Thermal management system

Abstract

This application discloses a thermal management system. In a first defrosting mode, the second heat exchange section is connected to the third heat exchanger, the fourth heat exchange section is connected to the fourth heat exchanger, and the fifth heat exchanger is connected to the motor heat exchange device. The fourth heat exchanger exchanges heat with the atmospheric environment. In a second defrosting mode, the second heat exchange section, the fourth heat exchanger, and the third heat exchanger are connected; the fourth heat exchange section, the fifth heat exchanger, and the motor heat exchange device are connected; and the fifth heat exchanger exchanges heat with the atmospheric environment. The thermal management system can alternately operate the first defrosting mode and the second defrosting mode, delaying or avoiding frost formation on the fourth and fifth heat exchangers, and can also fully utilize atmospheric heat to ensure the heating needs of the passenger cabin.

Description

Technical Field

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

[0002] The thermal management system of a vehicle (such as an electric vehicle) regulates the ambient temperature inside the passenger compartment and manages the battery's thermal performance. In winter, when temperatures are low, the thermal management system activates heating mode. The indoor heat exchanger releases heat to meet the heating needs of the passenger compartment, while the outdoor heat exchanger absorbs heat from the atmosphere. However, due to the low ambient temperature, after running in heating mode for a period of time, the outdoor heat exchanger will frost over, reducing its heat absorption capacity and thus affecting the heating effect.

[0003] In existing thermal management systems, when the outdoor heat exchanger frosts, the system switches to defrost mode. The outdoor heat exchanger releases heat to improve the frost situation, but at this time, the indoor heat exchanger absorbs heat, causing the passenger cabin temperature to drop and reducing passenger comfort. The inventors believe there is a need for improvement. Summary of the Invention

[0004] In view of the above-mentioned problems in the related technologies, this application provides a thermal management system with better heating performance in defrosting mode.

[0005] To achieve the above objectives, this application adopts the following technical solution: A thermal management system includes: a compressor, a first heat exchanger, a second heat exchanger, a throttling device, a third heat exchanger, a fourth heat exchanger, a fifth heat exchanger, and a motor heat exchange device. The first heat exchanger includes a first heat exchange section and a second heat exchange section, which are not connected to each other. The second heat exchanger includes a third heat exchange section and a fourth heat exchange section, which are not connected to each other.

[0006] The thermal management system has a first defrost mode and a second defrost mode. In both modes, the compressor, the first heat exchanger, the throttling device, and the third heat exchanger are connected, the throttling device is in a throttling state, the second heat exchanger absorbs heat from the first heat exchanger, and the third heat exchanger absorbs heat from the fourth heat exchanger. In the first defrost mode, the second heat exchanger is connected to the third heat exchanger, the fourth heat exchanger is connected to the fourth heat exchanger, and the fifth heat exchanger is connected to the motor heat exchanger. The fourth heat exchanger exchanges heat with the atmospheric environment. In the second defrost mode, the second heat exchanger, the fourth heat exchanger, and the third heat exchanger are connected, as are the fourth heat exchanger, the fifth heat exchanger, and the motor heat exchanger. The fifth heat exchanger exchanges heat with the atmospheric environment. The thermal management system can alternately operate the first defrost mode and the second defrost mode.

[0007] In this application, in the first defrosting mode, the thermal management system obtains heat from the atmospheric environment through the fourth heat exchanger and delays or defrosts the fifth heat exchanger through the motor heat exchange device; in the second defrosting mode, the thermal management system obtains heat from the atmospheric environment through the fifth heat exchanger and delays or defrosts the fourth heat exchanger through the fluid flowing out of the second heat exchange section. The thermal management system alternately operates the first defrosting mode and the second defrosting mode to delay or avoid frosting of the fourth and fifth heat exchangers, and can also make full use of atmospheric heat to ensure the heating needs of the passenger cabin. Attached Figure Description

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

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

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

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

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

[0013] Figure 6 This is a schematic diagram of the first heating mode, mode two, of an embodiment of the thermal management system of this application;

[0014] Figure 7 This is a schematic diagram of the first heating mode, mode three, of an embodiment of the thermal management system of this application;

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

[0016] Figure 9 This is a schematic diagram of the first heating mode, mode five, of an embodiment of the thermal management system of this application;

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

[0018] Figure 11 This is a schematic diagram of the third heating mode of an embodiment of the thermal management system of this application;

[0019] Figure 12This is a schematic diagram of the first heating and dehumidification mode of an embodiment of the thermal management system of this application;

[0020] Figure 13 This is a schematic diagram of the second heating and dehumidification mode of an embodiment of the thermal management system of this application;

[0021] Figure 14 This is a schematic diagram of the third heating and dehumidification mode of an embodiment of the thermal management system of this application;

[0022] Figure 15 This is a schematic diagram of the fourth heating and dehumidification mode of an embodiment of the thermal management system of this application;

[0023] Figure 16 This is a schematic diagram of a first defrosting mode of an embodiment of the thermal management system of this application;

[0024] Figure 17 This is a schematic diagram of the second defrosting mode of an embodiment of the thermal management system of this application;

[0025] Figure 18 This is a schematic diagram of the third defrosting mode of an embodiment of the thermal management system of this application;

[0026] Figure 19 This is a schematic diagram of the fourth defrosting mode of an embodiment of the thermal management system of this application;

[0027] Figure 20 This is a schematic diagram of the heat dissipation mode of an embodiment of the thermal management system of this application;

[0028] Figure 21 This is a schematic diagram of another embodiment of the thermal management system of this application. Detailed Implementation

[0029] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” as used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0030] It should be understood that the terms "first," "second," and similar terms used in this application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, "an" or "a" and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one; "several" indicates a quantity of two or more. Unless otherwise stated, terms such as "front," "rear," "lower," and / or "upper" are for illustrative purposes only and are not limited to a location or spatial orientation. Terms such as "comprising" or "including" indicate that the elements or objects preceding "comprising" or "including" encompass the elements or objects listed following "comprising" or "including" and their equivalents, but do not exclude other elements or objects.

[0031] The thermal management system of an exemplary embodiment of this application will now be described in detail with reference to the accompanying drawings. Unless otherwise specified, the features of the following embodiments and implementations can complement or combine with each other.

[0032] According to a specific embodiment of the thermal management system of this application, such as Figures 1 to 20 As shown, the thermal management system includes a first heat exchanger 2, a second heat exchanger 4, a second intermediate heat exchanger 6, and a first intermediate heat exchanger 7. The first heat exchanger 2 includes a first heat exchange section 21 and a second heat exchange section 22, which are capable of heat exchange. Both the first and second heat exchange sections 21 and 22 are provided with flow channels, which are isolated and not connected to each other. The second heat exchanger 4 includes a third heat exchange section 41 and a fourth heat exchange section 42. The second intermediate heat exchanger 6 includes a seventh heat exchange section 61 and an eighth heat exchange section 62. The first intermediate heat exchanger 7 includes a fifth heat exchange section 71 and a sixth heat exchange section 72. The first heat exchanger 2 and the second heat exchanger 4 are used for heat exchange between the refrigerant and the coolant, respectively. The second intermediate heat exchanger 6 and the first intermediate heat exchanger 7 are used for heat exchange between the coolant in one circuit and the coolant in another circuit. The design principles of the second heat exchanger 4, the second intermediate heat exchanger 6, and the first intermediate heat exchanger 7 are the same as those of the first heat exchanger 2, and can be found in the relevant description of the first heat exchanger 2.

[0033] The first heat exchanger 2, the second heat exchanger 4, the second intermediate heat exchanger 6, and the first intermediate heat exchanger 7 can be one of the following: plate heat exchanger, shell-and-tube heat exchanger, parallel-flow liquid-cooled heat exchanger, or other liquid-cooled heat exchangers. The first heat exchanger 2, the second heat exchanger 4, the second intermediate heat exchanger 6, and the first intermediate heat exchanger 7 can be the same or different. When a high-pressure refrigerant (e.g., CO2) is used, both the first heat exchanger 2 and the second heat exchanger 4 are parallel-flow heat exchangers. Compared to plate heat exchangers, parallel-flow heat exchangers have stronger pressure resistance and a lower risk of bursting. Due to the lower circulating pressure of the coolant, the second intermediate heat exchanger 6 and the first intermediate heat exchanger 7 can be either plate heat exchangers or shell-and-tube heat exchangers.

[0034] The various components of the thermal management system are connected by pipes to form two main systems: a refrigerant system and a coolant system. These two systems are isolated and not interconnected. The coolant system includes a first sub-coolant system and a second sub-coolant system, which are isolated and do not circulate with each other. Refrigerant flows through the refrigerant system, while coolant flows through both the first and second sub-coolant systems. 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. The flow channels of the first heat exchange section 21 and the third heat exchange section 41 are connected to the refrigerant system; the flow channels of the second heat exchange section 22, the fourth heat exchange section 42, the seventh heat exchange section 61, and the fifth heat exchange section 71 are connected to the first sub-coolant system; and the flow channels of the eighth heat exchange section 62 and the sixth heat exchange section 72 are connected to the second sub-coolant system.

