Thermal management system

Abstract

The heat management system comprises a first heat exchanger, and the first heat exchanger comprises a first heat exchange part and a second heat exchange part which are isolated from each other; the refrigerant system comprises a compressor, a first throttling device, a second heat exchanger and a first heat exchange part; the cooling liquid system comprises a valve device, a first main path, a first branch path, a second branch path and a third branch path, wherein the first main path comprises a first pump and a battery heat exchange device; the valve device comprises a first communication port, a second communication port and a third communication port; when the heat management system is in a certain working mode, the compressor, the first throttling device, the second heat exchanger and the first heat exchange part are communicated, the first throttling device is connected between an outlet of the second heat exchanger and an inlet of the first heat exchange part in series, the first communication opening is communicated with the third communication opening, and the first main path, the third branch path and the second branch path are communicated. The second heat exchange part can be bypassed through the second branch, so that the cooling liquid does not pass through the second heat exchange part, the battery heat management is realized through the third branch, and the energy consumption is reduced.

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

[0003] In the relevant thermal management system, the heating core of the coolant circuit meets the heating needs of the passenger cabin, and the cooling core of the coolant circuit meets the cooling needs of the passenger cabin. The battery heat exchange device is connected in parallel with the heating core or the cooling core. The battery heat exchange device is used to realize the thermal management of the battery. The coolant in the battery heat exchange device exchanges heat with the refrigerant in the refrigerant circuit, thereby cooling or heating the battery. This will draw heat away from the passenger cabin, resulting in increased energy consumption. Summary of the Invention

[0004] The purpose of this application is to provide an energy-saving thermal management system.

[0005] The objective of this application is achieved through the following technical solution:

[0006] A thermal management system includes a first heat exchanger, the first heat exchanger including a first heat exchange section and a second heat exchange section that are isolated from each other.

[0007] The thermal management system includes a refrigerant system and a coolant system. The refrigerant system includes a compressor, a first throttling device, a second heat exchanger, and a first heat exchange section. The coolant system includes a valve device, a first main line, a first branch line, a second branch line, and a third branch line. The first main line includes a first pump and a battery heat exchange device. The first branch line includes a second heat exchange section. The third branch line includes a second pump and a motor heat exchange device.

[0008] The valve device includes a first connection port, a second connection port, and a third connection port. The first connection port can be connected to the outlet of the third branch, the second connection port can be connected to the inlet of the first branch, and the third connection port can be connected to the inlet of the second branch. The outlet of the first branch or the outlet of the second branch can be connected to the inlet of the first main road, and the first connection port is connected to the second connection port or the third connection port.

[0009] In a certain operating mode, the thermal management system connects the compressor, the first throttling device, the second heat exchanger, and the first heat exchange section. The first throttling device is connected in series between the outlet of the second heat exchanger and the inlet of the first heat exchange section. The first connecting port is connected to the third connecting port. The first main path, the third branch path, and the second branch path are connected.

[0010] In this application, under certain operating modes, the first main path, the third branch path, and the second branch path are connected. The second heat exchange section can be bypassed through the second branch path, so that the coolant can bypass the second heat exchange section and achieve battery thermal management through the third branch path, thereby saving energy. Attached Figure Description

[0011] Figure 1 This is a connection diagram of an embodiment of the thermal management system of this application;

[0012] Figure 2 yes Figure 1 Partial connection diagram of the central heat management system;

[0013] Figure 3 This is a schematic diagram of a hybrid cooling mode of an embodiment of the thermal management system of this application;

[0014] Figure 4 This is a schematic diagram of a battery single-cooling mode according to an embodiment of the thermal management system of this application;

[0015] Figure 5 This is a schematic diagram of a single-cooling mode for the passenger cabin according to an embodiment of the thermal management system of this application;

[0016] Figure 6 This is a schematic diagram of the heat dissipation mode of an embodiment of the thermal management system of this application;

[0017] Figure 7 This is a schematic diagram of a first hybrid heating mode of an embodiment of the thermal management system of this application;

[0018] Figure 8 This is a schematic diagram of the second hybrid heating mode of an embodiment of the thermal management system of this application;

[0019] Figure 9 This is a schematic diagram of the first passenger cabin thermal mode of an embodiment of the thermal management system of this application;

[0020] Figure 10 This is a schematic diagram of the second passenger cabin single thermal mode according to an embodiment of the thermal management system of this application;

[0021] Figure 11 This is a schematic diagram of a self-circulation mode of an embodiment of the thermal management system of this application;

[0022] Figure 12 This is a schematic diagram of the first heating and dehumidification mode of an embodiment of the thermal management system of this application;

[0023] 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;

[0024] Figure 14This is a schematic diagram of the cooling and dehumidification mode of an embodiment of the thermal management system of this application;

[0025] Figure 15 This is a schematic diagram of a hybrid cooling mode of another embodiment of the thermal management system of this application;

[0026] Figure 16 This is a schematic diagram of a battery-only cooling mode according to another embodiment of the thermal management system of this application;

[0027] Figure 17 This is a schematic diagram of a single-cooling mode for the passenger cabin, representing another embodiment of the thermal management system of this application.

[0028] Figure 18 This is a schematic diagram of the heat dissipation mode of another embodiment of the thermal management system of this application;

[0029] Figure 19 This is a schematic diagram of the first hybrid heating mode of another embodiment of the thermal management system of this application;

[0030] Figure 20 This is a schematic diagram of the second hybrid heating mode of another embodiment of the thermal management system of this application;

[0031] Figure 21 This is a schematic diagram of the first passenger cabin thermal mode of another embodiment of the thermal management system of this application;

[0032] Figure 22 This is a schematic diagram of the second passenger cabin single thermal mode of another embodiment of the thermal management system of this application;

[0033] Figure 23 This is a schematic diagram of the self-circulation mode of another embodiment of the thermal management system of this application;

[0034] Figure 24 This is a schematic diagram of the first heating and dehumidification mode of another embodiment of the thermal management system of this application;

[0035] Figure 25 This is a schematic diagram of the second heating and dehumidification mode of another embodiment of the thermal management system of this application;

[0036] Figure 26 This is a schematic diagram of the cooling and dehumidification mode of another embodiment of the thermal management system of this application;

[0037] Figure 27 This is a connection diagram of the valve device in the thermal management system of this application. Detailed Implementation

[0038] 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.

[0039] 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.

[0040] 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.

[0041] According to a specific embodiment of the thermal management system of this application, see [link to relevant documentation]. Figures 1 to 14 As shown, the thermal management system includes a refrigerant system and a coolant system. The refrigerant system and the coolant system are isolated from each other and not connected. The refrigerant flows through the refrigerant system, and the 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.

[0042] See Figure 1The thermal management system includes a first heat exchanger 2 and a second heat exchanger 4. In this embodiment, the first heat exchanger 2 is an evaporator, and the second heat exchanger 4 is a condenser. Both the first heat exchanger 2 and the second heat exchanger 4 are dual-channel heat exchangers. The first heat exchanger 2 includes a first heat exchange section 21 and a second heat exchange section 22 that are isolated from each other. The second heat exchanger 4 includes a third heat exchange section 41 and a fourth heat exchange section 42 that are isolated from each other. The refrigerant system includes a compressor 1, a third heat exchange section 41, a first throttling device 31, and the first heat exchange section 21. The coolant system includes a second heat exchange section 22 and a fourth heat exchange section 42. The channels of the first heat exchange section 21 and the third heat exchange section 41 are used for refrigerant flow, and the channels of the second heat exchange section 22 and the fourth heat exchange section 42 are used for coolant flow.

[0043] In this embodiment, the compressor 1, the first throttling device 31, the first heat exchange section 21, and the third heat exchange section 41 can be indirectly connected through pipelines or valves, or they can be integrated into a single structure. After the compressor 1 is turned on, the refrigerant circulates in the refrigerant system. When the operating conditions of the thermal management system are switched, the refrigerant flow direction in the refrigerant system does not switch, and the first throttling device 31 can throttle the refrigerant.

