Thermal management system

Abstract

The heat management system comprises a first heat exchanger and a second heat exchanger, the first heat exchanger comprises a first heat exchange part and a second heat exchange part, and the second heat exchanger comprises a third heat exchange part and a fourth heat exchange part; when the heat management system is in a certain working mode, the compressor is in a starting state, the first throttling device and the second throttling device are both in a throttling state, the compressor, the third heat exchanger, the first throttling device and the first heat exchange part are communicated, the compressor, the third heat exchanger, the second throttling device and the third heat exchange part are communicated, and the first branch and the second branch are connected in parallel. And the first branch and the second branch are respectively connected with the third branch in series. According to the heat management system, heat of the second heat exchange part is absorbed through the first heat exchange part, heat of the fourth heat exchange part is absorbed through the third heat exchange part, the second heat exchange part and the fourth heat exchange part can communicate with the battery heat exchange device, and rapid heat dissipation of the battery is achieved.

Description

Technical Field

[0001] This application relates to the field of vehicle 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 to manage the battery's thermal performance. The refrigerant circuit includes a compressor, condenser, throttling device, and evaporator. The refrigerant in the evaporator exchanges heat with the coolant in the battery heat exchanger to cool the battery. However, the battery generates a significant amount of heat during fast charging, and this refrigerant circuit cannot meet the rapid heat dissipation requirements of the battery. Summary of the Invention

[0004] The purpose of this application is to provide a thermal management system that can meet the requirement of rapid heat dissipation of batteries.

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

[0006] A thermal management system includes a first heat exchanger and a second heat exchanger, wherein the first heat exchanger includes a first heat exchange section and a second heat exchange section that are isolated from each other, and the second heat exchanger includes a third heat exchange section and a fourth 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 throttling device, a first heat exchange section, a third heat exchange section, and a third heat exchanger. The first throttling device is connected in series in the branch where the first heat exchange section is located, and the second throttling device is connected in series in the branch where the third heat exchange section is located. The branch where the first heat exchange section is located and the branch where the third heat exchange section is located are connected in parallel.

[0008] The coolant system includes a first branch, a second branch, and a third branch. The first branch includes a first pump and a second heat exchange unit. The second branch includes a second pump and the fourth heat exchange unit. The third branch includes a battery heat exchange device.

[0009] In a certain operating mode, the compressor of the thermal management system is in the on state, and both the first throttling device and the second throttling device are in the throttling state. The compressor, the third heat exchanger, the first throttling device and the first heat exchange section are connected. The compressor, the third heat exchanger, the second throttling device and the third heat exchange section are connected. The first branch and the second branch are connected in parallel, and the first branch and the second branch are connected in series with the third branch.

[0010] The thermal management system in this application includes a first heat exchanger, a second heat exchanger, and a third heat exchanger. The first heat exchanger includes a first heat exchange section and a second heat exchange section that are isolated from each other. The second heat exchanger includes a third heat exchange section and a fourth heat exchange section that are isolated from each other. The coolant system includes a first branch, a second branch, and a third branch. The first branch includes a first pump and a second heat exchange section. The second branch includes a second pump and a fourth heat exchange section. The third branch includes a battery heat exchange device. In a certain operating mode, the first branch and the second branch are connected in parallel and are connected in series with the third branch respectively. Both the second heat exchange section and the fourth heat exchange section can be connected to the battery heat exchange device. The first heat exchange section absorbs heat from the second heat exchange section, and the third heat exchange section absorbs heat from the fourth heat exchange section, thereby achieving rapid heat dissipation of the battery. Attached Figure Description

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

[0012] Figure 2 yes Figure 1 The diagram shows the connection of the refrigerant system.

[0013] Figure 3 yes Figure 1 The diagram shows the thermal management system in the first hybrid cooling mode.

[0014] Figure 4 yes Figure 1 The diagram shows the thermal management system in the second hybrid cooling mode.

[0015] Figure 5 yes Figure 1 The diagram shows the thermal management system in passenger cabin single-cooling mode.

[0016] Figure 6 yes Figure 1 The diagram shows the thermal management system in battery-only cooling mode.

[0017] Figure 7 yes Figure 1 The diagram shows the thermal management system in its first heat dissipation mode.

[0018] Figure 8 yes Figure 1The diagram shows the thermal management system in the second heat dissipation mode.

[0019] Figure 9 yes Figure 1 The diagram shows the thermal management system in the first hybrid heating mode.

[0020] Figure 10 yes Figure 1 The diagram shows the thermal management system in the second hybrid heating mode.

[0021] Figure 11 yes Figure 1 The diagram shows the thermal management system in single-heat mode in the first passenger cabin.

[0022] Figure 12 yes Figure 1 The diagram shows the thermal management system in single-heat mode in the second passenger cabin.

[0023] Figure 13 yes Figure 1 The diagram shows the thermal management system in single-heat mode in the third passenger cabin.

[0024] Figure 14 yes Figure 1 The diagram shows the thermal management system in single thermal mode in the fourth passenger cabin.

[0025] Figure 15 yes Figure 1 The diagram shows the thermal management system in single-heat mode in the fifth passenger cabin.

[0026] Figure 16 yes Figure 1 The diagram shows the thermal management system in hot gas bypass mode.

[0027] Figure 17 yes Figure 1 The diagram shows the thermal management system in the first heating and dehumidification mode.

[0028] Figure 18 yes Figure 1 The diagram shows the thermal management system in the second heating and dehumidification mode.

[0029] Figure 19 yes Figure 1 The diagram shows the thermal management system in the third heating and dehumidification mode.

[0030] Figure 20 yes Figure 1 The diagram shows the thermal management system in the first cooling and dehumidification mode.

[0031] Figure 21 yes Figure 1 The diagram shows the thermal management system in the second cooling and dehumidification mode. Detailed Implementation

[0032] 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.

[0033] 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.

[0034] 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.

[0035] The thermal management system of an exemplary embodiment of this application will now be described in detail with reference to the accompanying drawings. Unless otherwise specified, the features of the following embodiments and implementations can complement or combine with each other.

[0036] According to a specific embodiment of the thermal management system of this application, such as Figure 1 As shown, the various components of the thermal management system are connected by pipes to form two main systems: a refrigerant system and a coolant system. These two systems are isolated and not interconnected. Refrigerant flows through the refrigerant system, while coolant flows through the coolant system. The refrigerant can be R134A, carbon dioxide, or other heat exchange media, and the coolant can be a mixture of ethanol and water or other cooling media.

[0037] See Figure 1 and Figure 2 The thermal management system of this embodiment includes a first heat exchanger 2, a second heat exchanger 4, and a third heat exchanger 5. All three heat exchangers are liquid-cooled heat exchangers, and their structure and working principle are well known to those skilled in the art and will not be described in detail here. 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 third heat exchanger 5 includes a fifth heat exchange section 51 and a sixth heat exchange section 52 that are isolated from each other. All three heat exchangers are used for heat exchange between the refrigerant and the coolant. The flow channels of the first heat exchange section 21, the third heat exchange section 41, and the fifth heat exchange section 51 are connected to the refrigerant system, and the flow channels of the second heat exchange section 22, the fourth heat exchange section 42, and the sixth heat exchange section 52 are connected to the coolant system.

