of the thermal management system of this application;

[0016] Figure 8 This is a schematic diagram of a battery heating mode according to an embodiment of the thermal management system of this application;

[0017] Figure 9 This is a schematic diagram of the first heating and dehumidification mode of an embodiment of the thermal management system of this application;

[0018] Figure 10 This is a schematic diagram of the second heating and dehumidification mode of an embodiment of the thermal management system of this application;

[0019] Figure 11 This is a schematic diagram of a first defrosting mode of an embodiment of the thermal management system of this application;

[0020] Figure 12 This is a schematic diagram of the second defrosting mode of an embodiment of the thermal management system of this application;

[0021] Figure 13 This is a schematic diagram of the heat dissipation mode of an embodiment of the thermal management system of this application;

[0022] Figure 14 This is a schematic diagram of the sixth heating mode of another embodiment of the thermal management system of this application;

[0023] Figure 15 This is a schematic diagram of the load cooling mode of another embodiment of the thermal management system of this application. Detailed Implementation

[0024] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application. In the absence of conflict, the following embodiments and features in the implementation methods can complement or combine with each other.

[0025] According to a specific embodiment of the thermal management system of this application, such as Figure 1 As shown, the thermal management system includes a first heat exchanger 3 and a fifth heat exchanger 4. Both heat exchangers are liquid-cooled heat exchangers. The structure and working principle of liquid-cooled heat exchangers are well known to those skilled in the art and will not be described in detail here. The first heat exchanger 3 includes a first heat exchange section 31 and a second heat exchange section 32, and the fifth heat exchanger 4 includes a third heat exchange section 41 and a fourth heat exchange section 42. The first heat exchanger 3 and the fifth heat exchanger 4 are used for heat exchange between the refrigerant and the coolant, respectively. The first heat exchanger 3 and the fifth heat exchanger 4 may be the same or different.

[0026] The various components of the thermal management system are connected by piping to form two main systems: a refrigerant system and a coolant system. These two systems are isolated and not interconnected. Refrigerant flows through the refrigerant system, while coolant flows through the coolant system. The refrigerant can be R134A, carbon dioxide, or other heat exchange media, and the coolant can be a mixture of ethanol and water or other cooling media. Specifically, the flow channels of the first heat exchange section 31 and the third heat exchange section 41 are connected to the refrigerant system, while the flow channels of the second heat exchange section 32 and the fourth heat exchange section 42 are connected to the coolant system.

[0027] It should be explained that "the flow channel of the first heat exchange section 31 is connected to the refrigerant system" means that the refrigerant system includes the first heat exchange section 31, and the refrigerant in the refrigerant system can flow into and out of the flow channel of the first heat exchange section 31. The inlet and outlet of the first heat exchange section 31 can be connected to other components in the refrigerant system through pipelines, forming a loop after being connected through the pipelines when the thermal management system is working. The flow channel of the third heat exchange section 41 is connected to the refrigerant system, and the flow channels of the second heat exchange section 32 and the fourth heat exchange section 42 are connected to the coolant system, as explained above.

[0028] In this embodiment, the refrigerant system includes a compressor 1, a first heat exchange unit 31, a third heat exchange unit 41, a second heat exchanger 103, a sixth heat exchanger 102, a first valve device 22, a second valve device 24, a third valve device 21, a fourth valve device 23, a first shut-off valve 25, and a second shut-off valve 26. The components can be indirectly connected to each other through pipelines or valve devices, or they can be integrated into a single structure.

[0029] The first valve device 22 has four states: shut-off, throttling, full-flow, and flow regulation. When the opening of the first valve device 22 is 0, it is in the shut-off state, and the pipes on both sides of the first valve device 22 are essentially disconnected. When the opening of the first valve device 22 is greater than 0 but less than or equal to a first set value, it is in the throttling state, and the refrigerant flowing through it experiences cooling and pressure reduction. In the throttling state, the opening of the first valve device 22 is adjusted between 0 and the first set value according to heat exchange requirements, thereby regulating the throttling effect. When the opening of the first valve device 22 is greater than the first set value but less than a second set value, it is in the flow regulation state, and the pipes on both sides of the first valve device 22 are open but do not have a throttling function. In the flow regulation state, the opening of the first valve device 22 is adjusted between the first and second set values ​​according to heat exchange requirements, thereby regulating the flow rate of the refrigerant flowing through the first valve device 22. When the opening degree of the first valve device 22 is greater than or equal to the second set value, the first valve device 22 is in a fully open state, and the pipelines on both sides of the first valve device 22 are fully connected. Optionally, the first valve device 22 is a fully open bidirectional throttling valve. It should be understood that the first set value and the second set value are two fixed values ​​set according to product requirements. The first set value and the second set value are between 0 and 100, and the second set value is greater than the first set value. In this embodiment, the second valve device 24, the fourth valve device 23, and the third valve device 21 all have a shut-off state, a throttling state, a fully open state, and a flow regulation state. Their working principle is the same as that of the first valve device 22, and can be referred to the above description. In this application, the first valve device 22 and the third valve device 21 may not have a shut-off state.

[0030] The first shut-off valve 25 has a fully open state and a shut-off state. When the first shut-off valve 25 is in the fully open state, the pipes on both sides of the first shut-off valve 25 are connected; when the first shut-off valve 25 is in the shut-off state, the pipes on both sides of the first shut-off valve 25 are not connected. The second shut-off valve 26 has a fully open state and a shut-off state. The working principle of the second shut-off valve 26 is the same as that of the first shut-off valve 25, as described above.

[0031] In some other embodiments, the first valve device 22, the second valve device 24, the fourth valve device 23, the third valve device 21, the first shut-off valve 25, and the second shut-off valve 26 can be other types of valve devices, or combinations of at least two valve devices, as long as they have the above-described working state, and this application does not impose any restrictions.

[0032] The outlet of compressor 1 is connected to one port of the third valve device 21. The other port of the third valve device 21 is connected to one port of the first heat exchange section 31. The other port of the first heat exchange section 31 is connected to one port of the first valve device 22. The other port of the first valve device 22, one port of the first shut-off valve 25, and one port of the second heat exchanger 103 are connected. The other port of the second heat exchanger 103, one port of the second shut-off valve 26, one port of the second valve device 24, and one port of the fourth valve device 23 are connected. The other port of the second valve device 24 is connected to one port of the third heat exchange section 41. The other port of the fourth valve device 23 is connected to one port of the sixth heat exchanger 102. The other ports of the third heat exchange section 41, the sixth heat exchanger 102, the first shut-off valve 25, and the second shut-off valve 26 are connected to the inlet of compressor 1.