[0044] The refrigerant system includes a second throttling device 32. The outlet of the second throttling device 32 can be connected to the inlet of the third heat exchange section 41, and the inlet of the second throttling device 32 can be connected to the outlet of the compressor 1. In some operating conditions, the thermal management system of this embodiment sets the second throttling device 32 to a throttling state to increase the high pressure and raise the outlet temperature of the compressor 1, thereby improving the heat exchange effect; in other operating conditions, the second throttling device 32 is in a fully open state, equivalent to a pipeline. Of course, in some other embodiments, the second throttling device 32 may not be provided.

[0045] In this embodiment, the refrigerant system includes a sixth heat exchanger 15, which comprises a fifth heat exchange section 151 and a sixth heat exchange section 152. The inlet of the fifth heat exchange section 151 is connected to the outlet of the third heat exchange section 41, and the outlet of the fifth heat exchange section 151 is connected to the inlet of the first throttling device 31. The inlet of the sixth heat exchange section 152 is connected to the outlet of the first heat exchange section 21, and the outlet of the sixth heat exchange section 152 is connected to the inlet of the compressor 1. By providing the sixth heat exchanger 15, heat exchange between the higher-temperature refrigerant and the lower-temperature refrigerant is achieved, reducing the refrigerant temperature before throttling by the first throttling device 31, thereby resulting in a lower refrigerant temperature after throttling and better heat exchange effect at the first heat exchanger 2. Simultaneously, it can also increase the refrigerant temperature before entering the compressor 1, reducing the probability of liquid refrigerant entering the compressor 1, thus protecting the compressor 1. In some other embodiments, the refrigerant system may not include a sixth heat exchanger 15.

[0046] In this embodiment, the refrigerant system includes a bypass branch Z3. The inlet of the bypass branch Z3 is connected to the outlet of the compressor 1, and the outlet of the bypass branch Z3 is connected to the inlet of the compressor 1. The bypass branch Z3 includes a valve component 200. The high-temperature, high-pressure refrigerant flowing out of the compressor 1 can be divided into two paths. One path flows sequentially to the third heat exchange section 41, the fifth heat exchange section 151, the first throttling device 31, and the first heat exchange section 21. The other path flows through the valve component 200 and then enters the sixth heat exchange section 152 together with the refrigerant flowing out of the first heat exchange section 21. Under certain operating conditions, some refrigerant flows through the bypass branch Z3, and the valve component 200 is in a throttling state, which can increase the inlet temperature of the compressor 1, thereby improving the heat exchange effect.

[0047] In this embodiment, the refrigerant system includes a liquid receiver 14, which is connected in series between the outlet of the third heat exchange section 41 and the inlet of the fifth heat exchange section 151. In some other embodiments, the thermal management system includes a gas-liquid separator connected in series between the outlet of the fifth heat exchange section 151 and the inlet of the compressor 1.

[0048] In this embodiment, the coolant system includes a valve device 11, a seventh valve 12, an eighth valve 13, a first main line L1, a first branch line L2, a second branch line L3, a third branch line L4, a battery branch line L5, a second main line L6, a fourth branch line L7, a fifth branch line L8, and a sixth branch line L9. The first main line L1 includes a first pump 201 and a battery heat exchange device 101. The first branch line L2 includes a fourth pump 203 and a second heat exchange section 22. The third branch line L4 includes a second pump 202, a motor heat exchange device 102, and a third heat exchanger 103. The second main line L6 includes a third pump 204, a fourth heat exchanger 104, and a fourth heat exchange section 42. The outlet of the fourth heat exchanger 104 can be connected to the inlet of the fourth heat exchange section 42. The sixth branch line L9 includes a fifth heat exchanger 105. The second branch line L3, the fourth branch line L7, the fifth branch line L8, and the battery branch line L5 are all hollow pipes. The outlet of the first pump 201 is connected to the inlet of the battery heat exchanger 101, the outlet of the second pump 202 is connected to the inlet of the motor heat exchanger 102, and the outlet of the second heat exchange section 22 is connected to the inlet of the fourth pump 203. The outlet of the fourth heat exchanger 104 is connected to the inlet of the fourth heat exchange section 42, and the outlet of the fourth heat exchange section 42 is connected to the inlet of the third pump 204.

[0049] The fourth branch L7 includes the fourth flow path L71 and the fifth flow path L72, both of which are hollow pipes.

[0050] The third branch L4 includes a first flow path L41, a second flow path L42, and a third flow path L43. The first flow path L41 includes a second pump 202 and a motor heat exchange device 102. The second flow path L42 includes a third heat exchanger 103. The outlet of the third heat exchanger 103 or the outlet of the third flow path L43 can be connected to the inlet of the first flow path L41. The third heat exchanger 103 is used for heat exchange with the atmospheric environment. The third flow path L43 is a hollow pipe.

[0051] One end of the battery branch L5 can be connected to the inlet of the battery heat exchanger 101, and the other end of the battery branch L5 can be connected to the outlet of the battery heat exchanger 101. Through the battery branch L5, a portion of the coolant flowing out of the battery heat exchanger 101 mixes with another portion of the coolant and flows back into the battery heat exchanger 101. In some other embodiments, a first pump 201 may be provided in the battery branch L5 to drive a portion of the coolant flowing out of the battery heat exchanger 101 to flow back into the battery heat exchanger 101.

[0052] The valve device 11 includes five independent valve components: a fourth valve 5, a first valve 6, a second valve 7, a third valve 8, and a fifth valve 9. These five valve components are independent parts, connected to each other via pipelines or integrated together. The valve device 11 also includes a first connecting port 111, a second connecting port 112, a third connecting port 113, a fourth connecting port 114, a fifth connecting port 115, a sixth connecting port 116, a seventh connecting port 117, an eighth connecting port 118, and a ninth connecting port 119. The valve device 11 is used to switch the connection status of these nine connecting ports.

[0053] The first valve component 6 has a first port 61, a second port 62, a third port 63, and a fourth port 64. The first valve component 6 switches the connection state of the four ports through a valve core. When the first valve component 6 is in the third state, the first port 61 is connected to the second port 62, and the third port 63 is connected to the fourth port 64; when the first valve component 6 is in the fourth state, the first port 61 is connected to the fourth port 64, and the second port 62 is connected to the third port 63. Optionally, the first valve component 6 is a four-way valve.

[0054] The fourth valve component 5 has a fifth port 51, a sixth port 52, a seventh port 53, and an eighth port 54. The fourth valve component 5 switches the connection state of the four ports via a valve core. When the fourth valve component 5 is in the first state, the fifth port 51 is connected to the sixth port 52, and the seventh port 53 is connected to the eighth port 54; when the fourth valve component 5 is in the second state, the fifth port 51 is connected to the eighth port 54, and the sixth port 52 is connected to the seventh port 53. Optionally, the fourth valve component 5 is a four-way valve.

[0055] The second valve 7, the third valve 8, the fifth valve 9, the seventh valve 12, and the eighth valve 13 each have a first port a, a second port b, and a third port c. When the multi-way valve is in operation, the first port a is connected to at least one of the second port b and the third port c. Through the second valve 7, the third valve 8, and the fifth valve 9, the fluid flow direction of the coolant system can be switched, thereby switching the connection state of each component.

