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 cooling liquid system comprises a first branch, a second branch, a third branch, a fourth branch and a fifth branch; an outlet of the first branch can be communicated with an inlet of the second branch, an outlet of the second branch can be communicated with an inlet of the fourth branch, an outlet of the fourth branch can be communicated with an inlet of the third branch and an inlet of the fifth branch, and an outlet of the third branch and an outlet of the fifth branch can be communicated with an inlet of the first branch; when the heat management system is in a first working mode, the throttling device is in a throttling state, the valve component is in a cut-off state, the compressor, the first heat exchange part, the throttling device and the second heat exchanger are communicated, and the first branch, the second branch, the third branch and the fourth branch are communicated. The battery heat can be released into the atmospheric environment through the third heat exchanger, battery heat dissipation is achieved, and 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] A vehicle's (e.g., an electric vehicle) thermal management system can regulate the ambient temperature inside the passenger compartment and manage the thermal properties 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, while the cooling core of the coolant circuit meets the cooling needs. The battery heat exchanger is connected in parallel with either the heating or cooling core and is used for battery thermal management. In some modes, if the coolant in the battery heat exchanger exchanges heat with the refrigerant in the refrigerant circuit, it will divert some of the passenger cabin's cooling capacity, thus affecting battery efficiency and increasing energy consumption. However, if no thermal management is implemented for the battery, it will affect the battery temperature, thereby affecting battery efficiency and also leading to 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 throttling device, a second heat exchanger, and a first heat exchange section. The throttling device is connected in series between the outlet of the first heat exchange section and the inlet of the second heat exchanger. The compressor, the first heat exchange section, the throttling device, and the second heat exchanger are interconnected.

[0008] The coolant system includes a first branch, a second branch, a third branch, a fourth branch, and a fifth branch. The first branch includes a first pump and a second heat exchange unit. The second branch includes a third heat exchanger. The third branch includes a fourth heat exchanger. The fourth branch includes a battery heat exchange device. The fifth branch includes a valve component, which has an all-through function and a shut-off function.

[0009] The outlet of the first branch can be connected to the inlet of the second branch, the outlet of the second branch can be connected to the inlet of the fourth branch, the outlet of the fourth branch can be connected to the inlet of the third branch and the inlet of the fifth branch, and the outlets of the third branch and the fifth branch can be connected to the inlet of the first branch.

[0010] In the first operating mode of the thermal management system, the throttling device is in a throttling state, the valve component is in a shut-off state, the compressor, the first heat exchange section, the throttling device and the second heat exchanger are connected, and the first branch, the second branch, the third branch and the fourth branch are connected.

[0011] In this application, under certain operating modes, the first branch, the second branch, the third branch, and the fourth branch are connected, and the third heat exchanger, the battery heat exchange device, the fourth heat exchanger, and the second heat exchange section are connected. The battery heat is released to the atmospheric environment through the third heat exchanger to achieve battery heat dissipation and save energy. By adjusting the valve component to be in the closed state, the coolant flowing out of the battery heat exchange device will not flow back to the second heat exchange section through the fifth branch. Attached Figure Description

[0012] Figure 1 This is a connection diagram of the thermal management system of this application;

[0013] Figure 2 This is a schematic diagram of the first hybrid heating mode of the thermal management system of this application;

[0014] Figure 3 This is a schematic diagram of the second hybrid heating mode of the thermal management system of this application;

[0015] Figure 4 This is a schematic diagram of the first passenger cabin thermal mode of the thermal management system of this application;

[0016] Figure 5 This is a schematic diagram of the second passenger cabin single thermal mode of the thermal management system of this application;

[0017] Figure 6 This is a schematic diagram of the third passenger cabin single thermal mode of the thermal management system of this application;

[0018] Figure 7 This is a schematic diagram of the fourth passenger cabin single thermal mode of the thermal management system of this application;

[0019] Figure 8 This is a schematic diagram of the hot gas bypass mode of the thermal management system of this application;

[0020] Figure 9 This is a schematic diagram of the hybrid cooling mode of the thermal management system of this application;

[0021] Figure 10 This is a schematic diagram of the passenger cabin single-cooling mode of the thermal management system of this application;

[0022] Figure 11 This is a schematic diagram of the battery-only cooling mode of the thermal management system of this application;

[0023] Figure 12This is a schematic diagram of the first heat dissipation mode of the thermal management system of this application;

[0024] Figure 13 This is a schematic diagram of the second heat dissipation mode of the thermal management system of this application;

[0025] Figure 14 This is a schematic diagram of the third heat dissipation mode of the thermal management system of this application;

[0026] Figure 15 This is a schematic diagram of the first heating and dehumidification mode of the thermal management system of this application;

[0027] Figure 16 This is a schematic diagram of the second heating and dehumidification mode of the thermal management system of this application;

[0028] Figure 17 This is a schematic diagram of the third heating and dehumidification mode of the thermal management system of this application;

[0029] Figure 18 This is a schematic diagram of the fourth heating and dehumidification mode of the thermal management system of this application;

[0030] Figure 19 This is a schematic diagram of the fifth heating and dehumidification mode of the thermal management system of this application;

[0031] Figure 20 This is a schematic diagram of the first cooling and dehumidification mode of the thermal management system of this application;

[0032] Figure 21 This is a schematic diagram of the second refrigeration and dehumidification mode of the thermal management system of this application. Detailed Implementation

[0033] 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.

[0034] 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.

[0035] 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.

[0036] According to a specific embodiment of the thermal management system of this application, see [link to relevant documentation]. Figures 1 to 21 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 system is circulated with refrigerant, and the coolant system is circulated with coolant. The refrigerant can be R134A, R290, carbon dioxide, or other heat exchange media, and the coolant can be a mixture of ethanol and water or other cooling media.

[0037] See Figure 1 The thermal management system includes a first heat exchanger 2 and a second heat exchanger 4. In this embodiment, 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 first heat exchange section 21, a throttling device 3, and a third heat exchange section 41. The throttling device 3 is connected in series between the outlet of the first heat exchange section 21 and the inlet of the third heat exchange section 41. 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 circulated by refrigerant, and the channels of the second heat exchange section 22 and the fourth heat exchange section 42 are circulated by coolant.

[0038] In this embodiment, the components of the refrigerant system can be indirectly connected through pipes or valves, or they can be integrated into a single structure.

[0039] In this embodiment, the refrigerant system includes a sixth heat exchanger 106, which comprises a fifth heat exchange section 1061 and a sixth heat exchange section 1062. The inlet of the fifth heat exchange section 1061 is connected to the outlet of the first heat exchange section 21, and the outlet of the fifth heat exchange section 1061 is connected to the inlet of the throttling device 3. The inlet of the sixth heat exchange section 1062 is connected to the outlet of the third heat exchange section 41, and the outlet of the sixth heat exchange section 1062 is connected to the inlet of the compressor 1. By providing the sixth heat exchanger 106, heat exchange between the higher-temperature refrigerant and the lower-temperature refrigerant is achieved, reducing the refrigerant temperature before throttling by the throttling device 3, thereby resulting in a lower refrigerant temperature after throttling and better heat exchange at the second heat exchanger 4. 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 the sixth heat exchanger 106.