[0033] In some other embodiments, the refrigerant system also includes a gas-liquid separator 6, which is located before the inlet of the compressor 1 to separate the refrigerant into gas and liquid before it enters the compressor 1, reducing the possibility of liquid slugging in the compressor 1. The outlet of the gas-liquid separator 6 is connected to the inlet of the compressor 1, and the other port of the third heat exchange section 41, the other port of the sixth heat exchanger 102, the other port of the first shut-off valve 25, the other port of the second shut-off valve 26 are connected to the inlet of the gas-liquid separator 6.

[0034] In some other embodiments, the refrigerant system includes a seventh heat exchanger 5, which comprises a fifth heat exchange section 51 and a sixth heat exchange section 52. The seventh heat exchanger 5 is used for heat exchange between refrigerants. The seventh heat exchanger 5 is an intermediate heat exchanger, and its structure and working principle are well known to those skilled in the art and will not be described in detail here. One port of the sixth heat exchange section 52 is connected to the inlet of the compressor 1, and the other ports of the third heat exchange section 41, the sixth heat exchanger 102, the first shut-off valve 25, the second shut-off valve 26, and the sixth heat exchange section 52 are connected. One port of the fifth heat exchange section 51 is connected to the other port of the second heat exchanger 103, and the other port of the fifth heat exchange section 51, the second shut-off valve 26, the second valve device 24, and the fourth valve device 23 are connected. The refrigerant in the fifth heat exchange section 51 heats the refrigerant in the sixth heat exchange section 52, thereby increasing the temperature of the refrigerant entering the compressor 1. This can be used to increase the outlet temperature of the compressor 1, further reducing the possibility of liquid slugging in the compressor 1. It can also be used to reduce the refrigerant temperature before throttling in the cooling mode, thereby improving the cooling effect.

[0035] In some other embodiments, the thermal management system includes the aforementioned gas-liquid separator 6 and intermediate heat exchanger. One port of the sixth heat exchange section 52 is connected to the inlet of the compressor 1, and the other port of the sixth heat exchange section 52 is connected to the outlet of the gas-liquid separator 6. The inlet of the gas-liquid separator 6, the other port of the third heat exchange section 41, the other port of the sixth heat exchanger 102, the other port of the first shut-off valve 25, and the other port of the second shut-off valve 26 are connected. The gas-liquid separator 6 and the seventh heat exchanger 5 are respectively connected and linked by pipelines. The gas-liquid separator 6 and the seventh heat exchanger 5 can also be integrated into a single component, which simultaneously performs gas-liquid separation and intermediate heat exchange functions. For ease of understanding and simplification, the following description assumes that the gas-liquid separator 6 and the seventh heat exchanger 5 are not included.

[0036] In this embodiment, the coolant system includes a first pump 9, a second pump 10, a second heat exchange section 32, a fourth heat exchange section 42, a third heat exchanger 101, a fourth heat exchanger 104, a battery heat exchange device 105, a motor heat exchange device 106, a heating device 107, a first multi-way device 7, a second multi-way device 8, and a first bypass pipe 11. The components can be indirectly connected to each other through pipes or valve devices, or they can be integrated into a single structure.

[0037] The first pump 9 and the second pump 10 are used to power the flow of coolant in the coolant system. Optionally, the first pump 9 and the second pump 10 are electric water pumps. The two pumps can be the same or different in type and specification, depending on the requirements of the thermal management system.

[0038] The battery heat exchanger 105 is used for thermal management of the battery. Optionally, the battery heat exchanger 105 can be an integrated component with the battery, or it can be a separate component assembled with the battery. The motor heat exchanger 106 is used for thermal management of the motor. Optionally, the motor heat exchanger 106 can be an integrated component with the motor, or it can be a separate component assembled with the motor. The heating device 107 is used to heat the coolant; optionally, the heating device 107 is a PTC heater. The first bypass pipes 11 are all hollow pipes and can be used to bypass certain components.

[0039] The coolant system includes a first branch A, a second branch B, a third branch C, a fourth branch D, a fifth branch E, a first multi-port device 7, and a second multi-port device 8. The first branch A includes a first pump 9 and a second heat exchange section 32. The second branch B includes a first bypass pipe 11, a motor heat exchange device 106, and a fourth heat exchanger 104. The third branch C includes a third heat exchanger 101. The fourth branch D includes a second pump 10 and a fourth heat exchange section 42. The fifth branch E includes a first pump 9, a heating device 107, and a battery heat exchange device 105.

[0040] The first multi-port device 7 includes a first interface 71, a second interface 72, a third interface 73, a fourth interface 74, a fifth interface 75, a sixth interface 76, a seventh interface 77, an eighth interface 78, and a ninth interface 79. Optionally, the first multi-port device 7 is a nine-way valve, with the nine interfaces located in the valve housing and isolated from each other. The connection state between the interfaces is switched by controlling the valve core assembly inside the housing. In this application, the eighth interface 78 and the ninth interface 79 are connected. This connection can be achieved by providing a channel inside the first multi-port device 7 or by using an external pipeline.

[0041] In this application, the first multi-channel device 7 has four operating states: In the first operating state, the first interface 71 is connected to the fourth interface 74, the second interface 72 is connected to the third interface 73, the fifth interface 75 is connected to the ninth interface 79, and the sixth interface 76 or the seventh interface 77 is connected to the eighth interface 78; In the second operating state, the first interface 71 is connected to the sixth interface 76 or the seventh interface 77, the second interface 72 is connected to the fifth interface 75, and the third interface 73 is connected to the fourth interface 74; In the third operating state, the first interface 71 is connected to the ninth interface 79, the second interface 72 is connected to the eighth interface 78, the third interface 73 is connected to the sixth interface 76 or the seventh interface 77, and the fourth interface 74 is connected to the fifth interface 75; In the fourth operating state, the first interface 71 is connected to the second interface 72, the third interface 73 is connected to the ninth interface 79, the fourth interface 74 is connected to the eighth interface 78, and the fifth interface 75 is connected to the sixth interface 76 or the seventh interface 77.

[0042] The second multi-way device 8 includes a tenth interface 81, an eleventh interface 82, and a twelfth interface 83. When the second multi-way device 8 is in operation, at least two of the three interfaces are connected. Optionally, the second multi-way device 8 is a three-way valve or a three-way proportional valve.