[0056] like Figure 1 , Figure 2 and Figure 27 As shown, the first port 61 is connected to the first port a of the second valve 7, the second port b of the second valve 7 is the second connecting port 112, the third port c of the second valve 7 is the third connecting port 113, the second port 62 is the sixth connecting port 116, the third port 63 is connected to the first port a of the third valve 8, the second port b of the third valve 8 is the fifth connecting port 115, and the fourth port 64 is the first connecting port 111. The fifth port 51 is the ninth connecting port 119, the sixth port 52 is connected to the first port a of the fifth valve 9, the seventh port 53 is connected to the third port c of the third valve 8, the eighth port 54 is the fourth connecting port 114, the second port b of the fifth valve 9 is the seventh connecting port 117, and the third port c of the fifth valve 9 is the eighth connecting port 118. The first connecting port 111 is connected to the outlet of the first flow path L41; the second connecting port 112 is connected to the inlet of the first branch path L2; the third connecting port 113 is connected to the inlet of the second branch path L3; the fourth connecting port 114 is connected to the inlet of the second flow path L42; the fifth connecting port 115 is connected to the inlet of the third flow path L43; the sixth connecting port 116 is connected to the outlet of the first main path L1; the seventh connecting port 117 is connected to the inlet of the second main path L6; the eighth connecting port 118 is connected to the inlet of the fourth flow path L71; and the ninth connecting port 119 is connected to the outlet of the second main path L6. The outlets of the second flow path L42 and the third flow path L43 are connected to the inlet of the first flow path L41. The outlets of the second branch path L3 and the fourth flow path L71 are connected to the inlet of the first main path L1. One end of the fifth flow path L72 is connected to the outlet of the first main path L1, and the other end of the fifth flow path L72 is connected to the inlet of the fourth heat exchange section 42.

[0057] The first port a of the seventh valve 12 is connected to the second port b of the eighth valve 13. The second port b of the seventh valve 12 is connected to the inlet of the first main circuit L1. The third port c of the seventh valve 12 is connected to the inlet of the sixth branch circuit L9. The first port a of the eighth valve 13 is connected to the outlet of the first branch circuit L2. The third port c of the eighth valve 13 is connected to the inlet of the fifth branch circuit L8. The outlets of the fifth branch circuit L8, the first main circuit L1, and the sixth branch circuit L9 are all connected to the second port 62. The seventh valve 12 and the eighth valve 13 work together to control the flow direction of the coolant flowing out of the first branch circuit L2.

[0058] Specifically, the fourth valve 5 controls whether the third branch L4 is connected to the second main branch L6, and the first valve 6 controls whether the third branch L4 is connected to the first main branch L1 and the first branch L2. The second valve 7 controls whether the first main branch L1 is connected to either the first branch L2 or the second branch L3; the third valve 8 controls whether the motor heat exchanger 102 is connected to the third heat exchanger 103; and the fifth valve 9 controls whether the second main branch L6 is connected to the fourth branch L7.

[0059] Optionally, the fourth valve 5, the first valve 6, the second valve 7, the third valve 8, and the fifth valve 9 are all multi-way valves, and at least some of the five multi-way valves are three-way proportional valves used to adjust the ratio of the flow rates in the two loops. For example, when the fifth heat exchanger 105 and the battery heat exchanger 101 are simultaneously connected to the coolant system and connected in parallel, the seventh valve 12 can be used to adjust the ratio of the coolant flow rates through the fifth heat exchanger 105 and the battery heat exchanger 101, thereby adjusting the heat exchange effect of the fifth heat exchanger 105 and the battery heat exchanger 101.

[0060] Pumps 201 (first), 202 (second), 203 (fourth), and 204 (third) power the flow of coolant. The positions of these four pumps can be adjusted adaptively without affecting the fluid flow. Optionally, all four pumps are electric water pumps; their types and specifications can be the same or different, selected according to the requirements of the thermal management system.

[0061] The battery heat exchanger 101 is used for thermal management of the battery. Optionally, the battery heat exchanger 101 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 102 is used for thermal management of the motor. Optionally, the motor heat exchanger 102 can be an integrated component with the motor as a whole, or it can be a separate component assembled with the motor.

[0062] 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 fourth heat exchanger 104 and a fifth heat exchanger 105 are disposed within the air conditioning unit 100. The fourth heat exchanger 104 and the fifth heat exchanger 105 are used for heat exchange with the air in the air conditioning unit 100 to regulate the temperature of the passenger compartment. The fourth heat exchanger 104 is located downstream of the fifth heat exchanger 105 in the airflow. A fan is provided within the air conditioning unit 100 to guide the airflow within the air conditioning unit 100. A third heat exchanger 103 is disposed near the front grille of the vehicle, and a fan device is provided beside the third heat exchanger 103 to guide the airflow. The third heat exchanger 103 is used for heat exchange with the atmospheric environment, releasing heat into or absorbing heat from the atmospheric environment. The third heat exchanger 103, the fourth heat exchanger 104, and the fifth heat exchanger 105 are all air-cooled heat exchangers, all used for heat exchange with air. The structure of air-cooled heat exchangers is well known to those skilled in the art and will not be described in detail here.

[0063] The thermal management system of this embodiment has multiple operating modes, including heating mode, cooling mode, dehumidification mode, and heat dissipation mode. Under all operating conditions, when compressor 1 is turned on, the second heat exchanger 4 acts as a condenser, where the refrigerant releases heat to the coolant. The first heat exchanger 2 acts as an evaporator, where the refrigerant absorbs heat from the coolant. The fifth heat exchanger 105 acts as a cold air core, which can lower the temperature of the air entering the passenger compartment, and the fourth heat exchanger 104 acts as a warm air core, which can raise the temperature of the air entering the passenger compartment.

[0064] 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.

[0065] The thermal management system in this embodiment is a secondary loop system. When compressor 1 is turned on and in operation, the refrigerant flow direction of the refrigerant system does not change even if the operating conditions switch. Specifically, when the refrigerant system is in operation, if valve component 200 is in the closed state, the outlet of compressor 1, the second throttling device 32, the third heat exchange section 41, the liquid receiver 14, the fifth heat exchange section 151, the first throttling device 31, the first heat exchange section 21, the sixth heat exchange section 152, and the inlet of compressor 1 are connected. When valve component 200 is in the throttling state, the outlet of compressor 1, the second throttling device 32, the third heat exchange section 41, the liquid receiver 14, the fifth heat exchange section 151, the first throttling device 31, the first heat exchange section 21, the sixth heat exchange section 152, and the inlet of compressor 1 are connected, as are the outlet of compressor 1, valve component 200, the sixth heat exchange section 152, and the inlet of compressor 1.

[0066] like Figures 3 to 5As shown, when the ambient temperature is high, the thermal management system is in cooling mode. In cooling mode, valve component 200 is in the closed state. Depending on whether the passenger cabin and battery have cooling requirements, it is divided into passenger cabin cooling mode, battery cooling mode or hybrid cooling mode.

[0067] When both the passenger cabin and the battery require cooling, the thermal management system operates in a hybrid cooling mode. (See also...) Figure 3 Compressor 1 is turned on, and the refrigerant system is in operation. In the coolant system, the first pump 201, the second pump 202, the fourth pump 203, and the third pump 204 are turned on. The fourth valve 5 is in its second state, the first valve 6 is in its third state, the first port a of the second valve 7 is connected to the second port b of the second valve 7, the first port a of the third valve 8 is connected to the third port c of the third valve 8, the first port a of the fifth valve 9 is connected to the second port b of the fifth valve 9, the first port a of the seventh valve 12 is connected to the second port b and the third port c of the seventh valve 12, and the first port a of the eighth valve 13 is connected to the second port b of the eighth valve 13; that is, the first connecting port 111 is connected to the seventh connecting port 117, the fourth connecting port 114 is connected to the ninth connecting port 119, and the second connecting port 112 is connected to the sixth connecting port 116. The coolant system forms four coolant circuits.

[0068] In the first coolant circuit, the first flow path L41, the second flow path L42, and the second main path L6 are connected. The third branch path L4 is isolated from the first branch path L2. That is, the outlet of the third pump 204, the third heat exchanger 103, the second pump 202, the motor heat exchanger 102, the fourth heat exchanger 104, the fourth heat exchange section 42, and the inlet of the third pump 204 are sequentially connected. An air damper is provided in the air conditioning unit 100 to prevent heat exchange between the fourth heat exchanger 104 and the air in the air conditioning unit 100. The fourth heat exchanger 104 serves as a pipeline. Heat is released to the atmospheric environment through the third heat exchanger 103, lowering the coolant temperature. With the circulation of the coolant, heat dissipation of the motor and heat exchange requirements at the second heat exchanger 4 are achieved.

