Thermal management system

Abstract

The heat management system comprises a compressor, a first heat exchanger and a first valve, and the first heat exchanger comprises a first heat exchange part and a second heat exchange part; the first branch comprises a valve component, the second branch comprises a first indoor heat exchanger and a first heat exchange part, and the heat management system comprises a first pump and a battery heat exchange device; in the first hot gas bypass mode, the first valve is in a throttling state, the valve component is in a throttling state, an inlet of the first branch and an inlet of the second branch are both communicated with an outlet of the compressor, an outlet of the first branch and an outlet of the second branch are both communicated with an inlet of the first valve, an outlet of the first valve is communicated with an inlet of the compressor, and an outlet of the second valve is communicated with an outlet of the compressor. And the first pump, the battery heat exchange device and the second heat exchange part are communicated. In the first hot gas bypass mode, the first indoor heat exchanger and the first heat exchange part serve as heat release heat exchangers to release heat and are used for passenger compartment heating and battery heating correspondingly.

Description

Technical Field

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

[0002] Automotive thermal management systems can cool and heat the air inside the vehicle cabin, as well as the battery. One disclosed thermal management system, in a hot gas bypass mode, involves a portion of the refrigerant discharged from the compressor flowing through an interior heat exchanger, then through another heat exchanger after being throttled by a throttling device, and finally flowing out of the other heat exchanger and back to the compressor inlet. The remaining refrigerant returns directly to the compressor inlet, increasing the compressor's inlet temperature and pressure for passenger cabin heating. However, this hot gas bypass mode cannot meet the combined heating needs of the passenger cabin and the battery. Summary of the Invention

[0003] In view of the above-mentioned technical problems, this application provides a thermal management system, including a compressor, a first heat exchanger and a first valve, wherein the first heat exchanger includes a first heat exchange section and a second heat exchange section that are not connected to each other;

[0004] The thermal management system includes a first branch and a second branch. The first branch includes a valve component, and the second branch includes a first indoor heat exchanger and a first heat exchange section. The first indoor heat exchanger and the first heat exchange section are connected in series. The thermal management system includes a first pump and a battery heat exchange device.

[0005] The thermal management system has a first hot gas bypass mode. In the first hot gas bypass mode, the compressor is in the on state, the first valve is in the throttling state, the valve component is in the throttling state, the first branch and the second branch are connected in parallel, the inlet of the first branch and the inlet of the second branch are both connected to the outlet of the compressor, the outlet of the first branch and the outlet of the second branch are both connected to the inlet of the first valve, the outlet of the first valve is connected to the inlet of the compressor, the first pump, the battery heat exchange device and the second heat exchange section are connected, and the first heat exchange section and the second heat exchange section enter heat exchange.

[0006] The thermal management system provided in this application, in the first hot gas bypass mode, has the compressor in the on state, the first valve in the throttling state, the first branch and the second branch connected in parallel, the outlet of the first branch and the outlet of the second branch both connected to the inlet of the first valve, the first pump, the battery heat exchange device and the second heat exchange section connected, and the first heat exchange section and the second heat exchange section exchange heat; the first indoor heat exchanger and the first heat exchange section both act as heat release heat exchangers, respectively used for passenger cabin heating and battery heating, to protect the battery. Attached Figure Description

[0007] Figure 1 This is a connection diagram of an embodiment of the thermal management system of this application;

[0008] Figure 2 This is a schematic diagram of a first hot gas bypass mode of an embodiment of the thermal management system of this application;

[0009] Figure 3 This is a schematic diagram of a second hot gas bypass mode according to an embodiment of the thermal management system of this application;

[0010] Figure 4 This is a schematic diagram of a third hot gas bypass mode of an embodiment of the thermal management system of this application;

[0011] Figure 5 This is a schematic diagram of the fourth hot gas bypass mode of an embodiment of the thermal management system of this application;

[0012] Figure 6 This is a schematic diagram of the first heating and dehumidification mode of an embodiment of the thermal management system of this application;

[0013] Figure 7 This is a schematic diagram of the second heating and dehumidification mode of an embodiment of the thermal management system of this application;

[0014] Figure 8 This is a schematic diagram of the third heating and dehumidification mode of an embodiment of the thermal management system of this application;

[0015] Figure 9 This is a schematic diagram of the fourth heating and dehumidification mode of an embodiment of the thermal management system of this application;

[0016] Figure 10 This is a schematic diagram of a first battery single-battery thermal mode according to an embodiment of the thermal management system of this application;

[0017] Figure 11 This is a schematic diagram of the second battery single-battery thermal mode according to an embodiment of the thermal management system of this application;

[0018] Figure 12 This is a schematic diagram of the first passenger cabin thermal mode according to an embodiment of the thermal management system of this application;

[0019] Figure 13 This is a schematic diagram of a second passenger cabin single thermal mode according to an embodiment of the thermal management system of this application;

[0020] Figure 14 This is a schematic diagram of a third passenger cabin single thermal mode according to an embodiment of the thermal management system of this application;

[0021] Figure 15 This is a schematic diagram of a first hybrid heating mode of an embodiment of the thermal management system of this application;

[0022] Figure 16This is a schematic diagram of a second hybrid heating mode according to an embodiment of the thermal management system of this application;

[0023] Figure 17 This is a schematic diagram of a first battery-only cooling mode according to an embodiment of the thermal management system of this application;

[0024] Figure 18 This is a schematic diagram of the second battery single-cooling mode of an embodiment of the thermal management system of this application;

[0025] Figure 19 This is a schematic diagram of a battery supercharging cooling mode according to an embodiment of the thermal management system of this application;

[0026] Figure 20 This is a schematic diagram of a first passenger cabin single-cooling mode according to an embodiment of the thermal management system of this application;

[0027] Figure 21 This is a schematic diagram of a second passenger cabin single-cooling mode according to an embodiment of the thermal management system of this application;

[0028] Figure 22 This is a schematic diagram of a hybrid cooling mode according to an embodiment of the thermal management system of this application;

[0029] Figure 23 This is a schematic diagram of a low-temperature heat dissipation mode according to an embodiment of the thermal management system of this application;

[0030] Figure 24 This is a schematic diagram of the first cooling and dehumidification mode of an embodiment of the thermal management system of this application;

[0031] Figure 25 This is a schematic diagram of the second cooling and dehumidification mode of an embodiment of the thermal management system of this application;

[0032] Figure 26 This is a schematic diagram of the first de-icing mode of an embodiment of the thermal management system of this application;

[0033] Figure 27 This is a schematic diagram of the second de-icing mode of an embodiment of the thermal management system of this application;

[0034] Figure 28 This is a schematic diagram of the third de-icing mode of an embodiment of the thermal management system of this application;

[0035] Figure 29 This is a schematic diagram of the fourth de-icing mode of an embodiment of the thermal management system of this application. Detailed Implementation

[0036] The exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. If several embodiments exist, features in these embodiments may be combined with each other without conflict. When the description refers to the drawings, unless otherwise stated, the same numbers in different drawings represent the same or similar elements. The descriptions in the following exemplary embodiments do not represent all embodiments consistent with the present invention; rather, they are merely examples of apparatuses, products, and / or methods consistent with some aspects of the present invention as set forth in the claims.