[0043] In the first branch A, the inlet of the first pump 9 is connected to the twelfth interface 83, and the outlet of the first pump 9 is connected to one port of the second heat exchange section 32. The other port of the second heat exchange section 32, one port of the third heat exchanger 101, and one port of the fourth heat exchanger 104 are also connected. In the second branch B, the other port of the fourth heat exchanger 104 is connected to the seventh interface 77, one port of the first bypass pipe 11 is connected to the sixth interface 76, one port of the motor heat exchange device 106 is connected to the fifth interface 75, and the other port of the first bypass pipe 11, the other port of the motor heat exchange device 106, and the tenth interface 81 are also connected. In the third branch C, the other port of the third heat exchanger 101 is connected to the eleventh interface 82. In the fourth branch D, one port of the fourth heat exchange section 42 is connected to the first interface 71, the other port of the fourth heat exchange section 42 is connected to the inlet of the second pump 10, and the outlet of the second pump 10 is connected to the second interface 72. In the fifth branch E, one port of the heating device 107 is connected to the fourth interface 74, and the other port of the heating device 107 is connected to one port of the battery heat exchange device 105. The other port of the battery heat exchange device 105 is connected to the third interface 73. The first multi-way device 7 allows for the connection of any two of the second branch B, the fourth branch D, and the fifth branch E, or for all three branches to remain disconnected. The second multi-way device 8 allows for the connection of the first branch A with at least one of the second branch B and the third branch C. It is understood that when the first multi-way device 7 is in its fourth operating state, the second branch B, the fourth branch D, and the fifth branch E are not connected, and each can form an independent loop through the first multi-way device 7.

[0044] The thermal management system provided in this application embodiment can be applied to electric vehicles. The electric vehicle has an air conditioning unit 100 for heat exchange with the air in the passenger compartment. A third heat exchanger 101 and a sixth heat exchanger 102 are disposed within the air conditioning unit 100. The third heat exchanger 101 and the sixth heat exchanger 102 are used for heat exchange with the air in the air conditioning unit 100 to regulate the temperature of the passenger compartment. The third heat exchanger 101 is located downstream of the sixth heat exchanger 102 in the airflow. A fan is provided within the air conditioning unit 100 to guide the airflow within the air conditioning unit 100. The air conditioning unit 100 is provided with a damper; by adjusting the damper, the flow of air through the third heat exchanger 101 can be controlled, as can the airflow volume through the third heat exchanger 101. A second heat exchanger 103 and a fourth heat exchanger 104 are arranged side-by-side near the front air intake grille of the vehicle and are equipped with a fan device for guiding airflow. The second heat exchanger 103 and the fourth heat exchanger 104 are used for heat exchange with the atmospheric environment, releasing heat into or absorbing heat from the atmospheric environment. The compressor 1 and the gas-liquid separator 6 are located in the front engine compartment of the cab. The third heat exchanger 101, the second heat exchanger 103, the fourth heat exchanger 104 and the sixth heat exchanger 102 are all air-cooled heat exchangers and are used to exchange heat with air. The structure of air-cooled heat exchangers is well known to those skilled in the art and will not be described in detail in this application.

[0045] 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 uses vehicles as an example.

[0046] Reference Figure 2 When the ambient temperature is high, the passenger cabin or battery requires cooling, and the thermal management system is in cooling mode. When both the passenger cabin and battery require cooling, compressor 1 is activated, the first valve device 22 and the third valve device 21 are in a fully open state, the second valve device 24 and the fourth valve device 23 are in a throttling state, and the first shut-off valve 25 and the second shut-off valve 26 are in a shut-off state. The first pump 9 and the second pump 10 are activated, the heating device 107 is shut off and used as a pipeline, the first multi-way device 7 is in the first working state, the eighth port 78 is connected to the seventh port 77, and the tenth port 81 is connected to the twelfth port 83. The outlet of compressor 1, the third valve device 21, the first heat exchange section 31, the first valve device 22, the second heat exchanger 103, the second valve device 24, the third heat exchange section 41, and the inlet of compressor 1 are connected sequentially. The outlet of compressor 1, the third valve device 21, the first heat exchange section 31, the first valve device 22, the second heat exchanger 103, the fourth valve device 23, the sixth heat exchanger 102, and the inlet of compressor 1 are connected sequentially. The outlet of the first pump 9, the second heat exchange section 32, the fourth heat exchanger 104, the motor heat exchange device 106, and the inlet of the first pump 9 are connected in sequence. The outlet of the second pump 10, the battery heat exchange device 105, the heating device 107, the fourth heat exchange section 42, and the inlet of the second pump 10 are connected in sequence.

[0047] Specifically, the high-temperature, high-pressure refrigerant discharged from compressor 1 flows into the first heat exchange section 31. In the first heat exchanger 31, the refrigerant releases heat to the coolant in the second heat exchange section 32. The first pump 9 drives the coolant to circulate, releasing heat to the atmosphere at the fourth heat exchanger 104. The circulating coolant also carries the heat from the motor to the fourth heat exchanger 104, thus cooling the motor. Then, the refrigerant flows into the second heat exchanger 103, where it exchanges heat with the atmosphere. The refrigerant flowing out of the second heat exchanger 103 is divided into two paths: one path flows through the fourth valve device 23 in a throttling state, and the cooled and depressurized refrigerant flows into the sixth heat exchanger 102, where it exchanges heat with the air in the air conditioning unit 100 to cool the passenger compartment; the other path flows through the second valve device 24 in a throttling state, and the cooled and depressurized refrigerant flows into the third heat exchange section 41. In the fifth heat exchanger 4, the refrigerant in the third heat exchange section 41 absorbs heat from the coolant in the fourth heat exchange section 42, and the second pump 10 drives the coolant to circulate, thereby cooling the battery. The refrigerant flowing out of the sixth heat exchanger 102 and the third heat exchange section 41 flows into the compressor 1 and is compressed again, thus completing the cycle.

[0048] When only the battery requires cooling, refer to Figure 2 The connection status of the thermal management system is basically similar to the connection status described above, except that the fourth valve device 23 is in the closed state.

[0049] When only the passenger cabin requires cooling, refer to Figure 2 The connection status of the thermal management system is basically similar to the connection status described above, except that the second valve device 24 is in the off state and the second pump 10 is closed.

[0050] like Figures 3 to 7 As shown, when the ambient temperature is low, the passenger cabin has a heating requirement, and the thermal management system is in heating mode. Depending on the status of the battery, motor, and atmospheric environment, heat can be obtained from at least one of the compressor 1, the atmospheric environment, the heating device 107, the motor, and the battery.