[0040] In this embodiment, the refrigerant system includes a bypass branch Z. The inlet of bypass branch Z is connected to the outlet of compressor 1, and the outlet of bypass branch Z is connected to the inlet of compressor 1. Bypass branch Z includes a throttling valve 90. Through bypass branch Z, the high-temperature and high-pressure refrigerant flowing out of compressor 1 can be divided into two paths. One path flows sequentially to the first heat exchange section 21, the fifth heat exchange section 1061, the throttling device 3, and the third heat exchange section 41. The other path flows through the throttling valve 90 and enters the sixth heat exchange section 1062 together with the refrigerant flowing out of the third heat exchange section 41. Under some operating conditions, some refrigerant flows through bypass branch Z, and the throttling valve 90 is in a throttling state, which can increase the inlet temperature of compressor 1, thereby improving the heat exchange effect.

[0041] In this embodiment, the refrigerant system includes a liquid receiver 9, which is connected in series between the outlet of the first heat exchange section 21 and the inlet of the fifth heat exchange section 1061. In other possible embodiments, the liquid receiver 9 can be replaced by a gas-liquid separator, which is disposed between the inlet of the compressor 1 and the outlet of the sixth heat exchange section 1062. The gas-liquid separator can separate the gaseous and liquid refrigerant, store the liquid refrigerant, reduce the risk of liquid slugging in the compressor, and can also be used to regulate the refrigerant flow rate in the circulation loop.

[0042] In this embodiment, see Figure 1The coolant system includes a first branch L1, a second branch L2, a third branch L3, a fourth branch L4, a fifth branch L5, a sixth branch L6, a seventh branch L7, an eighth branch L8, a ninth branch L9, a tenth branch L10, a battery branch D, a first valve 10, a second valve 20, a third valve 30, a fourth valve 40, a fifth valve 50, a sixth valve 60, a seventh valve 70, and an eighth valve 80. The first branch L1 includes a first pump P1 and a second heat exchange section 22, and the second branch L2 includes a third heat exchanger 103. The third branch L3 includes a fourth heat exchanger 104; the fourth branch L4 includes a battery heat exchange device 101 and a third pump P3; the fifth branch L5 includes a valve component 5, which has both full-flow and shut-off functions; the sixth branch L6 includes a motor heat exchange device 102 and a fourth pump P4; the seventh branch L7 includes a second pump P2 and a fourth heat exchange section 42; the eighth branch L8 includes a fifth heat exchanger 105; the battery branch D includes a first valve device 6; the ninth branch L9 includes a second valve device 7; and the tenth branch L10 includes a third valve device 8. The inlet of the first pump P1 is connected to the outlet of the second heat exchange section 22; the inlet of the second pump P2 is connected to the outlet of the fourth heat exchange section 42; the outlet of the third pump P3 is connected to the inlet of the battery heat exchange device 101; and the outlet of the fourth pump P4 is connected to the inlet of the motor heat exchange device 102.

[0043] The inlet of battery branch D is connected to the outlet of the fourth branch L4, and the outlet of battery branch D is connected to the inlet of the fourth branch L4. That is, the inlet of battery branch D is connected to the inlet of the battery heat exchanger 101, and the outlet of battery branch D is connected to the outlet of the battery heat exchanger 101. Through battery branch D, a portion of the coolant flowing out of the battery heat exchanger 101 mixes with another coolant and flows back into the battery heat exchanger 101. The temperature of the coolant entering the battery heat exchanger 101 is regulated by the temperature of the battery itself. In some other embodiments, a third pump P3 may be installed in battery branch D to drive a portion of the coolant flowing out of the battery heat exchanger 101 back into the battery heat exchanger 101.

[0044] The first valve 10 includes a first port 1a, a second port 1b, a third port 1c, and a fourth port 1d. The first valve 10 switches the connection state of the four ports through a valve core. When the first valve 10 is in the first state, the first port 1a is connected to the second port 1b, and the third port 1c is connected to the fourth port 1d. When the first valve 10 is in the second state, the first port 1a is connected to the fourth port 1d, and the second port 1b is connected to the third port 1c. Optionally, the first valve 10 is a four-way valve.

[0045] The second valve component 20 includes a fifth port 2a, a sixth port 2b, a seventh port 2c, and an eighth port 2d. The second valve component 20 switches the connection state of the four ports via a valve core. When the second valve component 20 is in the third state, the fifth port 2a is connected to the sixth port 2b, and the seventh port 2c is connected to the eighth port 2d. When the second valve component 20 is in the fourth state, the fifth port 2a is connected to the eighth port 2d, and the sixth port 2b is connected to the seventh port 2c. Optionally, the second valve component 20 is a four-way valve.

[0046] The third valve 30 includes a first port 3a, a second port 3b, and a third port 3c, with the first port 3a connected to at least one of the second port 3b and the third port 3c; the fourth valve 40 includes a fourth port 4a, a fifth port 4b, and a sixth port 4c, with the fourth port 4a connected to at least one of the fifth port 4b and the sixth port 4c; the fifth valve 50 includes a seventh port 5a, an eighth port 5b, and a ninth port 5c, with the seventh port 5a connected to at least one of the eighth port 5b and the ninth port 5c; the sixth valve 60 includes a first interface 6a, a second interface 6b, and a third interface 6c, with the first interface 6a connected to at least one of the second interface 6b and the third interface 6c; the seventh valve 70 includes a fourth interface 7a, a fifth interface 7b, and a sixth interface 7c, with the fourth interface 7a connected to at least one of the fifth interface 7b and the sixth interface 7c; the eighth valve 80 includes a seventh interface 8a, an eighth interface 8b, and a ninth interface 8c, with the seventh interface 8a connected to at least one of the eighth interface 8b and the ninth interface 8c.

[0047] The first port 1a is connected to the outlet of the first branch L1; the second port 1b is connected to the seventh port 5a; the third port 1c is connected to the ninth interface 8c; the fourth port 1d can be connected to the fourth port 4a; the fifth port 2a is connected to the inlet of the seventh branch L7; the sixth port 2b is connected to the third interface 6c, the outlet of the eighth branch L8, and the outlet of the tenth branch L10; the seventh port 2c is connected to the inlet of the sixth branch L6; the eighth port 2d is connected to the second port 3b; the first port 3a is connected to 8b and the outlet of the second branch L2; the third port 3c is connected to the inlet of the fourth branch L4; the fifth port 4b is connected to the inlet of the third branch L3; the sixth port... 4c is connected to the inlet of the fourth branch L4; 5b is connected to the inlet of the second branch L2; 5c and 8c are both connected to the third port 1c; 6a is connected to the outlet of the seventh branch L7; 6b is connected to the fourth interface 7a; 7b is connected to the inlet of the fourth branch L4; 7c is connected to the inlet of the eighth branch L8; 8a is connected to the outlet of the sixth branch L6; 8b is connected to the first port 3a; the inlet of the ninth branch L9 and the inlet of the tenth branch L10 are connected to the outlet of the fourth branch L4; and the outlet of the ninth branch L9 is connected to the inlet of the sixth branch L6.