[0069] In the second coolant circuit, the outlet of the fourth pump 203, the fifth heat exchanger 105, the second heat exchange section 22, and the inlet of the fourth pump 203 are connected sequentially. The coolant, cooled in the second heat exchange section 22, flows to the fifth heat exchanger 105, where it exchanges heat with the air in the air conditioning unit 100 to cool the passenger compartment. The coolant, heated after flowing through the fifth heat exchanger 105, flows back to the second heat exchange section 22 to be cooled again, and so on in a cycle.

[0070] In the third coolant circuit, the first branch L2 is connected to the first main circuit L1, that is, the outlet of the fourth pump 203, the first pump 201, the battery heat exchange device 101, the second heat exchange section 22, and the inlet of the fourth pump 203 are connected in sequence.

[0071] In the fourth coolant circuit, the outlet of the first pump 201, the battery heat exchange device 101, the battery branch L5, and the inlet of the first pump 201 are connected.

[0072] To ensure the cooling effect of the passenger cabin, the outlet coolant temperature of the second heat exchanger 22 is relatively low. If a fourth coolant circuit is not provided, the inlet of the battery heat exchanger 101 is directly connected to the outlet of the second heat exchanger 22. On the one hand, the excessively low coolant temperature will 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 101 after heat exchange with the battery is relatively high, which will make the inlet coolant temperature of the second heat exchanger 22 high. The heat exchange capacity of the fifth heat exchanger 105 is limited, and it cannot ensure that the outlet coolant temperature of the second heat exchanger 22 is low enough, thus affecting the cooling effect of the passenger cabin.

[0073] In this application, the coolant with a higher temperature flowing out of the battery heat exchange device 101 is mixed with the coolant with a lower temperature flowing out of the second heat exchange section 22, and then flows into the battery heat exchange device 101, so that the temperature of the coolant flowing into the battery heat exchange device 101 is more suitable, thereby meeting the heat exchange requirements of the passenger compartment while protecting the battery.

[0074] When only the battery requires cooling, the thermal management system operates in battery-only cooling mode. See also... Figure 4 The system connection states in the battery-only cooling mode and the hybrid cooling mode are roughly the same; for similarities, please refer to the relevant description of the hybrid cooling mode, which will not be repeated here. The difference lies in that at least one of the first pump 201 and the fourth pump 203 is open, and the first port a of the seventh valve 12 is connected to the second port b. The coolant system forms the first and third coolant circuits of the hybrid cooling mode described above, enabling battery cooling. At this time, since only the battery needs cooling, the coolant temperature at the outlet of the second heat exchange section 22 can be adjusted to a more suitable temperature.

[0075] When only the passenger cabin requires cooling, the thermal management system operates in passenger cabin-only cooling mode. See also Figure 5 The system connection states of the passenger cabin single-cooling mode and the hybrid cooling mode are largely the same; for similarities, please refer to the relevant description of the hybrid cooling mode, which will not be repeated here. The difference lies in that the first pump 201 is closed, and the first port a and the third port c of the seventh valve 12 are connected. The coolant system forms the first and second coolant circuits of the aforementioned hybrid cooling mode, enabling cooling of the passenger cabin.

[0076] In this embodiment, during cooling mode, the higher-temperature coolant flows through the fourth heat exchanger 104. Due to the obstruction of the air damper in the air conditioning unit 100, the fourth heat exchanger 104 does not exchange heat with the air in the air conditioning unit 100 and is only used as a pipeline. However, due to the effect of thermal radiation, it may still have some impact on the air in the air conditioning unit 100. In some other embodiments, valves and bypass pipelines can be set to prevent coolant from flowing in the fourth heat exchanger 104 during cooling mode, thereby reducing the impact of thermal radiation. In this embodiment, by switching the connection state of the seventh valve 12, the system can switch between mixed cooling mode, passenger cabin cooling only, and battery cooling only modes. In mixed cooling mode, adjusting the speed of the first pump 201 can adjust the flow rate of the battery branch L5, making the control of the thermal management system relatively simple.

[0077] When the ambient temperature is moderate in spring and autumn, see Figure 6 When the thermal management system is in heat dissipation mode, the compressor 1 is off, the first pump 201 and the second pump 202 are on, the fourth valve 5 is in the first state, the first valve 6 is in the fourth state, and the first port a of the second valve 7 is connected to the third port c of the second valve 7; that is, the first connecting port 111 is connected to the third connecting port 113, and the fourth connecting port 114 is connected to the sixth connecting port 116.

[0078] In the coolant system, the first main path L1, the second branch path L3, the first flow path L41 and the second flow path L42 are connected, that is, the outlet of the first pump 201, the battery heat exchange device 101, the third heat exchanger 103, the second pump 202, the motor heat exchange device 102 and the inlet of the first pump 201 are connected in sequence.

[0079] Heat is released to the atmosphere through the third heat exchanger 103, which lowers the temperature of the coolant. As the coolant circulates, it dissipates heat from the motor and battery. The heat exchange requirements can be met even without starting the compressor 1, thus achieving energy saving.

[0080] like Figures 7 to 10 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, it is divided into the first passenger cabin single heating mode, the second passenger cabin single heating mode, the first mixed heating mode, and the second mixed heating mode.

[0081] When both the passenger cabin and battery require heating, and there is sufficient waste heat from the motor, the thermal management system operates in the first hybrid heating mode. (See also...) Figure 7When compressor 1 is turned on, valve component 200 is in a throttling state, and the refrigerant system is in operation. In the coolant system, first pump 201, second pump 202, and third pump 204 are turned on. Fourth valve component 5 is in the first state, first valve component 6 is in the fourth state, first port a of second valve component 7 is connected to third port c of second valve component 7, first port a of third valve component 8 is connected to second port b of third valve component 8, and first port a of fifth valve component 9 is connected to second port b of fifth valve component 9; that is, first connecting port 111 is connected to third connecting port 113, fifth connecting port 115 is connected to sixth connecting port 116, and seventh connecting port 117 is connected to ninth connecting port 119. The coolant system forms two coolant circuits.

[0082] In the first coolant circuit, the outlet of the third pump 204, the fourth heat exchanger 104, the fourth heat exchange section 42, and the inlet of the third pump 204 are connected sequentially. The coolant, heated in the fourth heat exchange section 42, flows to the fourth heat exchanger 104, where it exchanges heat with the air in the air conditioning unit 100 to heat the passenger cabin. The cooled coolant, after flowing through the fourth heat exchanger 104, flows to the third heat exchange section 41 to be heated again, and this cycle continues. A bypass branch Z3 allows the refrigerant in the third heat exchange section 41 to release more heat to the coolant.

[0083] In the second coolant circuit, the first main circuit L1 is connected to the second branch circuit L3, the first flow path L41 and the third flow path L43. That is, the outlet of the first pump 201, the battery heat exchange device 101, the second pump 202, the motor heat exchange device 102 and the inlet of the first pump 201 are connected in sequence. The third heat exchanger 103 is not connected in the second coolant circuit.

[0084] In this application, heating can be achieved by stalling the motor, and the battery is heated by the circulating coolant, which is beneficial for energy saving. Since the heat generated by the stalled motor is continuously used to heat the battery, the problem of excessive heat burning out the motor coils is avoided, thus protecting the motor.

[0085] This application, by setting a second branch L3 and a second valve 7, enables the battery heat exchanger 101 to be connected to the third heat exchanger 103 and the motor heat exchanger 102. In moderate temperatures during spring and autumn, heat is released to the atmosphere only through the third heat exchanger 103, achieving heat dissipation for the motor and battery, which is beneficial for energy saving. In extremely low temperature environments, switching the connection state of the second valve 7 enables the battery heat exchanger 101 and the motor heat exchanger 102 to be connected, allowing the motor to stall and heat up, thus heating the battery. The heat generated by the refrigerant system is used for the passenger cabin, facilitating rapid temperature rise in the passenger cabin. All the heat from the refrigerant system is used for passenger cabin heating.