[0051] When heating demand is low, the thermal management system can operate in the first heating mode, as per [reference needed]. Figure 3When compressor 1 is turned on, the first valve device 22 is in a throttling state, the third valve device 21 and the second shut-off valve 26 are in a fully open state, and the second valve device 24, the fourth valve device 23 and the first shut-off valve 25 are in a shut-off state. The first pump 9 is turned on, the second pump 10 is turned off, the first multi-port device 7 is in a first working state, the seventh port 77 is connected to the eighth port 78, and the tenth port 81 and the eleventh port 82 are connected to the twelfth port 83. The outlet of compressor 1, the third valve device 21, the first heat exchange section 31, the first valve device 22, the second heat exchanger 103, the second shut-off valve 26, and the inlet of compressor 1 are connected in sequence. The outlet of first pump 9, the second heat exchange section 32, the third heat exchanger 101, and the inlet of first pump 9 are connected. The outlet of first pump 9, the second heat exchange section 32, the fourth heat exchanger 104, the motor heat exchange device 106, and the inlet of first pump 9 are connected.

[0052] Heat is obtained from the atmospheric environment through the second heat exchanger 103. In the first heat exchanger 3, the refrigerant in the first heat exchange section 31 heats the coolant in the second heat exchange section 32. The coolant flowing out of the second heat exchange section 32 is divided into two paths: one path flows to the third heat exchanger 101, where it exchanges heat with the air in the air conditioning unit 100 to achieve passenger cabin heating; the other path flows sequentially through the fourth heat exchanger 104 and the motor heat exchanger 106, where the fourth heat exchanger 104 releases heat to lower the coolant temperature, and then flows through the motor heat exchanger 106 to dissipate heat from the motor. The two coolant paths converge at the inlet of the first pump 9 and are circulated again. In this application, the circuit containing the third heat exchanger 101 and the circuit containing the motor heat exchanger 106 share the first pump 9, reducing the number of pumps and lowering energy consumption. On the other hand, both low heating requirements and motor heat dissipation are met using the fourth heat exchanger 104, which simplifies the system and facilitates miniaturization.

[0053] When heating demand is high, the thermal management system can operate in a second heating mode. (Refer to...) Figure 4 The connection status of the thermal management system is basically similar to that of the first heating mode, except that: the second pump 10 is turned on, the first multi-port device 7 is in the second working state, the first interface 71 is connected to the sixth interface 76, and the eleventh interface 82 is connected to the twelfth interface 83. The outlet of the second pump 10, the motor heat exchanger 106, the fourth heat exchanger 42, and the inlet of the second pump 10 are connected. Compared to the first heating mode, by switching the working state of the second multi-port device 8, the coolant flowing from the second heat exchanger 32 is not split, thereby ensuring the heating effect of the passenger compartment. Since the motor has a high temperature during operation, coolant flow is required to prevent the motor temperature from becoming too high. Therefore, by switching the working state of the first multi-port device 7, the second pump 10 is used to drive the coolant flow, making the circuit where the motor heat exchanger 106 is located self-circulating.

[0054] When the motor has residual heat, the thermal management system can operate in the third heating mode. (Refer to...)Figure 5 The connection status of the thermal management system is basically similar to that of the second heating mode, except that the second valve device 24 is in the fully open state and the second shut-off valve 26 is in the shut-off state. The outlet of compressor 1, the third valve device 21, the first heat exchange section 31, the first valve device 22, the second heat exchanger 103, the second valve device 24, the third heat exchange section 41, and the inlet of compressor 1 are connected sequentially. Heat is obtained from the motor through the fifth heat exchanger 4, and heat can also be obtained from the atmospheric environment through the second heat exchanger 103, thereby ensuring the heating effect of the passenger cabin.

[0055] When the battery has residual heat or requires auxiliary heating, the thermal management system can operate in the fourth heating mode. (See reference...) Figure 6 The connection status of the thermal management system is basically similar to that of the first heating mode, except that the second pump 10 is on, the second valve device 24 is in the fully open state, and the second shut-off valve 26 is in the shut-off state. The outlet of compressor 1, the third valve device 21, the first heat exchange section 31, the first valve device 22, the second heat exchanger 103, the second valve device 24, the third heat exchange section 41, and the inlet of compressor 1 are connected in sequence. The outlet of the second pump 10, the battery heat exchange device 105, the heating device 107, the fourth heat exchange section 42, and the inlet of the second pump 10 are connected in sequence. Heat is obtained from the heating device 107 and / or the battery heat exchange device 105 through the fifth heat exchanger 4, and as much heat as possible is obtained from the atmospheric environment through the second heat exchanger 103 to ensure the heating effect of the passenger cabin. When auxiliary heating is required, the heating device 107 can be turned on to heat the coolant. In the fourth heating mode, since the motor heat exchange device 106 requires coolant flow, a portion of the coolant flowing out of the second heat exchange section 32 is diverted to the second branch B. In some embodiments, the second multi-way device 8 is a three-way proportional valve, which can regulate the flow to the second branch B and the third branch C to minimize heat loss.

[0056] In some situations, when the ambient temperature is low and heat cannot be obtained from the atmosphere, and the coolant system also cannot provide heat, compressor 1 heats the refrigerant to provide heat, and the thermal management system can operate in the fifth heating mode. (Refer to...) Figure 7The connection status of the thermal management system is basically similar to that of the second heating mode, except that at least one of the third valve device 21 and the first valve device 22 is in a throttling state, the first shut-off valve 25 is in a fully open state, and the second shut-off valve 26 is in a shut-off state. The outlet of compressor 1, the third valve device 21, the first heat exchange section 31, the first valve device 22, the first shut-off valve 25, and the inlet of compressor 1 are connected sequentially. When compressor 1 performs work, the temperature of the refrigerant rises, and the refrigerant flows into the first heat exchange section 31. In the first heat exchanger 31, the refrigerant in the first heat exchange section 31 heats the coolant in the second heat exchange section 32. The coolant circulates through the third heat exchanger 101 and exchanges heat with the air in the air conditioning unit 100 to achieve passenger cabin heating. After being throttled by the first valve device 22 or the third valve device 21, the pressure and temperature of the refrigerant decrease. By adjusting the opening of the valve device in the throttling state, the intake temperature of compressor 1 is adjusted. The intake temperature of compressor 1 is controllable, which makes the exhaust temperature of compressor 1 controllable and relatively stable, resulting in a relatively stable heating effect.

[0057] When there is no thermal management requirement in the passenger cabin but a heating requirement in the battery, the thermal management system operates in battery heating mode, referring to... Figure 8 Compressor 1 is off, first pump 9 is off, second pump 10 is on, first multi-channel device 7 is in its first working state, and heating device 107 is on to heat the coolant. The outlet of second pump 10, battery heat exchange device 105, heating device 107, and inlet of second pump 10 are connected sequentially. When the motor needs heat dissipation, first pump 9 can be turned on, and the coolant circulates to dissipate heat from the motor.

[0058] When the ambient temperature is low and the humidity is high, the windshield is prone to fogging, which poses a safety hazard. The passenger cabin has the need for heating and dehumidification, and the thermal management system can operate in heating and dehumidification mode.