[0035] It should be explained that "the flow channels of the first heat exchange section 21 and the third heat exchange section 41 are connected to the refrigerant system" means that the refrigerant system includes the first heat exchange section 21 and the third heat exchange section 41. Refrigerant in the refrigerant system can flow into and out of the flow channels of the first heat exchange section 21 and the third heat exchange section 41. The inlet and outlet of the first heat exchange section 21 and the inlet and outlet of the third heat exchange section 41 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 channels of the second heat exchange section 22, the fourth heat exchange section 42, the seventh heat exchange section 61, the eighth heat exchange section 62, the fifth heat exchange section 71, and the sixth heat exchange section 72 are connected to the coolant system, as explained above.

[0036] The refrigerant system includes a compressor 1, a throttling device 3, a first heat exchanger 21, and a third heat exchanger 41. These components are indirectly connected via pipes or valves, or they can be integrated into a single structure. When the compressor 1 is turned on, the refrigerant circulates within the system. When the thermal management system switches operating conditions, the refrigerant flow direction remains unchanged. The refrigerant flow sequence is: compressor 1 outlet, first heat exchanger 21, throttling device 3, third heat exchanger 41, and compressor 1 inlet. The throttling device 3 can restrict the flow of refrigerant; optionally, it can be an electronic expansion valve or a thermostatic expansion valve.

[0037] In some other embodiments, the refrigerant system further includes a gas-liquid separation device 5. The gas-liquid separation device 5 is an integrated component. Specifically, it includes an inner cylinder, an outer cylinder, a gas-liquid separation assembly, and a heat exchange assembly. The gas-liquid separation assembly is at least partially located within the inner cavity of the inner cylinder, and the heat exchange assembly is at least partially located within the interlayer cavity formed by the inner and outer cylinders. The gas-liquid separation device 5 includes a first inlet, a second inlet, a first outlet, and a second outlet. The gas-liquid separation assembly is used to separate the refrigerant flowing in through the first inlet into a liquid state. The separated liquid refrigerant is stored in the inner cylinder, while the gaseous refrigerant flows into the interlayer cavity, exchanges heat with the heat exchange assembly, and then flows out of the gas-liquid separation device 5 through the first outlet. The second inlet is the inlet of the heat exchange assembly, and the second outlet is the outlet of the heat exchange assembly. Refrigerant flows through the inner cavity of the heat exchange assembly. In the refrigerant system, the outlet of compressor 1 is connected to the inlet of the first heat exchange section 21, the outlet of the first heat exchange section 21 is connected to the second inlet, the second outlet is connected to the inlet of the throttling device 3, the outlet of the throttling device 3 is connected to the inlet of the third heat exchange section 41, the outlet of the third heat exchange section 41 is connected to the first inlet, and the first outlet is connected to the inlet of compressor 1. Therefore, high-temperature refrigerant flows through the heat exchange components, while the refrigerant flowing in from the first inlet is low-temperature refrigerant. If the thermal management system is equipped with a gas-liquid separation device 5, after compressor 1 is turned on, the refrigerant flow sequence is: compressor 1 outlet, first heat exchange section 21, second inlet, second outlet, throttling device 3, third heat exchange section 41, first inlet, first outlet, compressor 1 inlet.

[0038] In some other embodiments, the gas-liquid separation device 5 includes an independent gas-liquid separator and an intermediate heat exchanger, which are 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 described in detail here.

[0039] In this embodiment, the first sub-coolant system includes a second heat exchanger 22, a fourth heat exchanger 42, a seventh heat exchanger 61, a fifth heat exchanger 71, a first pipeline 19, a second pipeline 20, a third heat exchanger 101, a sixth heat exchanger 102, a fourth heat exchanger 103, a fifth heat exchanger 104, a motor heat exchange device 106, a first pump 8, a second pump 9, a third pump 11, several flow regulating devices, and several flow direction switching devices. The second sub-coolant system includes an eighth heat exchanger 62, a sixth heat exchanger 72, a third pipeline 23, a battery heat exchange device 105, a fourth pump 10, and a first multi-way device 24. These components can be indirectly connected through pipelines or valves, or integrated into a single structure.

[0040] Pump 8 (first pump), pump 9 (second pump), pump 11 (third pump), and pump 10 (fourth pump) are used to power the flow of coolant in the coolant system. Optionally, pumps 8 (first pump), 9 (second pump), 11 (third pump), and 10 (fourth pump) are electric water pumps. The four pumps can be of the same type and different specifications, depending on the requirements of the thermal management system.

[0041] The plurality of flow regulating devices includes a fifth valve 12, a first valve 13, a third valve 14, a fourth valve 15, and a second valve 16. By adjusting the operating states of the plurality of flow regulating devices, the first sub-coolant system can form at least two mutually unconnected coolant circuits. In this embodiment, both the flow regulating device and the first multi-port device 24 have at least port a, port b, and port c. When the flow regulating device and the first multi-port device 24 are in the operating state, at least two of ports a, b, and c are connected.

[0042] Several flow direction switching devices include a first multi-way valve 17 and a second multi-way valve 18. The first multi-way valve 17 includes a first port 171, a second port 172, a third port 173, and a fourth port 174. The first multi-way valve 17 has a first operating state and a second operating state. In the first operating state, the first port 171 is connected to the second port 172, and the third port 173 is connected to the fourth port 174. In the second operating state, the first port 171 is connected to the fourth port 174, and the second port 172 is connected to the third port 173. The second multi-way valve 18 includes a fifth port 181, a sixth port 182, a seventh port 183, and an eighth port 184. The second multi-way valve 18 has a third operating state and a fourth operating state. In the third operating state, the fifth port 181 is connected to the sixth port 182, and the seventh port 183 is connected to the eighth port 184. In the fourth operating state, the fifth port 181 is connected to the eighth port 184, and the sixth port 182 is connected to the seventh port 183. Optionally, both flow direction switching devices are four-way valves.

[0043] 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 as a whole, 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 as a whole, or it can be a separate component assembled with the motor. The first pipe 19, the second pipe 20, and the third pipe 23 are all hollow pipes that can be used to bypass certain components.

[0044] In the first sub-coolant system, the outlet of the fourth heat exchange section 42 is connected to the inlet of the first pump 8, the outlet of the first pump 8 is connected to port a of the fifth valve 12, port b of the fifth valve 12 is connected to the inlet of the sixth heat exchanger 102, and port c of the fifth valve 12 is connected to the inlet of the fifth heat exchange section 71. The fifth valve 12 is used to regulate the flow direction and flow rate distribution of the coolant flowing out of the fourth heat exchange section 42.

[0045] The outlet of the second heat exchange section 22 is connected to the inlet of the second pump 9. The outlet of the second pump 9 is connected to port c of the first valve 13. Port a of the first valve 13 is connected to the inlet of the fourth heat exchanger 103 and port 174. Port b of the first valve 13 is connected to one end of the first pipeline 19. The first valve 13 is used to regulate the flow direction and flow rate distribution of the coolant flowing out of the second heat exchange section 22. The outlet of the fourth heat exchanger 103 is connected to port c of the third valve 14. The other end of the first pipeline 19 is connected to port b of the third valve 14 and port c of the fourth valve 15. Port a of the fourth valve 15 is connected to the inlet of the third heat exchanger 101. Port b of the fourth valve 15 is connected to the inlet of the seventh heat exchange section 61. The outlets of the third heat exchanger 101 and the seventh heat exchange section 61 are respectively connected to the inlet of the second heat exchange section 22.

[0046] The first port 171 is connected to port a of the third valve 14; the second port 172 is connected to the inlet of the fourth heat exchange section 42; the third port 173 is connected to the fifth port 181; and the fourth port 174 is connected to port a of the first valve 13 and the inlet of the fourth heat exchanger 103. The sixth port 182 is connected to the outlet of the sixth heat exchanger 102 and the outlet of the fifth heat exchange section 71; the seventh port 183 is connected to the inlet of the third pump 11; and the eighth port 184 is connected to port c of the second valve 16. Port a of the second valve 16 is connected to one end of the second pipeline 20, and port b of the second valve 16 is connected to the outlet of the fifth heat exchanger 104. The outlet of the third pump 11 is connected to the inlet of the motor heat exchange device 106, and the other end of the second pipeline 20 is connected to the outlet of the motor heat exchange device 106 and the inlet of the fifth heat exchanger 104.