[0048] The third valve 30, fourth valve 40, fifth valve 50, sixth valve 60, seventh valve 70, and eighth valve 80 are all multi-way valves. At least some of the six 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 fourth heat exchanger 104 and the battery heat exchanger 101 are simultaneously connected to the coolant system in parallel, the fourth valve 40 can be used to adjust the ratio of the coolant flow rates through the fourth heat exchanger 104 and the battery heat exchanger 101, thereby adjusting the heat exchange effect of the fourth heat exchanger 104 and the battery heat exchanger 101.

[0049] Pumps P1, P2, P3, and P4 power the flow of coolant. Their positions can be adjusted to ensure proper fluid flow. Optionally, all four pumps can be electric water pumps; their types and specifications can be the same or different, depending on the requirements of the thermal management system.

[0050] 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.

[0051] The thermal management system provided in this application embodiment can be applied to electric vehicles. The electric vehicle has an air conditioning unit that exchanges heat 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. The fourth and fifth heat exchangers 104 and 105 are used for heat exchange with the air in the air conditioning unit 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 to guide the airflow within it. A third heat exchanger 103 is disposed near the front grille of the vehicle. A fan 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, fourth heat exchanger 104, and 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.

[0052] The thermal management system of this embodiment has multiple operating modes, including heating mode, cooling mode, and dehumidification mode. Under all operating conditions, when compressor 1 is turned on, the first heat exchanger 2 acts as a condenser, where the refrigerant releases heat to the coolant. The second heat exchanger 4 acts as an evaporator, where the refrigerant absorbs heat from the coolant. The 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.

[0053] 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.

[0054] The thermal management system in this embodiment is a secondary loop system. When the compressor 1 is turned on and in operation, the refrigerant flow direction of the refrigerant system does not change even if the operating conditions are switched. Specifically, when the refrigerant system is in operation, and the throttle valve 90 is in the closed state, the outlet of the compressor 1, the first heat exchange section 21, the liquid receiver 9, the fifth heat exchange section 1061, the throttling device 3, the third heat exchange section 41, the sixth heat exchange section 1062, and the inlet of the compressor 1 are connected in sequence. When the throttle valve 90 is in the throttling state, the outlet of the compressor 1, the first heat exchange section 21, the liquid receiver 9, the fifth heat exchange section 1061, the throttling device 3, the third heat exchange section 41, the sixth heat exchange section 1062, and the inlet of the compressor 1 are connected in sequence, as are the outlet of the compressor 1, the throttle valve 90, the sixth heat exchange section 1062, and the inlet of the compressor 1.

[0055] The refrigerant in the first heat exchange section 21 releases heat to the coolant in the second heat exchange section 22, causing the coolant temperature in the circuit containing the second heat exchange section 22 to rise. The refrigerant in the third heat exchange section 41 absorbs heat from the coolant in the fourth heat exchange section 42, causing the coolant temperature in the circuit containing the fourth heat exchange section 42 to decrease. Using a secondary circuit system can reduce the amount of refrigerant charged, resulting in a lower leakage rate and making it more conducive to the integration of the refrigerant system and miniaturization.

[0056] When the ambient temperature is low, the thermal management system is in heating mode, which is divided into the first mixed heating mode, the second mixed heating mode, the first passenger cabin single heating mode, the second passenger cabin single heating mode, the third passenger cabin single heating mode, and the fourth passenger cabin single heating mode, depending on whether the passenger cabin and the battery have heating needs.

[0057] 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 2When compressor 1 is turned on, throttling device 3 is in throttling mode, and the refrigerant system is in operation. In the coolant system, valve component 5 and the first valve device 6 are both in the fully open state, the second valve device 7 and the third valve device 8 are both in the closed state, the first valve component 10 is in the second state, the second valve component 20 is in the fourth state, the first port 3a is connected to the second port 3b, the fourth port 4a is connected to the fifth port 4b and the sixth port 4c, the first interface 6a is connected to the third interface 6c, and the seventh interface 8a is connected to the eighth interface 8b. The coolant system forms four coolant circuits.

[0058] In the first coolant circuit, the first branch L1 is connected to the third branch L3; the outlet of the first pump P1, the fourth heat exchanger 104, the second heat exchange section 22 and the inlet of the first pump P1 are connected in sequence.

[0059] In the second coolant circuit, the first branch L1, the fourth branch L4, and the fifth branch L5 are connected; the outlet of the first pump P1, the third pump P3, the battery heat exchanger 101, the second heat exchange section 22, and the inlet of the first pump P1 are connected sequentially. The coolant heated in the second heat exchange section 22 flows in two paths: one to the fourth heat exchanger 104, where it exchanges heat with the air in the air conditioning unit to heat the passenger cabin; the other path flows to the battery heat exchanger 101 to heat the battery.

[0060] In the third coolant circuit, the fourth branch L4 is connected to the battery branch D; the outlet of the third pump P3, the battery heat exchange device 101, and the inlet of the third pump P3 are connected in sequence.

[0061] In the fourth coolant circuit, the sixth branch L6 is connected to the seventh branch L7; the outlet of the second pump P2, the fourth pump P4, the motor heat exchanger 102, the fourth heat exchange section 42, and the inlet of the second pump P2 are sequentially connected. The coolant in the fourth heat exchange section 42 absorbs the waste heat of the motor, and the coolant in the fourth heat exchange section 42 exchanges heat with the refrigerant in the third heat exchange section 41 for passenger cabin heating and battery heating.

[0062] To ensure effective heating in the passenger compartment, the outlet coolant temperature of the second heat exchange section 22 is relatively high. Without a third coolant circuit, the inlet of the battery heat exchange device 101 is directly connected to the outlet of the second heat exchange section 22, and excessively high coolant temperature could damage the battery. In this application, the higher-temperature coolant flowing from the second heat exchange section 22 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 that the coolant temperature flowing into the battery heat exchange device 101 is suitable, thereby meeting the passenger compartment's heating requirements while protecting the battery.

[0063] 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 3 The second hybrid heating mode differs from the first hybrid heating mode in that the seventh interface 8a and the ninth interface 8c are connected. The coolant system forms the first, second, and third coolant circuits of the first hybrid heating mode, and also forms a fourth coolant circuit.

[0064] In the fourth coolant circuit, the second branch L2, the sixth branch L6, and the seventh branch L7 are connected; the outlet of the second pump P2, the fourth pump P4, the motor heat exchanger 102, the third heat exchanger 103, the fourth heat exchange section 42, and the inlet of the second pump P2 are connected in sequence. Atmospheric heat is absorbed through the third heat exchanger 103 for passenger cabin heating and battery heating.

[0065] When the passenger cabin requires heating, and the motors and batteries have residual heat, the thermal management system executes the first passenger cabin single-heating mode. See also Figure 4 When compressor 1 is turned on, throttling device 3 is in throttling mode, and the refrigerant system is in operation. In the coolant system, valve component 5, first valve device 6, and second valve device 7 are all in the closed state, third valve device 8 is in the fully open state, first valve component 10 is in the second state, second valve component 20 is in the fourth state, first port 3a is connected to second port 3b, fourth port 4a is connected to fifth port 4b, first interface 6a is connected to second interface 6b, fourth interface 7a is connected to fifth interface 7b, and seventh interface 8a is connected to eighth interface 8b. The coolant system forms two coolant circuits.