[0059] When heating demand is low, the first heating and dehumidification mode can be run, refer to... Figure 9 The connection status of the thermal management system is basically similar to that of the passenger cabin-only cooling mode, except that the twelfth interface 83 is connected to the tenth interface 81 and the eleventh interface 82. Part of the coolant flowing out of the second heat exchange section 32 flows to the third heat exchanger 101, and the other part flows to the fourth heat exchanger 104 to meet the lower heating requirements of the passenger cabin.

[0060] When heating demand is high, the second heating and dehumidification mode can be operated, as per [reference needed]. Figure 10 The connection status of the thermal management system is basically similar to that of the mode in which the passenger cabin and battery are cooled simultaneously. The difference is that the twelfth interface 83 is connected to the eleventh interface 82, the first multi-port device 7 is in the second working state, the first interface 71 is connected to the sixth interface 76, and heat is obtained from the motor through the fifth heat exchanger 4.

[0061] In both the first and second heating and dehumidification modes, the third heat exchanger 101 and the sixth heat exchanger 102 exchange heat with the air in the passenger cabin. Since the third heat exchanger 101 is located on the leeward side of the sixth heat exchanger 102, the humid air first flows through the sixth heat exchanger 102, where it encounters the cool air and the water in the air is precipitated out, thus drying the air. The dried air then flows through the third heat exchanger 101, where it is heated, and the heated, dry air enters the passenger cabin to achieve the effect of heating and dehumidification.

[0062] In some other embodiments, under the second heating and dehumidification mode, the first multi-port device 7 can be switched to the first operating state, and heat can be obtained from the battery or heating device 107 through the fifth heat exchanger 4. At this time, there is no coolant flowing at the motor heat exchanger 106, or the second multi-port device 8 can be switched to connect the twelfth port 83 with the tenth port 81 and the eleventh port 82.

[0063] In some other embodiments, the second valve device 24 can also be switched to the off state in the second heating and dehumidification mode.

[0064] After the vehicle has been operating in heating mode for a period of time, the second heat exchanger 103 may frost due to the low ambient temperature and high humidity. At this time, it is necessary to run the defrost mode to avoid or delay the frost formation on the second heat exchanger 103, or to defrost the second heat exchanger 103. However, since the ambient temperature is low, it is necessary to ensure the heating effect of the passenger compartment.

[0065] When the motor has residual heat, the battery has residual heat, or auxiliary heating is required, refer to... Figure 11 The thermal management system operates in the first defrosting mode. The connection status of the thermal management system is basically similar to that of the fourth heating mode, except that the first valve device 22 is in a throttling or full-open state, and the second valve device 24 is in a throttling state. In the coolant system, the operating status of the first multi-way device 7 and the second multi-way device 8 is adjusted to obtain heat from the battery, motor, or heating device 107 through the fifth heat exchanger 4.

[0066] When the coolant circuit cannot provide heat, refer to Figure 12 The thermal management system operates in the second defrosting mode. The connection status of the thermal management system is basically similar to that of the third heating mode, except that: the first valve device 22 is in a throttling or fully open state, the second valve device 24 is in a throttling state, the twelfth port 83 is connected to the tenth port 81 and the eleventh port 82, and the first port 71 is connected to the seventh port 77. The compressor 1 heats the refrigerant. In the first heat exchanger 3, the refrigerant transfers heat to the coolant. Part of the heat is used for heating at the third heat exchanger 101, and the other part is transferred to the refrigerant in the fifth heat exchanger 4 to ensure the normal operation of the system.

[0067] In both the first and second defrosting modes, the second heat exchanger 103 is in a heat-releasing state to prevent or delay frost formation on the second heat exchanger 103, or to defrost the second heat exchanger 103. Adjusting the opening of the first valve device 22 and the second valve device 24 balances the heating effect at the third heat exchanger 101 and the defrosting effect at the second heat exchanger 103, ensuring heating performance while completing the defrosting process and improving comfort.

[0068] When the passenger cabin has no thermal management requirements, but the motor and battery both require heat dissipation, the thermal management system operates in cooling mode. (Refer to...) Figure 13 With compressor 1 and second pump 10 off, the refrigerant system is not running. First pump 9 is on, and first multi-port device 7 is in its third operating state. Third port 73 is connected to seventh port 77, and tenth port 81 is connected to twelfth port 83. The outlet of first pump 9, second heat exchange section 32, fourth heat exchanger 104, battery heat exchange device 105, heating device 107, motor heat exchange device 106, and inlet of first pump 9 are sequentially connected. Through heat exchange with the atmospheric environment via fourth heat exchanger 104, the coolant temperature decreases, and the coolant circulates, thereby achieving heat dissipation for the battery and motor.

[0069] In this application, a first pump 9 is installed in the first branch A, a second pump 10 is installed in the fourth branch D, and no pumps are installed in the third branch C, the second branch B, and the fifth branch E. Based on the heat exchange requirements of the third heat exchanger 101, the motor, and the battery, the operating states of the first multi-way device 7 and the second multi-way device 8 are switched to adjust the connectivity of the coolant system, forming at least one loop. At least one of the first pump 9 and the second pump 10 is used to power the flow of the coolant. Compared to related technologies with at least three pumps, this reduces the number of pumps and is more energy-efficient.

[0070] When the ambient temperature is low and there are passengers in the vehicle, the heating mode needs to be activated to meet their heating needs. After passengers exit the vehicle, ventilation is required, and the heat inside the vehicle will be wasted. Therefore, the heat storage mode can be activated before ventilation to recover heat from the passenger compartment and store it in the battery. When the vehicle is driven again, the heating mode absorbs heat from the battery, reducing the use of the heating device 107, saving electricity, and improving energy efficiency. (Refer to...) Figure 2 and Figure 13The connection status of the thermal management system is basically similar to that of the passenger cabin-only cooling mode, with the difference being that the first multi-port device 7 is in the third working state, with the third interface 73 connected to the seventh interface 77, and the tenth interface 81 connected to the twelfth interface 83. In the first heat exchanger 3, the refrigerant heats the coolant, which circulates through the coolant, and the battery stores the heat. In this embodiment, when the refrigerant flows through the second heat exchanger 103 and the coolant flows through the fourth heat exchanger 104, but heat exchange between the second heat exchanger 103 and the fourth heat exchanger 104 is not desired, the fan device can be turned off, or a pipeline can be used to bypass it.