[0047] In the second sub-coolant system, the outlet of the battery heat exchanger 105 is connected to the inlet of the fourth pump 10, and the outlet of the fourth pump 10 is connected to the inlet of the sixth heat exchanger 72 and one end of the third pipe 23. The outlet of the sixth heat exchanger 72 is connected to port b of the first multi-way device 24, the other end of the third pipe 23 is connected to port c of the first multi-way device 24, port a of the first multi-way device 24 is connected to the inlet of the eighth heat exchanger 62, and the outlet of the eighth heat exchanger 62 is connected to the inlet of the battery heat exchanger 105.

[0048] Reference Figures 4 to 8 By controlling the states of the first multi-way valve 17, the second multi-way valve 18, the first valve 13, the third valve 14, and the second valve 16, the fourth heat exchanger 103 can be connected to the second heat exchange section 22 or to the fourth heat exchange section 42. The fourth heat exchanger 103 can release heat to the atmospheric environment or obtain heat from the atmospheric environment. The heat source of the thermal management system can also be selected. Specifically, the fourth heat exchange section 42 is connected to the fifth heat exchange section 71 to obtain heat from the battery; the fourth heat exchange section 42 is connected to the motor heat exchange device 106 to obtain heat from the motor; the fourth heat exchange section 42, the motor heat exchange device 106, and the fifth heat exchanger 104 are connected to obtain heat from the motor and the atmospheric environment; the fourth heat exchange section 42 is connected to the fourth heat exchanger 103 to obtain heat only from the atmospheric environment; the fourth heat exchange section 42, the motor heat exchange device 106, the fourth heat exchanger 103, and the fifth heat exchanger 104 are connected to obtain heat from the motor and the atmospheric environment more fully using two heat exchangers; the motor heat exchange device 106 is connected to the fifth heat exchanger 104 to dissipate heat from the motor through the fifth heat exchanger 104. The fourth heat exchange section 42 can be alternately connected to the fourth heat exchanger 103 and the fifth heat exchanger 104, or simultaneously connected to both, to fully utilize atmospheric heat and reduce the likelihood of frost formation on the fourth and fifth heat exchangers 103 and 104. It should be understood that when the fourth heat exchange section 42 is connected to any one of the motor heat exchange device 106, the fourth heat exchanger 103, or the fifth heat exchanger 104, the fifth heat exchange section 71 is connected to the coolant circuit, allowing it to simultaneously draw heat from the battery when the fourth pump 10 is activated.

[0049] Optionally, the fifth valve 12, the first valve 13, and the fourth valve 15 are three-way proportional valves. When the sixth heat exchanger 102 and the fifth heat exchange section 71 are simultaneously connected to the coolant circuit and in parallel, the fifth valve 12 can be used to adjust the ratio of the coolant flow through the sixth heat exchanger 102 and the fifth heat exchange section 71, thereby adjusting the heat exchange effect between the sixth heat exchanger 102 and the first intermediate heat exchanger 7. When the first pipe 19 and the fourth heat exchanger 103 are simultaneously connected to the coolant circuit and in parallel, the first valve 13 can be used to adjust the ratio of the coolant flow through the first pipe 19 and the fourth heat exchanger 103, thereby adjusting the temperature of the coolant flowing to port c of the fourth valve 15. When the third heat exchanger 101 and the seventh heat exchange section 61 are simultaneously connected to the coolant circuit and in parallel, the fourth valve 15 can be used to adjust the ratio of the coolant flow through the third heat exchanger 101 and the seventh heat exchange section 61, thereby adjusting the heat exchange effect between the third heat exchanger 101 and the second intermediate heat exchanger 6.

[0050] Optionally, the third valve 14, the second valve 16, and the first multi-way device 24 are three-way valves. The first valve 13, the third valve 14, and the first multi-way valve 17 control the connection between the fourth heat exchanger 103 and the second heat exchange section 22 or the fourth heat exchange section 42. The second valve 16 and the second pipeline 20 select whether the fifth heat exchanger 104 is connected to the coolant circuit. The first multi-way device 24 and the third pipeline 23 select whether the sixth heat exchange section 72 is connected to the coolant circuit.

[0051] In some other embodiments, the first multi-way device 24, the flow regulating device, and the flow direction switching device described above can be replaced with other types of valves or combinations of other types of valves, such as check valves, shut-off valves, proportional valves, or combinations thereof, depending on their functions.

[0052] 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. A fourth heat exchanger 103 and a fifth heat exchanger 104 are disposed near the front grille of the vehicle. The fourth heat exchanger 103 and the fifth heat exchanger 104 are arranged side-by-side and are equipped with a fan device to guide the airflow. The fourth heat exchanger 103 and the fifth heat exchanger 104 constitute an outdoor heat exchange assembly. The fourth heat exchanger 103 and the fifth heat exchanger 104 are respectively 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 5 are located in the front engine compartment of the cab. The third heat exchanger 101, the sixth heat exchanger 102, the fourth heat exchanger 103 and the fifth heat exchanger 104 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.

[0053] The thermal management system of this embodiment has multiple operating modes, including heating mode, cooling mode, heating and dehumidification mode, heat dissipation mode, and defrosting mode. In all operating modes, when compressor 1 is turned on, the first heat exchanger 2 acts as a condenser, where the refrigerant releases heat to the coolant. The second heat exchanger 4 acts as an evaporator, where the refrigerant absorbs heat from the coolant. The sixth heat exchanger 102 acts as a cold air core, which can lower the temperature of the air entering the passenger compartment, and the third heat exchanger 101 acts as a warm air core, which can raise the temperature of the air entering the passenger compartment.

[0054] 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.

[0055] like Figures 2 to 4 As shown, when the ambient temperature is high, the thermal management system is in cooling mode. Depending on whether the passenger cabin and battery have cooling needs, the connection status of multiple flow regulating devices can be adjusted to achieve the functions of cooling the passenger cabin alone, cooling the battery alone, or cooling the passenger cabin and battery simultaneously.

[0056] Reference Figure 2When only the passenger cabin requires cooling, the thermal management system is in the first cooling mode. Compressor 1 is turned on, the refrigerant system is in operation, the refrigerant in the first heat exchange section 21 releases heat to the coolant in the second heat exchange section 22, the coolant temperature rises, and the refrigerant in the third heat exchange section 41 absorbs heat from the coolant in the fourth heat exchange section 42, the coolant temperature drops.

[0057] In the coolant system, pumps 8, 9, and 11 are activated, while pump 10 is deactivated. The first multi-way valve 17 is in its second operating state, the second multi-way valve 18 is in its third operating state, ports a and b of the fifth valve 12 are connected, ports a and c of the first valve 13 are connected, ports b and c of the third valve 14 are connected, ports a and c of the fourth valve 15 are connected, and ports b and c of the second valve 16 are connected. Thus, the coolant system forms three non-connected coolant circuits.

[0058] In the first coolant circuit, the outlet of the first pump 8, the sixth heat exchanger 102, the fourth heat exchange section 42, and the inlet of the first pump 8 are connected sequentially. The coolant, after being cooled in the fourth heat exchange section 42, flows to the sixth heat exchanger 102, where it exchanges heat with the air in the air conditioning unit 100 to cool the passenger compartment. The coolant, which has heated up after flowing through the sixth heat exchanger 102, flows back to the fourth heat exchange section 42 to be cooled again, and so on in a cycle.

[0059] In the second coolant circuit, the outlet of the second pump 9, the fourth heat exchanger 103, the third heat exchanger 101, the second heat exchange section 22, and the inlet of the second pump 9 are connected sequentially. The coolant, heated in the second heat exchange section 22, flows to the fourth heat exchanger 103, where its temperature decreases after heat exchange with the ambient air. It then flows back to the second heat exchange section 22 to be heated again, and this cycle continues. The third heat exchanger 101 serves as a conduit; no heat exchange occurs at the third heat exchanger 101.

[0060] In the third coolant circuit, the outlet of the third pump 11, the motor heat exchanger 106, the fifth heat exchanger 104, and the inlet of the third pump 11 are connected in sequence. The heat from the motor is released to the atmosphere through the fifth heat exchanger 104, thus cooling the motor.

[0061] Reference Figure 3When only the battery requires cooling, the thermal management system operates in the second cooling mode, which is the battery cooling mode. The refrigerant system in the second cooling mode is the same as in the first cooling mode, and the coolant system in the second cooling mode is largely the same as in the first cooling mode. For details on these similarities, please refer to the relevant description of the first cooling mode; they will not be repeated here. The difference lies in the coolant system: in the coolant system, the first pump 8, the second pump 9, the third pump 11, and the fourth pump 10 are activated; ports a and c of the fifth valve 12 are connected; and ports a and b of the first multi-way device 24 are connected. This forms four non-connected coolant circuits in the coolant system.