[0037] The terminology used in this invention is for the purpose of describing particular embodiments only and is not intended to limit the scope of protection of this invention. The singular forms “a,” “the,” or “the” as used in the specification and claims of this invention are also intended to include the plural forms unless the context clearly indicates otherwise.

[0038] It should be understood that the terms "first," "second," and similar words used in the specification and claims of this invention do not indicate any order, quantity, or importance, but are merely used to distinguish features. Similarly, the terms "an" or "a" do not indicate a quantity limitation, but rather indicate the presence of at least one. Unless otherwise stated, the terms "before," "after," "upper," "lower," and similar words appearing in this invention are for ease of explanation only and are not limited to a specific location or spatial orientation. The terms "comprising" or "including" are an open-ended expression, meaning that the element preceding "comprising" or "including" encompasses the element following "comprising" or "including" and its equivalents, but this does not preclude the element preceding "comprising" or "including" from also including other elements. In this invention, the term "several" means two or more.

[0039] See Figure 1 This application proposes a thermal management system, including a compressor 1, a first heat exchanger 2 and a first valve 10. The first heat exchanger 2 includes a first heat exchange section 21 and a second heat exchange section 22 that are not connected to each other. The first valve 10 has a throttling function.

[0040] See Figure 1 The thermal management system includes a first branch 100 and a second branch 200. The first branch 100 includes a valve component 84, and the second branch 100 includes a first indoor heat exchanger 3, a second indoor heat exchanger 4, and a first heat exchange section 21. In some embodiments, the first indoor heat exchanger 3, the second indoor heat exchanger 4, and the first heat exchange section 21 are connected in series. The thermal management system includes a first pump 11 and a battery heat exchange device 12.

[0041] The thermal management system has a first hot gas bypass mode, see [link / reference] Figure 2In the first hot gas bypass mode of the thermal management system, the compressor 1 is in the open state, the first valve 10 is in the throttling state, the valve component 84 is in the throttling state, the first branch 100 and the second branch 200 are connected in parallel, the inlet of the first branch 100 and the inlet of the second branch 200 are both connected to the outlet of the compressor 1, the outlet of the first branch 100 and the outlet of the second branch 200 are both connected to the inlet of the first valve 10, the outlet of the first valve 10 is connected to the inlet of the compressor 1, the first pump 11, the battery heat exchange device 12 and the second heat exchange section 22 are connected, and the first heat exchange section 21 and the second heat exchange section 22 enter heat exchange.

[0042] In a low-temperature environment, when the passenger cabin and battery have heating requirements, the thermal management system is in the first hot gas bypass mode. In a specific embodiment, along the refrigerant flow direction, the outlet of compressor 1, the first indoor heat exchanger 3, the first heat exchange section 21 and the inlet of compressor 1 are connected in sequence. The first heat exchange section 21 serves as a condenser or air cooler in the first hot gas bypass mode and is used for battery heating. The first indoor heat exchanger 3 serves as an indoor air cooler or condenser to improve the system's heating performance.

[0043] The thermal management system has a second hot gas bypass mode. For details on the second hot gas bypass mode of the thermal management system, please refer to [link / reference needed]. Figure 3 The compressor 1 is in the open state, the first valve 10 is in the throttling state, the valve component 84 is in the throttling state, the first indoor heat exchanger 3, the second indoor heat exchanger 4 and the first heat exchange section 21 are connected in series, the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4 and the first heat exchange section 21 are connected, and the first pump 11, the battery heat exchange device 12 and the second heat exchange section 22 are connected.

[0044] In extremely low temperature environments, when the passenger cabin and battery require heating, the thermal management system operates in a second hot gas bypass mode. For specific embodiments, see [link to relevant documentation]. Figure 3 Along the refrigerant flow direction, the outlet of compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the first heat exchange section 21, and the inlet of compressor 1 are connected in sequence. The first pump 11, the battery heat exchange device 12, and the second heat exchange section 22 are also connected. The first heat exchange section 21 serves as a condenser or air cooler in the second hot gas bypass mode. The battery heat exchange device 12 is used for thermal management of the battery. The first heat exchange section 21 and the second heat exchange section 22 exchange heat to meet the battery's heating requirements. The first indoor heat exchanger 3 and the second indoor heat exchanger 4 are connected in series as indoor air coolers or condensers to improve the system's heating performance. The first valve 10 is in a throttling state to ensure the operation of the thermal management system.

[0045] In the first hot gas bypass mode and the second hot gas bypass mode, when the valve component 84 is adjusted to be in a throttling state, the refrigerant in the first branch 100 can be throttled, increasing the inlet temperature of the compressor 1, so that the refrigerant after throttling by the first valve component 10 is on the gas saturation line or to the right of the gas saturation line on the pressure-enthalpy diagram, thus avoiding liquid slugging in the compressor 1.

[0046] In some embodiments, see Figure 1 The thermal management system also includes a second valve 20, which has both throttling and full-flow functions. In the first hot gas bypass mode, the second valve 20 is in either a throttling or full-flow state, with its inlet connected to the outlet of the first indoor heat exchanger 3 and its outlet connected to the first heat exchange section 21. In the second hot gas bypass mode, the second valve 20 is in either a throttling or full-flow state, with its inlet connected to the outlet of the second indoor heat exchanger 4 and its outlet connected to the first heat exchange section 21. When the battery side requires more heat, the second valve 20 is in the full-flow state; when the battery side requires less heat, the second valve 20 is in the throttling state.

[0047] In some embodiments, the thermal management system further includes a third valve 30, which has a throttling function, a full-flow function, and a shut-off function. In a first hot gas bypass mode, the third valve 30 is in a shut-off state; in a second hot gas bypass mode, the third valve 30 is in a full-flow state, and the third valve 30 is connected in series between the first indoor heat exchanger 3 and the second indoor heat exchanger 4.

[0048] In this application, when the heat demand of the passenger cabin is not large, the first hot gas bypass mode can be adopted. When both the passenger cabin and the battery have heating needs, and the heat demand of the passenger cabin is large, the second hot gas bypass mode can be adopted.

[0049] The first valve 10 also has a full-flow function. The thermal management system includes at least one of the third hot gas bypass mode and the fourth hot gas bypass mode. In either the third hot gas bypass mode or the fourth hot gas bypass mode, the compressor 1 is in the open state, the first valve 10 is in the full-flow state, and the second valve 20 is in the throttling state. The outlet of the first branch 100 and the outlet of the first heat exchange section 21 are respectively connected to the inlet of the first valve 10, and the outlet of the first valve 10 is connected to the inlet of the compressor 1.