[0071] In some other embodiments, the fifth branch E further includes an autonomous driving module heat exchanger 108 and a proportional valve 27. The third interface 73, another port of the battery heat exchanger 105, and another port of the proportional valve 27 are connected. One port of the proportional valve 27 is connected to another port of the autonomous driving module heat exchanger 108. One port of the heating device 107, one port of the battery heat exchanger 105, and one port of the autonomous driving module heat exchanger 108 are also connected. The proportional valve 27 has a cut-off state and a proportional adjustment state. When the proportional valve 27 is in the proportional adjustment state, it can adjust the ratio of coolant flowing through the battery heat exchanger 105 and the autonomous driving module heat exchanger 108.

[0072] In cooling and heat dissipation modes, when the autonomous driving module needs cooling; or in the fourth heating mode and the first defrosting mode, when the autonomous driving module has residual heat; or in the battery heating mode, when the autonomous driving module needs heating, the proportional valve 27 can be in a proportional regulation state, allowing at least a portion of the coolant to flow through the autonomous driving module heat exchanger 108. In some other embodiments, the proportional valve 27 can also be a shut-off valve, only controlling whether coolant flows through the autonomous driving module heat exchanger 108.

[0073] According to another specific embodiment of the thermal management system of this application, such as Figure 14 As shown, this embodiment is basically the same as the above embodiment, except that the coolant system also includes a third multi-port device 12. The connection status of the thermal management system in this embodiment under various operating conditions is basically the same as that in the above specific embodiment. The differences are illustrated below, and the similarities are described in the relevant descriptions of the above embodiments.

[0074] Specifically, the third multi-port device 12 includes a first connection port 121, a second connection port 122, a third connection port 123, and a fourth connection port 124. The first connection port 121 is connected to the fourth interface 74, the second connection port 122 is connected to another port of the heating device 107, the third connection port 123 is connected to one port of the motor heat exchange device 106, and the fourth connection port 124 is connected to the fifth interface 75. The third multi-port device 12 has a first operating mode and a second operating mode. In the first operating mode, the first connection port 121 is connected to the second connection port 122, and the third connection port 123 is connected to the fourth connection port 124. In the second operating mode, the first connection port 121 is connected to the fourth connection port 124, and the second connection port 122 is connected to the third connection port 123. In any mode described in the first embodiment, the third multi-port device 12 is in the first operating mode.

[0075] The thermal management system in this embodiment also has a sixth heating mode, which can be operated when both the motor and battery have residual heat. (Refer to...) Figure 14 The connection status of the thermal management system is basically the same as that of the third heating mode in the first embodiment, except that the third multi-port device 12 is in the second working mode. The outlet of the second pump 10, the battery heat exchange device 105, the heating device 107, the motor heat exchange device 106, the fourth heat exchange section 42, and the inlet of the second pump 10 are connected in sequence. Heat is obtained from the motor and battery through the fifth heat exchanger 4, fully recovering waste heat and improving the heating effect. When auxiliary heating is required, the heating device 107 can be turned on to heat the coolant.

[0076] In the fourth heating mode and the first defrosting mode of the first embodiment, since heat needs to be obtained from the heating device 107 through the fifth heat exchanger 4, and the motor needs coolant flow to keep it cool, a portion of the coolant flowing out of the second heat exchange section 32 flows through the fourth heat exchanger 104 and the motor heat exchange device 106. The coolant temperature in the coolant circuit where the first pump 9 is located is high, and the motor will consume the heat originally used for passenger cabin heating, which will reduce the heating effect or require more energy to meet the heating effect. In this embodiment, the first multi-port device 7 can be switched to the second working state, with the first interface 71 connected to the sixth interface 76, the second multi-port device 8 switched to the eleventh interface 82 connected to the twelfth interface 83, and the third multi-port device 12 switched to the second working mode. Since the refrigerant absorbs the temperature of the coolant in the fifth heat exchanger 4, the coolant temperature in the coolant circuit where the second pump 10 is located is low. At this time, the motor temperature is high, the motor absorbs less heat from the heating device 107, and can even provide heat, making the thermal management system more energy-efficient.

[0077] According to another specific embodiment of the thermal management system of this application, such as Figure 15As shown, this embodiment is basically the same as the above embodiments, except that the coolant system further includes a fourth multi-port device 13 and a second bypass pipe 14. The connection status of the thermal management system in this embodiment under various operating conditions is basically the same as that in the above specific embodiments. The differences are illustrated below, while the similarities are described in the relevant descriptions of the above embodiments.

[0078] Specifically, the fourth multi-port device 13 includes a fifth connection port 131, a sixth connection port 132, and a seventh connection port 133, with the fifth connection port 131 communicating with either the sixth connection port 132 or the seventh connection port 133. Optionally, the fourth multi-port device 13 is a three-way valve. The outlet of the first pump 9 is connected to the fifth interface 75, the sixth interface 76 is connected to one port of the second heat exchange section 32, and the seventh interface 77 is connected to one port of the second bypass pipe 14. The other port of the second bypass pipe 14, the other port of the second heat exchange section 32, one port of the fourth heat exchanger 104, and one port of the third heat exchanger 101 are connected. In any mode described in the first embodiment, the fifth connection port 131 communicates with the sixth connection port 132.

[0079] When the motor temperature is too high and the vehicle's cooling demand is low, such as during uphill driving, rapid acceleration, or rapid deceleration, the motor's heat load is high, resulting in a high inlet coolant temperature in the second heat exchanger 32. Conversely, the passenger compartment's heat load is low, leading to a low inlet refrigerant temperature in the first heat exchanger 31. This causes the coolant in the second heat exchanger 32 to heat the refrigerant in the first heat exchanger 31, increasing the high-pressure of the thermal management system and thus increasing the pressure ratio at the compressor 1's inlet and outlet, resulting in reduced system efficiency. In this situation, the thermal management system can operate in load cooling mode, referring to... Figure 15 The connection state of the thermal management system is basically the same as that of the cooling mode in the first embodiment, except that the fifth connection port 131 of the fourth multi-port device 13 is connected to the seventh connection port 133, and the second bypass pipe 14 is used to bypass the second heat exchange section 32, so that no coolant flows in the second heat exchange section 32, and the refrigerant in the first heat exchange section 31 will not be heated, thereby ensuring the energy efficiency of the system. In any mode of the first embodiment, when heat exchange between the first heat exchange section 31 and the second heat exchange section 32 is not required, the connection state of the fourth multi-port device 13 can be switched, and the second bypass pipe 14 can be used to bypass the second heat exchange section 32.

[0080] In this application, the "connection" between two components can be a direct connection or a connection via a pipeline. The two components may only have a pipeline between them, or they may have a valve or other component in addition to a pipeline. Similarly, the "connection" between two components in this application can be a direct connection or a connection via a pipeline. The two components may only have a pipeline connection, or they may have a valve or other component in addition to a pipeline connection.