[0066] In the first coolant circuit, the first branch L1 is connected to the third branch L3; the outlet of the first pump P1, the fourth heat exchanger 104, the second heat exchange section 22, and the inlet of the first pump P1 are connected in sequence. The coolant heated in the second heat exchange section 22 flows to the fourth heat exchanger 104, where it exchanges heat with the air in the air conditioning unit to achieve heating of the passenger cabin.

[0067] In the second coolant circuit, the fourth branch L4, the sixth branch L6, the seventh branch L7, and the tenth branch L10 are connected; the outlet of the second pump P2, the third pump P3, the battery heat exchanger 101, the fourth pump P4, the motor heat exchanger 102, the fourth heat exchange section 42, and the inlet of the second pump P2 are connected sequentially. Waste heat from the motor and battery is recovered through the fourth heat exchange section 42 for use in heating the passenger cabin.

[0068] When the passenger cabin requires heating and the motor has residual heat, the thermal management system executes the second passenger cabin single-heating mode. See also... Figure 5The second passenger cabin single-heat mode differs from the first passenger cabin single-heat mode in that: the first interface 6a is connected to the third interface 6c, and the third valve device 8 is in the closed state. The coolant system forms the first coolant circuit of the first passenger cabin single-heat mode described above, and also forms a second coolant circuit.

[0069] In the second coolant circuit, the sixth branch L6, the seventh branch L7, and the tenth branch L10 are connected; the outlet of the second pump P2, the fourth pump P4, the motor heat exchanger 102, the fourth heat exchange section 42, and the inlet of the second pump P2 are connected in sequence. Waste heat from the motor is recovered through the fourth heat exchange section 42 for use in heating the passenger cabin.

[0070] When the passenger cabin requires heating and there is sufficient ambient heat, the thermal management system switches to the third passenger cabin-only heating mode. (See also...) Figure 6 The third passenger cabin single-heat mode differs from the first passenger cabin single-heat mode in that: the seventh port 5a is connected to the eighth port 5b, the first port 6a is connected to the third port 6c, the seventh port 8a is connected to the ninth port 8c, and the third valve device 8 is in the closed state. The coolant system forms the first coolant circuit of the first passenger cabin single-heat mode described above, and also forms a second coolant circuit.

[0071] In the second coolant circuit, the second branch L2, the sixth branch L6, and the seventh branch L7 are connected; the outlet of the second pump P2, the fourth pump P4, the motor heat exchanger 102, the third heat exchanger 103, the fourth heat exchange section 42, and the inlet of the second pump P2 are connected in sequence. Atmospheric heat is absorbed through the third heat exchanger 103 for passenger cabin heating.

[0072] When the passenger cabin requires heating and there is sufficient waste heat from the motors, the thermal management system executes the fourth passenger cabin single-heating mode. (See also...) Figure 7 With compressor 1 off, the refrigerant system is in a non-operating state. In the coolant system, the first valve 10 is in the first state, the second valve 20 is in the third state, the first port 3a is connected to the second port 3b, the fourth port 4a is connected to the fifth port 4b, the seventh port 5a is connected to the eighth port 5b, and the seventh interface 8a is connected to the ninth interface 8c. The first branch L1, the second branch L2, the third branch L3, and the sixth branch L6 are connected; the outlet of the first pump P1, the third heat exchanger 103, the fourth pump P4, the motor heat exchanger 102, the fourth heat exchanger 104, the second heat exchange section 22, and the inlet of the first pump P1 are connected in sequence. The heat from the motor is absorbed by the motor heat exchanger 102, raising the temperature of the coolant in the fourth heat exchanger 104. The coolant exchanges heat with the air in the air conditioning unit, thereby achieving heating of the passenger cabin.

[0073] When the ambient temperature is extremely low and heat cannot be obtained from the atmosphere, the thermal management system operates in hot gas bypass mode, where a portion of the high-temperature gaseous refrigerant returns directly from compressor 1 to the sixth heat exchange unit 1062, thereby improving the heating effect.

[0074] In hot gas bypass mode, see Figure 8 When compressor 1 is turned on, both throttling device 3 and throttling valve 90 are in throttling mode, and the refrigerant system is in operation. Valve component 5 and first valve device 6 are in the fully open state, while second valve device 7 and third valve device 8 are in the closed state. First valve component 10 is in the second state, and second valve component 20 is in the third state. First port 3a is connected to second port 3b, fourth port 4a is connected to fifth port 4b and sixth port 4c, and seventh port 8a is connected to eighth port 8b. The coolant system forms three coolant circuits.

[0075] In the first coolant circuit, the first branch L1 is connected to the third branch L3; the outlet of the first pump P1, the fourth heat exchanger 104, the second heat exchange section 22 and the inlet of the first pump P1 are connected in sequence.

[0076] In the second coolant circuit, the first branch L1, the fourth branch L4, and the fifth branch L5 are connected; the outlet of the first pump P1, the third pump P3, the battery heat exchanger 101, the second heat exchange section 22, and the inlet of the first pump P1 are connected sequentially. The coolant heated in the second heat exchange section 22 flows in two paths: one to the fourth heat exchanger 104, where it exchanges heat with the air in the air conditioning unit to heat the passenger cabin; the other path flows to the battery heat exchanger 101 to heat the battery.

[0077] In the third coolant circuit, the outlet of the fourth pump P4, the motor heat exchanger 102, and the inlet of the fourth pump P4 are connected sequentially. The coolant in the motor heat exchanger 102 undergoes self-circulation.

[0078] When the ambient temperature is high, the thermal management system is in cooling mode. In cooling mode, the throttle valve 90 is in the closed state. Depending on whether the passenger cabin and battery have cooling needs, it is divided into mixed cooling mode, passenger cabin cooling mode and battery cooling mode.

[0079] When both the passenger cabin and the battery require cooling, the thermal management system executes a hybrid cooling mode. See also... Figure 9When compressor 1 is turned on, the refrigerant system is in operation. In the coolant system, the first valve device 6 and the third valve device 8 are both in the fully open state, the valve component 5 and the second valve device 7 are both in the closed state, the first valve component 10 is in the first state, the second valve component 20 is in the third state, the first port 3a is connected to the second port 3b, the fourth port 4a is connected to the fifth port 4b, the seventh port 5a is connected to the eighth port 5b, the first interface 6a is connected to the second interface 6b, the fourth interface 7a is connected to the fifth interface 7b and the sixth interface 7c, and the seventh interface 8a is connected to the ninth interface 8c. The coolant system forms the above four coolant circuits.

[0080] In the first coolant circuit, the first branch L1, the second branch L2, the third branch L3, and the sixth branch L6 are connected. The outlet of the first pump P1, the third heat exchanger 103, the fourth pump P4, the motor heat exchanger 102, the fourth heat exchanger 104, the second heat exchange section 22, and the inlet of the first pump P1 are connected sequentially. An air damper is provided in the air conditioning unit to prevent heat exchange between the fourth heat exchanger 104 and the air in the air conditioning unit; the fourth heat exchanger 104 serves as a piping. Heat is released to the atmosphere 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 first heat exchanger 2 are achieved.

[0081] In the second coolant circuit, the seventh branch L7 is connected to the eighth branch L8; the outlet of the second pump P2, the fifth heat exchanger 105, the fourth heat exchange section 42 and the inlet of the second pump P2 are connected in sequence.