[0086] When both the passenger cabin and battery require heating, and there is sufficient ambient heat, the thermal management system operates in the second hybrid heating mode. (See also...) Figure 8 When compressor 1 is turned on and valve component 200 is in the off state, the refrigerant system is in operation. In the coolant system, the first pump 201, the second pump 202, the fourth pump 203, and the third pump 204 are turned on. The fourth valve component 5 is in the first state, the first valve component 6 is in the second state, the first port a of the second valve component 7 is connected to the second port b of the second valve component 7, the first port a of the third valve component 8 is connected to the third port c of the third valve component 8, the first port a of the fifth valve component 9 is connected to the second port b and the third port c of the fifth valve component 9, and the first port a of the seventh valve component 12 is connected to the third port c of the seventh valve component 12; that is, the first connecting port 111 is connected to the second connecting port 112, the seventh connecting port 117 is connected to the ninth connecting port 119, the fourth connecting port 114 is connected to the sixth connecting port 116, and the eighth connecting port 118 is connected to the ninth connecting port 119. The coolant system forms four coolant circuits.

[0087] In the first coolant circuit, the outlet of the third pump 204, the fourth heat exchanger 104, the fourth heat exchange section 42, and the inlet of the third pump 204 are connected sequentially. The coolant, heated in the fourth heat exchange section 42, flows to the fourth heat exchanger 104, where it exchanges heat with the air in the air conditioning unit 100 to heat the passenger cabin. The coolant, cooled after flowing through the fourth heat exchanger 104, flows back to the fourth heat exchange section 42 to be heated again, and so on in a cycle.

[0088] In the second coolant circuit, the outlet of the third pump 204, the first pump 201, the battery heat exchange device 101, the fourth heat exchange unit 42, and the inlet of the third pump 204 are connected in sequence.

[0089] In the third coolant circuit, the outlet of the first pump 201, the battery heat exchange device 101, and the battery branch L5 are connected.

[0090] In the fourth coolant circuit, the outlet of the fourth pump 203, the third heat exchanger 103, the second pump 202, the motor heat exchange device 102, the second heat exchange section 22, and the inlet of the fourth pump 203 are connected in sequence. Heat is released to the atmosphere through the third heat exchanger 103, lowering the coolant temperature. With the circulating flow of the coolant, heat dissipation of the motor is achieved, and the heat exchange requirements at the first heat exchanger 2 are met.

[0091] To ensure effective heating in the passenger compartment, the outlet coolant temperature of the fourth heat exchange section 42 is relatively high. Without a third coolant circuit, the inlet of the battery heat exchange device 101 would be directly connected to the outlet of the fourth heat exchange section 42, potentially damaging the battery due to excessively high coolant temperature. In this application, the higher-temperature coolant flowing from the fourth heat exchange section 42 mixes with the lower-temperature coolant flowing from the battery heat exchange device 101 before flowing into the battery heat exchange device 101. This ensures a suitable coolant temperature flowing into the battery heat exchange device 101, thereby meeting the passenger compartment's heating requirements while protecting the battery.

[0092] When only the passenger cabin requires heating, the thermal management system operates in the first passenger cabin-only heating mode. (See also...) Figure 9 When compressor 1 is turned on, both the first throttling device 31 and valve component 200 are in a throttling state, and the refrigerant system is in operation. The fourth valve 5 is in the first state, the first valve 6 is in the third state, the first port a of the third valve 8 is connected to the second port b of the third valve 8, and the first port a of the fifth valve 9 is connected to the second port b of the fifth valve 9; that is, the first connecting port 111 is connected to the fifth connecting port 115, and the seventh connecting port 117 is connected to the ninth connecting port 119. The coolant system forms two coolant circuits.

[0093] In the first coolant circuit, the outlet of the third pump 204, the fourth heat exchanger 104, the fourth heat exchange section 42, and the inlet of the third pump 204 are connected sequentially. The fourth heat exchanger 104 provides heating for the passenger cabin, and the bypass branch Z3 enhances the heating effect.

[0094] In the second coolant circuit, the first flow path L41 is connected to the third flow path L43, that is, the outlet of the second pump 202, the motor heat exchange device 102, and the inlet of the second pump 202 are connected in sequence, and the coolant circulates to keep the motor warm.

[0095] When only the passenger cabin requires heating, the thermal management system operates in the second passenger cabin-only heating mode. (See also...) Figure 10 The system connection states of the second passenger cabin single-heating mode and the second hybrid heating mode are largely the same. For details on these similarities, please refer to the relevant description of the second hybrid heating mode; they will not be repeated here. The difference lies in that the first pump 201 is closed, and the first port a and the second port b of the fifth valve 9 are connected. The coolant system forms the first and fourth coolant circuits of the aforementioned second hybrid heating mode, enabling heating of the passenger cabin.

[0096] When only the passenger cabin requires heating, the thermal management system operates in the second passenger cabin-only heating mode. (See also...) Figure 10When compressor 1 is turned on, the first throttling device 31 is in a throttling state, valve component 200 is in a shut-off state, and the refrigerant system is in operation. The fourth valve 5 is in the first state, the first valve 6 is in the fourth state, the first port a of the second valve 7 is connected to the second port b of the second valve 7, the first port a of the third valve 8 is connected to the third port c of the third valve 8, the first port a of the fifth valve 9 is connected to the second port b of the fifth valve 9, and the first port a of the eighth valve 13 is connected to the third port c of the eighth valve 13; that is, the first connecting port 111 is connected to the second connecting port 112, the fourth connecting port 114 is connected to the sixth connecting port 116, and the seventh connecting port 117 is connected to the ninth connecting port 119. The coolant system forms two coolant circuits.

[0097] In the first coolant circuit, the outlet of the third pump 204, the fourth heat exchanger 104, the fourth heat exchange section 42, and the inlet of the third pump 204 are connected in sequence.

[0098] In the second coolant circuit, the first branch L2, the first flow path L41, and the second flow path L42 are connected, meaning the outlet of the fourth pump 203, the third heat exchanger 103, the second pump 202, the motor heat exchange device 102, the second heat exchange section 22, and the inlet of the fourth pump 203 are sequentially connected. Heat is released to the atmosphere through the third heat exchanger 103, lowering the coolant temperature. With the circulating flow of the coolant, heat dissipation from the motor is achieved, and the heat exchange requirements at the first heat exchanger 2 are met.

[0099] The thermal management system has a self-circulation mode, see [link / reference] Figure 11 In self-circulation mode, compressor 1 is off, first valve 6 is in the third state, and the first port a of third valve 8 is connected to the second port b of third valve 8; that is, the first connecting port 111 is connected to the fifth connecting port 115. The coolant system forms two coolant circuits.

[0100] In the first coolant circuit, the first main circuit L1 is connected to the battery branch circuit L5, that is, the outlet of the first pump 201, the battery heat exchange device 101, and the battery branch circuit L5 are connected. The first pump 201 drives the coolant to circulate in the first coolant circuit.

[0101] In the second coolant circuit, the first flow path L41 is connected to the third flow path L43, while the first main path L1 is isolated from the first flow path L41. That is, the outlet of the second pump 202, the motor heat exchanger 102, and the inlet of the second pump 202 are connected in sequence. The second pump 202 drives the coolant to circulate in the second coolant circuit.

[0102] When the ambient temperature is low and the humidity is high, the windshield is prone to fogging, posing a safety hazard. The passenger cabin requires heating and dehumidification, and the thermal management system is in heating and dehumidification mode. Based on the passenger cabin's heating needs, the states of the fourth valve 5 and the first valve 6 can be adjusted to control the heat exchange capacity at the fourth heat exchanger 104. This is divided into a first heating and dehumidification mode and a second heating and dehumidification mode, depending on the passenger cabin's heating requirements.