[0081] It should be understood that the various modes of the thermal management system of this application are independent of each other and can all be started directly. There is no order in which the modes operate. The descriptions involving progressive relationships in the above description are only for ease of understanding and should not be interpreted as indicating that the two modes operate in a certain order.

[0082] This application also provides a control method for a thermal management system. The control method in this application is applied to the thermal management system of the above-described embodiments. The thermal management system also includes a control system 200, which can be used to control the working state of the refrigerant system and the working state of the coolant system.

[0083] Reference Figure 1 The control system 200 includes a controller and several sensors. These sensors can acquire operational information from the first heat exchanger 3, the second heat exchanger 103, the third heat exchanger 101, the fourth heat exchanger 104, the fifth heat exchanger 4, the sixth heat exchanger 102, the seventh heat exchanger 5, the motor, and the battery. Optionally, the operational information includes temperature and pressure. The controller is electrically connected to components such as the compressor 1, the fan inside the air conditioning unit 100, the fan assembly at the air intake grille, several shut-off valves, several proportional valves, several valve assemblies, several pump assemblies, several multi-way assemblies, and several sensors. The controller can acquire the operational information obtained from the sensors. The controller can adjust the operational states of the components of the thermal management system, including at least one of opening components, closing components, speed adjustment, opening degree adjustment, and power adjustment. The controller can execute the control methods of the thermal management system.

[0084] The control methods of the thermal management system include:

[0085] Acquire passenger needs and operational information obtained from sensors;

[0086] Based on passenger demand and operational information obtained from sensors, the controller adjusts the operating status of various components in the thermal management system, enabling the thermal management system to execute appropriate air conditioning operation modes, thereby achieving thermal management of the passenger cabin, motors, and batteries.

[0087] The thermal management system also includes an interactive device. The controller is electrically connected to the interactive device, and the controller can obtain passenger needs through the interactive device, such as the passenger's desired target temperature or operating mode. Optionally, the interactive device can be the electric vehicle's control panel. The air conditioning operating modes described above refer to the connection status of the thermal management system under these operating modes, as described above, and will not be repeated here.

[0088] The above description is merely a preferred embodiment of this application and is not intended to limit this application in any way. Although this application has disclosed the preferred embodiment as above, it is not intended to limit this application. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the technical solution of this application. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the content of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A thermal management system, characterized in that, include: The first heat exchanger includes a first heat exchange section and a second heat exchange section; the thermal management system includes a refrigerant system and a coolant system that are not interconnected. The refrigerant system includes a compressor, a second heat exchanger, a first valve device, and the first heat exchange section. The coolant system includes a first pump, a third heat exchanger, a fourth heat exchanger, a motor heat exchange device, and the second heat exchange section. The thermal management system has a first heating mode. In the first heating mode, the compressor, the first heat exchange section, the second heat exchanger, and the first valve device are connected and refrigerant flows through them. The outlet of the first heat exchange section is connected to the inlet of the first valve device, and the outlet of the first valve device is connected to the inlet of the second heat exchanger. The first valve device is in a throttling state. The first pump, the second heat exchange section, and the third heat exchanger are connected and coolant flows through them. The first pump, the second heat exchange section, the fourth heat exchanger, and the motor heat exchange device are connected and coolant flows through them. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section. The coolant system includes a second pump; the thermal management system has a second heating mode, in which the compressor, the first heat exchange section, the second heat exchanger, and the first valve device are connected and refrigerant flows through them, the outlet of the first heat exchange section is connected to the inlet of the first valve device, the outlet of the first valve device is connected to the inlet of the second heat exchanger, the first valve device is in a throttling state, the first pump, the second heat exchange section, and the third heat exchanger are connected and coolant flows through them, the refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section, and the second pump and the motor heat exchange device are connected and coolant flows through them.

2. A thermal management system as described in claim 1, characterized in that, The thermal management system includes a fifth heat exchanger, which includes a third heat exchange section and a fourth heat exchange section; the refrigerant system includes a second valve device and the third heat exchange section; and the coolant system includes a second pump and the fourth heat exchange section. The thermal management system has a third heating mode. In the third heating mode, the compressor, the first heat exchange section, the third heat exchange section, and the second valve device are connected and refrigerant flows through them. The outlet of the first heat exchange section is connected to the inlet of the second valve device, and the outlet of the second valve device is connected to the inlet of the third heat exchange section. The second valve device is in a throttling state. The first pump, the second heat exchange section, and the third heat exchanger are connected and coolant flows through them. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section. The second pump, the fourth heat exchange section, and the motor heat exchange device are connected and coolant flows through them. The refrigerant in the third heat exchange section exchanges heat with the coolant in the fourth heat exchange section.

3. A thermal management system as described in claim 1, characterized in that, The thermal management system includes a fifth heat exchanger, which includes a third heat exchange section and a fourth heat exchange section; the refrigerant system includes a second valve device and the third heat exchange section; and the coolant system includes a second pump, a heating device, and the fourth heat exchange section. The thermal management system has a fourth heating mode. In this mode, the compressor, the first heat exchange section, the third heat exchange section, and the second valve device are connected and refrigerant flows through them. The outlet of the first heat exchange section is connected to the inlet of the second valve device, and the outlet of the second valve device is connected to the inlet of the third heat exchange section. The second valve device is in a throttling state. The first pump, the second heat exchange section, and the third heat exchanger are connected and coolant flows through them. The first pump, the second heat exchange section, the fourth heat exchanger, and the motor heat exchange device are connected and coolant flows through them. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section. The second pump, the fourth heat exchange section, and the heating device are connected and coolant flows through them. The refrigerant in the third heat exchange section exchanges heat with the coolant in the fourth heat exchange section. The heating device is used to heat the coolant.

4. A thermal management system as described in claim 3, characterized in that, The refrigerant system includes a third valve device; The thermal management system has a fifth heating mode. In the fifth heating mode, the compressor, the first heat exchange section, the first valve device, and the third valve device are connected and refrigerant flows through them. The outlet of the compressor is connected to the inlet of the third valve device, the outlet of the third valve device is connected to the inlet of the first heat exchange section, the outlet of the first heat exchange section is connected to the inlet of the first valve device, no heat exchanger is provided between the outlet of the compressor and the inlet of the third valve device, the first valve device and / or the third valve device are in a throttling state, the first pump, the second heat exchange section, and the third heat exchanger are connected and coolant flows through them, and the refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section.