[0082] In the third coolant circuit, the fourth branch L4, the seventh branch L7, and the tenth branch L10 are connected; the outlet of the second pump P2, the third pump P3, the battery heat exchanger 101, the fourth heat exchange section 42, and the inlet of the second pump P2 are connected in sequence. The coolant, cooled in the fourth heat exchange section 42, flows in two paths: one to the fifth heat exchanger 105, where it exchanges heat with the air in the air conditioning unit to cool the passenger compartment; the other path flows to the battery heat exchanger 101 to cool the battery.

[0083] In the fourth coolant circuit, the outlet of the third pump P3, the battery heat exchange device 101, and the inlet of the third pump P3 are connected in sequence.

[0084] When the passenger cabin requires cooling, the thermal management system switches to passenger cabin-only cooling mode. See also... Figure 10 The difference between the single-cooling mode and the hybrid cooling mode in the passenger cabin is that the fourth interface 7a and the sixth interface 7c are connected, and both the first valve device 6 and the third valve device 8 are in the closed state. The coolant system forms the first coolant circuit and the second coolant circuit of the hybrid cooling mode described above.

[0085] When the battery requires cooling, the thermal management system executes a battery-only cooling mode. See also... Figure 11 The difference between the battery single-cooling mode and the hybrid cooling mode is that the fourth interface 7a and the fifth interface 7b are connected, and the first valve device 6 is in the closed state. The coolant system forms the first and third coolant circuits of the hybrid cooling mode described above.

[0086] The thermal management system also has heat dissipation modes, which are divided into a first heat dissipation mode, a second heat dissipation mode, and a third heat dissipation mode depending on whether the battery and motor have heat dissipation requirements. The first working mode of the thermal management system includes the first heat dissipation mode.

[0087] When the battery requires heat dissipation and the passenger cabin requires cooling, the thermal management system executes the first cooling mode. See also Figure 12 When compressor 1 is turned on, throttling device 3 is in throttling mode, and the refrigerant system is in operation. In the coolant system, valve component 5, first valve device 6, and third valve device 8 are all in the closed state, second valve device 7 is in the fully open state, first valve component 10 is in the first state, second valve component 20 is in the third state, first port 3a is connected to third port 3c, fourth port 4a is connected to fifth port 4b, seventh port 5a is connected to eighth port 5b, first interface 6a is connected to second interface 6b, fourth interface 7a is connected to sixth interface 7c, and seventh interface 8a is connected to ninth interface 8c. The coolant system forms two coolant circuits.

[0088] In the first coolant circuit, the first branch L1, the second branch L2, the third branch L3, the fourth branch L4, the sixth branch L6, and the ninth branch L9 are connected. The outlet of the first pump P1, the third heat exchanger 103, the third pump P3, the battery heat exchanger 101, the fourth pump P4, the motor heat exchanger 102, the fourth heat exchanger 104, the second heat exchange section 22, and the inlet of the first pump P1 are connected sequentially. Heat is released to the atmosphere through the third heat exchanger 103 to lower the temperature of the coolant. With the circulation of the coolant, battery heat dissipation is achieved and the heat exchange requirements at the first heat exchanger 2 are met.

[0089] In the second coolant circuit, the seventh branch L7 is connected to the eighth branch L8; the outlet of the second pump P2, the fifth heat exchanger 105, the fourth heat exchange section 42, and the inlet of the second pump P2 are connected in sequence. The coolant, cooled in the fourth heat exchange section 42, flows to the fifth heat exchanger 105, where it exchanges heat with the air in the air conditioning unit to achieve passenger cabin cooling.

[0090] When only the battery requires heat dissipation, the thermal management system executes the second cooling mode. See also Figure 13Compressor 1 is off. The refrigerant system is in a non-operating state. In the coolant system, the first valve device 6 and the second valve device 7 are both in the closed state, the third valve device 8 is in the fully open state, the first valve 10 is in the second state, the second valve 20 is in the fourth state, the first port 3a is connected to the third port 3c, the seventh port 5a is connected to the eighth port 5b, and the seventh port 8a is connected to the ninth port 8c. The second branch L2, the fourth branch L4, the sixth branch L6, and the tenth branch L10 are connected; the outlet of the third pump P3, the battery heat exchange device 101, the fourth pump P4, the motor heat exchange device 102, the third heat exchanger 103, and the inlet of the third pump P3 are connected in sequence. Heat is released to the atmosphere through the third heat exchanger 103 to lower the temperature of the coolant, and the battery is cooled by the circulation of the coolant.

[0091] When only the motor requires cooling, the thermal management system executes the third cooling mode. See also Figure 14 Compressor 1 is off. The refrigerant system is in a non-operating state. In the coolant system, the first valve 10 is in the second state, the second valve 20 is in the third state, the first port 3a is connected to the second port 3b, and the seventh port 8a is connected to the ninth port 8c. The second branch L2 is connected to the sixth branch L6; the outlet of the fourth pump P4, the motor heat exchanger 102, the third heat exchanger 103, and the inlet of the fourth pump P4 are sequentially connected. Heat is released to the atmosphere through the third heat exchanger 103, reducing the temperature of the coolant. With the circulation of the coolant, heat dissipation of the motor is achieved.

[0092] 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, so the thermal management system operates in heating and dehumidification mode. Based on the battery's heat exchange requirements, there are five heating and dehumidification modes: the first, second, third, fourth, and fifth.

[0093] When the passenger cabin requires heating and dehumidification and the battery needs heating, the thermal management system executes the first heating and dehumidification mode. See also... Figure 15 Compressor 1 is turned on, throttling device 3 is in throttling mode, and the refrigerant system is in operation. In the coolant system, valve component 5 and the first valve device 6 are both in the fully open state, the second valve device 7 and the third valve device 8 are both in the closed state, the first valve component 10 is in the second state, the second valve component 20 is in the fourth state, the first port 3a is connected to the second port 3b, the fourth port 4a is connected to the fifth port 4b and the sixth port 4c, the seventh port 5a is connected to the eighth port 5b, the first interface 6a is connected to the second interface 6b, the fourth interface 7a is connected to the sixth interface 7c, and the seventh interface 8a is connected to the ninth interface 8c. The coolant system forms three coolant circuits.

[0094] In the first coolant circuit, the first branch L1 is connected to the third branch L3; the outlet of the first pump P1, the fourth heat exchanger 104, the second heat exchange section 22 and the inlet of the first pump P1 are connected in sequence.

[0095] In the second coolant circuit, the first branch L1, the fourth branch L4, and the fifth branch L5 are connected; the outlet of the first pump P1, the third pump P3, the battery heat exchange device 101, the second heat exchange section 22, and the inlet of the first pump P1 are connected in sequence. The coolant heated in the second heat exchange section 22 flows to the battery heat exchange device 101 to heat the battery.

[0096] In the third coolant circuit, the second branch L2, the sixth branch L6, the seventh branch L7, and the eighth branch L8 are connected; the outlet of the second pump P2, the fifth heat exchanger 105, the fourth pump P4, the motor heat exchanger 102, the third heat exchanger 103, the fourth heat exchange section 42, and the inlet of the second pump P2 are connected sequentially. The humid air in the air conditioning unit first flows through the lower-temperature fifth heat exchanger 105, where the moisture in the air is condensed, 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. The coolant cooled in the fourth heat exchange section 42 flows through the motor heat exchanger 102 to cool the motor; and absorbs atmospheric heat through the third heat exchanger 103 for heating and dehumidification.