[0038] See Figure 2 The refrigerant system includes a compressor 1, a fifth heat exchange section 51, a first throttling device 31, a first heat exchange section 21, a second throttling device 32, and a third heat exchange section 41. The first throttling device 31 is connected in series with the branch where the first heat exchange section 21 is located, the second throttling device 32 is connected in series with the branch where the third heat exchange section 41 is located, the branch where the first heat exchange section 21 is located and the branch where the third heat exchange section 41 is located are connected in parallel, and the branch where the first heat exchange section 21 is located is connected in series with the branch where the fifth heat exchange section 51 is located, and the branch where the third heat exchange section 41 is located is connected in series with the branch where the fifth heat exchange section 51 is located.

[0039] In this embodiment, the refrigerant system includes a bypass branch Z, one end of which is connected to the inlet of compressor 1, and the other end of which is connected to the outlet of compressor 1. The bypass branch Z includes a third throttling device 33. When the third throttling device 33 is in a throttling state, one end of the bypass branch Z is connected to the inlet of compressor 1, and the other end of the bypass branch Z is connected to the outlet of compressor 1.

[0040] The refrigerant system includes a receiver 8, which is connected in series between the outlet of the fifth heat exchange section 51 and the inlet of the first heat exchange section 21 and the inlet of the third heat exchange section 41. In other possible embodiments, the receiver 8 can be replaced by a gas-liquid separator, which is connected in series between the inlet of the compressor 1 and the outlet of the first heat exchange section 21 and the outlet of the third heat exchange section 41. The gas-liquid separator can separate the refrigerant into gaseous and liquid states, 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.

[0041] The refrigerant system includes a seventh heat exchanger 9, which is an intermediate heat exchanger. The structure and working principle of intermediate heat exchangers are well known to those skilled in the art and will not be described in detail here. The seventh heat exchanger 9 includes a first part 91 and a second part 92. The seventh heat exchanger 9 is used for heat exchange between two different sections of refrigerant in the same circuit. The flow channels of the first part 91 and the second part 92 are both connected to the refrigerant system. The first part 91 is located between the outlet of the condenser and the inlet of the throttling valve on the inlet side of the evaporator. The second part 92 is located between the outlet of the evaporator and the inlet of the compressor 1. Higher-temperature refrigerant flows in the first part 91, and lower-temperature refrigerant flows in the second part 92, thereby increasing the inlet temperature of the compressor 1 and improving the efficiency of the thermal management system. It also reduces the possibility of liquid slugging in the compressor 1. At the same time, it can also reduce the temperature of the refrigerant before the throttling valve flowing into the evaporator inlet side, making the temperature of the refrigerant after throttling lower and the heat exchange effect at the evaporator better.

[0042] It is important to understand that condenser and evaporator do not refer to a specific heat exchanger. When the thermal management system is in operation, the heat exchanger where the refrigerant inside condenses is called the condenser, and the heat exchanger where the refrigerant inside evaporates is called the evaporator.

[0043] 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.

[0044] In this embodiment, see Figure 1 The 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 second heat exchanger 22, a fourth heat exchanger 42, and a sixth heat exchanger 52. Specifically, the first branch L1 includes a first pump P1 and a second heat exchanger 22; the second branch L2 includes a second pump P2 and a fourth heat exchanger 42; the third branch L3 includes a battery heat exchanger 101; the fourth branch L4 includes a fourth heat exchanger 104; the fifth branch L5 includes a fifth heat exchanger 105; the sixth branch L6 includes a motor heat exchanger 102; the seventh branch L7 includes a third pump P3 and a sixth heat exchanger 52; the eighth branch L8 includes a sixth heat exchanger 106; the ninth branch L9 includes a first valve component 71; and the tenth branch L10 includes a second valve component 72.

[0045] See also Figure 1The coolant system includes a valve device 6, a first valve 10, a second valve 20, a third valve 30, a fourth valve 40, a fifth valve 50, a sixth valve 60, and a seventh valve 70. Specifically, the valve device 6 includes a first interface 61, a second interface 62, a third interface 63, and a fourth interface 64. The valve device 6 switches the connection state of the four interfaces through a valve core. When the valve device 6 is in the first state, the first interface 61 is connected to the third interface 63, and the second interface 62 is connected to the fourth interface 64. When the valve device 6 is in the second state, the first interface 61 is connected to the fourth interface 64, and the second interface 62 is connected to the fourth interface 64. When the valve device 6 is in the third state, the first interface 61 is connected to the third interface 63, and the second interface 62 is connected to the third interface 63. Optionally, the valve device 6 is a four-way valve.

[0046] The first valve 10 has a first port a1, a second port a2, and a third port a3, wherein the first port a1 can communicate with at least one of the second port a2 and the third port a3; the second valve 20 has a fourth port a4, a fifth port a5, and a sixth port a6, wherein the fourth port a4 can communicate with either the fifth port a5 or the sixth port a6; the third valve 30 has a seventh port a7, an eighth port a8, and a ninth port a9, wherein the seventh port a7 can communicate with either the eighth port a8 or the ninth port a9; the fourth valve 40 includes a first port b1, a second port b2, and a third port. b3, the first port b1 can be connected to at least one of the second port b2 and the third port b3; the fifth valve 50 includes a fourth port b4, a fifth port b5 and a sixth port b6, the fourth port b4 can be connected to at least one of the fifth port b5 and the sixth port b6; the sixth valve 60 has a seventh port b7, an eighth port b8 and a ninth port b9, the seventh port b7 can be connected to at least one of the eighth port b8 and the ninth port b9; the seventh valve 70 has a first port c1, a second port c2 and a third port c3, the first port c1 can be connected to either the second port c2 or the third port c3.

[0047] The first interface 61 is connected to the outlet of the first branch L1. The second interface 62 is connected to the outlet of the second branch L2. The third interface 63, the third port b3, and the ninth port b9 are all connected to the inlet of the third branch L3. The fourth interface 64 is connected to the first port a1. The second port a2 is connected to the inlet of the fourth branch L4. The third port a3 and the eighth port a8 are both connected to the inlet of the sixth branch L6. The fourth port a4 is connected to the second port c2. The fifth port a5 is connected to the inlet of the seventh branch L7. The sixth port a6 and the fifth port b5 are both connected to the inlet of the fifth branch L5. The fourth port b4 is connected to the outlet of the seventh branch L7. The sixth port b6 is connected to the first port b1. The second port b2 is connected to the outlet of the eighth branch L3. The inlet of L8 is connected; the seventh port b7 is connected to the outlet of the fifth branch L5 and the third port c3; the first port c1 is connected to the outlet of the sixth branch L6; the eighth port b8 is connected to the seventh port a7; the ninth port a9 is connected to the inlet of the first branch L1 and the inlet of the second branch L2; the outlet of the third branch L3 is connected to the inlet of the first branch L1, the inlet of the second branch L2 and the inlet of the ninth branch L9; the outlet of the fourth branch L4 is connected to the inlet of the first branch L1 and the inlet of the second branch L2; the outlet of the eighth branch L8 and the outlet of the ninth branch L9 are connected to the inlet of the seventh branch L7; and the two ends of the tenth branch L10 are connected to the sixth branch L6 and the third branch L3 respectively.