[0103] The thermal management system operates in the first heating and dehumidification mode. See [link / reference] Figure 12 Compressor 1 is turned on, and the refrigerant system is in operation. In the coolant system, the second pump 202, the fourth pump 203, and the third pump 204 are on, the first pump 201 is off, the fourth valve 5 is in the first state, the first valve 6 is in the fourth state, the first port a of the second valve 7 is connected to the second port b of the second valve 7, the first port a of the third valve 8 is connected to the third port c of the third valve 8, the first port a of the fifth valve 9 is connected to the second port b of the fifth valve 9, the first port a of the seventh valve 12 is connected to the third port c of the seventh valve 12, and the first port a of the eighth valve 13 is connected to the second port b of the eighth valve 13; that is, the first connecting port 111 is connected to the second connecting port 112, the fourth connecting port 114 is connected to the sixth connecting port 116, and the seventh connecting port 117 is connected to the ninth connecting port 119. The coolant system forms two coolant circuits.

[0104] In the first coolant circuit, the outlet of the third pump 204, the fourth heat exchanger 104, the fourth heat exchange section 42, and the inlet of the third pump 204 are connected in sequence.

[0105] In the second coolant circuit, the outlet of the fourth pump 203, the fifth heat exchanger 105, the third heat exchanger 103, the second pump 202, the motor heat exchanger 102, the second heat exchange section 22, and the inlet of the fourth pump 203 are connected sequentially. The humid air in the air conditioning unit 100 first flows through the lower-temperature fifth heat exchanger 105, where the moisture in the air is condensed upon cooling, thus achieving dehumidification; then it flows through the higher-temperature fourth heat exchanger 104, where the dehumidified air is heated, thus achieving heating and dehumidification.

[0106] The thermal management system operates in the second heating and dehumidification mode, see [link / reference]. Figure 13 The system connection status of the second heating and dehumidification mode is roughly the same as that of the first heating and dehumidification mode. For details on the similarities, please refer to the relevant description of the first heating and dehumidification mode; they will not be repeated here. The difference lies in that the first port a of the fifth valve 9 is connected to the second port b and the third port c of the fifth valve 9. In addition to forming the first and second coolant circuits, the refrigerant system also forms a third and a fourth coolant circuit.

[0107] In the third coolant circuit, the outlet of the third pump 204, the second pump 202, the battery heat exchanger 101, the fourth heat exchanger 42, and the inlet of the third pump 204 are sequentially connected. In the fourth coolant circuit, the outlet of the first pump 201, the battery heat exchanger 101, and the battery branch L5 are connected. In the third coolant circuit, the higher-temperature coolant flowing from the fourth heat exchanger 42 flows through the battery heat exchanger 101 to heat the battery. This can also be understood as excess heat in the passenger compartment; some coolant flows through the battery heat exchanger 101, resulting in better heat exchange in the passenger compartment and storing the heat in the battery for later use.

[0108] When the passenger cabin requires cooling and dehumidification, the thermal management system operates in cooling and dehumidification mode. (See also...) Figure 14 When compressor 1 is turned on, the refrigerant system is in operation. In the coolant system, the fourth valve 5 is in the second state, the first valve 6 is in the third state, the first port a of the second valve 7 is connected to the second port b of the second valve 7, the first port a of the third valve 8 is connected to the third port c of the third valve 8, the first port a of the fifth valve 9 is connected to the second port b of the fifth valve 9, the first port a of the seventh valve 12 is connected to the third port c of the seventh valve 12, and the first port a of the eighth valve 13 is connected to the second port b of the eighth valve 13. The coolant system forms two coolant circuits.

[0109] In the first coolant circuit, the outlet of the third pump 204, the third heat exchanger 103, the second pump 202, the motor heat exchanger 102, the fourth heat exchanger 104, the fourth heat exchange section 42, and the inlet of the third pump 204 are connected sequentially. The fourth heat exchange section 42 is connected to the third heat exchanger 103, releasing most of the heat to the atmosphere. The fourth heat exchanger 104 releases less heat to the passenger compartment, or, through the shielding of the damper, the fourth heat exchanger 104 does not release heat to the passenger compartment.

[0110] In the second coolant circuit, the outlet of the fourth pump 203, the fifth heat exchanger 105, the second heat exchange section 22, and the inlet of the fourth pump 203 are connected in sequence. The humid air in the air conditioning unit 100 flows through the lower-temperature fifth heat exchanger 105, and the moisture in the air is condensed upon cooling, thereby achieving dehumidification.

[0111] According to another specific embodiment of the thermal management system of this application, such as Figures 15 to 26As shown, this embodiment is basically the same as the above embodiment, except that the valve device 11 is an independent component. The valve device 11 has a first connecting port 111, a second connecting port 112, a third connecting port 113, a fourth connecting port 114, a fifth connecting port 115, a sixth connecting port 116, a seventh connecting port 117, an eighth connecting port 118, and a ninth connecting port 119. Optionally, the valve device 11 is a nine-way valve. Using a nine-way valve to replace the functions of these five valves reduces the number of components in the thermal management system, which is beneficial for miniaturization. In addition, it can also reduce the number of connection points in the system and reduce the possibility of leakage.

[0112] The hybrid cooling mode of the thermal management system in this embodiment is largely the same as the system connection state in the hybrid cooling mode of the previous embodiment. See [link / reference]. Figure 15 The difference lies in that: the first connecting port 111 of the valve device 11 is connected to the seventh connecting port 117, the ninth connecting port 119 is connected to the fourth connecting port 114, the second connecting port 112 is connected to the fifth connecting port 115, and the fifth connecting port 115 is connected to the sixth connecting port 116. The four coolant circuits are the same as in the previous embodiment.

[0113] The battery-only cooling mode of the thermal management system in this embodiment has a largely the same system connection state as the battery-only cooling mode in the previous embodiment. (See [link]). Figure 16 The difference is that the first connecting port 111 of the valve device 11 is connected to the seventh connecting port 117, the ninth connecting port 119 is connected to the fourth connecting port 114, the second connecting port 112 is connected to the fifth connecting port 115, and the fifth connecting port 115 is connected to the sixth connecting port 116.

[0114] The passenger cabin cooling-only mode of the thermal management system in this embodiment has a system connection state that is largely the same as that in the passenger cabin cooling-only mode of the previous embodiment. See [link / reference] Figure 17 The difference is that the first connecting port 111 of the valve device 11 is connected to the seventh connecting port 117, the ninth connecting port 119 is connected to the fourth connecting port 114, the second connecting port 112 is connected to the fifth connecting port 115, and the fifth connecting port 115 is connected to the sixth connecting port 116.

[0115] The heat dissipation mode of the thermal management system in this embodiment is largely the same as the system connection state in the heat dissipation mode of the previous embodiment. See [link / reference]. Figure 18 The difference is that the first connecting port 111 of the valve device 11 is connected to the third connecting port 113, and the fourth connecting port 114 is connected to the sixth connecting port 116.

[0116] The first hybrid heating mode of the thermal management system in this embodiment is roughly the same as the system connection state in the first hybrid heating mode of the previous embodiment, see [link to previous embodiment]. Figure 19The difference is that the first connecting port 111 of the valve device 11 is connected to the third connecting port 113, the seventh connecting port 117 is connected to the ninth connecting port 119, and the fifth connecting port 115 is connected to the sixth connecting port 116.

[0117] The second hybrid heating mode of the thermal management system in this embodiment has a system connection state that is largely the same as that in the second hybrid heating mode of the previous embodiment. See [link / reference]. Figure 20 The difference is that the first connecting port 111 of the valve device 11 is connected to the second connecting port 112, the seventh connecting port 117 is connected to the ninth connecting port 119, the ninth connecting port 119 is connected to the eighth connecting port 118, and the fourth connecting port 114 is connected to the sixth connecting port 116.