[0097] When the passenger cabin requires heating and dehumidification and the battery needs cooling, the thermal management system executes the second heating and dehumidification mode. See also... Figure 16 The second heating and dehumidification mode differs from the first heating and dehumidification mode in that: valve component 5 is in the closed state, the third valve device 8 is in the fully open state, the fourth port 4a and the fifth port 4b are connected, and the fourth interface 7a, the fifth interface 7b, and the sixth interface 7c are connected. The coolant system forms the first and third coolant circuits of the first heating and dehumidification mode, and also forms another second coolant circuit.

[0098] In the second coolant circuit, the second branch L2, the sixth branch L6, the seventh branch L7, the fourth branch L4, and the tenth branch L10 are connected; the outlet of the second pump P2, the third pump P3, the battery heat exchanger 101, the fourth pump P4, the motor heat exchanger 102, the third heat exchanger 103, the fourth heat exchange section 42, and the inlet of the second pump P2 are connected sequentially. The coolant cooled in the fourth heat exchange section 42 flows to the battery heat exchanger 101 and the motor heat exchanger 102 to cool the battery and motor.

[0099] When the passenger cabin requires heating and dehumidification, the thermal management system activates the third heating and dehumidification mode. (See also...) Figure 17The third heating and dehumidification mode differs from the first heating and dehumidification mode in that the fourth port 4a and the fifth port 4b are connected. The coolant system forms the first and third coolant circuits of the first heating and dehumidification mode described above.

[0100] When the passenger cabin requires heating and dehumidification and there is sufficient residual heat from the motor and battery, the thermal management system executes the fourth heating and dehumidification mode. See also... Figure 18 The fourth heating and dehumidification mode differs from the first heating and dehumidification mode in that: valve component 5 is in the closed state, the third valve device 8 is in the fully open state, the fourth port 4a is connected to the fifth port 4b, the fourth interface 7a is connected to the fifth interface 7b and the sixth interface 7c, and the seventh interface 8a is connected to the eighth interface 8b. The coolant system forms the first coolant circuit of the first heating and dehumidification mode, and also forms a second and a third coolant circuit.

[0101] In the second coolant circuit, the sixth branch L6, the seventh branch L7, and the eighth branch L8 are connected; the outlet of the second pump P2, the fifth heat exchanger 105, the fourth pump P4, the motor heat exchanger 102, the fourth heat exchange section 42, and the inlet of the second pump P2 are connected sequentially. The humid air in the air conditioning unit 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.

[0102] In the third coolant circuit, the sixth branch L6, the seventh branch L7, the fourth branch L4, and the tenth branch L10 are connected; the outlet of the second pump P2, the third pump P3, the battery heat exchanger 101, the fourth pump P4, the motor heat exchanger 102, the fourth heat exchange section 42, and the inlet of the second pump P2 are connected in sequence. The waste heat from the motor and battery is absorbed through the fourth heat exchange section 42 for heating and dehumidification of the passenger cabin.

[0103] When the passenger cabin requires heating and dehumidification and there is sufficient waste heat from the motor, the thermal management system executes the fifth heating and dehumidification mode. See also... Figure 19 The fifth heating and dehumidification mode differs from the fourth heating and dehumidification mode in that the fourth interface 7a is connected to the sixth interface 7c. The coolant system forms the first and second coolant circuits of the aforementioned fourth heating and dehumidification mode.

[0104] When the ambient temperature and humidity are high, the thermal management system is in cooling and dehumidification mode. Depending on whether the battery needs cooling, the cooling and dehumidification mode is divided into the first cooling and dehumidification mode and the second cooling and dehumidification mode.

[0105] When the passenger cabin requires cooling and dehumidification, the thermal management system executes the first cooling and dehumidification mode. (See also...) Figure 20When compressor 1 is turned on and throttling device 3 is in throttling mode, the refrigerant system is in operation. In the coolant system, port 3a is connected to port 3b, port 4a is connected to port 4b, port 5a is connected to port 5b and port 5c, port 6a is connected to port 6b, port 7a is connected to port 7c, and port 8a is connected to port 8c. The coolant system forms three coolant circuits.

[0106] In the first coolant circuit, the first branch L1, the second branch L2, the third branch L3, and the sixth branch L6 are connected; the outlet of the first pump P1, the third heat exchanger 103, the fourth pump P4, the motor heat exchanger 102, the fourth heat exchanger 104, the second heat exchange section 22, and the inlet of the first pump P1 are connected in sequence. The third heat exchanger 103 releases heat into the atmospheric environment, thereby cooling the motor.

[0107] In the second coolant circuit, the first branch L1 is connected to the third branch L3; the outlet of the first pump P1, the fourth heat exchanger 104, the second heat exchange section 22, and the inlet of the first pump P1 are connected in sequence. Because the air conditioning unit has a damper, the fourth heat exchanger 104 does not exchange heat with the air in the air conditioning unit; the fourth heat exchanger 104 is used as a pipeline. However, when the refrigerant system has sufficient cooling capacity, the damper can be opened to allow the coolant heated in the second heat exchange section 22 to flow through the fourth heat exchanger 104 for supplemental heating of the passenger compartment.

[0108] In the third coolant circuit, the seventh branch L7 is connected to the eighth branch L8; the outlet of the second pump P2, the fifth heat exchanger 105, the fourth heat exchange section 42, and the inlet of the second pump P2 are connected in sequence. The humid air in the air conditioning unit flows through the lower-temperature fifth heat exchanger 105, where the moisture in the air is condensed upon cooling, thus achieving dehumidification.

[0109] When the passenger cabin requires cooling and dehumidification and the battery needs cooling, the thermal management system executes a second cooling and dehumidification mode. See also... Figure 21 The second refrigeration and dehumidification mode differs from the first refrigeration and dehumidification mode in that: both the first valve device 6 and the third valve device 8 are in a fully open state, and the fourth interface 7a is connected to the fifth interface 7b and the sixth interface 7c. The coolant system forms the first coolant circuit, the second coolant circuit, and the third coolant circuit of the first refrigeration and dehumidification mode, and also forms a fourth coolant circuit.

[0110] In the fourth coolant circuit, the fourth branch L4, the seventh branch L7, and the tenth branch L10 are connected; the outlet of the second pump P2, the third pump P3, the battery heat exchange device 101, the fourth heat exchange section 42, and the inlet of the second pump P2 are connected in sequence. The coolant cooled in the fourth heat exchange section 42 flows to the battery heat exchange device 101 to cool the battery.

[0111] According to another specific embodiment of the thermal management system of this application, this embodiment is basically the same as the above embodiment, except that: the sixth branch L6 is not equipped with a fourth pump P4. This embodiment does not include a third heat dissipation mode; in addition, in the hot gas bypass mode, the coolant in the motor heat exchanger 102 does not self-circulate.

[0112] 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.

[0113] 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.