[0062] In the first coolant circuit, the outlet of the first pump 8, the fifth heat exchange section 71, the fourth heat exchange section 42, and the inlet of the first pump 8 are connected sequentially. The second and third coolant circuits are the same as those in the first cooling mode, as described above. In the fourth coolant circuit, the outlet of the fourth pump 10, the sixth heat exchange section 72, the eighth heat exchange section 62, the battery heat exchange device 105, and the inlet of the fourth pump 10 are connected sequentially. The coolant cooled in the fourth heat exchange section 42 flows to the fifth heat exchange section 71, where it absorbs heat from the coolant in the sixth heat exchange section 72. This cooling circulation in the fourth coolant circuit achieves battery cooling. The coolant heated after flowing through the fifth heat exchange section 71 flows back to the fourth heat exchange section 42 for further cooling, thus completing the circulation.

[0063] Reference Figure 4 When both the battery and passenger compartment require cooling, the thermal management system operates in the third cooling mode. The third cooling mode is identical to the refrigerant system in the first cooling mode, and largely the same as the coolant system in the first cooling mode; similarities can be found in the description of the first cooling mode, which will not be repeated here. The difference lies in the coolant system: in the coolant system, the first pump 8, the second pump 9, the third pump 11, and the fourth pump 10 are activated; ports a, b, and c of the fifth valve 12 are connected; and ports a and b of the first multi-way device 24 are connected, forming four unconnected coolant circuits.

[0064] In the first coolant circuit, the outlet of the first pump 8, the fifth heat exchanger 71, the fourth heat exchanger 42, and the inlet of the first pump 8 are sequentially connected, and the outlet of the first pump 8, the sixth heat exchanger 102, the fourth heat exchanger 42, and the inlet of the first pump 8 are sequentially connected. The second and third coolant circuits are the same as the second and third coolant circuits in the first cooling mode, as described above. In the fourth coolant circuit, the outlet of the fourth pump 10, the sixth heat exchanger 72, the eighth heat exchanger 62, the battery heat exchanger 105, and the inlet of the fourth pump 10 are sequentially connected. The coolant, cooled in the fourth heat exchange section 42, is split into two streams by the fifth valve 12. One stream flows to 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 stream flows to the fifth heat exchange section 71, where the coolant absorbs heat from the coolant in the sixth heat exchange section 72. This cooling process circulates through the fourth coolant circuit, cooling the battery. The coolant, heated after passing through the sixth heat exchanger 102 and the fifth heat exchange section 71, flows back to the fourth heat exchange section 42 for further cooling, thus continuing the circulation.

[0065] Understandably, in the first, second, and third cooling modes, the third pump 11 can be turned off when the motor does not require cooling.

[0066] like Figures 5 to 11 As shown, when the ambient temperature is low, the thermal management system is in heating mode. Depending on whether the passenger cabin and battery have heating needs, the connection status of multiple flow regulating devices can be adjusted to achieve the functions of heating the passenger cabin alone, heating the battery alone, or heating the passenger cabin and battery simultaneously.

[0067] Reference Figures 5 to 9 When only the passenger cabin requires heating, the thermal management system is in the first heating mode, and can select to obtain heat from at least one of the atmospheric environment, motor and battery, depending on the state of the battery, motor and atmospheric environment.

[0068] When only heat is drawn from the battery, the thermal management system is in the first heating mode, mode one. Specifically, refer to... Figure 5 Compressor 1 is turned on, and the refrigerant system is in operation. In the coolant system, pumps 8, 9, 11, and 10 are activated. Multi-port valve 17 is in its second operating state, multi-port valve 18 is in its third operating state, ports a and c of valve 12 are connected, ports b and c of valve 13 are connected, valve 14 is inactive, ports a and c of valve 15 are connected, and ports b and c of valve 16 are connected. The coolant system forms four non-connected coolant circuits.

[0069] In the first coolant circuit, the outlet of the first pump 8, the fifth heat exchange section 71, the fourth heat exchange section 42, and the inlet of the first pump 8 are connected sequentially. In the fourth coolant circuit, the outlet of the fourth pump 10, the sixth heat exchange section 72, the eighth heat exchange section 62, the battery heat exchange device 105, and the inlet of the fourth pump 10 are connected sequentially. The coolant cooled in the fourth heat exchange section 42 flows to the fifth heat exchange section 71. Through the coolant circulation in the fourth coolant circuit, the heat from the battery is carried to the sixth heat exchange section 72, where the coolant absorbs the heat from the coolant in the sixth heat exchange section 72. The coolant heated after flowing through the fifth heat exchange section 71 flows back to the fourth heat exchange section 42 for further cooling, thus achieving waste heat recovery and utilization from the battery.

[0070] In the second coolant circuit, the outlet of the second pump 9, the first pipe 19, the third heat exchanger 101, the second heat exchange section 22, and the inlet of the second pump 9 are connected sequentially. The coolant, heated in the second heat exchange section 22, flows to the third heat exchanger 101, where it exchanges heat with the air in the air conditioning unit 100, thus raising the temperature of the passenger compartment. It then flows back to the second heat exchange section 22 for reheating, and this cycle repeats. In the third coolant circuit, the outlet of the third pump 11, the motor heat exchange device 106, the fifth heat exchanger 104, and the inlet of the third pump 11 are connected sequentially. The heat from the motor is released to the atmosphere through the fifth heat exchanger 104, thus cooling the motor.

[0071] When heat is drawn from the battery and the atmospheric environment, the thermal management system operates in the first heating mode, mode two. Specifically, refer to... Figure 6 The refrigerant system in this mode is the same as that in the first heating mode. The coolant system in this mode is also largely the same as that in the first heating mode; similarities can be found in the relevant descriptions and will not be repeated here. The difference lies in the coolant system: the first multi-way valve 17 is in the first working state, and ports a and c of the third valve 14 are connected. In the first coolant circuit, the outlet of the first pump 8, the fifth heat exchange section 71, the fourth heat exchanger 103, the fourth heat exchange section 42, and the inlet of the first pump 8 are connected sequentially. The coolant, cooled in the fourth heat exchange section 42, flows to the fifth heat exchange section 71 to absorb heat from the battery. Then it flows to the fourth heat exchanger 103 to exchange heat with the atmospheric environment, obtaining heat from the atmosphere. The heated coolant then flows to the fourth heat exchange section 42 to be cooled again, and so on in a cycle. This achieves waste heat recovery and utilization from the battery, and utilizes the heat from the atmospheric environment, thereby improving the heating effect.

[0072] When heat is drawn from the battery and motor, the thermal management system operates in the first heating mode, mode three. For specific details, refer to... Figure 7The refrigerant system in this mode is the same as that in the first heating mode. The coolant system in this mode is also largely the same as that in the first heating mode; similarities can be found in the relevant descriptions and will not be repeated here. The difference lies in the coolant system: the second multi-way valve 18 is in its fourth operating state, and ports a and c of the second valve 16 are connected, forming a single loop with the first and third coolant circuits. The fifth heat exchanger 104 is bypassed by the second pipeline 20, and the outlet of the first pump 8, the fifth heat exchange section 71, the third pump 11, the motor heat exchange device 106, the fourth heat exchange section 42, and the inlet of the first pump 8 are sequentially connected. The coolant, cooled in the fourth heat exchange section 42, flows to the fifth heat exchange section 71 to absorb heat from the battery. Then it flows to the motor heat exchange device 106 to absorb heat from the motor. The heated coolant then flows back to the fourth heat exchange section 42 to be cooled again, and so on in a cycle. Simultaneously, it realizes the recovery and utilization of waste heat from motors and batteries, making reasonable use of waste heat and improving energy efficiency.

[0073] When heat is drawn from the battery, motor, and atmospheric environment, the thermal management system operates in the first heating mode, mode four. Specifically, refer to... Figure 8 The refrigerant system in this mode is the same as that in the first heating mode. The coolant system in this mode is also largely the same as that in the first heating mode; similarities can be found in the relevant descriptions and will not be repeated here. The difference lies in the coolant system: the second multi-way valve 18 is in its fourth operating state, and the first and third coolant circuits are connected in series to form a single circuit. The outlet of the first pump 8, the fifth heat exchange section 71, the third pump 11, the motor heat exchange device 106, the fifth heat exchanger 104, the fourth heat exchange section 42, and the inlet of the first pump 8 are sequentially connected. The coolant, cooled in the fourth heat exchange section 42, flows to the fifth heat exchange section 71 to absorb heat from the battery. Then it flows to the motor heat exchange device 106 to absorb heat from the motor. Next, it flows to the fifth heat exchanger 104 to obtain heat from the atmospheric environment. Finally, the heated coolant flows back to the fourth heat exchange section 42 to be cooled again, thus circulating in a cycle. It enables the recovery and utilization of waste heat from batteries and motors, while also utilizing atmospheric heat to improve heating performance and energy efficiency.