[0048] In certain operating modes, the first interface 61 can be connected to the outlet of the first branch L1, the second interface 62 can be connected to the outlet of the second branch L2, the third interface 63 can be connected to the inlet of the third branch L3, the fourth interface 64 can be connected to the inlet of the fourth branch L4, the outlet of the third branch L3 can be connected to the inlet of the first branch L1 and the inlet of the second branch L2, and the outlet of the fourth branch L4 can be connected to the inlet of the first branch L1 and the inlet of the second branch L2.

[0049] The first valve 10, the fourth valve 40, and the fifth valve 50 are all proportional control valves used to adjust the flow ratio of the two loops. Specifically, the first valve 10 can be used to adjust the flow ratio of the fourth branch L4 and the sixth branch L6, the fourth valve 40 can be used to adjust the flow ratio of the third branch L3 and the eighth branch L8, and the fifth valve 50 can be used to adjust the flow ratio of the fifth branch L5 and the flow at the first port b1. For example, when the sixth heat exchanger 106 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 flow ratio of the coolant flowing through the sixth heat exchanger 106 and the battery heat exchanger 101, thereby adjusting the heat exchange effect of the sixth heat exchanger 106 and the battery heat exchanger 101.

[0050] Both the first valve component 71 and the second valve component 72 have full-flow and shut-off functions. The first valve component 71 and the second valve component 72 can be shut-off valves or check valves.

[0051] Pumps P1, P2, and P3 power the flow of coolant. Their positions can be adjusted to ensure proper fluid flow. Optionally, all three 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.

[0052] 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.

[0053] 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 sixth heat exchanger 106 are disposed within the air conditioning unit. The fourth heat exchanger 104 and the sixth heat exchanger 106 are used for heat exchange with the air in the air conditioning unit to regulate the temperature of the passenger compartment. The sixth heat exchanger 106 is located downstream of the fourth heat exchanger 104 in the airflow. A fan is provided within the air conditioning unit to guide the airflow within the unit. A fifth heat exchanger 105 is disposed near the front grille of the vehicle. A fan is provided beside the fifth heat exchanger 105 to guide the airflow. The fifth heat exchanger 105 is used for heat exchange with the atmospheric environment, releasing heat into or absorbing heat from the atmosphere. The fourth heat exchanger 104, the fifth heat exchanger 105, and the sixth heat exchanger 106 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.

[0054] The thermal management system of this embodiment has multiple operating modes, including cooling mode, heating mode, and dehumidification mode. Under all operating conditions, when compressor 1 is turned on, the third heat exchanger 5 acts as a condenser, where the refrigerant releases heat to the coolant. The first heat exchanger 2 and the second heat exchanger 4 act as evaporators, where the refrigerant absorbs heat from the coolant, thus achieving cooling of the passenger compartment and / or the battery. In this application, the refrigerant system, by setting one condenser and two evaporators, facilitates a shorter refrigerant circuit, reduces the refrigerant charge, allows for modular design, and reduces space requirements.

[0055] The fourth heat exchanger 104 serves as a cold air core, which can reduce the temperature of the air entering the passenger cabin, and the sixth heat exchanger 106 serves as a warm air core, which can increase the temperature of the air entering the passenger cabin.

[0056] 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.

[0057] When the refrigerant system is in operation, and both the first throttling device 31 and the second throttling device 32 are in a throttling state, along the refrigerant flow direction, the outlet of compressor 1, the fifth heat exchange section 51, the liquid receiver 8, the first section 91, the first throttling device 31, the first heat exchange section 21, the second section 92 and the inlet of compressor 1 are connected in sequence.

[0058] When the refrigerant system is in operation, with the first throttling device 31 in a throttling state and the second throttling device 32 in a shut-off state, the outlet of the compressor 1, the fifth heat exchange section 51, the liquid receiver 8, the first section 91, the first throttling device 31, the first heat exchange section 21, the second section 92, and the inlet of the compressor 1 are connected sequentially along the refrigerant flow direction.

[0059] When the refrigerant system is in operation, with the second throttling device 32 in a throttling state and the first throttling device 31 in a shut-off state, the outlet of compressor 1, the fifth heat exchange section 51, the liquid receiver 8, the first section 91, the second throttling device 32, the third heat exchange section 41, the second section 92, and the inlet of compressor 1 are connected sequentially along the refrigerant flow direction.

[0060] The refrigerant in the fifth heat exchange section 51 releases heat to the coolant in the sixth heat exchange section 52, causing the coolant temperature in the circuit containing the sixth heat exchange section 52 to rise; the refrigerant in the first heat exchange section 21 absorbs heat from the coolant in the second heat exchange section 22, causing the coolant temperature in the circuit containing the second heat exchange section 22 to decrease; 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.

[0061] When the ambient temperature is high, the thermal management system is in cooling mode, which is divided into first hybrid cooling mode, second hybrid cooling mode, passenger cabin cooling mode and battery cooling mode, depending on whether the passenger cabin and battery have cooling needs.

[0062] When both the passenger cabin and the battery require cooling, the thermal management system executes the first hybrid cooling mode. See also... Figure 3When compressor 1 is turned on, both the first throttling device 31 and the second throttling device 32 are in throttling mode, and the refrigerant system is in operation. In the coolant system, valve device 6 is in the first state, with the first port a1 connected to the second port a2, the third port a4 connected to the fifth port a5, the seventh port a7 connected to the eighth port a8, the fourth port b4 connected to the fifth port b5, the seventh port b7 connected to the eighth port b8, and the first port c1 connected to the second port c2. The coolant system forms three coolant circuits.

[0063] In the first coolant circuit, the second branch L2 is connected to the fourth branch L4; along the coolant flow direction, the outlet of the second pump P2, the fourth heat exchanger 104, the fourth heat exchange section 42, and the inlet of the second pump P2 are sequentially connected. The coolant, cooled 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 to achieve passenger cabin cooling.

[0064] In the second coolant circuit, the first branch L1 is connected to the third branch L3; along the coolant flow direction, the outlet of the first pump P1, 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, cooled in the second heat exchange section 22, flows to the battery heat exchange device 101 to cool the battery.