[0050] In extremely low temperature environments, when the passenger cabin requires heating, the thermal management system operates in the third hot gas bypass mode. For specific implementation details, see [link to relevant documentation]. Figure 4The inlet of the second valve 20 is connected to the second indoor heat exchanger 4, and the outlet of the second valve 20 is connected to the first heat exchange section 21. The compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, and the first heat exchange section 21 are connected in sequence. Specifically, along the refrigerant flow direction, the outlet of the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the first heat exchange section 21, the gas-liquid separator 7, and the inlet of the compressor 1 are connected in sequence. The first indoor heat exchanger 3 and the second indoor heat exchanger 4 are connected in series to improve the system's heating performance. The first heat exchange section 21 exchanges heat with the second heat exchange section 22 for battery heating.

[0051] In low-temperature environments, when the passenger cabin requires heating, the thermal management system operates in the fourth hot gas bypass mode. For specific implementation details, see [link to relevant documentation]. Figure 5 The third valve 30 is in the closed state, the inlet of the second valve 20 is connected to the first indoor heat exchanger 3, and the outlet of the second valve 20 is connected to the first heat exchange section 21. Along the refrigerant flow direction, the outlet of the compressor 1, the first indoor heat exchanger 3, the first heat exchange section 21, the gas-liquid separator 7, and the inlet of the compressor 1 are connected in sequence. The first indoor heat exchanger 3 is used for heating the passenger cabin.

[0052] The thermal management system also includes a fourth valve 40 and a third branch 300. The fourth valve 40 has a throttling function and a full-flow function. The third branch 300 includes an outdoor heat exchanger 6. The thermal management system includes a first heating and dehumidification mode. (See details in the first heating and dehumidification mode.) Figure 6 The compressor 1 is in the open state, the third valve 30 is in the throttling state, and the fourth valve 40 is in the throttling state or the fully open state. The third valve 30 is connected in series between the first indoor heat exchanger 3 and the second indoor heat exchanger 4. The inlet of the fourth valve 40 is connected to the second indoor heat exchanger 4, and the outlet of the fourth valve 40 is connected to the outdoor heat exchanger 6. The compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, and the outdoor heat exchanger 6 are connected.

[0053] When the passenger cabin requires heating and dehumidification, and the heat load is high, the thermal management system operates in the first heating and dehumidification mode. For specific implementation details, see [link to relevant documentation]. Figure 6In this configuration, the fourth valve 40 is in a throttling state, and along the refrigerant flow direction, the outlet of compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the outdoor heat exchanger 6, the gas-liquid separator 7, and the inlet of compressor 1 are sequentially connected. The second indoor heat exchanger 4 and the outdoor heat exchanger 6 are connected in series and used as evaporators, with the outdoor heat exchanger 6 absorbing heat from the atmospheric environment. Further throttling by the fourth valve 40 allows the outdoor heat exchanger 6 to absorb more heat from the outside for passenger cabin heating. Of course, in other embodiments, in the first heating and dehumidification mode, the fourth valve 40 can also be in a fully open state. In this application, the temperature of the refrigerant inside the second indoor heat exchanger 4 can be appropriately increased by adjusting the opening degree of the third valve 30, reducing the possibility of frost and ice formation in the second indoor heat exchanger 4.

[0054] The thermal management system includes a fifth valve 50, which has a throttling function. The thermal management system includes at least one of a second heating / dehumidification mode, a third heating / dehumidification mode, and a fourth heating / dehumidification mode. In any of these modes, the compressor 1 is in the on state, the third valve 30 is in the off state, and the fourth valve 40 and fifth valve 50 are in a throttling state. The inlet of the fourth valve 40 is connected to the first indoor heat exchanger 3, and the outlet of the fourth valve 40 is connected to the outdoor heat exchanger 6. The inlet of the fifth valve 50 is connected to the first indoor heat exchanger 3, and the outlet of the fifth valve 50 is connected to the second indoor heat exchanger 4. The compressor 1, the first indoor heat exchanger 3, and the outdoor heat exchanger 6 are connected, as are the compressor 1, the first indoor heat exchanger 3, and the second indoor heat exchanger 4.

[0055] When the passenger cabin requires heating and dehumidification, and the heat load is high, the thermal management system operates in the second heating and dehumidification mode. For specific implementation details, see [link to relevant documentation]. Figure 7 Along the refrigerant flow direction, the outlet of compressor 1, the first indoor heat exchanger 3, the outdoor heat exchanger 6, the gas-liquid separator 7, and the inlet of compressor 1 are connected in sequence. The outlet of compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the gas-liquid separator 7, and the inlet of compressor 1 are connected in sequence. The outdoor heat exchanger 6 and the second indoor heat exchanger 4 are connected in parallel as evaporators, and the first indoor heat exchanger 3 is used as an indoor air cooler, which is suitable for heating and dehumidification with large heat loads.

[0056] When the passenger cabin requires heating and dehumidification, and the battery needs cooling, the thermal management system operates in the third heating and dehumidification mode. For a specific implementation, see [link to implementation details]. Figure 8The second valve 20 is also in a throttling state. Along the refrigerant flow direction, the outlet of compressor 1, the first indoor heat exchanger 3, the outdoor heat exchanger 6, the gas-liquid separator 7, and the inlet of compressor 1 are connected in sequence. The outlet of compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the gas-liquid separator 7, and the inlet of compressor 1 are connected in sequence. The outlet of compressor 1, the first indoor heat exchanger 3, the first heat exchange section 21, the gas-liquid separator 7, and the inlet of compressor 1 are connected in sequence. The battery heat exchange device 12 is connected to the second heat exchange section 22. The outdoor heat exchanger 6, the second indoor heat exchanger 4, and the first heat exchange section 21 are connected in parallel as an evaporator, which is suitable for dehumidification conditions with large heat loads. The first indoor heat exchanger 3 serves as an indoor air cooler, and the second heat exchange section 22 cools the battery.

[0057] When the passenger cabin requires heating and dehumidification, and the battery and motor have residual heat available, the thermal management system operates in the fourth heating and dehumidification mode. (See below) Figure 9 The fourth heating and dehumidification mode differs from the third heating and dehumidification mode in that the battery heat exchange device 12 and the motor heat exchange device 14 are both connected to the second heat exchange section 22. The second heat exchange section 22 absorbs the waste heat from the battery heat exchange device 12 or the motor heat exchange device 14, and the waste heat from the battery and motor is used for heating and dehumidification of the passenger cabin through heat exchange between the first heat exchange section 21 and the second heat exchange section 22.

[0058] The thermal management system also includes a first pump 11 and a battery heat exchange device 12, with the battery heat exchange device 12 connected in series between the first pump 11 and the second heat exchange section 22. The thermal management system includes at least one of a first battery single-heat mode and a second battery single-heat mode. In either the first battery single-heat mode or the second battery single-heat mode, the outlet of the first branch 100 is connected to the first heat exchange section 21, the fourth valve 40 is in a throttling state, the inlet of the fourth valve 40 is connected to the first heat exchange section 21, the outlet of the fourth valve 40 is connected to the outdoor heat exchanger 6, the compressor 1, the first heat exchange section 21 and the outdoor heat exchanger 6 are connected, and the first pump 11, the battery heat exchange device 12 and the second heat exchange section 22 are connected.