[0074] In some embodiments, heat can be absorbed from the atmospheric environment simultaneously through the fourth heat exchanger 103 and the fifth heat exchanger 104, and waste heat from the battery and motor can be recovered and utilized. The thermal management system is in the first heating mode, mode five. Specifically, refer to Figure 9The refrigerant system in this mode is the same as that in the first heating mode. The coolant system in this mode is also largely the same as that in the first heating mode; similarities can be found in the relevant descriptions and will not be repeated here. The difference lies in the coolant system: the first multi-way valve 17 is in the first working state, the second multi-way valve 18 is in the fourth working state, and ports a and c of the third valve 14 are connected. The first and third coolant circuits are connected in series to form a single circuit. The outlet of the first pump 8, the fifth heat exchange section 71, the third pump 11, the motor heat exchange device 106, the fifth heat exchanger 104, the fourth heat exchanger 103, the fourth heat exchange section 42, and the inlet of the first pump 8 are connected sequentially. The coolant, cooled in the fourth heat exchange section 42, flows to the fifth heat exchange section 71 to absorb heat from the battery. Then it flows to the motor heat exchange device 106 to absorb heat from the motor. Finally, it flows sequentially through the fifth heat exchanger 104 and the fourth heat exchanger 103 to fully absorb heat from the atmospheric environment. The heated coolant then flows to the fourth heat exchange section 42 to be cooled again, and so on in a cycle.

[0075] In some embodiments, in the first heating mode, modes two to five, when the battery has no excess heat, the first multi-port device 24 can be switched to connect port a and port c, and the sixth heat exchange section 72 can be bypassed through the third pipe 23, so that no heat exchange occurs at the first intermediate heat exchanger 7.

[0076] When only the battery requires heating, the thermal management system operates in the second heating mode, which is the battery heating mode. Specifically, refer to... Figure 10 The refrigerant system in this mode is the same as that in the first heating mode (mode 5). The coolant system in this mode is also largely the same as that in the first heating mode (mode 5); similarities can be found in the relevant descriptions and will not be repeated here. The difference lies in the coolant system: port b of the fourth valve 15 is connected to port c, and port a of the first multi-port device 24 is connected to port c. The coolant heated in the second heat exchange section 22 flows to the seventh heat exchange section 61, where it releases heat to the coolant in the eighth heat exchange section 62. Through the circulation of coolant in the second sub-coolant system, the battery is heated. The cooled coolant then flows back to the second heat exchange section 22 to be heated again, and this circulation continues.

[0077] When both the battery and passenger cabin require heating, the thermal management system operates in the third heating mode. Specifically, refer to... Figure 11The refrigerant system in this mode is the same as that in the first heating mode (mode 5). The coolant system in this mode is also largely the same as that in the first heating mode (mode 5), and the similarities can be found in the relevant descriptions, which will not be repeated here. The difference lies in the coolant system: ports a, b, and c of the fourth valve 15 are connected, and ports a and c of the first multi-port device 24 are connected. The coolant heated in the second heat exchange section 22 is divided into two paths by the fourth valve 15. One path flows to the third heat exchanger 101, where the coolant exchanges heat with the air in the air conditioning unit 100 to raise the temperature of the passenger compartment. The other path flows to the second intermediate heat exchanger 6, where the coolant in the seventh heat exchange section 61 heats the coolant in the eighth heat exchange section 62. Through the circulation of coolant in the second sub-coolant system, the battery is heated. The cooled coolant flowing out of the third heat exchanger 101 and the seventh heat exchange section 61 flows back to the second heat exchange section 22 and is heated again, thus circulating in this way.

[0078] Understandably, in the second and third heating modes, depending on the condition of the motor and the atmospheric environment, it can be switched to obtain heat only through the fourth heat exchanger 103 (see reference). Figure 6 Alternatively, it can switch to obtaining heat solely through the motor heat exchanger 106 (see reference). Figure 7 Alternatively, it can switch to obtaining heat through the motor heat exchanger 106 and the fifth heat exchanger 104 (see reference). Figure 8 ).

[0079] like Figures 12 to 15 As shown, when the ambient temperature is low and the humidity is high, the windshield is prone to fogging, posing a safety hazard. The passenger cabin has heating and dehumidification requirements, and the thermal management system is in heating and dehumidification mode. According to the heating requirements of the passenger cabin, the states of the first valve 13 and the third valve 14 can be adjusted to control whether to connect to the first pipe 19 and to control the flow ratio of the coolant flowing through the first pipe 19 and the fourth heat exchanger 103, thereby controlling the heat exchange capacity of the third heat exchanger 101.

[0080] In spring and autumn, when the heating demand in the passenger cabin is low, or when passengers still feel the interior temperature is low even when compressor 1 is running at its lowest speed, the thermal management system operates in the first heating and dehumidification mode. (Refer to...) Figure 12 Compressor 1 is turned on, and the refrigerant system is in operation. In the coolant system, pumps 8, 9, and 11 are on, while pump 10 is off. Multi-port valve 17 is in its second operating state, multi-port valve 18 is in its third operating state, ports a and b of valve 12 are connected, ports a and c of valve 13 are connected, ports b and c of valve 14 are connected, ports a and c of valve 15 are connected, and ports b and c of valve 16 are connected. The coolant system forms three non-connected coolant circuits.

[0081] In the first coolant circuit, the outlet of the first pump 8, the sixth heat exchanger 102, the fourth heat exchange section 42, and the inlet of the first pump 8 are connected sequentially. The coolant, cooled in the fourth heat exchange section 42, flows to the sixth heat exchanger 102. The air in the air conditioning unit 100 flows through the sixth heat exchanger 102, and the water in the air is separated out, thereby achieving dehumidification. The coolant, heated after flowing through the sixth heat exchanger 102, flows back to the fourth heat exchange section 42 to be cooled again, and so on in a cycle.

[0082] In the second coolant circuit, the outlet of the second pump 9, the fourth heat exchanger 103, the third heat exchanger 101, the second heat exchange section 22, and the inlet of the second pump 9 are connected sequentially. The coolant, heated in the second heat exchange section 22, flows to the fourth heat exchanger 103 to exchange heat with the atmospheric environment, thus lowering its temperature. Then, the coolant flows to the third heat exchanger 101, where it exchanges heat with the air in the air conditioning unit 100, thereby heating and dehumidifying the air, achieving heating and dehumidification. The coolant then flows back to the second heat exchange section 22 for reheating, and this cycle continues. Because the coolant first releases heat to the atmospheric environment through the fourth heat exchanger 103, its temperature is lowered, resulting in a lower heat exchange capacity at the third heat exchanger 101. In the third coolant circuit, the outlet of the third pump 11, the motor heat exchange device 106, the fifth heat exchanger 104, and the inlet of the third pump 11 are connected sequentially. The heat from the motor is released to the atmospheric environment through the fifth heat exchanger 104, achieving motor cooling.

[0083] When the thermal management system is operating in the first heating and dehumidification mode, it switches to the second heating and dehumidification mode when the heating demand in the passenger cabin increases. For details, please refer to... Figure 13 The first valve 13 is switched to connect ports a, b, and c, guiding a portion of the coolant, which has not exchanged heat with the atmosphere, through the first pipe 19. This coolant mixes with the coolant, which has cooled after flowing through the fourth heat exchanger 103, thereby increasing the temperature of the coolant flowing into the third heat exchanger 101 and meeting the heating requirements of the passenger compartment. In some embodiments, the first valve 13 is a three-way proportional valve, and the temperature of the coolant flowing into the third heat exchanger 101 can be adjusted by regulating the opening ratio of the first valve 13.

[0084] When the heating demand in the passenger cabin increases further, the thermal management system switches to the third heating and dehumidification mode. For details, please refer to... Figure 14 The first valve 13 is switched to connect port b and port c, and the third valve 14 is switched to the non-working state. All the high-temperature coolant flowing out of the second heat exchange section 22 flows into the third heat exchanger 101, thereby meeting the relatively high heating demand of the heat exchange passenger cabin.

[0085] Understandably, based on the heating needs of the passenger cabin, the thermal management system can directly operate one of the first heating and dehumidification modes, the second heating and dehumidification mode, and the third heating and dehumidification mode, without having to first operate the first heating and dehumidification mode and then switch. The above description is only for the purpose of understanding the differences between modes and does not limit the control method of the thermal management system.

[0086] When the battery and motor have residual heat, and the ambient temperature is usable, the thermal management system switches to the fourth heating and dehumidification mode. For details, please refer to... Figure 15 The fifth valve 12 is switched so that ports a, b, and c are connected. The first multi-way valve 17 is switched to the first working state, the second multi-way valve 18 is in the fourth working state, the fourth pump 10 is turned on, and ports a and b of the first multi-way device 24 are connected. The outlet of the first pump 8, the fifth heat exchange section 71, the third pump 11, the motor heat exchange device 106, the fifth heat exchanger 104, the fourth heat exchanger 103, the fourth heat exchange section 42, and the inlet of the first pump 8 are connected in sequence. The outlet of the fourth pump 10, the sixth heat exchange section 72, the eighth heat exchange section 62, the battery heat exchange device 105, and the inlet of the fourth pump 10 are connected in sequence. Waste heat from the motor and battery is recovered and utilized, and atmospheric heat is fully utilized to improve heating and dehumidification effects and energy efficiency.