[0065] In the third coolant circuit, the fifth branch L5, the sixth branch L6, and the seventh branch L7 are connected. Along the coolant flow direction, the outlet of the third pump P3, the fifth heat exchanger 105, the motor heat exchange device 102, the sixth heat exchange section 52, and the inlet of the third pump P3 are sequentially connected. Heat is released to the atmosphere through the fifth heat exchanger 105, 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 third heat exchanger 5 are met.

[0066] When both the passenger cabin and the battery require cooling, the thermal management system executes a second hybrid cooling mode. See also... Figure 4 When compressor 1 is turned on, the second throttling device 32 is in a throttling state, and the refrigerant system is in operation. In the coolant system, valve device 6 is in the first state, with the first port a1 connected to the second port a2, the third port a4 connected to the fifth port a5, the fourth port b4 connected to the fifth port b5, the seventh port b7 connected to the ninth port b9, the first port c1 connected to the second port c2, and the second valve component 72 in a fully open state; the coolant system forms two coolant circuits.

[0067] In the first coolant circuit, the second branch L2 is connected to the fourth branch L4; along the coolant flow direction, the outlet of the second pump P2, the fourth heat exchanger 104, the fourth heat exchange section 42, and the inlet of the second pump P2 are sequentially connected. The coolant, cooled 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 to achieve passenger cabin cooling.

[0068] In the second coolant circuit, the third branch L3, the sixth branch L6, the seventh branch L7, and the tenth branch L10 are connected. Along the coolant flow direction, the outlet of the third pump P3, the fifth heat exchanger 105, the battery heat exchanger 101, the motor heat exchanger 102, the sixth heat exchange section 52, and the inlet of the third pump P3 are sequentially connected. Heat is released to the atmosphere through the fifth heat exchanger 105, lowering the coolant temperature. With the circulation of the coolant, heat dissipation is achieved for the battery and motor.

[0069] When the passenger cabin requires cooling, the thermal management system switches to passenger cabin-only cooling mode. See also... Figure 5 The passenger cabin single-cooling mode differs from the first mixed cooling mode in that valve device 6 is in the second state. The coolant system forms the first and third coolant circuits of the aforementioned first mixed cooling mode, and also forms another second coolant circuit.

[0070] In another second coolant circuit, the first branch L1 is connected to the fourth branch L4; 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, cooled 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 passenger cabin cooling.

[0071] In the single-cooling mode of the passenger cabin, by switching the valve device 6 from the first state to the second state, the first branch L1 and the second branch L2 are connected in parallel, and the first branch L1 and the second branch L2 are connected in series with the fourth branch L4 respectively. The second heat exchange section 22 and the fourth heat exchange section 42 are both connected to the fourth heat exchanger 104. The first heat exchange section 21 absorbs the heat of the second heat exchange section 22, and the third heat exchange section 41 absorbs the heat of the fourth heat exchange section 42, thereby achieving rapid cooling of the passenger cabin.

[0072] When the battery requires cooling, the thermal management system executes a battery-only cooling mode. See also... Figure 6 The difference between the battery-only cooling mode and the first hybrid cooling mode is that valve device 6 is in the third state. The coolant system forms the second and third coolant circuits of the first hybrid cooling mode, and also forms another first coolant circuit.

[0073] In another first coolant circuit, the second branch L2 is connected to the third branch L3; the outlet of the second pump P2, 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.

[0074] In the battery single-cooling mode, by switching the valve device 6 from the first state to the third state, the first branch L1 and the second branch L2 are connected in parallel, and the first branch L1 and the second branch L2 are connected in series with the third branch L3 respectively. The second heat exchange section 22 and the fourth heat exchange section 42 are connected in parallel and are both connected to the battery heat exchange device 101. The first heat exchange section 21 absorbs the heat of the second heat exchange section 22, and the third heat exchange section 41 absorbs the heat of the fourth heat exchange section 42. The low-temperature coolant in the second heat exchange section 22 and the low-temperature coolant in the fourth heat exchange section 42 both flow into the battery heat exchange device 101, so as to achieve rapid heat dissipation of the battery and meet the high cooling capacity requirements of the battery fast charging mode.

[0075] In the first hybrid cooling mode, the passenger cabin cooling mode, and the battery cooling mode, both the first valve component 71 and the second valve component 72 are in the off state.

[0076] In the second hybrid refrigeration mode, the first valve component 71 is in the closed state, and the second valve component 72 is in the fully open state.

[0077] The thermal management system has a first heat dissipation mode and a second heat dissipation mode. In the first heat dissipation mode and the second heat dissipation mode, the compressor 1 is turned off and the refrigerant system is in a non-working state.

[0078] When the battery requires heat dissipation, the thermal management system executes the first cooling mode. See also Figure 7 In the coolant system, the third port a4 is connected to the fifth port a5, the fourth port b4 is connected to the fifth port b5, the seventh port b7 is connected to the ninth port b9, the first port c1 is connected to the second port c2, and the second valve component 72 is in a fully open state; the third branch L3, the sixth branch L6, the seventh branch L7, and the tenth branch L10 are connected; along the coolant flow direction, the outlet of the third pump P3, the fifth heat exchanger 105, the battery heat exchange device 101, the motor heat exchange device 102, the sixth heat exchange section 52, and the inlet of the third pump P3 are sequentially connected. Heat is released to the atmosphere through the fifth heat exchanger 105, lowering the coolant temperature. With the circulation of the coolant, heat dissipation is achieved for the battery and motor.

[0079] When the motor requires cooling, the thermal management system executes the second cooling mode. (See also...) Figure 8In the coolant system, the third port a4 is connected to the fifth port a5, the seventh port a7 is connected to the eighth port a8, the fourth port b4 is connected to the fifth port b5, the seventh port b7 is connected to the eighth port b8, and the first port c1 is connected to the second port c2; the fifth branch L5, the sixth branch L6, and the seventh branch L7 are connected; along the coolant flow direction, the outlet of the third pump P3, the fifth heat exchanger 105, the motor heat exchange device 102, the sixth heat exchange section 52, and the inlet of the third pump P3 are sequentially connected. Heat is released to the atmosphere through the fifth heat exchanger 105, lowering the coolant temperature, and the motor is cooled by the circulating coolant.

[0080] When the ambient temperature is low, the thermal management system is in heating mode, which is divided into five modes depending on whether the passenger cabin and battery have heating needs: first mixed heating mode, second mixed heating mode, first passenger cabin single heating mode, second passenger cabin single heating mode, third passenger cabin single heating mode, fourth passenger cabin single heating mode, and fifth passenger cabin single heating mode.

[0081] When both the passenger cabin and battery require heating, and there is sufficient ambient heat, the thermal management system executes the first hybrid heating mode. (See also...) Figure 9 When compressor 1 is turned on, the second throttling device 32 is in a throttling state, and the refrigerant system is in operation. In the coolant system, the first valve component 71 is in a fully open state, the valve device 6 is in the first state, the first port a1 is connected to the third port a3, the fourth port a4 is connected to the sixth port a6, the seventh port a7 is connected to the ninth port a9, the first port b1 is connected to the second port b2 and the third port b3, the fourth port b4 is connected to the sixth port b6, the seventh port b7 is connected to the eighth port b8, and the first port c1 is connected to the second port c2; the coolant system also forms four coolant circuits.