[0059] Depending on whether there are people in the passenger compartment, the battery single-heating mode is divided into a first battery single-heating mode and a second battery single-heating mode. When the battery has a heating requirement and there are people in the passenger compartment, the thermal management system is in the first battery single-heating mode. For a specific embodiment, see [link to specific implementation details]. Figure 10 Along the refrigerant flow direction, the outlet of compressor 1, the first heat exchange section 21, the outdoor heat exchanger 6, the gas-liquid separator 7, and the inlet of compressor 1 are connected in sequence. The outlet of the first pump 11, the battery heat exchange device 12, the second heat exchange section 22, and the inlet of the first pump 11 are connected in sequence. The thermal management system is in air source heat pump heating mode. The outdoor heat exchanger 6 acts as an evaporator to absorb heat from the atmospheric environment for battery heating. Heat exchange between the first heat exchange section 21 and the second heat exchange section 22 is used for battery heating.

[0060] When the battery requires heating and the passenger cabin is unoccupied, the thermal management system operates in the second battery single-heating mode. For specific embodiments, see [link to relevant documentation]. Figure 11 The fifth valve 50 is in a throttling state. Along the refrigerant flow direction, the outlet of compressor 1, the first heat exchange section 21, the outdoor heat exchanger 6, the gas-liquid separator 7, and the inlet of compressor 1 are connected in sequence. The outlet of compressor 1, the first heat exchange section 21, the second indoor heat exchanger 4, the gas-liquid separator 7, and the inlet of compressor 1 are connected in sequence. The outlet of the first pump 11, the battery heat exchange device 12, the second heat exchange section 22, and the inlet of the first pump 11 are connected in sequence. The outdoor heat exchanger 6 and the second indoor heat exchanger 4 are connected in parallel as evaporators to improve the heating performance of the system. The first heat exchange section 21 is used as a condenser. The heat exchange between the first heat exchange section 21 and the second heat exchange section 22 is used for battery heating.

[0061] The thermal management system includes at least one of the following modes: a first passenger cabin single-heat mode, a second passenger cabin single-heat mode, and a first mixed heating mode. In any one of the following modes, the compressor 1 is in the on state, the fourth valve 40 is in the throttling state, the inlet of the fourth valve 40 is connected to the second indoor heat exchanger 4, and the outlet of the fourth valve 40 is connected to the outdoor heat exchanger 6. The compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, and the outdoor heat exchanger 6 are connected.

[0062] When the passenger cabin has heating needs and the heat load is large, the thermal management system is in the first passenger cabin single-heating mode. For a specific embodiment, see [link to specific implementation details]. Figure 12 Along the refrigerant flow direction, the outlet of compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the outdoor heat exchanger 6, the gas-liquid separator 7, and the inlet of compressor 1 are connected in sequence. The thermal management system is in air source heat pump heating mode, absorbing heat from the atmospheric environment through the outdoor heat exchanger 6 for heating the passenger cabin. The first indoor heat exchanger 3 and the second indoor heat exchanger 4 are connected in series as indoor air coolers, which can improve the heating performance of the system.

[0063] When the passenger cabin has heating needs, the heat load is large, and the battery and motor have surplus heat available, the thermal management system is in the second passenger cabin single-heating mode. For a specific embodiment, see [link to specific implementation]. Figure 13The second valve 20 is in a throttling state. The inlet of the second valve 20 is connected to the second indoor heat exchanger 4, and the outlet of the second valve 20 is connected to the first heat exchange section 21. The outlet of the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the outdoor heat exchanger 6, the gas-liquid separator 7, and the inlet of the compressor 1 are connected in sequence. The outlet of the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the first heat exchange section 21, the gas-liquid separator 7, and the inlet of the compressor 1 are connected in sequence. The first pump 11 and the battery heat exchanger are also connected in sequence. Device 12, second heat exchange section 22, and motor heat exchange device 14 are connected; the thermal management system is in air source heat pump heating mode, absorbing heat from the atmospheric environment through outdoor heat exchanger 6 for passenger cabin heating, and first indoor heat exchanger 3 and second indoor heat exchanger 4 connected in series as indoor air cooler to improve system heating performance. The second heat exchange section 22 absorbs waste heat from battery heat exchange device 12 or motor heat exchange device 14, and the waste heat from the battery and motor is used for passenger cabin heating through heat exchange between the first heat exchange section 21 and the second heat exchange section 22.

[0064] When the passenger cabin has heating needs but the heat load is not high, the thermal management system is in the third passenger cabin single-heating mode. (See below) Figure 14 The fourth valve 40 is in a throttling state. The inlet of the fourth valve 40 is connected to the first indoor heat exchanger 3, and the outlet of the fourth valve 40 is connected to the outdoor heat exchanger 6. Along the refrigerant flow direction, the compressor 1, the first indoor heat exchanger 3, the outdoor heat exchanger 6, and the gas-liquid separator 7 are connected. The first indoor heat exchanger 3 serves as an indoor air cooler, and the thermal management system is in air source heat pump heating mode. It absorbs heat from the atmospheric environment through the outdoor heat exchanger 6 for heating the passenger cabin.

[0065] When both the passenger cabin and battery require heating, and the heat load is high, the thermal management system operates in the first hybrid heating mode. (See [link to relevant documentation]). Figure 15 The compressor 1 is in the open state, and the fourth valve 40 is in the throttling state. Along the refrigerant flow direction, the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, and the outdoor heat exchanger 6 are connected. The compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, and the first heat exchange section 21 are connected. The first pump 11, the battery heat exchange device 12, and the second heat exchange section 22 are connected. The first indoor heat exchanger 3 and the second indoor heat exchanger 4 are connected in series as an indoor air cooler. The thermal management system is in air source heat pump heating mode. It absorbs heat from the atmospheric environment through the outdoor heat exchanger 6 for heating the passenger cabin, and exchanges heat through the first heat exchange section 21 and the second heat exchange section 22 for battery heating.

[0066] When both the passenger cabin and the battery have heating needs, and the heat load is not high, the thermal management system is in the second hybrid heating mode. For a specific embodiment, see [link to specific implementation details]. Figure 16The compressor 1 is in the open state, the fourth valve 40 is in the throttling state, and the third valve 30 is in the closed state. Along the refrigerant flow direction, the compressor 1, the first indoor heat exchanger 3, and the outdoor heat exchanger 6 are connected. The compressor 1, the first indoor heat exchanger 3, and the first heat exchange section 21 are connected. The first pump 11, the battery heat exchange device 12, and the second heat exchange section 22 are connected. The thermal management system is in air source heat pump heating mode. It absorbs heat from the atmospheric environment through the outdoor heat exchanger 6 for heating the passenger cabin. The first indoor heat exchanger 3 acts as an indoor air cooler to improve the system's heating performance. It exchanges heat through the first heat exchange section 21 and the second heat exchange section 22 for battery heating.