[0087] Understandably, in the fourth heating and dehumidification mode, depending on the state of the battery, motor, and atmospheric environment, it can switch to obtaining heat from the battery solely through the first intermediate heat exchanger 7 (see reference). Figure 5 Alternatively, heat may be obtained solely through the fourth heat exchanger 103 (see reference). Figure 6 ), or obtain heat only through the motor heat exchanger 106 (see reference). Figure 7 Alternatively, heat can be obtained through the motor heat exchanger 106 and the fifth heat exchanger 104 (see reference). Figure 8 ).

[0088] After the vehicle has been operating in heating mode for a period of time, due to the low ambient temperature and high humidity, frost may form on the fourth heat exchanger 103 and the fifth heat exchanger 104. At this time, it is necessary to run the defrost mode to avoid or delay the frost formation on the fourth heat exchanger 103 and the fifth heat exchanger 104, or to defrost the fourth heat exchanger 103 and the fifth heat exchanger 104, but the heating effect of the passenger compartment must be ensured.

[0089] The thermal management system has a first defrosting mode, in which the thermal management system absorbs heat from the atmospheric environment through the fourth heat exchanger 103, and uses the heat from the motor to defrost the fifth heat exchanger 104. Specifically, refer to... Figure 16Compressor 1 is turned on, and the refrigerant system is in operation. In the coolant system, pumps 8, 9, and 11 are on, while pump 10 is off. Multi-port valve 17 is in its first operating state, multi-port valve 18 is in its third operating state, ports a and c of valve 12 are connected, ports b and c of valve 13 are connected, ports a and c of valve 14 are connected, ports a and c of valve 15 are connected, and ports b and c of valve 16 are connected. The coolant system forms three non-connected coolant circuits.

[0090] In the first coolant circuit, the outlet of the first pump 8, the fifth heat exchange section 71, the fourth heat exchanger 103, the fourth heat exchange section 42, and the inlet of the first pump 8 are connected sequentially. The coolant, after being cooled in the fourth heat exchange section 42, flows to the fourth heat exchanger 103 to exchange heat with the atmospheric environment. The coolant, which has been heated after flowing through the fourth heat exchanger 103, flows back to the fourth heat exchange section 42 to be cooled again, and so on in a cycle.

[0091] In the second coolant circuit, the outlet of the second pump 9, the third heat exchanger 101, the second heat exchange section 22, and the inlet of the second pump 9 are connected sequentially. The coolant, heated in the second heat exchange section 22, flows to the third heat exchanger 101, where it exchanges heat with the air in the air conditioning unit 100, thus heating the air to meet the heating needs of the passenger cabin. The coolant then flows back to the second heat exchange section 22 for reheating, and this cycle continues. In the third coolant circuit, the outlet of the third pump 11, the motor heat exchange device 106, the fifth heat exchanger 104, and the inlet of the third pump 11 are connected sequentially, and the heat from the motor defrosts the fifth heat exchanger 104.

[0092] The thermal management system has a second defrosting mode. The thermal management system absorbs heat from the atmospheric environment through the fifth heat exchanger 104, or recovers waste heat from the motor. A portion of the high-temperature coolant is diverted through the first valve 13 to the fourth heat exchanger 103 for defrosting. Specifically, refer to... Figure 17 Compressor 1 is turned on, and the refrigerant system is in operation. In the coolant system, pumps 8, 9, and 11 are on, while pump 10 is off. Multi-port valve 17 is in its second operating state, multi-port valve 18 is in its fourth operating state, ports a and c of valve 12 are connected, ports a, b, and c of valve 13 are connected, ports b and c of valve 14 are connected, ports a and c of valve 15 are connected, and ports b and c of valve 16 are connected. The coolant system forms two non-connected coolant circuits.

[0093] In the first coolant circuit, the outlet of the first pump 8, the fifth heat exchange section 71, the third pump 11, the motor heat exchange device 106, the fifth heat exchanger 104, the fourth heat exchange section 42, and the inlet of the first pump 8 are connected sequentially. The coolant, cooled in the fourth heat exchange section 42, flows sequentially through the motor heat exchange device 106 and the fifth heat exchanger 104, recovering waste heat from the motor and acquiring heat from the atmosphere. The coolant, heated after passing through the fifth heat exchanger 104, flows back to the fourth heat exchange section 42 for further cooling, thus creating a continuous cycle.

[0094] In the second coolant circuit, the outlet of the second pump 9, the first pipe 19, the third heat exchanger 101, the second heat exchange section 22, and the inlet of the second pump 9 are connected sequentially. Similarly, the outlet of the second pump 9, the fourth heat exchanger 103, the third heat exchanger 101, the second heat exchange section 22, and the inlet of the second pump 9 are connected sequentially. The coolant heated in the second heat exchange section 22 is split through the first valve 13. One path flows into the fourth heat exchanger 103 for defrosting; the other path flows into the first pipe 19. The coolant flowing from the fourth heat exchanger 103 and the coolant flowing from the first pipe 19 merge and flow into the third heat exchanger 101. The coolant exchanges heat with the air in the air conditioning unit 100, thus heating the air to meet the heating needs of the passenger cabin. The coolant then flows to the second heat exchange section 22 for reheating, and this cycle continues. Based on the heating needs of the passenger cabin, the first valve 13 can be adjusted to select whether to connect to the first pipe 19 and to control the flow rate of the coolant flowing through the first pipe 19. Based on whether the fifth heat exchanger 104 is frosted, it can be selected whether to connect to the fifth heat exchanger 104 to allow it to defrost naturally.

[0095] In the first defrosting mode and the second defrosting mode, when the battery has residual heat, the fourth pump 10 can be turned on. Through the circulation of the coolant in the second sub-coolant system, the battery heat is carried to the sixth heat exchange unit 72 to recover and utilize the battery's residual heat.

[0096] Understandably, by designing the control strategy of the thermal management system, the system alternates between the first defrost mode and the second defrost mode, delaying or preventing the frosting of the fourth heat exchanger 103 and the fifth heat exchanger 104. This also allows for full utilization of ambient heat, ensuring the heating needs of the passenger cabin. It's important to understand that "alternating operation" does not mean frequent switching between the two modes, but rather operating one mode for a period before switching to the other. For example, the first defrost mode is initially run, utilizing the fourth heat exchanger 103 to absorb heat from the atmosphere. When the fourth heat exchanger 103 is nearing or has already frosted, the system switches to the second defrost mode to defrost it, using the fifth heat exchanger 104 to absorb heat from the atmosphere. When the fifth heat exchanger 104 is nearing or has already frosted, the system can switch back to the first defrost mode to defrost it, utilizing the fourth heat exchanger 103 to absorb heat from the atmosphere.

[0097] When both the fourth heat exchanger 103 and the fifth heat exchanger 104 are frosted, the thermal management system operates in the third defrosting mode. A portion of the high-temperature coolant is diverted through the first valve 13 to the fourth heat exchanger 103 for defrosting. Heat from the motor is used to defrost the fifth heat exchanger 104, and heat is also drawn from the battery. Specifically, refer to... Figure 18 Compressor 1 is turned on, and the refrigerant system is in operation. In the coolant system, pumps 8, 9, 11, and 10 are turned on. Multi-port valve 17 is in its second operating state, multi-port valve 18 is in its third operating state, port a and port c of valve 12 are connected, ports a, b, and c of valve 13 are connected, port b and port c of valve 14 are connected, port a and port c of valve 15 are connected, and port b and port c of valve 16 are connected.

[0098] In the first coolant circuit, the outlet of the first pump 8, the fifth heat exchange section 71, the fourth heat exchange section 42, and the inlet of the first pump 8 are connected sequentially. In the fourth coolant circuit, the outlet of the fourth pump 10, the sixth heat exchange section 72, the eighth heat exchange section 62, the battery heat exchange device 105, and the inlet of the fourth pump 10 are connected sequentially. The coolant in the fifth heat exchange section 71 absorbs heat from the coolant in the sixth heat exchange section 72 and circulates through the coolant in the fourth coolant circuit, thus recovering and utilizing waste heat from the battery.