5. A thermal management system as described in claim 3, characterized in that, The coolant system includes a battery heat exchange device; In the fourth heating mode, the second pump, the fourth heat exchange section, the battery heat exchange device, and the heating device are connected and circulate with coolant, and the heating device is used to heat the coolant; or, the second pump, the fourth heat exchange section, and the battery heat exchange device are connected and circulate with coolant. The thermal management system has a sixth heating mode. In the sixth heating mode, the compressor, the first heat exchange section, the third heat exchange section, and the second valve device are connected and refrigerant flows through them. The outlet of the first heat exchange section is connected to the inlet of the second valve device, and the outlet of the second valve device is connected to the inlet of the third heat exchange section. The second valve device is in a throttling state. The first pump, the second heat exchange section, and the third heat exchanger are connected and coolant flows through them. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section. The second pump, the fourth heat exchange section, the battery heat exchange device, and the motor heat exchange device are connected and coolant flows through them. The refrigerant in the third heat exchange section exchanges heat with the coolant in the fourth heat exchange section.

6. A thermal management system as described in claim 1, characterized in that, The thermal management system includes a fifth heat exchanger, which includes a third heat exchange section and a fourth heat exchange section; the refrigerant system includes a second valve device, a fourth valve device, a sixth heat exchanger, and the third heat exchange section; and the coolant system includes a second pump, a battery heat exchange device, and the fourth heat exchange section. The thermal management system has a cooling mode. In this mode, the compressor, the second heat exchanger, the sixth heat exchanger, and the fourth valve device are connected and refrigerant flows through them. The outlet of the second heat exchanger is connected to the inlet of the fourth valve device, and the outlet of the fourth valve device is connected to the inlet of the sixth heat exchanger. The fourth valve device is in a throttling state. The first pump, the fourth heat exchanger, and the motor heat exchange device are connected and coolant flows through them. Alternatively, in the cooling mode, the compressor, the second heat exchanger, the third heat exchange section, and the second valve device are connected and refrigerant flows through them. The outlet of the second heat exchanger is connected to the inlet of the second valve device, and the outlet of the second valve device is connected to the inlet of the third heat exchange section. The second valve device is in a throttling state. The first pump, the fourth heat exchanger, and the motor heat exchange device are connected and coolant flows through them. The second pump, the fourth heat exchange section, and the battery heat exchange device are connected and coolant flows through them. The refrigerant in the third heat exchange section exchanges heat with the coolant in the fourth heat exchange section.

7. A thermal management system as described in claim 6, characterized in that, The thermal management system has a first heating and dehumidification mode and a second heating and dehumidification mode: In the first heating and dehumidification mode, the compressor, the first heat exchange section, the sixth heat exchanger, and the fourth valve device are connected and refrigerant flows through them. The outlet of the first heat exchange section is connected to the inlet of the fourth valve device, and the outlet of the fourth valve device is connected to the inlet of the sixth heat exchanger. The fourth valve device is in a throttling state. The first pump, the second heat exchange section, and the third heat exchanger are connected and coolant flows through them. The first pump, the second heat exchange section, the fourth heat exchanger, and the motor heat exchange device are connected and coolant flows through them. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section. In the second heating and dehumidification mode, the compressor, the first heat exchange section, the sixth heat exchanger, and the fourth valve device are connected and refrigerant flows through them. The outlet of the first heat exchange section is connected to the inlet of the fourth valve device, and the outlet of the fourth valve device is connected to the inlet of the sixth heat exchanger. The compressor, the first heat exchange section, the third heat exchange section, and the second valve device are connected and refrigerant flows through them. The outlet of the first heat exchange section is connected to the inlet of the second valve device, and the outlet of the second valve device is connected to the inlet of the third heat exchange section. The second valve device and the fourth valve device are in a throttling state. The first pump, the second heat exchange section, and the third heat exchanger are connected and coolant flows through them. The second pump, the fourth heat exchange section, and the motor heat exchange device are connected and coolant flows through them. The refrigerant in the third heat exchange section exchanges heat with the coolant in the fourth heat exchange section.

8. A thermal management system as described in claim 5, characterized in that, The coolant system includes a heating device; The thermal management system has a defrosting mode. In the defrosting mode, the compressor, the first heat exchange section, the second heat exchanger, the third heat exchange section, and the second valve device are connected and refrigerant flows through them. Along the flow direction of the refrigerant, the second heat exchanger and the first heat exchange section are connected in series before the inlet of the second valve device, and the third heat exchange section is connected in series after the outlet of the second valve device. The second valve device is in a throttling state. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section, and the refrigerant in the third heat exchange section exchanges heat with the coolant in the fourth heat exchange section. The first pump, the second heat exchange section, and the third heat exchanger are connected and circulated with coolant; the first pump, the second heat exchange section, the fourth heat exchanger, and the motor heat exchange device are connected and circulated with coolant; the second pump, the fourth heat exchange section, and the heating device are connected and circulated with coolant; or, the first pump, the second heat exchange section, and the third heat exchanger are connected and circulated with coolant; the second pump, the battery heat exchange device, the fourth heat exchange section, and the motor heat exchange device are connected and circulated with coolant; or, the first pump, the second heat exchange section, and the third heat exchanger are connected and circulated with coolant; the first pump, the second heat exchange section, the fourth heat exchanger, the fourth heat exchange section, the second pump, and the motor heat exchange device are connected and circulated with coolant.

9. A control method for a thermal management system, characterized in that, The thermal management system includes: a first heat exchanger, the first heat exchanger including a first heat exchange section and a second heat exchange section; the thermal management system includes a refrigerant system, a coolant system and a control system, the refrigerant system including a compressor, a second heat exchanger, a first valve device and the first heat exchange section, the coolant system including a first pump, a third heat exchanger, a fourth heat exchanger, a motor heat exchange device and the second heat exchange section, and the control system including a controller, the controller being used to execute the control method of the thermal management system; The control method of the thermal management system includes: the controller controls the thermal management system to enter a first heating mode; the compressor, the first heat exchange section, the second heat exchanger, and the first valve device are connected and refrigerant flows through them; the outlet of the first heat exchange section is connected to the inlet of the first valve device; the outlet of the first valve device is connected to the inlet of the second heat exchanger; the first valve device is in a throttling state; the controller is electrically connected to the first valve device and adjusts the opening of the first valve device; the first pump, the second heat exchange section, and the third heat exchanger are connected and coolant flows through them; the first pump, the second heat exchange section, the fourth heat exchanger, and the motor heat exchange device are connected and coolant flows through them; and the refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section. The controller controls the thermal management system to enter the second heating mode. The compressor, the first heat exchange section, the second heat exchanger, and the first valve device are connected and refrigerant flows through them. The outlet of the first heat exchange section is connected to the inlet of the first valve device, and the outlet of the first valve device is connected to the inlet of the second heat exchanger. The first valve device is in a throttling state. The first pump, the second heat exchange section, and the third heat exchanger are connected and coolant flows through them. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section. The second pump and the motor heat exchange device are connected and coolant flows through them.

Images