[0118] The first passenger cabin single-heat mode of the thermal management system in this embodiment is roughly the same as the system connection state in the first passenger cabin single-heat mode of the previous embodiment. See [link / reference] Figure 21 The difference is that the first connecting port 111 of the valve device 11 is connected to the fifth connecting port 115, and the seventh connecting port 117 is connected to the ninth connecting port 119.

[0119] The second passenger cabin single-heat mode of the thermal management system in this embodiment has a system connection state that is largely the same as that in the second passenger cabin single-heat mode of the previous embodiment. See [link / reference] Figure 22 The difference is that the first connecting port 111 of the valve device 11 is connected to the second connecting port 112, the seventh connecting port 117 is connected to the ninth connecting port 119, and the fourth connecting port 114 is connected to the sixth connecting port 116.

[0120] The self-circulation mode of the thermal management system in this embodiment is largely the same as the system connection state in the self-circulation mode of the previous embodiment. See [link / reference]. Figure 23 The difference is that the first connecting port 111 of the valve device 11 is connected to the fifth connecting port 115.

[0121] The first heating and dehumidification mode of the thermal management system in this embodiment is roughly the same as the system connection state in the first heating and dehumidification mode of the previous embodiment. See [link / reference]. Figure 24 The difference is that the first connecting port 111 of the valve device 11 is connected to the second connecting port 112, the seventh connecting port 117 is connected to the ninth connecting port 119, and the fourth connecting port 114 is connected to the sixth connecting port 116.

[0122] The second heating and dehumidification mode of the thermal management system in this embodiment has a system connection state that is largely the same as that in the second heating and dehumidification mode of the previous embodiment. See [link / reference]. Figure 25The difference is that the first connecting port 111 of the valve device 11 is connected to the second connecting port 112, the seventh connecting port 117 is connected to the ninth connecting port 119, the ninth connecting port 119 is connected to the eighth connecting port 118, and the fourth connecting port 114 is connected to the sixth connecting port 116.

[0123] The cooling and dehumidification mode of the thermal management system in this embodiment is largely the same as the system connection state in the cooling and dehumidification mode of the previous embodiment. See [link / reference]. Figure 26 The difference is that the first connecting port 111 of the valve device 11 is connected to the seventh connecting port 117, the ninth connecting port 119 is connected to the fourth connecting port 114, the second connecting port 112 is connected to the fifth connecting port 115, and the fifth connecting port 115 is connected to the sixth connecting port 116.

[0124] The various modes of the thermal management system in this application are independent of each other and can all be started directly. There is no order in which the modes operate. The descriptions involving progressive relationships in the above description are only for ease of understanding and should not be interpreted as indicating that the two modes operate in a certain order.

[0125] 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 any of the above embodiments. The thermal management system also includes a control system 300, which can be used to control the working state of the refrigerant system and the working state of the coolant system.

[0126] Reference Figure 1 The control system 300 includes a controller and several sensors. These sensors can acquire operational information from the first heat exchanger 2, the second heat exchanger 4, the third heat exchanger 103, the fourth heat exchanger 104, the sixth heat exchanger 15, the fifth heat exchanger 105, the motor, and the battery. Optionally, the operational information includes temperature and pressure. The controller is electrically connected to the compressor 1, the fan inside the air conditioning unit 100, the fan device at the air intake grille, several valves, and several sensors. The controller can acquire the operational information obtained from the sensors. The controller can adjust the operational states of the components of the thermal management system, including at least one of opening components, closing components, speed adjustment, opening degree adjustment, and power adjustment. The controller can execute the control methods of the thermal management system.

[0127] 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.

[0128] It should be understood that the various modes of the thermal management system of this application are independent of each other and can all be started directly. There is no order in which the modes operate. The descriptions involving progressive relationships in the above description are only for ease of understanding and should not be interpreted as indicating that the two modes operate in a certain order.

[0129] 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 by, The first heat exchanger (2) comprises a first heat exchange part (21) and a second heat exchange part (22) which are isolated from each other; The heat management system comprises a refrigerant system and a coolant system, the refrigerant system comprises a compressor (1), a first throttling device (31), a second heat exchanger (4) and the first heat exchange part (21), the coolant system comprises a valve device (11), a first main line (L1), a first branch line (L2), a second branch line (L3) and a third branch line (L4), the first main line (L1) comprises a first pump (201) and a battery heat exchange device (101), the first branch line (L2) comprises the second heat exchange part (22), the third branch line (L4) comprises a second pump (202) and a motor heat exchange device (102); The valve device (11) comprises a first communication port (111), a second communication port (112) and a third communication port (113), the first communication port (111) can communicate with the outlet of the third branch line (L4), the second communication port (112) can communicate with the inlet of the first branch line (L2), the third communication port (113) can communicate with the inlet of the second branch line (L3), the outlet of the first branch line (L2) or the outlet of the second branch line (L3) can communicate with the inlet of the first main line (L1), the first communication port (111) communicates with the second communication port (112) or the third communication port (113); In a certain working mode of the heat management system, the compressor (1), the first throttling device (31), the second heat exchanger (4) and the first heat exchange part (21) are communicated, the first throttling device (31) is connected in series between the outlet of the second heat exchanger (4) and the inlet of the first heat exchange part (21), the first communication port (111) communicates with the third communication port (113), and the first main line (L1), the third branch line (L4) and the second branch line (L3) are communicated.

2. The thermal management system of claim 1, wherein, The third branch line (L4) comprises a first flow path (L41), a second flow path (L42) and a third flow path (L43), the first flow path (L41) comprises the second pump (202) and the motor heat exchange device (102), the second flow path (L42) comprises a third heat exchanger (103), and the third heat exchanger (103) can be used for heat exchange with the atmospheric environment; The valve device (11) has a fourth communication port (114) capable of communicating with an inlet of the second flow path (L42), a fifth communication port (115) capable of communicating with an inlet of the third flow path (L43), and a sixth communication port (116) capable of communicating with an outlet of the first main path (L1), the first communication port (111) is capable of communicating with an outlet of the first flow path (L41), an outlet of the third heat exchanger (103) or an outlet of the third flow path (L43) is capable of communicating with an inlet of the first flow path (L41), and the valve device (11) is used to switch the communication states of the first communication port (111), the second communication port (112), the third communication port (113), the fourth communication port (114), the fifth communication port (115), and the sixth communication port (116); The heat management system has a first mixed heating mode, in which the compressor (1) is in an open state, the compressor (1), the first throttling device (31), the second heat exchanger (4), and the first heat exchange part (21) are communicated, the first throttling device (31) is connected in series between the outlet of the second heat exchanger (4) and the inlet of the first heat exchange part (21), the first communication port (111) is communicated with the third communication port (113), the fifth communication port (115) is communicated with the sixth communication port (116), and the first main path (L1), the second branch path (L3), the first flow path (L41), and the third flow path (L43) are communicated. The heat management system has a heat dissipation mode, in which the compressor (1) is in a closed state, the first communication port (111) is communicated with the third communication port (113), the fourth communication port (114) is communicated with the sixth communication port (116), and the first main path (L1), the second branch path (L3), the first flow path (L41), and the second flow path (L42) are communicated.

3. The thermal management system of claim 2, wherein, The heat management system includes a bypass branch (Z3), an inlet of the bypass branch (Z3) is capable of communicating with an outlet of the compressor (1), and an outlet of the bypass branch (Z3) is capable of communicating with an inlet of the compressor (1), and the bypass branch (Z3) includes a valve component (200); In the first mixed heating mode, the valve component (200) is in a throttling state.

4. The thermal management system of claim 2, wherein, The heat management system includes a battery branch (L5), one end of the battery branch (L5) is capable of communicating with an inlet of the battery heat exchange device (101), and the other end of the battery branch (L5) is capable of communicating with an outlet of the battery heat exchange device (101). The heat management system has a self-circulation mode, in which the compressor (1) is in a closed state, the first main line (L1) communicates with the battery branch (L5), the first pump (201) communicates with the battery heat exchange device (101), the first communication port (111) communicates with the fifth communication port (115), the first flow path (L41) communicates with the third flow path (L43), the second pump (202) communicates with the motor heat exchange device (102), and the first main line (L1) is isolated from the first flow path (L41).