[0082] In the first coolant circuit, the seventh branch L7 is connected to the eighth branch L8; along the coolant flow direction, the outlet of the third pump P3, the sixth heat exchanger 106, the sixth heat exchange section 52 and the inlet of the third pump P3 are connected in sequence.

[0083] In the second coolant circuit, the third branch L3, the seventh branch L7, and the ninth branch L9 are connected; along the coolant flow direction, the outlet of the third pump P3, the battery heat exchange device 101, the sixth heat exchange section 52, and the inlet of the third pump P3 are connected in sequence; part of the coolant heated in the sixth heat exchange section 52 flows to the sixth heat exchanger 106, where it exchanges heat with the air in the air conditioning unit to achieve passenger cabin heating, and the other part flows to the battery heat exchange device 101 to achieve battery heating.

[0084] In the third coolant circuit, the first branch L1 is connected to the third branch L3. Along the coolant flow direction, the outlet of the first pump P1, the battery heat exchange device 101, the second heat exchange section 22, and the inlet of the first pump P1 are connected in sequence. Since the first throttling device 31 is in the closed state, the first heat exchange section 21 and the second heat exchange section 22 do not exchange heat. The second heat exchange section 22 acts as a pipeline, connecting to the third branch L3 through the first branch L1. This allows a portion of the coolant flowing out of the battery heat exchange device 101 to mix with the coolant in the first branch L1 and then flow back into the battery heat exchange device 101. This ensures that the temperature of the coolant flowing into the battery heat exchange device 101 is suitable, thereby meeting the heat exchange requirements of the passenger compartment while protecting the battery.

[0085] In the fourth coolant circuit, the second branch L2, the fifth branch L5, and the sixth branch L6 are connected. Along the coolant flow direction, the outlet of the second pump P2, the motor heat exchanger 102, the fifth heat exchanger 105, the fourth heat exchange section 42, and the inlet of the second pump P2 are connected in sequence. The fifth heat exchanger 105 absorbs heat from the atmospheric environment for heating the passenger cabin and battery.

[0086] When both the passenger cabin and battery require heating, and there is sufficient waste heat from the motor, the thermal management system executes the second hybrid heating mode. (See also...) Figure 10 The second hybrid heating mode differs from the first hybrid heating mode in that the first port c1 is connected to the third port c3. The coolant system forms the first, second, and third coolant circuits of the first hybrid heating mode, and also forms a fourth coolant circuit.

[0087] In another fourth coolant circuit, the second branch L2 is connected to the sixth branch L6; along the coolant flow direction, the outlet of the second pump P2, the motor heat exchanger 102, the fourth heat exchange section 42, and the inlet of the second pump P2 are sequentially connected. The motor heat exchanger 102 absorbs the waste heat from the motor for heating the passenger compartment and battery.

[0088] When the passenger cabin requires heating and there is sufficient ambient heat, the thermal management system executes the first passenger cabin-only heating mode. (See also...) Figure 11 When compressor 1 is turned on, both the first throttling device 31 and the second throttling device 32 are in throttling mode, and the refrigerant system is in operation. In the coolant system, valve device 6 is in the second state, with the first port a1 connected to the third port a3, the fourth port a4 connected to the sixth port a6, the seventh port a7 connected to the ninth port a9, the first port b1 connected to the second port b2, the fourth port b4 connected to the sixth port b6, the seventh port b7 connected to the eighth port b8, and the first port c1 connected to the second port c2; the coolant system forms three coolant circuits.

[0089] In the first coolant circuit, the seventh branch L7 is connected to the eighth branch L8; along the coolant flow direction, the outlet of the third pump P3, the sixth heat exchanger 106, the sixth heat exchange section 52, and the inlet of the third pump P3 are connected in sequence. The coolant, heated in the sixth heat exchange section 52, flows to the sixth heat exchanger 106, where it exchanges heat with the air in the air conditioning unit to achieve passenger cabin heating.

[0090] In the second coolant circuit, the first branch L1, the fifth branch L5, and the sixth branch L6 are connected; along the coolant flow direction, the outlet of the first pump P1, the motor heat exchange device 102, the fifth heat exchanger 105, the second heat exchange section 22, and the inlet of the first pump P1 are connected in sequence.

[0091] In the third coolant circuit, the second branch L2, the fifth branch L5, and the sixth branch L6 are connected; the outlet of the second pump P2, the motor heat exchanger 102, the fifth heat exchanger 105, the fourth heat exchange section 42, and the inlet of the second pump P2 are connected sequentially. The coolant, cooled in the second heat exchange section 22 and the fourth heat exchange section 42, flows to the motor heat exchanger 102 to cool the motor; and absorbs atmospheric heat through the fifth heat exchanger 105 for heating the passenger cabin.

[0092] In the first passenger cabin single-heat mode, the second heat exchange section 22 and the fourth heat exchange section 42 are connected in parallel and are both connected to the motor heat exchange device 102 and the fifth heat exchanger 105. The second heat exchange section 22 and the fourth heat exchange section 42 are used to absorb atmospheric heat and motor waste heat at the same time, which is beneficial to improve the heating performance under low temperature conditions.

[0093] When the passenger cabin requires heating, the thermal management system switches to the second passenger cabin-only heating mode. (See also...) Figure 12 With compressor 1 off, the refrigerant system is in a non-operating state. In the coolant system, port a4 is connected to port a5, port a7 is connected to port a8, port b1 is connected to port b2, port b4 is connected to port b5 and port b6, port b7 is connected to port b8, and port c1 is connected to port c2; the coolant system forms two coolant circuits.

[0094] In the first coolant circuit, the seventh branch L7 is connected to the eighth branch L8; along the coolant flow direction, the outlet of the third pump P3, the sixth heat exchanger 106, the sixth heat exchange section 52 and the inlet of the third pump P3 are connected in sequence.

[0095] In the second coolant circuit, the fifth branch L5, the sixth branch L6, and the seventh branch L7 are connected. Along the coolant flow direction, the outlet of the third pump P3, the fifth heat exchanger 105, the motor heat exchanger 102, the sixth heat exchange section 52, and the inlet of the third pump P3 are sequentially connected. The motor heat exchanger 102 absorbs waste heat from the motor, causing the coolant temperature in the sixth heat exchange section 52 to rise. The coolant in the sixth heat exchange section 52 flows through the sixth heat exchanger 106, thus heating the passenger cabin.

[0096] When the passenger cabin requires heating, the thermal management system switches to a third passenger cabin-only heating mode. (See also...) Figure 13 The difference between the third passenger cabin single-heat mode and the first passenger cabin single-heat mode is that the first throttling device 31 is in the off state and the valve device 6 is in the first state; the coolant system forms the first coolant circuit and the third coolant circuit of the first passenger cabin single-heat mode.