[0099] In the second coolant circuit, the outlet of the second pump 9, the first pipe 19, the third heat exchanger 101, the second heat exchange section 22, and the inlet of the second pump 9 are connected sequentially. Similarly, the outlet of the second pump 9, the fourth heat exchanger 103, the third heat exchanger 101, the second heat exchange section 22, and the inlet of the second pump 9 are connected sequentially. The coolant heated in the second heat exchange section 22 is split through the first valve 13. One path flows into the fourth heat exchanger 103 for defrosting; the other path flows into the first pipe 19. The coolant flowing from the fourth heat exchanger 103 and the coolant flowing from the first pipe 19 merge and flow into the third heat exchanger 101. The coolant exchanges heat with the air in the air conditioning unit 100, thus heating the air to meet the heating needs of the passenger cabin. The coolant then flows to the second heat exchange section 22 for reheating, and this cycle continues. According to the heating needs of the passenger cabin, the first valve 13 can be adjusted to select whether to connect to the first pipe 19 and to control the flow rate of the coolant flowing through the first pipe 19.

[0100] In the third coolant circuit, the outlet of the third pump 11, the motor heat exchange device 106, the fifth heat exchanger 104, and the inlet of the third pump 11 are connected in sequence, and the heat from the motor is used to defrost the fifth heat exchanger 104.

[0101] After the thermal management system has been running in the third defrosting mode for a period of time and there is no residual heat in the battery, the thermal management system can switch to the fourth defrosting mode, which is a common defrosting mode. A portion of the high-temperature coolant is diverted through the first valve 13 to the fourth heat exchanger 103 for defrosting, or the first valve 13 can be switched to connect port b and port c, allowing the fourth heat exchanger 103 to defrost naturally. Heat from the motor is used to defrost the fifth heat exchanger 104, and the compressor 1 performs work to ensure the heating needs of the passenger compartment. Specifically, refer to... Figure 19 Based on the third defrost mode, the fourth valve 15 is switched to connect ports a, b, and c. The coolant in the seventh heat exchanger 61 releases heat to the coolant in the eighth heat exchanger 62, and the coolant in the fifth heat exchanger 71 obtains heat from the coolant in the sixth heat exchanger 72. The compressor 1 performs work to provide the heat source. It is understandable that, depending on the battery's state, the thermal management system can directly operate the fourth defrost mode without first operating the third defrost mode and then switching to the fourth.

[0102] When only the motor and battery require heat dissipation, compressor 1 shuts down, and the thermal management system operates in heat dissipation mode. Specifically, refer to... Figure 20Compressor 1 is off, and the refrigerant system is not running. In the coolant system, the second pump 9 is off, and the first pump 8, the third pump 11, and the fourth pump 10 are on. The first multi-way valve 17 is in its first operating state, the second multi-way valve 18 is in its fourth operating state, port a and port c of the fifth valve 12 are connected, the first valve 13 and the fourth valve 15 are closed, port a and port c of the third valve 14 are connected, and port b and port c of the second valve 16 are connected. In the first coolant circuit, the outlet of the first pump 8, the fifth heat exchange section 71, the third pump 11, the motor heat exchange device 106, the fifth heat exchanger 104, the fourth heat exchanger 103, the fourth heat exchange section 42, and the inlet of the first pump 8 are connected in sequence. In the second coolant circuit, the outlet of the fourth pump 10, the sixth heat exchange section 72, the eighth heat exchange section 62, the battery heat exchange device 105, and the inlet of the fourth pump 10 are connected in sequence. The coolant in the fifth heat exchange section 71 absorbs the heat from the coolant in the sixth heat exchange section 72, and the heat is dissipated from the battery and motor through the fourth heat exchanger 103 and the fifth heat exchanger 104.

[0103] In some other embodiments, the first multi-way valve 17 can be switched to a second operating state, dissipating heat only through the fifth heat exchanger 104. The second valve 16 can also be switched to connect ports a and c, dissipating heat only through the fourth heat exchanger 103. Alternatively, the second multi-way valve 18 can be switched to a third operating state, dissipating heat to the battery through the fourth heat exchanger 103 and to the motor through the fifth heat exchanger 104.

[0104] To ensure the cooling effect of the passenger cabin, the outlet coolant temperature of the fourth heat exchanger 42 is relatively low. In related technologies, the inlet of the battery heat exchanger 105 is directly connected to the outlet of the fourth heat exchanger 42. On the one hand, excessively low coolant temperature can damage the battery. On the other hand, due to the large size of the battery, the temperature of the coolant flowing out of the battery heat exchanger 105 after heat exchange with the battery is relatively high, which will result in a high inlet coolant temperature of the fourth heat exchanger 42. The heat exchange capacity of the second heat exchanger 4 is limited, and it cannot ensure that the outlet coolant temperature of the fourth heat exchanger 42 is low enough, thus affecting the cooling effect of the passenger cabin. In this embodiment, the battery heat exchanger 105 and the sixth heat exchanger 102 are separated and connected to two non-connected sub-coolant systems. Through the design of the first intermediate heat exchanger 7, the outlet coolant temperature of the fourth heat exchanger 42 can be ensured to be low enough, thereby ensuring the cooling effect of the passenger cabin. At the same time, the outlet coolant temperature of the sixth heat exchanger 72 is more suitable, which can protect the battery. Similarly, by separating the battery heat exchange device 105 from the third heat exchanger 101, and by designing the second intermediate heat exchanger 6, it can be ensured that the outlet coolant temperature of the second heat exchange section 22 is high enough to ensure the heating effect of the passenger compartment and protect the battery.

[0105] In this embodiment, the first multi-channel device 24, the second intermediate heat exchanger 6, and the first intermediate heat exchanger 7 constitute an intermediate heat exchange assembly, which is used to select whether to heat or cool the battery. The intermediate heat exchange assembly includes a first intermediate heat exchange section and a second intermediate heat exchange section. The first intermediate heat exchange section includes a seventh heat exchange section 61 and a fifth heat exchange section 71, and the second intermediate heat exchange section includes an eighth heat exchange section 62 and a sixth heat exchange section 72. The seventh heat exchange section 61 and the fifth heat exchange section 71 are not connected, and they can simultaneously exchange heat with the coolant in the second sub-coolant system.

[0106] According to another specific embodiment of the thermal management system of this application, such as Figure 21 As shown, this embodiment is basically the same as the above embodiment, except that the coolant system does not have a second intermediate heat exchanger 6, a first intermediate heat exchanger 7, a third pipeline 23, and a first multi-way device 24, but it does have a second multi-way device 25 and a third intermediate heat exchanger 26. The differences will be explained below, while the similarities will be referred to the relevant description of the previous embodiment.

[0107] Specifically, the second multi-port device 25 includes port a, port b, and port c. When the second multi-port device 25 is in operation, at least two of ports a, b, and c are connected. The third intermediate heat exchanger 26 includes a ninth heat exchange section 261 and a tenth heat exchange section 262, which are capable of heat exchange. Both the ninth and tenth heat exchange sections 261 and 262 are provided with flow channels, which are isolated from each other and not connected. The third intermediate heat exchanger 26 is used for heat exchange between the coolant in one circuit and the coolant in another circuit. The second multi-port device 25 and the ninth heat exchange section 261 are connected to the first sub-coolant system, and the tenth heat exchange section 262 is connected to the second sub-coolant system.

[0108] Port a of the second multi-port device 25 is connected to the outlet of the ninth heat exchange section 261. Port b of the second multi-port device 25 is connected to the outlet of the third heat exchanger 101 and the inlet of the second heat exchange section 22. Port c of the second multi-port device 25 is connected to the outlet of the sixth heat exchanger 102 and the sixth port 182. The inlet of the ninth heat exchange section 261 is connected to port c of the fifth valve 12 and port b of the fourth valve 15. The outlet of the fourth pump 10 is connected to the inlet of the tenth heat exchange section 262. The outlet of the tenth heat exchange section 262 is connected to the inlet of the battery heat exchange device 105. The outlet of the battery heat exchange device 105 is connected to the inlet of the fourth pump 10.

[0109] In this embodiment, the second multi-channel device 25 and the third intermediate heat exchanger 26 form an intermediate heat exchange assembly. The first intermediate heat exchange section is the ninth heat exchange section 261, and the second intermediate heat exchange section is the tenth heat exchange section 262. The second multi-channel device 25 selects whether the ninth heat exchange section 261 is connected to the outlet of the second heat exchange section 22 or to the outlet of the fourth heat exchange section 42, thereby controlling whether the battery is heated or cooled. The ninth heat exchange section 261 cannot be simultaneously connected to both the second heat exchange section 22 and the fourth heat exchange section 42.

[0110] In this application, the "connection" between two components can be a direct connection or a connection via a pipeline. The two components may only have a pipeline between them, or they may have valves or other components in addition to a pipeline. Similarly, the "connection" between two components in this application can be a direct connection or a connection via a pipeline. The two components may only have a pipeline connection, or they may have valves or other components in addition to a pipeline connection.

[0111] 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.