[0114] 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 heat management system comprises a refrigerant system and a coolant system, the refrigerant system comprises a compressor (1), a throttling device (3), a second heat exchanger (4) and the first heat exchange part (21), the throttling device (3) is connected in series between the outlet of the first heat exchange part (21) and the inlet of the second heat exchanger (4), and the compressor (1), the first heat exchange part (21), the throttling device (3) and the second heat exchanger (4) can communicate. The coolant system comprises a first branch (L1), a second branch (L2), a third branch (L3), a fourth branch (L4) and a fifth branch (L5), the first branch (L1) comprises a first pump (P1) and the second heat exchange part (22), the second branch (L2) comprises a third heat exchanger (103), the third branch (L3) comprises a fourth heat exchanger (104), the fourth branch (L4) comprises a battery heat exchange device (101), and the fifth branch (L5) comprises a valve component (5) having full-pass function and cut-off function. The outlet of the first branch (L1) can communicate with the inlet of the second branch (L2), the outlet of the second branch (L2) can communicate with the inlet of the fourth branch (L4), the outlet of the fourth branch (L4) can communicate with the inlet of the third branch (L3) and the inlet of the fifth branch (L5), and the outlet of the third branch (L3) and the outlet of the fifth branch (L5) can communicate with the inlet of the first branch (L1). In the first working mode, the throttling device (3) is in a throttling state, the valve component (5) is in a cut-off state, the compressor (1), the first heat exchange part (21), the throttling device (3) and the second heat exchanger (4) are communicated, and the first branch (L1), the second branch (L2), the third branch (L3) and the fourth branch (L4) are communicated. The heat management system comprises a sixth branch (L6), the sixth branch (L6) comprises a motor heat exchange device (102), the outlet of the sixth branch (L6) can communicate with the inlet of the third branch (L3), and the inlet of the sixth branch (L6) can communicate with the outlet of the fourth branch (L4).

2. The thermal management system of claim 1, wherein, The first working mode comprises a first heat dissipation mode, in the first heat dissipation mode, the compressor (1) is in an open state, the throttling device (3) is in a throttling state, the valve component (5) is in a cut-off state, the compressor (1), the first heat exchange part (21), the throttling device (3) and the second heat exchanger (4) are communicated, and the first pump (P1), the third heat exchanger (103), the battery heat exchange device (101), the motor heat exchange device (102), the fourth heat exchanger (104) and the second heat exchange part (22) are communicated. ​ 3. 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, and the refrigerant system comprises the third heat exchange part (41), the compressor (1), the first heat exchange part (21), the throttling device (3) and the third heat exchange part (41) can be communicated; The heat management system comprises a first valve (10), a second valve (20), a third valve (30), a seventh branch (L7) and an eighth branch (L8), the seventh branch (L7) comprises a second pump (P2) and the fourth heat exchange part (42), the eighth branch (L8) comprises a fifth heat exchanger (105), the fourth branch (L4) comprises a third pump (P3), and the fourth heat exchanger (104) and the fifth heat exchanger (105) are used for heat exchange with air in an air conditioning box; The first valve (10) comprises a first port (1a), a second port (1b), a third port (1c) and a fourth port (1d), the first valve (10) switches the communication state of the four ports through a valve core, the second valve (20) comprises a fifth port (2a), a sixth port (2b), a seventh port (2c) and an eighth port (2d), the second valve (20) switches the communication state of the four ports through a valve core, and the third valve (30) comprises a first port (3a), a second port (3b) and a third port (3c), the first port (3a) is communicated with at least one of the second port (3b) and the third port (3c); The first port (1a) can be communicated with the outlet of the first branch (L1), the second port (1b) can be communicated with the inlet of the second branch (L2), the third port (1c) can be communicated with the outlet of the sixth branch (L6), the fourth port (1d) can be communicated with the inlet of the third branch (L3), the fifth port (2a) can be communicated with the inlet of the seventh branch (L7), the sixth port (2b) can be communicated with the outlet of the fourth branch (L4) and the outlet of the eighth branch (L8), the seventh port (2c) can be communicated with the inlet of the sixth branch (L6), the eighth port (2d) can be communicated with the second port (3b), the first port (3a) can be communicated with the outlet of the second branch (L2), and the third port (3c) can be communicated with the inlet of the fourth branch (L4); In the first heat dissipation mode, the first port (1a) is communicated with the second port (1b), the third port (1c) is communicated with the fourth port (1d), the fifth port (2a) is communicated with the sixth port (2b), the first port (3a) is communicated with the third port (3c), and the second pump (P2), the fifth heat exchanger (105) and the fourth heat exchange part (42) are communicated. The heat management system has a second heat dissipation mode, in which the compressor (1) is in a closed state, the second port (1b) is in communication with the third port (1c), the sixth port (2b) is in communication with the seventh port (2c), the first port (3a) is in communication with the third port (3c), and the third pump (P3), the battery heat exchange device (101), the motor heat exchange device (102) and the third heat exchanger (103) are in communication.

4. The thermal management system of claim 3, wherein, The heat management system comprises a fourth valve (40), which comprises a fourth port (4a), a fifth port (4b) and a sixth port (4c), the fourth port (4a) is in communication with at least one of the fifth port (4b) and the sixth port (4c), the fourth port (4a) can be in communication with the fourth port (1d), the fifth port (4b) can be in communication with the inlet of the third branch (L3), and the sixth port (4c) can be in communication with the inlet of the fourth branch (L4); In the first heat dissipation mode, the fourth port (4a) is in communication with the fifth port (4b); The heat management system comprises a first heating and dehumidifying mode, in which the compressor (1) is in an open state, the throttling device (3) is in a throttling state, the valve component (5) is in a full open state, the first port (1a) is in communication with the fourth port (1d), the second port (1b) is in communication with the third port (1c), the fifth port (2a) is in communication with the eighth port (2d), the sixth port (2b) is in communication with the seventh port (2c), the first port (3a) is in communication with the second port (3b), the fourth port (4a) is in communication with the fifth port (4b) and the sixth port (4c), the compressor (1), the first heat exchange part (21), the throttling device (3) and the third heat exchange part (41) are in communication, the first pump (P1), the fourth heat exchanger (104) and the second heat exchange part (22), the first pump (P1), the third pump (P3), the battery heat exchange device (101) and the second heat exchange part (22) are in communication, the second pump (P2), the fifth heat exchanger (105), the motor heat exchange device (102), the third heat exchanger (103) and the fourth heat exchange part (42).

5. The thermal management system of claim 4, wherein, The heat management system comprises a battery branch (L10), the inlet of the battery branch (L10) is connected with the outlet of the fourth branch (L4), the outlet of the battery branch (L10) is connected with the inlet of the fourth branch (L4), and the battery branch (L10) comprises a first valve device (6); In the first heat dissipation mode and the second heat dissipation mode, the first valve device (6) is in a closed state; In the first heating and dehumidifying mode, the first valve device (6) is in a full open state.