5. The thermal management system of claim 2, wherein, The second heat exchanger (4) comprises a third heat exchange part (41) and a fourth heat exchange part (42) which are isolated from each other, the refrigerant system comprises the third heat exchange part (41), the cooling liquid system comprises a second main line (L6), the second main line (L6) comprises a third pump (204), a fourth heat exchanger (104) and the fourth heat exchange part (42), and an outlet of the fourth heat exchanger (104) can communicate with an inlet of the fourth heat exchange part (42); The valve device (11) has a seventh communication port (117), an eighth communication port (118) and a ninth communication port (119), the seventh communication port (117) can communicate with an inlet of the second main line (L6), the eighth communication port (118) can communicate with an inlet of the first main line (L1), and the ninth communication port (119) can communicate with an outlet of the second main line (L6); In the first mixed heating mode, the seventh communication port (117) communicates with the ninth communication port (119), the third pump (204), the fourth heat exchange part (42) and the fourth heat exchanger (104) communicate.

6. The thermal management system of claim 5, wherein, The valve device (11) comprises a first valve (6), a second valve (7), a third valve (8), a fourth valve (5) and a fifth valve (9) which are independent of each other, the first valve (6) has a first port (61), a second port (62), a third port (63) and a fourth port (64), the first port (61) communicates with the second port (62), the third port (63) communicates with the fourth port (64), or the first port (61) communicates with the fourth port (64), and the third port (63) communicates with the second port (62), and the first valve (6) switches the communication state of the four ports through a valve core; The fourth valve (5) has a fifth port (51), a sixth port (52), a seventh port (53) and an eighth port (54), the fifth port (51) communicates with the sixth port (52), the seventh port (53) communicates with the eighth port (54), or the fifth port (51) communicates with the eighth port (54), and the seventh port (53) communicates with the sixth port (52), and the fourth valve (5) switches the communication state of the four ports through a valve core; The second valve (7), the third valve (8) and the fifth valve (9) each have the first port (a), the second port (b) and the third port (c), the first port (a) is in communication with at least one of the second port (b) and the third port (c); The first port (61) is in communication with the first port (a) of the second valve (7), the second port (b) of the second valve (7) is the second communication port (112), the third port (c) of the second valve (7) is the third communication port (113), the second port (62) is the sixth communication port (116), the third port (63) is in communication with the first port (a) of the third valve (8), the second port (b) of the third valve (8) is the fifth communication port (115), the fourth port (64) is the first communication port (111), The fifth port (51) is the ninth communication port (119), the sixth port (52) is in communication with the first port (a) of the fifth valve (9), the seventh port (53) is in communication with the third port (c) of the third valve (8), the eighth port (54) is the fourth communication port (114), the second port (b) of the fifth valve (9) is the seventh communication port (117), and the third port (c) of the fifth valve (9) is the eighth communication port (118); In the first mixed heating mode, the first port (61) is in communication with the fourth port (64), the second port (62) is in communication with the third port (63), the fifth port (51) is in communication with the sixth port (52), the first port (a) of the second valve (7) is in communication with the third port (c) of the second valve (7), the first port (a) of the third valve (8) is in communication with the second port (b) of the third valve (8), the first port (a) of the fifth valve (9) is in communication with the second port (b) of the fifth valve (9), and the fourth heat exchange part (42) is in communication with the fourth heat exchanger (104).

7. The thermal management system of claim 5, wherein, The valve device (11) is an independent component, and the valve device (11) has the first communication port (111), the second communication port (112), the third communication port (113), the fourth communication port (114), the fifth communication port (115), the sixth communication port (116), the seventh communication port (117), the eighth communication port (118) and the ninth communication port (119).

8. The thermal management system of claim 3, wherein, The second heat exchanger (4) includes a third heat exchange part (41) and a fourth heat exchange part (42) isolated from each other, the refrigerant system includes the third heat exchange part (41), the cooling liquid system includes a third pump (204), a fourth heat exchanger (104) and the fourth heat exchange part (42), and the thermal management system has a first passenger cabin single heating mode and a second passenger cabin single heating mode; The second heat exchanger (4) includes a third heat exchange part (41) and a fourth heat exchange part (42) isolated from each other, the refrigerant system includes the third heat exchange part (41), the cooling liquid system includes a third pump (204), a fourth heat exchanger (104) and the fourth heat exchange part (42), and the thermal management system has a first passenger cabin single heating mode and a second passenger cabin single heating mode; In the first passenger cabin single cooling mode, the compressor (1) is in an open state, the compressor (1), the first throttling device (31), the third heat exchange part (41) and the first heat exchange part (21) are communicated, the first throttling device (31) is connected in series between the outlet of the third heat exchange part (41) and the inlet of the first heat exchange part (21), the compressor (1) and the valve component (200) are communicated, the first throttling device (31) and the valve component (200) are both in a throttling state, the first flow path (L41) and the third flow path (L43) are communicated, the third pump (204), the fourth heat exchange part (42) and the fourth heat exchanger (104) are communicated; In the second passenger cabin single cooling mode, the compressor (1) is in an open state, the compressor (1), the first throttling device (31), the third heat exchange part (41) and the first heat exchange part (21) are communicated, the first throttling device (31) is connected in series between the outlet of the third heat exchange part (41) and the inlet of the first heat exchange part (21), the first throttling device (31) is in a throttling state, the valve component (200) is in a cut-off state, the first branch (L2), the first flow path (L41) and the second flow path (L42) are communicated, the third pump (204), the fourth heat exchange part (42) and the fourth heat exchanger (104) are communicated.

9. The thermal management system of claim 8, wherein, The cooling liquid system comprises a fifth heat exchanger (105), the first branch (L2) comprises a fourth pump (203), the thermal management system has a hybrid refrigeration mode, a passenger cabin single cooling mode and a battery single cooling mode, in the three modes, the compressor (1), the first throttling device (31), the third heat exchange part (41) and the first heat exchange part (21) are communicated, the first throttling device (31) is connected in series between the outlet of the third heat exchange part (41) and the inlet of the first heat exchange part (21), the first throttling device (31) is in a throttling state, and the valve component (200) is in a cut-off state; In the hybrid refrigeration mode, the fourth pump (203), the second heat exchange part (22) and the fifth heat exchanger (105) are communicated, the first branch (L2) and the first main path (L1) are communicated, the first flow path (L41) and the second flow path (L42) are communicated, and the third branch (L4) and the first branch (L2) are isolated from each other; In the passenger cabin single cooling mode, the fourth pump (203), the second heat exchange part (22) and the fifth heat exchanger (105) are communicated, the fourth heat exchange part (42), the first flow path (L41), the second flow path (L42) and the fourth heat exchanger (104) are communicated; In the battery single cooling mode, the first branch (L2) is communicated with the first main line (L1), and the fourth heat exchange unit (42), the first flow path (L41), the second flow path (L42) and the fourth heat exchanger (104) are communicated.

10. The thermal management system of claim 9, wherein, The cooling liquid system comprises a seventh valve (12), an eighth valve (13) and a fifth branch (L8), the seventh valve (12) and the eighth valve (13) each have a first port (a), a second port (b) and a third port (c), the first port (a) is communicated with at least one of the second port (b) and the third port (c); The first port (a) of the seventh valve (12) can be communicated with the second port (b) of the eighth valve (13), the second port (b) of the seventh valve (12) can be communicated with the inlet of the first main line (L1), the third port (c) of the seventh valve (12) can be communicated with the inlet of the fifth heat exchanger (105), the first port (a) of the eighth valve (13) can be communicated with the outlet of the first branch (L2), the third port (c) of the eighth valve (13) can be communicated with one end of the fifth branch (L8), and the other end of the fifth branch (L8) and the outlet of the first main line (L1) can be communicated with the third branch (L4).

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