[0097] When there is a heating demand in the passenger cabin and there is sufficient waste heat from the motor, the thermal management system will execute the fourth passenger cabin single-heating mode. See also Figure 14 The fourth passenger cabin single-heat mode differs from the first passenger cabin single-heat mode in that the first port c1 is connected to the third port c3. The coolant system forms the first coolant circuit of the first passenger cabin single-heat mode, and the coolant system also forms a second coolant circuit and a third coolant circuit.

[0098] In another second coolant circuit, the first branch L1 is connected to the sixth branch L6; along the coolant flow direction, the outlet of the first pump P1, the motor heat exchange device 102, the fourth heat exchange section 42 and the inlet of the first pump P1 are connected in sequence.

[0099] In another third coolant circuit, the second branch L2 is connected to the sixth branch L6; along the coolant flow direction, the outlet of the second pump P2, the motor heat exchanger 102, the fourth heat exchange section 42, and the inlet of the second pump P2 are sequentially connected. The waste heat from the motor is absorbed by the motor heat exchanger 102 for heating the passenger cabin.

[0100] In the single-heat mode of the fourth passenger cabin, the second heat exchange section 22 and the fourth heat exchange section 42 are connected in parallel and are both connected to the motor heat exchange device 102. The second heat exchange section 22 and the fourth heat exchange section 42 are used to absorb the heat of the motor at the same time, which is beneficial to improve the heating performance under low temperature conditions.

[0101] When the passenger cabin requires heating, the thermal management system activates the fifth passenger cabin single-heating mode. (See also...) Figure 15 The fifth passenger cabin single-heat mode differs from the first passenger cabin single-heat mode in that valve device 6 is in the first state. The coolant system forms the first and third coolant circuits of the first passenger cabin single-heat mode, and also forms a second coolant circuit.

[0102] In another second coolant circuit, the first branch L1 is connected to the third branch L3; along the coolant flow direction, the outlet of the first pump P1, the battery heat exchanger 101, the second heat exchange section 22, and the inlet of the first pump P1 are connected in sequence. The battery heat exchanger 101 absorbs waste heat from the battery for passenger cabin heating, while simultaneously cooling the battery.

[0103] 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. A portion of the high-temperature gaseous refrigerant returns directly to the enthalpy-increasing inlet of compressor 1, which can increase the refrigerant flow and evaporation pressure of the system, thereby improving the condensing pressure and heating effect.

[0104] See Figure 16 In hot gas bypass mode, compressor 1 is turned on, the second throttling device 32 and the third throttling device 33 are both in a throttling state, the first valve component 71 is in a fully open state, and the refrigerant system is in working state. In the coolant system, the first port b1 is connected to the second port b2 and the third port b3, and the fourth port b4 is connected to the sixth port b6; the coolant system forms three coolant circuits.

[0105] In the first coolant circuit, the seventh branch L7 is connected to the eighth branch L8; along the coolant flow direction, the outlet of the third pump P3, the sixth heat exchanger 106, the sixth heat exchange section 52 and the inlet of the third pump P3 are connected in sequence.

[0106] In the second coolant circuit, the third branch L3, the seventh branch L7, and the ninth branch L9 are connected; along the coolant flow direction, the outlet of the third pump P3, the battery heat exchange device 101, the sixth heat exchange section 52, and the inlet of the third pump P3 are connected in sequence; part of the coolant heated in the sixth heat exchange section 52 flows to the sixth heat exchanger 106, where it exchanges heat with the air in the air conditioning unit to achieve passenger cabin heating, and the other part flows to the battery heat exchange device 101 to achieve battery heating.

[0107] In the third coolant circuit, the first branch L1 is connected to the third branch L3. Along the coolant flow direction, the outlet of the first pump P1, the battery heat exchange device 101, the second heat exchange section 22, and the inlet of the first pump P1 are connected in sequence. Since the first throttling device 31 is in the closed state, the second heat exchange section 22 acts as a pipeline, connecting the first branch L1 and the third branch L3. This allows a portion of the coolant flowing out of the battery heat exchange device 101 to mix with the coolant in the first branch L1 and then flow back into the battery heat exchange device 101, thereby meeting the heat exchange requirements of the passenger compartment while protecting the battery.

[0108] 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 three heating and dehumidification modes: the first, the second, and the third.

[0109] When the passenger cabin requires heating and dehumidification, and the ambient temperature is sufficiently warm, the thermal management system executes the first heating and dehumidification mode. (See also...) Figure 17 When compressor 1 is turned on, the second throttling device 32 is in a throttling state, and the refrigerant system is in operation. In the coolant system, valve device 6 is in the first state, with the first port a1 connected to the second port a2 and the third port a3, the fourth port a4 connected to the sixth port a6, the seventh port a7 connected to the ninth port a9, the first port b1 connected to the second port b2, the fourth port b4 connected to the sixth port b6, the seventh port b7 connected to the eighth port b8, and the first port c1 connected to the second port c2; the coolant system forms three coolant circuits.

[0110] In the first coolant circuit, the seventh branch L7 is connected to the eighth branch L8; along the coolant flow direction, the outlet of the third pump P3, the sixth heat exchanger 106, the sixth heat exchange section 52 and the inlet of the third pump P3 are connected in sequence.

[0111] In the second coolant circuit, the second branch L2 is connected to the fourth branch L4; along the coolant flow direction, the outlet of the second pump P2, the fourth heat exchanger 104, the fourth heat exchange section 42 and the inlet of the second pump P2 are connected in sequence.

[0112] In the third coolant circuit, the second branch L2, the fifth branch L5, and the sixth branch L6 are connected. Along the coolant flow direction, the outlet of the second pump P2, the motor heat exchanger 102, the fifth heat exchanger 105, the fourth heat exchange section 42, and the inlet of the second pump P2 are sequentially connected. Heat from the atmospheric environment is absorbed through the fifth heat exchanger 105 for heating and dehumidifying the passenger cabin; heat from the motor is absorbed through the motor heat exchanger 102 for heating and dehumidifying the passenger cabin.

[0113] In this mode, the humid air in the air conditioning unit first flows through the fourth heat exchanger 104, which has a lower temperature, and the moisture in the air is precipitated out when it encounters the cold, thereby achieving dehumidification; then it flows through the sixth heat exchanger 106, which has a higher temperature, and the dehumidified air is heated, thereby achieving heating and dehumidification.

[0114] 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 18The second heating and dehumidification mode differs from the first heating and dehumidification mode in that both the first throttling device 31 and the second throttling device 32 are in a throttling state. The coolant system forms the first, second, and third coolant circuits of the first heating and dehumidification mode, and also forms a fourth coolant circuit.

[0115] In the fourth coolant circuit, the first branch L1 is connected to the third branch L3; along the coolant flow direction, the outlet of the first pump P1, 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, cooled in the second heat exchange section 22, flows to the battery heat exchange device 101 to cool the battery.