[0067] See Figure 1 The first branch 100 includes a first flow path L1 and a second flow path L2. The first flow path L1 includes a first indoor heat exchanger 3 and a second indoor heat exchanger 4. The second flow path L2 includes a second valve 20 and a first heat exchange section 21. The thermal management system has a battery overcharge cooling mode. In the battery overcharge cooling mode, the first valve 10 is in a fully open state, the second valve 20 is in a throttling state, the inlet of the first flow path L1 and the inlet of the third branch 300 are both connected to the outlet of the compressor 1, and the outlet of the first flow path L1 and the outlet of the third branch 300 are both connected to the second flow path L2. The first pump 11, the battery heat exchange device 12 and the second heat exchange section 22 are connected.

[0068] When the battery requires cooling and the passenger cabin is empty and the battery is overcharged, the thermal management system is in overcharge cooling mode. In a specific embodiment, the reference... Figure 19 In the battery overcharge cooling mode, the inlet of the second indoor heat exchanger 4 is connected to the inlet of the second valve 20, the outlet of the second valve 20 is connected to the first heat exchange section 21, the third valve 30 is in a fully open state, and the third valve 30 is connected in series between the first indoor heat exchanger 3 and the second indoor heat exchanger 4; along the refrigerant flow direction, see Figure 19 The outlet of compressor 1, outdoor heat exchanger 6, first heat exchange section 21, and inlet of compressor 1 are connected in sequence. The outlet of compressor 1, first indoor heat exchanger 3, second indoor heat exchanger 4, first heat exchange section 21, and inlet of compressor 1 are connected in sequence. The first pump 11, battery heat exchange device 12, and second heat exchange section 22 are connected in sequence. The first indoor heat exchanger 3, second indoor heat exchanger 4, and outdoor heat exchanger 6 act as air coolers to improve the cooling performance of the system, meet the cooling capacity requirements during battery overcharging, and limit the battery overcharging speed.

[0069] In some embodiments, the thermal management system further includes a second heat exchanger 5, which includes a third heat exchange section 51 and a fourth heat exchange section 52 that are not interconnected. The outlet of the first valve 10 is connected to the inlet of the fourth heat exchange section 52, and the outlet of the fourth heat exchange section 52 is connected to the inlet of the compressor 1. In the battery overcharge mode, the outlet of the compressor 1, the outdoor heat exchanger 6, the third heat exchange section 51, the first heat exchange section 21, the second throttle valve 20, the gas-liquid separator 7, the fourth heat exchange section 52, and the inlet of the compressor 1 are connected in sequence. The outlet of the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the second throttle valve 20, the first heat exchange section 21, the fourth heat exchange section 52, and the inlet of the compressor 1 are connected in sequence. The thermal management system also includes a gas-liquid separator 7. The inlet of the gas-liquid separator 7 is connected to the outlet of the first valve 10, and the outlet of the gas-liquid separator 7 is connected to the fourth heat exchange section 52. The third heat exchange section 51 and the fourth heat exchange section 52 can exchange heat, so that the refrigerant from the gas-liquid separator 7 becomes a refrigerant with a certain degree of superheat after passing through the fourth heat exchange section 52, thereby reducing the occurrence of liquid slugging in the compressor 1 due to poor separation effect of the gas-liquid separator 7.

[0070] The thermal management system includes at least one of a first battery-only cooling mode and a second battery-only cooling mode. In either the first battery-only cooling mode or the second battery-only cooling mode, the second valve 20 is in a throttling state. The inlet of the second valve 20 is connected to at least the outdoor heat exchanger 6, and the outlet of the second valve 20 is connected to the first heat exchange section 21. The compressor 1, the outdoor heat exchanger 6 and the first heat exchange section 21 are connected, and the first pump 11, the battery heat exchange device 12 and the second heat exchange section 22 are connected.

[0071] When the battery requires cooling, and there are passengers in the passenger compartment or the battery cooling load is low, the thermal management system is in the first battery-only cooling mode. For specific embodiments, see [link to relevant documentation]. Figure 17 In the first battery-only cooling mode, along the refrigerant flow direction, the outlet of compressor 1, outdoor heat exchanger 6, third heat exchange section 51, first heat exchange section 21, gas-liquid separator 7, fourth heat exchange section 52, and inlet of compressor 1 are connected in sequence. The first pump 11, battery heat exchange device 12, and second heat exchange section 22 are connected in sequence. The outdoor heat exchanger 6 is an air cooler, and the first heat exchange section 21 is an evaporator. The first heat exchange section 21 and the second heat exchange section 22 are used for battery cooling.

[0072] When the battery requires cooling and the passenger cabin is empty or the battery is overcharged, the thermal management system enters a second battery-only cooling mode. For specific embodiments, see [link to relevant documentation]. Figure 18In the second battery-only cooling mode, along the refrigerant flow direction, the outlet of compressor 1, outdoor heat exchanger 6, third heat exchange section 51, first heat exchange section 21, gas-liquid separator 7, fourth heat exchange section 52, and inlet of compressor 1 are connected in sequence. The outlet of compressor 1, first indoor heat exchanger 3, third heat exchange section 51, first heat exchange section 21, gas-liquid separator 7, fourth heat exchange section 52, and inlet of compressor 1 are connected in sequence. The first pump 11, battery heat exchange device 12, and second heat exchange section 22 are connected in sequence. The first indoor heat exchanger 3 and outdoor heat exchanger 6 are connected in parallel as an air cooler to improve the system's cooling performance. The first heat exchange section 21 is an evaporator, and the first heat exchange section 21 and the second heat exchange section 22 are used for battery cooling.

[0073] The thermal management system includes a second pump 13, a motor heat exchange device 14, and a sixth valve 15. The sixth valve 15 has ports a, b, c, and d. Port a of the sixth valve 15 is connected to the first pump 11, port b of the sixth valve 15 is connected to the motor heat exchange device 14, port c of the sixth valve 15 is connected to the second pump 13, and port d of the sixth valve 15 is connected to the second heat exchange section 22.

[0074] In either the first hot gas bypass mode or the second hot gas bypass mode of the thermal management system, port a of the sixth valve 15 is connected to port b of the sixth valve 15, and port c of the sixth valve 15 is connected to port d of the sixth valve 15.

[0075] The thermal management system includes at least one of the following modes: first passenger cabin single-cooling mode, second passenger cabin single-cooling mode, and mixed cooling mode. In any of the following modes, the compressor 1 is in the on state, the fifth valve 50 is in the throttling state, the inlet of the fifth valve 50 is connected to the outdoor heat exchanger 6, and the outlet of the fifth valve 50 is connected to the second indoor heat exchanger 4. The compressor 1, the outdoor heat exchanger 6, and the second indoor heat exchanger 4 are connected.