[0112] Reference Figure 1 The control system 200 includes a controller and multiple sensors. These sensors can acquire operational information from the first heat exchanger 2, the second heat exchanger 4, the third heat exchanger 101, the sixth heat exchanger 102, the fourth heat exchanger 103, the fifth heat exchanger 104, 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 throttling device 3, the fan inside the air conditioning unit 100, the fan device at the air intake grille, multiple fluid drive devices, multiple flow regulating devices, multiple flow direction switching devices, and multiple 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 regulation, opening degree regulation, and power regulation. The controller can execute the control methods of the thermal management system.

[0113] The control methods of the thermal management system include:

[0114] Acquire passenger needs and operational information obtained from sensors;

[0115] 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.

[0116] The thermal management system also includes an interactive device. The controller is electrically connected to the interactive device, through which the controller can obtain passenger requirements, such as the passenger's desired target temperature or operating mode. Optionally, the interactive device can be the electric vehicle's control panel. Air conditioning operating modes include cooling mode, heating mode, heating / dehumidification mode, defrosting mode, and cooling mode. The connection status of the thermal management system under the above operating modes can be referred to the previous description and will not be repeated here.

[0117] The above description is merely a preferred embodiment of this application and is not intended to limit this application in any way. Although this application has disclosed the preferred embodiment as above, it is not intended to limit this application. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the technical solution of this application. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the content of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A thermal management system, characterized in that, include: The compressor, the throttling device, the first heat exchanger, the second heat exchanger, the third heat exchanger, the fourth heat exchanger, the fifth heat exchanger, and the motor heat exchange device, wherein the first heat exchanger includes a first heat exchange section and a second heat exchange section, the first heat exchange section and the second heat exchange section are not connected, and the second heat exchanger includes a third heat exchange section and a fourth heat exchange section, the third heat exchange section and the fourth heat exchange section are not connected. The thermal management system has a first defrosting mode and a second defrosting mode. In the first defrosting mode and the second defrosting mode, the compressor, the first heat exchange section, the throttling device and the third heat exchange section are connected. The throttling device is in a throttling state. The second heat exchange section absorbs heat from the first heat exchange section and the third heat exchange section absorbs heat from the fourth heat exchange section. In the first defrosting mode, the second heat exchange section is connected to the third heat exchanger, the fourth heat exchange section is connected to the fourth heat exchanger, the fifth heat exchanger is connected to the motor heat exchange device, and the fourth heat exchanger exchanges heat with the atmospheric environment; in the second defrosting mode, the second heat exchange section, the fourth heat exchanger, and the third heat exchanger are connected, the fourth heat exchange section, the fifth heat exchanger, and the motor heat exchange device are connected, and the fifth heat exchanger exchanges heat with the atmospheric environment. The thermal management system can alternately operate the first defrosting mode and the second defrosting mode.

2. A thermal management system as described in claim 1, characterized in that, The thermal management system further includes a first pipeline and a first valve. The first valve has a port a, a port b, and a port c. One end of the first pipeline can be connected to port b of the first valve. The inlet of the fourth heat exchanger can be connected to port a of the first valve. The outlet of the second heat exchange section can be connected to port c of the first valve. The outlet of the fourth heat exchanger and the other end of the first pipeline can be connected to the inlet of the third heat exchanger. The outlet of the third heat exchanger can be connected to the inlet of the second heat exchange section. The first valve is a proportional valve. If port c of the first valve is connected to both port a and port b of the first valve at the same time, the first valve can control the ratio of the fluid flowing through the first pipeline to the fluid flowing through the fourth heat exchanger.

3. A thermal management system as described in claim 2, characterized in that, In the second defrosting mode, port a, port b, and port c of the first valve are connected, the second heat exchange section, the fourth heat exchanger, and the third heat exchanger are connected, and the second heat exchange section, the first pipeline, and the third heat exchanger are connected. Alternatively, port b of the first valve and port c of the first valve are connected, and the second heat exchange section, the first pipeline and the third heat exchanger are connected. Alternatively, port a of the first valve and port c of the first valve are connected, and the second heat exchange section, the fourth heat exchanger, and the third heat exchanger are connected.

4. A thermal management system as described in claim 1, characterized in that, The thermal management system further includes a second pipeline and a second valve. The second valve has ports a, b, and c. The outlet of the motor heat exchanger can be connected to the inlet of the fifth heat exchanger or one end of the second pipeline. The other end of the second pipeline can be connected to port a of the second valve. The outlet of the fifth heat exchanger can be connected to port b of the second valve. Port c of the second valve can be connected to the inlet of the fourth heat exchange section or the inlet of the motor heat exchanger. The outlet of the fourth heat exchange section can be connected to the inlet of the motor heat exchanger.

5. A thermal management system as described in claim 4, characterized in that, In the second defrosting mode, port b and port c of the second valve are connected, and the fourth heat exchange section, the fifth heat exchanger and the motor heat exchange device are connected. Alternatively, port a of the second valve and port c of the second valve are connected, and the fourth heat exchange section, the second pipeline and the motor heat exchange device are connected.

6. A thermal management system as described in claim 1, characterized in that, The thermal management system also includes a battery heat exchange device; The thermal management system also has a third defrosting mode. In the third defrosting mode, the compressor, the first heat exchange section, the throttling device, and the third heat exchange section are connected. The throttling device is in a throttling state. The second heat exchange section absorbs heat from the first heat exchange section. The third heat exchange section absorbs heat from the fourth heat exchange section. The second heat exchange section is connected to the third heat exchanger. The fourth heat exchange section exchanges heat with the battery heat exchange device.

7. A thermal management system as described in claim 6, characterized in that, The thermal management system includes a first intermediate heat exchanger, which includes a fifth heat exchange section and a sixth heat exchange section, wherein the fifth heat exchange section and the sixth heat exchange section are not in communication. In the third defrosting mode, the fourth heat exchange section is connected to the fifth heat exchange section, and the sixth heat exchange section is connected to the battery heat exchange device. The fifth heat exchange section obtains heat from the sixth heat exchange section.

8. A thermal management system as described in claim 7, characterized in that, The thermal management system includes a second intermediate heat exchanger, which includes a seventh heat exchange section and an eighth heat exchange section, wherein the seventh heat exchange section and the eighth heat exchange section are not in communication. The thermal management system also has a fourth defrosting mode. In the fourth defrosting mode, the compressor, the first heat exchange section, the throttling device, and the third heat exchange section are connected. The throttling device is in a throttling state. The second heat exchange section absorbs heat from the first heat exchange section, and the third heat exchange section absorbs heat from the fourth heat exchange section. The second heat exchange section is connected to the third heat exchanger, the second heat exchange section is connected to the seventh heat exchange section, the fourth heat exchange section is connected to the fifth heat exchange section, and the sixth heat exchange section is connected to the eighth heat exchange section. The fifth heat exchange section obtains heat from the sixth heat exchange section, and the eighth heat exchange section obtains heat from the seventh heat exchange section.

9. A thermal management system as described in claim 1, characterized in that, The thermal management system has a first heating mode. In the first heating mode, the compressor, the first heat exchange section, the throttling device, and the third heat exchange section are connected. The throttling device is in a throttling state. The second heat exchange section absorbs heat from the first heat exchange section. The third heat exchange section absorbs heat from the fourth heat exchange section. The second heat exchange section is connected to the third heat exchanger. The fourth heat exchange section is connected to either the fourth or fifth heat exchanger. The fourth and fifth heat exchangers exchange heat with the atmospheric environment, respectively.

10. A thermal management system as described in claim 8, characterized in that, The thermal management system has a second heating mode. In the second heating mode, the compressor, the first heat exchange section, the throttling device, and the third heat exchange section are connected. The throttling device is in a throttling state. The second heat exchange section is connected to the seventh heat exchange section. The eighth heat exchange section is connected to the battery heat exchange device. The fourth heat exchange section is connected to either the fourth or fifth heat exchanger. The fourth and fifth heat exchangers exchange heat with the atmospheric environment, respectively. The second heat exchange section absorbs heat from the first heat exchange section. The third heat exchange section absorbs heat from the fourth heat exchange section. The eighth heat exchange section obtains heat from the seventh heat exchange section. The thermal management system includes a third pipeline and a first multi-port device. The first multi-port device has port a, port b, and port c. Port a of the first multi-port device can be connected to the inlet of the eighth heat exchanger. Port b of the first multi-port device can be connected to the outlet of the sixth heat exchanger. Port c of the first multi-port device can be connected to one end of the third pipeline. The outlet of the battery heat exchanger can be connected to the other end of the third pipeline or the inlet of the sixth heat exchanger. The outlet of the eighth heat exchanger can be connected to the inlet of the battery heat exchanger. In the third and fourth defrosting modes, port a of the first multi-port device is connected to port b of the first multi-port device; in the second heating mode, port a of the first multi-port device is connected to port c of the first multi-port device.

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