[0116] When the passenger cabin requires heating and dehumidification, and the battery needs heating, the thermal management system executes the third heating and dehumidification mode. See also Figure 19 The third heating and dehumidification mode differs from the first heating and dehumidification mode in that: the first port b1 is connected to the second port b2 and the third port b3, and the first valve component 71 is in a fully open state. The coolant system forms the first, second, and third coolant circuits of the first heating and dehumidification mode, and the coolant system also forms a fourth and fifth coolant circuits.

[0117] In the fourth coolant circuit, the third branch L3, the seventh branch L7, and the ninth branch L9 are connected; along the coolant flow direction, the outlet of the third pump P3, the battery heat exchange device 101, the sixth heat exchange section 52, and the inlet of the third pump P3 are connected in sequence; part of the coolant heated in the sixth heat exchange section 52 flows to the sixth heat exchanger 106, where it exchanges heat with the air in the air conditioning unit to achieve passenger cabin heating, and the other part flows to the battery heat exchange device 101 to achieve battery heating.

[0118] In the fifth coolant circuit, the first branch L1 is connected to the third branch L3; along the coolant flow direction, the outlet of the first pump P1, the battery heat exchange device 101, the second heat exchange section 22 and the inlet of the first pump P1 are connected in sequence.

[0119] 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.

[0120] When the passenger cabin requires cooling and dehumidification, and the battery needs cooling, the thermal management system executes the first cooling and dehumidification mode. See also Figure 20 When compressor 1 is turned on, both the first throttling device 31 and the second throttling device 32 are in throttling mode, and the refrigerant system is in operation. In the coolant system, valve device 6 is in the first state.

[0121] The first port a1 is connected to the second port a2, the fourth port a4 is connected to the fifth port a5, the seventh port a7 is connected to the eighth port a8, the first port b1 is connected to the second port b2, the fourth port b4 is connected to the fifth port b5 and the sixth port b6, the seventh port b7 is connected to the eighth port b8, and the first port c1 is connected to the second port c2; the coolant system forms four coolant circuits.

[0122] In the first coolant circuit, the seventh branch L7 is connected to the eighth branch L8; along the coolant flow direction, the outlet of the third pump P3, the sixth heat exchanger 106, the sixth heat exchange section 52, and the inlet of the third pump P3 are sequentially connected. Because the air conditioning unit has a damper, the sixth heat exchanger 106 does not exchange heat with the air in the air conditioning unit; the sixth heat exchanger 106 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 sixth heat exchange section 52 to flow through the sixth heat exchanger 106 for supplemental heating of the passenger compartment.

[0123] In the second coolant circuit, the second branch L2 is connected to the fourth branch L4; along the coolant flow direction, the outlet of the second pump P2, the fourth heat exchanger 104, 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 fourth heat exchanger 105, where the moisture in the air is condensed upon cooling, thus achieving dehumidification.

[0124] In the third coolant circuit, the fifth branch L5, the sixth branch L6, and the seventh branch L7 are connected. Along the coolant flow direction, the outlet of the third pump P3, the fifth heat exchanger 105, the motor heat exchange device 102, the sixth heat exchange section 52, and the inlet of the third pump P3 are sequentially connected. Heat is released to the atmosphere through the fifth heat exchanger 105, 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 third heat exchanger 5 are met.

[0125] In the fourth coolant circuit, the first branch L1 is connected to the third branch L3; along the coolant flow direction, the outlet of the first pump P1, 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, cooled in the second heat exchange section 22, flows to the battery heat exchange device 101 to cool the battery.

[0126] When the passenger cabin requires cooling and dehumidification, the thermal management system executes the 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 the first throttling device 31 is in the off state. The coolant system forms the first coolant circuit, the second coolant circuit, and the third coolant circuit of the first refrigeration and dehumidification mode described above.

[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 in that, It includes a first heat exchanger and a second heat exchanger. The first heat exchanger includes a first heat exchange section and a second heat exchange section that are isolated from each other. The second heat exchanger includes a third heat exchange section and a fourth heat exchange section that are isolated from each other. The thermal management system includes a refrigerant system and a coolant system. The refrigerant system includes a compressor, a first throttling device, a second throttling device, a first heat exchange section, a third heat exchange section, and a third heat exchanger. The first throttling device is connected in series in the branch where the first heat exchange section is located, and the second throttling device is connected in series in the branch where the third heat exchange section is located. The branch where the first heat exchange section is located and the branch where the third heat exchange section is located are connected in parallel. The coolant system includes a first branch, a second branch, and a third branch. The first branch includes a first pump and a second heat exchange unit. The second branch includes a second pump and the fourth heat exchange unit. The third branch includes a battery heat exchange device. In a certain operating mode, the compressor of the thermal management system is in the on state, and both the first throttling device and the second throttling device are in the throttling state. The compressor, the third heat exchanger, the first throttling device and the first heat exchange section are connected. The compressor, the third heat exchanger, the second throttling device and the third heat exchange section are connected. The first branch and the second branch are connected in parallel, and the first branch and the second branch are connected in series with the third branch.

2. The thermal management system as described in claim 1, characterized in that, The coolant system includes a fourth branch and a valve device. The fourth branch includes a fourth heat exchanger, and the valve device includes a first interface, a second interface, a third interface, and a fourth interface. The first interface can be connected to one end of the first branch, the second interface can be connected to one end of the second branch, the third interface can be connected to one end of the third branch, the fourth interface can be connected to one end of the fourth branch, the other end of the third branch can be connected to the other end of the first branch and the other end of the second branch, and the other end of the fourth branch can be connected to the other end of the first branch and the other end of the second branch. The thermal management system has a battery-only cooling mode and a passenger cabin-only cooling mode. In both the battery-only cooling mode and the passenger cabin-only cooling mode, the compressor is in the on state, the first throttling device and the second throttling device are both in the throttling state, the compressor, the third heat exchanger, the first throttling device and the first heat exchange section are connected, and the compressor, the third heat exchanger, the second throttling device and the third heat exchange section are connected. In the single-cooling mode of the battery, the first interface is connected to the third interface, the second interface is connected to the third interface, the first pump, the battery heat exchange device and the second heat exchange section are connected, and the second pump, the battery heat exchange device and the fourth heat exchange section are connected. In the single-cooling mode of the passenger cabin, the first interface is connected to the fourth interface, the second interface is connected to the fourth interface, the first pump, the fourth heat exchanger and the second heat exchange section are connected, and the second pump, the fourth heat exchanger and the fourth heat exchange section are connected.