[0076] When the passenger cabin requires cooling, the thermal management system operates in the first passenger cabin-only cooling mode. (See below) Figure 20 Along the refrigerant flow direction, compressor 1, outdoor heat exchanger 6, third heat exchange section 51, second indoor heat exchanger 4, gas-liquid separator 7, and fourth heat exchange section 52 are connected; port a of sixth valve 15 is connected to port d of sixth valve 15, and port b of sixth valve 15 is connected to port c of sixth valve 15; battery heat exchange device 12 and motor heat exchange device 14 are isolated from each other; outdoor heat exchanger 6 is an air cooler, and second indoor heat exchanger 4 is an evaporator used for passenger cabin cooling; in addition, in the first passenger cabin single-cooling mode, it is possible to decide whether to turn on the first pump 11 as needed, and the first pump 11 can drive the coolant to circulate in the battery heat exchange device 14.

[0077] When there is a need for cooling in the passenger cabin, the thermal management system is in the second passenger cabin-only cooling mode. (See below) Figure 21 The difference between the second passenger cabin single-cooling mode and the first passenger cabin cooling mode is that: port a of the sixth valve 15 is connected to port b of the sixth valve 15, and port c of the sixth valve 15 is connected to port d of the sixth valve 15; the thermal management system also includes a third heat exchanger 16, and along the refrigerant flow direction, the first pump 11, battery heat exchange device 12, second heat exchange section 22, third heat exchanger 16, second pump 13, and motor heat exchange device 14 are connected; the outdoor heat exchanger 6 and the second heat exchange section 22 act as air coolers to improve cooling performance, and the third heat exchanger 16 simultaneously dissipates heat from the battery and motor, and the heat from the second heat exchange section 22 is also dissipated through the third heat exchanger 16.

[0078] When both the passenger cabin and the battery require cooling, the thermal management system operates in a hybrid cooling mode. (See [link to relevant documentation]). Figure 22 Along the refrigerant flow direction, compressor 1, outdoor heat exchanger 6, third heat exchange section 51, second indoor heat exchanger 4, gas-liquid separator 7, and fourth heat exchange section 52 are connected. Compressor 1, outdoor heat exchanger 6, third heat exchange section 51, first heat exchange section 21, gas-liquid separator 7, and fourth heat exchange section 52 are also connected. Fifth valve 50 and second valve 20 are both in a throttling state. Second indoor heat exchanger 4 and first heat exchange section 21 are connected in parallel as evaporators, simultaneously cooling the battery and passenger cabin.

[0079] The thermal management system also includes a seventh valve 17, which has ports a, b, and c. Port a of the seventh valve 17 is connected to port c of the sixth valve 15, port b of the seventh valve 17 is connected to the third heat exchanger 16, and port c of the seventh valve 17 is connected to the second pump 13.

[0080] In some embodiments, the thermal management system further includes a plurality of valve devices, wherein the valve devices have a shut-off state and a fully open state. If the valve device is in the shut-off state, no refrigerant flows in the branch where the valve device is located; if the valve device is in the fully open state, refrigerant can flow in the branch where the valve device is located. Optionally, the valve device is a shut-off valve or a check valve. In this embodiment, the plurality of valve devices includes a first valve device 81, a second valve device 82, and a third valve device 83. One port of the first valve device 81 is connected between the second indoor heat exchanger 4 and the third valve 30, and the other port of the first valve device 81 is connected between the first heat exchange section 21 and the gas-liquid separator 7. One port of the second valve device 82 is connected between the first indoor heat exchanger 3 and the third valve 30, and the other port of the second valve device 82 is connected between the outdoor heat exchanger 6 and the third heat exchange section 51. One port of the third valve device 83 is connected between the outlet of the compressor 1 and the outdoor heat exchanger 6, and the other port of the third valve device 83 is connected between the first heat exchange section 21 and the gas-liquid separator 7.

[0081] In some embodiments, the thermal management system further includes a ninth valve 85 and a tenth valve 86, which have a shut-off state, a throttling state, and a fully open state. In the first hot gas bypass mode, the second hot gas bypass mode, the third hot gas bypass mode, and the fourth hot gas bypass mode, the ninth valve 85 is connected in series between the outlet of the compressor 1 and the first indoor heat exchanger 3; in the first passenger cabin single-cooling mode and the second passenger cabin single-cooling mode, the tenth valve 86 is connected in series between the outlet of the compressor 1 and the outdoor heat exchanger 6; in the second battery single-cooling mode and the battery overcharge cooling mode, the ninth valve 85 is connected in series between the outlet of the compressor 1 and the first indoor heat exchanger 3, and the tenth valve 86 is connected in series between the outlet of the compressor 1 and the outdoor heat exchanger 6.

[0082] The various components of the thermal management system are connected by pipelines to form two main systems: a refrigerant system and a coolant system. These two systems are isolated and not interconnected. Refrigerant flows through the refrigerant system, while coolant flows through the coolant system. The refrigerant can be R134A, carbon dioxide, or other heat exchange media, and the coolant can be a mixture of ethanol and water or other cooling media. The coolant system includes a battery circuit and a motor circuit. The battery circuit includes a first pump 11 and a battery heat exchange device 12, while the motor circuit includes a second pump 13 and a motor heat exchange device 14. The components of the battery circuit and motor circuit can be indirectly connected via pipelines or valves, or integrated into a single structure. The first pump 11 powers the flow of coolant in the battery circuit, and the second pump 13 powers the flow of coolant in the motor circuit. The specifications of the first pump 11 and the second pump 13 can be selected according to the requirements of the thermal management system; the first pump 11 and the second pump 13 are water pumps. The battery heat exchange device 12 is used for battery thermal management. Optionally, the battery heat exchanger 12 can be an integrated component with the battery as a single structure, or it can be a separate component assembled with the battery. The motor heat exchanger 14 is used for thermal management of the motor. Optionally, the motor heat exchanger 14 can be an integrated component with the motor as a single structure, or it can be a separate component assembled with the motor.

[0083] In the first hot gas bypass mode, the second hot gas bypass mode, and the third hot gas bypass mode, port a of the sixth valve 15 is connected to port b of the sixth valve 15, port c of the sixth valve 15 is connected to port d of the sixth valve 15, port a of the seventh valve 17 is connected to port c of the seventh valve 17, and the first pump 11, the battery heat exchange device 12, the second heat exchange section 22, the second pump 13, and the motor heat exchange device 14 are connected.

[0084] The thermal management system has a low-temperature heat dissipation mode, see [link / reference] Figure 23In the low-temperature heat dissipation mode, the compressor 1 is in the off state. Port a of the sixth valve 15 is connected to port b of the sixth valve 15, port c of the sixth valve 15 is connected to port d of the sixth valve 15, and port a of the seventh valve 17 is connected to port b of the seventh valve 17. The first pump 11, battery heat exchange device 12, second heat exchange section 22, third heat exchanger 16, second pump 13, and motor heat exchange device 14 are connected. When the battery and motor have heat dissipation requirements, the thermal management system is in the low-temperature heat dissipation mode. By switching the sixth valve 15 and the seventh valve 17, the battery circuit and motor circuit can be connected to the third heat exchanger 16, and the third heat exchanger 16 can simultaneously dissipate heat from the battery and motor.