6. The thermal management system of claim 4, wherein, The heat management system comprises a fifth valve (50), the fifth valve (50) comprises a seventh port (5a), an eighth port (5b) and a ninth port (5c), the seventh port (5a) is communicated with at least one of the eighth port (5b) and the ninth port (5c), the seventh port (5a) can be communicated with the second port (1b), the eighth port (5b) can be communicated with the inlet of the second branch (L2), the ninth port (5c) can be communicated with the third port (1c); In the first heat dissipation mode, the seventh port (5a) is communicated with the eighth port (5b); The heat management system has a first refrigeration and dehumidification mode, in the first refrigeration and dehumidification mode, the compressor (1) is in an open state, the throttling device (3) is in a throttling state, the first port (1a) is communicated with the second port (1b), the third port (1c) is communicated with the fourth port (1d), the fifth port (2a) is communicated with the sixth port (2b), the seventh port (2c) is communicated with the eighth port (2d), the first port (3a) is communicated with the second port (3b), the fourth port (4a) is communicated with the fifth port (4b), the seventh port (5a) is communicated with the eighth port (5b) and the ninth port (5c), the compressor (1), the first heat exchange part (21), the throttling device (3) and the third heat exchange part (41) are communicated, the first pump (P1), the third heat exchanger (103), the motor heat exchange device (102), the fourth heat exchange part (42) and the second heat exchange part (22) are communicated, the first pump (P1), the fourth heat exchanger (104) and the second heat exchange part (22) are communicated, the second pump (P2), the fifth heat exchanger (105) and the fourth heat exchange part (42) are communicated.

7. The thermal management system of claim 6, wherein, The heat management system comprises a sixth valve (60) and a seventh valve (70), the sixth valve (60) comprises a first interface (6a), a second interface (6b) and a third interface (6c), the first interface (6a) is communicated with at least one of the second interface (6b) and the third interface (6c), the seventh valve (70) comprises a fourth interface (7a), a fifth interface (7b) and a sixth interface (7c), the fourth interface (7a) is communicated with at least one of the fifth interface (7b) and the sixth interface (7c); The first interface (6a) can be communicated with the outlet of the seventh branch (L7), the second interface (6b) can be communicated with the fourth interface (7a), the third interface (6c) can be communicated with the sixth port (2b), the fifth interface (7b) can be communicated with the inlet of the fourth branch (L4), the sixth interface (7c) can be communicated with the inlet of the eighth branch (L8); The heat management system comprises a sixth valve (60) and a seventh valve (70), the sixth valve (60) comprises a first interface (6a), a second interface (6b) and a third interface (6c), the first interface (6a) is communicated with at least one of the second interface (6b) and the third interface (6c), the seventh valve (70) comprises a fourth interface (7a), a fifth interface (7b) and a sixth interface (7c), the fourth interface (7a) is communicated with at least one of the fifth interface (7b) and the sixth interface (7c); In the first heat dissipation mode, the first interface (6a) is in communication with the second interface (6b), and the fourth interface (7a) is in communication with the sixth interface (7c); In the second refrigeration and dehumidification mode, the compressor (1) is in an open state, the throttling device (3) is in a throttling state, the first port (1a) is in communication with the second port (1b), the third port (1c) is in communication with the fourth port (1d), the fifth port (2a) is in communication with the sixth port (2b), the seventh port (2c) is in communication with the eighth port (2d), the first port (3a) is in communication with the second port (3b), the seventh port (5a) is in communication with the eighth port (5b) and the ninth port (5c), the first interface (6a) is in communication with the second interface (6b), the fourth interface (7a) is in communication with the fifth interface (7b) and the sixth interface (7c), the compressor (1), the first heat exchange part (21), the throttling device (3) and the third heat exchange part (41) are in communication, the first pump (P1), the third heat exchanger (103), the motor heat exchange device (102), the fourth heat exchange part (42) and the second heat exchange part (22) are in communication, the first pump (P1), the fourth heat exchanger (104) and the second heat exchange part (22) are in communication, the second pump (P2), the fifth heat exchanger (105) and the fourth heat exchange part (42) are in communication, and the second pump (P2), the third pump (P3), the battery heat exchange device (101) and the second heat exchange part (22) are in communication.

8. The thermal management system of claim 7, wherein, The thermal management system comprises an eighth valve (80), which comprises a seventh interface (8a), an eighth interface (8b) and a ninth interface (8c), and the seventh interface (8a) is in communication with one of the eighth interface (8b) and the ninth interface (8c); The seventh interface (8a) can be in communication with the outlet of the sixth branch (L6), the eighth interface (8b) can be in communication with the first port (3a), and the ninth interface (8c) can be in communication with the third port (1c); The seventh interface (8a) can be in communication with the outlet of the sixth branch (L6), the eighth interface (8b) can be in communication with the first port (3a), and the ninth interface (8c) can be in communication with the third port (1c); The heat management system comprises a mixed heating mode, in which the compressor (1) is in an open state, the throttling device (3) is in a throttling state, the valve component (5) is in a full-through state, the first port (1a) and the fourth port (1d) are communicated, the fifth port (2a) and the eighth port (2d) are communicated, the sixth port (2b) and the seventh port (2c) are communicated, the first port (3a) and the second port (3b) are communicated, the fourth port (4a) and the fifth port (4b) and the sixth port (4c) are communicated, the first interface (6a) and the third interface (6c) are communicated, the seventh interface (8a) and the eighth interface (8b) are communicated, the compressor (1), the first heat exchange part (21), the throttling device (3) and the third heat exchange part (41) are communicated, the first pump (P1), the fourth heat exchanger (104) and the second heat exchange part (22) are communicated, the first pump (P1), the third pump (P3), the battery heat exchange device (101) and the second heat exchange part (22) are communicated, and the second pump (P2), the motor heat exchange device (102) and the fourth heat exchange part (42) are communicated.

9. The thermal management system of claim 8, wherein, The heat management system comprises a ninth branch (L9), the inlet of the ninth branch (L9) is connected with the outlet of the fourth branch (L4), the outlet of the ninth branch (L9) is connected with the inlet of the sixth branch (L6), and the ninth branch (L9) comprises a second valve device (7). In the first heat dissipation mode, the second valve device (7) is in a full-through state. In the second heat dissipation mode, the second valve device (7) is in a cut-off state. The heat management system has a first passenger cabin single heat mode, in which the compressor (1) is in an open state, the throttling device (3) is in a throttling state, the second valve device (7) is in a cut-off state, the first port (1a) and the fourth port (1d) are communicated, the fifth port (2a) and the eighth port (2d) are communicated, the sixth port (2b) and the seventh port (2c) are communicated, the first port (3a) and the second port (3b) are communicated, the fourth port (4a) and the fifth port (4b) are communicated, the first interface (6a) and the second interface (6b) are communicated, the fourth interface (7a) and the fifth interface (7b) are communicated, the seventh interface (8a) and the eighth interface (8b) are communicated, the first pump (P1), the fourth heat exchanger (104) and the second heat exchange part (22) are communicated, the second pump (P2), the third pump (P3), the battery heat exchange device (101), the motor heat exchange device (102) and the fourth heat exchange part (42) are communicated.

10. The thermal management system of claim 3, wherein, The heat management system comprises a fourth pump (P4), and has a third heat dissipation mode, in which the compressor (1) is in a closed state, the second port (1b) communicates with the third port (1c), the seventh port (2c) communicates with the eighth port (2d), the first port (3a) communicates with the second port (3b), and the fourth pump (P4), the motor heat exchange device (102) and the third heat exchanger (103) communicate.

Images