3. The thermal management system as described in claim 2, characterized in that, The coolant system includes a fifth branch and a sixth branch. The fifth branch includes a fifth heat exchanger, and the sixth branch includes a motor heat exchange device. The coolant system includes a first valve having a first port, a second port, and a third port, wherein the first port is capable of communicating with at least one of the second port and the third port. The first port can be connected to the fourth interface, the second port can be connected to the fourth branch, the third port can be connected to the sixth branch, the sixth branch can be connected to the fifth branch, the fifth branch can be connected to the first branch and the second branch, and the first valve can be used to adjust the ratio of the flow rate of the fourth branch and the sixth branch. In the single-cooling mode of the passenger cabin, the first port is connected to the second port; The thermal management system has a first passenger cabin single-heat mode. In the first passenger cabin single-heat mode, the compressor is in the on state, the first throttling device and the second throttling device are both in the throttling state, the first interface is connected to the fourth interface, the second interface is connected to the fourth interface, the first port is connected to the third port, the compressor, the third heat exchanger, the first throttling device and the first heat exchange section are connected, the compressor, the third heat exchanger, the second throttling device and the third heat exchange section are connected, the first pump, the motor heat exchanger, the fifth heat exchanger and the second heat exchange section are connected, and the second pump, the motor heat exchanger, the fifth heat exchanger and the fourth heat exchange section are connected.

4. The thermal management system as described in claim 3, characterized in that, The thermal management system has a first heating and dehumidification mode. In the first heating and dehumidification mode, the compressor is in the on state, the second throttling device is in the throttling state, the second interface is connected to the fourth interface, the first port is connected to the second port and the third port, the compressor, the third heat exchanger, the second throttling device and the third heat exchange section are connected, the second pump, the motor heat exchanger, the fifth heat exchanger and the fourth heat exchange section are connected, and the second pump, the fourth heat exchanger and the fourth heat exchange section are connected.

5. The thermal management system as described in claim 4, characterized in that, The third heat exchanger includes a fifth heat exchange section and a sixth heat exchange section that are isolated from each other, and the refrigerant system includes the fifth heat exchange section; The coolant system includes a seventh branch and an eighth branch. The seventh branch includes a third pump and the sixth heat exchange unit. The eighth branch includes a sixth heat exchanger. The seventh branch can be connected to the eighth branch. In the first passenger cabin single-heat mode and the first heating and dehumidification mode, the third pump, the sixth heat exchanger and the sixth heat exchange section are connected.

6. The thermal management system as described in claim 3, characterized in that, The third heat exchanger includes a fifth heat exchange section and a sixth heat exchange section that are isolated from each other; The coolant system includes a seventh branch, which includes a third pump and a sixth heat exchange unit. The coolant system includes a second valve and a third valve. The second valve has a fourth port, a fifth port, and a sixth port. The fourth port can communicate with either the fifth port or the sixth port. The third valve has a seventh port, an eighth port, and a ninth port. The seventh port can communicate with either the eighth port or the ninth port. The fourth port and the eighth port can be connected to the sixth branch, the fifth port can be connected to the seventh branch, the seventh branch, the sixth port, and the seventh port can be connected to the fifth branch, and the ninth port can be connected to at least one of the fourth branch, the first branch, and the second branch; In the battery-only cooling mode and the passenger cabin-only cooling mode, the fourth port is connected to the fifth port, the seventh port is connected to the eighth port, and the third pump, the fifth heat exchanger, the motor heat exchange device, and the sixth heat exchange unit are connected.

7. The thermal management system as described in claim 6, characterized in that, The coolant system includes an eighth branch, the eighth branch includes a sixth heat exchanger, the coolant system includes a fourth valve and a fifth valve, the fourth valve includes a first port, a second port and a third port, the first port is capable of communicating with at least one of the second port and the third port, the fifth valve includes a fourth port, a fifth port and a sixth port, the fourth port is capable of communicating with at least one of the fifth port and the sixth port; The first port can be connected to the sixth port, the second port can be connected to the eighth branch, the third port can be connected to the third branch, the fourth port can be connected to the seventh branch, the fifth port can be connected to the fifth branch, the fourth valve can be used to adjust the flow ratio of the third branch and the eighth branch, and the fifth valve can be used to adjust the flow ratio of the fifth branch and the first port. In the battery-only cooling mode and the passenger cabin-only cooling mode, the fourth port is connected to the fifth port; The thermal management system has a second passenger cabin single-heat mode. In the second passenger cabin single-heat mode, the compressor is in the off state, the fourth port is connected to the fifth port, the seventh port is connected to the eighth port, the first port is connected to the second port, the fourth port is connected to the fifth port and the sixth port, the third pump, the sixth heat exchanger and the sixth heat exchange section are connected, and the third pump, the fifth heat exchanger, the motor heat exchange device and the sixth heat exchange section are connected.

8. The thermal management system as described in claim 7, characterized in that, The coolant system includes a ninth branch, one end of which can be connected to the third branch, and the other end of which can be connected to the seventh branch. The ninth branch includes a first valve component. In the single-cooling battery mode, the first valve component is in the closed state; The thermal management system has a first hybrid heating mode. In the first hybrid heating mode, the compressor is in the on state, the second throttling device is in the throttling state, the first valve component is in the fully open state, the first interface is connected to the third interface, the second interface is connected to the fourth interface, the first port is connected to the third port, the fourth port is connected to the sixth port, the seventh port is connected to the ninth port, the first port is connected to the second port and the third port, the fourth port is connected to the sixth port, the compressor, the fifth heat exchanger, the second throttling device and the third heat exchanger are connected, the third pump, the sixth heat exchanger and the sixth heat exchanger are connected, the third pump, the battery heat exchanger and the sixth heat exchanger are connected, the first pump, the battery heat exchanger and the second heat exchanger are connected, and the second pump, the motor heat exchanger, the fifth heat exchanger and the fourth heat exchanger are connected.

9. The thermal management system as described in claim 6, characterized in that, The coolant system includes a sixth valve having a seventh port, an eighth port, and a ninth port. The seventh port is connected to at least one of the eighth port and the ninth port. The seventh port is connected to the fifth branch. The eighth port is connected to the seventh port. The ninth port is connected to the third branch. The thermal management system has a first heat dissipation mode. In the first heat dissipation mode, the compressor is in a closed state, the fourth port is connected to the fifth port, the seventh port is connected to the ninth port, and the third pump, the fifth heat exchanger, the battery heat exchange device, the motor heat exchange device, and the sixth heat exchange section are connected.

10. The thermal management system as described in claim 8, characterized in that, The refrigerant system includes a bypass branch, one end of which is connected to the inlet of the compressor, and the other end of which is connected to the outlet of the compressor. The bypass branch includes a third throttling device. The thermal management system has a hot gas bypass mode. In the hot gas bypass mode, the compressor is in the on state, the second throttling device and the third throttling device are both in the throttling state, the first valve component is in the fully open state, the first port is connected to the second port and the third port, the fourth port is connected to the sixth port, the compressor, the fifth heat exchange section, the second throttling device and the third heat exchange section are connected, the third pump, the battery heat exchange device and the sixth heat exchange section are connected, and the third pump, the sixth heat exchanger and the sixth heat exchange section are connected.

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