[0085] The thermal management system has at least one of two modes: a first cooling and dehumidification mode and a second cooling and dehumidification mode. In either the first or second cooling and dehumidification mode, compressor 1 is in the on state, the fifth valve 50 is in a throttling state, and compressor 1, outdoor heat exchanger 6, and second indoor heat exchanger 4 are connected. Compressor 1, first indoor heat exchanger 3, and second indoor heat exchanger 4 are also connected. When the passenger cabin has a cooling and dehumidification requirement and the heat load is low, the thermal management system is in the first cooling and dehumidification mode. (See [link to relevant documentation]). Figure 24 Along the refrigerant flow direction, compressor 1, outdoor heat exchanger 6, third heat exchange section 51, second indoor heat exchanger 4, gas-liquid separator 7, and fourth heat exchange section 52 are connected. Compressor 1, first indoor heat exchanger 3, third heat exchange section 51, second indoor heat exchanger 4, gas-liquid separator 7, and fourth heat exchange section 52 are also connected. Outdoor heat exchanger 6 and first indoor heat exchanger 3 are connected in parallel as an air cooler, which is suitable for dehumidification conditions with low heat load. Second indoor heat exchanger 4 is used as an evaporator to cool and dehumidify the passenger cabin.

[0086] When the passenger cabin requires cooling and dehumidification, and the battery needs cooling, the thermal management system operates in the second cooling and dehumidification mode. (See below) Figure 25 The second valve 20 is in a throttling state. Along the refrigerant flow direction, compressor 1, outdoor heat exchanger 6, third heat exchange section 51, second indoor heat exchanger 4, gas-liquid separator 7, and fourth heat exchange section 52 are connected. Compressor 1, first indoor heat exchanger 3, third heat exchange section 51, second indoor heat exchanger 4, gas-liquid separator 7, and fourth heat exchange section 52 are connected. Compressor 1, outdoor heat exchanger 6, third heat exchange section 51, first heat exchange section 21, gas-liquid separator 7, and fourth heat exchange section 52 are connected. Compressor 1, first indoor heat exchanger 3, third heat exchange section 51, first heat exchange section 21, gas-liquid separator 7, and fourth heat exchange section 52 are connected. First pump 11, battery heat exchange device 12, and second heat exchange section 22 are connected. Second indoor heat exchanger 4 and second heat exchange section 21 are connected in parallel as evaporators. First heat exchange section 21 and second heat exchange section 22 exchange heat for battery cooling.

[0087] The thermal management system has at least one of the following modes: a first de-icing mode, a second de-icing mode, a third de-icing mode, and a fourth de-icing mode. In any one of these modes, the compressor 1 is in the on state, the second valve 20 is in the throttling state, the compressor 1, the outdoor heat exchanger 6, and the first heat exchange section 21 are connected, port a of the sixth valve 15 is connected to port b of the sixth valve 15, port c of the sixth valve 15 is connected to port d of the sixth valve 15, port a of the seventh valve 17 is connected to port c of the seventh valve 17, and the first pump 11, the battery heat exchange device 12, the second heat exchange section 22, the second pump 13, and the motor heat exchange device 14 are connected.

[0088] When the passenger cabin requires heating, the outdoor heat exchanger 6 requires de-icing, and the battery circuit has residual heat, the thermal management system is in the first de-icing mode. (See [link to relevant documentation]). Figure 26 With valve component 84 in the closed state, along the refrigerant flow direction, compressor 1, outdoor heat exchanger 6, third heat exchange section 51, first heat exchange section 21, gas-liquid separator 7, and fourth heat exchange section 52 are connected. Compressor 1, first indoor heat exchanger 3, second indoor heat exchanger 4, first heat exchange section 21, gas-liquid separator 7, and fourth heat exchange section 52 are also connected. The second heat exchange section 22 absorbs heat from the heat source, and the first heat exchange section 21 exchanges heat with the second heat exchange section 22 for passenger cabin heating and de-icing. The first indoor heat exchanger 3 and the second indoor heat exchanger 4 are connected in series for passenger cabin heating, improving the system's heating performance and enhancing the passenger cabin heating effect in de-icing mode. The heat source can be battery heat exchange device 12 and / or motor heat exchange device 14 and / or other heating devices, such as a PTC heating device.

[0089] When the passenger cabin requires heating, outdoor heat exchanger 6 requires de-icing, and the battery circuit has no residual heat, the thermal management system is in the second de-icing mode. (See below) Figure 27 The second de-icing mode differs from the first de-icing mode in that valve component 84 is in a fully open state, which improves the heating capacity of the passenger cabin during de-icing.

[0090] When outdoor heat exchanger 6 requires de-icing and the battery circuit has residual heat, the thermal management system is in the third de-icing mode. (See below) Figure 28 Along the refrigerant flow direction, valve component 84 is in the closed state, and compressor 1, outdoor heat exchanger 6, third heat exchange section 51, first heat exchange section 21, gas-liquid separator 7, and fourth heat exchange section 52 are connected; second heat exchange section 22 is used to absorb heat from battery and motor, and first heat exchange section 21 exchanges heat with second heat exchange section 22 for de-icing.

[0091] When outdoor heat exchanger 6 requires de-icing and the battery circuit has no residual heat, the thermal management system is in the fourth de-icing mode. (See below) Figure 29 The fourth de-icing mode differs from the third de-icing mode in that valve component 84 is in a fully open state, which improves the heating capacity of the passenger cabin during de-icing.

[0092] In this application, during the de-icing mode, if there is residual heat in the motor circuit and battery circuit, the residual heat in the motor circuit and battery circuit can be used to simultaneously meet the heating and de-icing needs of the passenger cabin. If there is insufficient residual heat in the motor circuit and battery circuit, hot air bypass can be used to compensate for it, ensuring the heating capacity of the passenger cabin during de-icing.

[0093] In this application, the "connection" between two components can be a direct connection or a connection via a pipeline. The two components may only have a pipeline between them, or they may have a valve or other component in addition to a pipeline. Similarly, the "connection" between two components in this application can be a direct connection or a connection via a pipeline. The two components may only have a pipeline connection, or they may have a valve or other component in addition to a pipeline connection.

[0094] The above embodiments are only used to illustrate the present invention and are not intended to limit the technical solutions described in the present invention. The understanding of this specification should be based on those skilled in the art. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still make modifications or equivalent substitutions to the present invention. All technical solutions and improvements that do not depart from the spirit and scope of the present invention should be covered within the scope of the claims of the present invention.

Claims

1. A thermal management system, characterized in that, It includes a compressor (1), a first heat exchanger (2) and a first valve (10), wherein the first heat exchanger (2) includes a first heat exchange section (21) and a second heat exchange section (22) that are not connected to each other; The thermal management system includes a first branch (100) and a second branch (200). The first branch (100) includes a valve component (84), and the second branch (200) includes a first indoor heat exchanger (3) and a first heat exchange section (21). The first indoor heat exchanger (3) and the first heat exchange section (21) are connected in series. The thermal management system includes a first pump (11) and a battery heat exchange device (12). The thermal management system has a first hot gas bypass mode. In the first hot gas bypass mode, the compressor (1) is in the open state, the first valve (10) and the valve component (84) are both in the throttling state, the first branch (100) and the second branch (200) are connected in parallel, the inlet of the first branch (100) and the inlet of the second branch (200) are both connected to the outlet of the compressor (1), the outlet of the first branch (100) and the outlet of the second branch (200) are both connected to the inlet of the first valve (10), the outlet of the first valve (10) is connected to the inlet of the compressor (1), the first pump (11), the battery heat exchange device (12) and the second heat exchange section (22) are connected, and the first heat exchange section (21) and the second heat exchange section (22) enter heat exchange.

2. The thermal management system as described in claim 1, characterized in that, The second branch (200) includes a second indoor heat exchanger (4). The thermal management system has a second hot gas bypass mode. In the second hot gas bypass mode, the compressor (1) is in the open state, the first valve (10) is in the throttling state, the valve component (84) is in the throttling state, the first indoor heat exchanger (3), the second indoor heat exchanger (4) and the first heat exchange section (21) are connected in series, the compressor (1), the first indoor heat exchanger (3), the second indoor heat exchanger (4) and the first heat exchange section (21) are connected, and the first pump (11), the battery heat exchange device (12) and the second heat exchange section (22) are connected.

3. The thermal management system as described in claim 2, characterized in that, The thermal management system further includes a second valve (20). In the first hot gas bypass mode, the second valve (20) is in a throttling state or a fully open state. The inlet of the second valve (20) is connected to the outlet of the first indoor heat exchanger (3), and the outlet of the second valve (20) is connected to the first heat exchange section (21). In the second hot gas bypass mode, the second valve (20) is in a throttling state or a fully open state, the inlet of the second valve (20) is connected to the outlet of the second indoor heat exchanger (4), and the outlet of the second valve (20) is connected to the first heat exchange section (21).

4. The thermal management system as described in claim 2 or 3, characterized in that, The thermal management system includes a third valve (30). In the second hot gas bypass mode, the third valve (30) is in a fully open state. The third valve (30) is connected in series between the first indoor heat exchanger (3) and the second indoor heat exchanger (4). In the first hot gas bypass mode, the third valve (30) is in the shut-off state.

5. The thermal management system as described in claim 2 or 3, characterized in that, The thermal management system includes a second valve (20) and a third branch (300). The third branch (300) includes an outdoor heat exchanger (6). The first branch (100) includes a first flow path (L1) and a second flow path (L2). The first flow path (L1) includes a first indoor heat exchanger (3) and a second indoor heat exchanger (4). The second flow path (L2) includes the second valve (20) and the first heat exchange section (21). The thermal management system has a battery overcharge cooling mode. In the battery overcharge cooling mode, the first valve (10) is in a fully open state, the second valve (20) is in a throttling state, the second indoor heat exchanger (4) and the outdoor heat exchanger (6) are connected to the inlet of the second valve (20), the outlet of the second valve (20) is connected to the first heat exchange section (21), the inlet of the first flow path (L1) and the inlet of the third branch (300) are both connected to the outlet of the compressor (1), the outlet of the first flow path (L1) and the outlet of the third branch (300) are both connected to the second flow path (L2), and the first pump (11), the battery heat exchange device (12) and the second heat exchange section (22) are connected.

6. The thermal management system as described in claim 5, characterized in that, The thermal management system includes a third valve (30). In the battery overcharge cooling mode, the third valve (30) is in a fully open state. The third valve (30) is connected in series between the first indoor heat exchanger (3) and the second indoor heat exchanger (4). The compressor (1), the outdoor heat exchanger (6) and the first heat exchange section (21) are connected. The compressor (1), the first indoor heat exchanger (3), the second indoor heat exchanger (4) and the first heat exchange section (21) are connected.

7. The thermal management system as described in claim 5, characterized in that, The thermal management system includes a third valve (30), a fourth valve (40), and a third branch (300), wherein the third branch (300) includes an outdoor heat exchanger (6); The thermal management system has a first heating and dehumidification mode. In the first heating and dehumidification mode, the compressor (1) is in the open state, the third valve (30) is in the throttling state, and the fourth valve (40) is in the throttling state or the fully open state. The third valve (30) is connected in series between the first indoor heat exchanger (3) and the second indoor heat exchanger (4). The inlet of the fourth valve (40) is connected to the second indoor heat exchanger (4), and the outlet of the fourth valve (40) is connected to the outdoor heat exchanger (6). The compressor (1), the first indoor heat exchanger (3), the second indoor heat exchanger (4) and the outdoor heat exchanger (6) are connected.

8. The thermal management system as described in claim 7, characterized in that, The thermal management system includes a fifth valve (50). The thermal management system has at least one of a second heating and dehumidification mode, a third heating and dehumidification mode, and a fourth heating and dehumidification mode. In any of the second heating and dehumidification mode, the third heating and dehumidification mode, and the fourth heating and dehumidification mode, the compressor (1) is in the open state, the third valve (30) is in the closed state, the fourth valve (40) is in the throttling state, the fifth valve (50) is in the throttling state, the inlet of the fourth valve (40) is connected to the first indoor heat exchanger (3), the outlet of the fourth valve (40) is connected to the outdoor heat exchanger (6), the inlet of the fifth valve (50) is connected to the first indoor heat exchanger (3), the outlet of the fifth valve (50) is connected to the second indoor heat exchanger (4), the compressor (1), the first indoor heat exchanger (3) and the outdoor heat exchanger (6) are connected, and the compressor (1), the first indoor heat exchanger (3) and the second indoor heat exchanger (4) are connected.

9. The thermal management system as described in claim 5, characterized in that, The thermal management system includes a fourth valve (40) and a third branch (300), the third branch (300) including an outdoor heat exchanger (6); the thermal management system includes at least one of a first battery single-heat mode and a second battery single-heat mode. In either the first battery single-heat mode or the second battery single-heat mode, the fourth valve (40) is in a throttling state, the inlet of the fourth valve (40) is connected to the first heat exchange section (21), the outlet of the fourth valve (40) is connected to the outdoor heat exchanger (6), the compressor (1), the first heat exchange section (21) and the outdoor heat exchanger (6) are connected, and the first pump (11), the battery heat exchange device (12) and the second heat exchange section (22) are connected.

10. The thermal management system as described in claim 4, characterized in that, The thermal management system includes a second pump (13), a motor heat exchange device (14), and a sixth valve (15); The sixth valve (15) has ports a, b, c and d. Port a of the sixth valve (15) is connected to the first pump (11), port b of the sixth valve (15) is connected to the motor heat exchange device (14), port c of the sixth valve (15) is connected to the second pump (13), and port d of the sixth valve (15) is connected to the second heat exchange section (22). In either the first hot gas bypass mode or the second hot gas bypass mode, port a of the sixth valve (15) is connected to port b of the sixth valve (15), and port c of the sixth valve (15) is connected to port d of the sixth valve (15).

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