Thermal management system

Abstract

The heat management system comprises a compressor, a first valve, a first heat exchanger and a second 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; when the heat management system is in a certain working mode, the compressor is in an open state, the first valve is in a throttling state, the first port is communicated with the second port and the third port, the compressor, the first heat exchange part, the first valve and the second heat exchanger are communicated, and the second heat exchange part is communicated with the second heat exchanger. The second branch is connected with the third branch in parallel, an outlet of the second branch and an outlet of the third branch are both communicated with an inlet of the first branch, and an outlet of the first branch is communicated with an inlet of the second branch and an inlet of the third branch. According to the heat management system, the working medium in the second heat exchange part can be divided into two paths to correspondingly flow into the third heat exchanger and the battery heat exchange device, and passenger compartment heating and battery heating are 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] The vehicle's thermal management system can regulate the ambient temperature inside the passenger compartment and manage the battery's thermal properties.

[0003] In the relevant thermal management system, the heating needs of the passenger cabin are met by the warm air core of the coolant system, and the cooling needs of the passenger cabin are met by the cold air core of the coolant system. The refrigerant system includes a condenser and two evaporators, which are connected in parallel on the branch. One evaporator exchanges heat with the cold air core, and the other evaporator exchanges heat with the battery heat exchange device. The cooling of the passenger cabin and the battery are achieved by the two evaporators respectively, but the condenser cannot be used for both passenger cabin heating and battery heating at the same time. Summary of the Invention

[0004] The purpose of this application is to provide a thermal management system that can simultaneously achieve passenger cabin heating and battery heating.

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

[0006] A thermal management system includes a compressor, a first valve, 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.

[0007] The thermal management system includes a first branch, a second branch, a third branch, and a first valve. The first branch includes a first pump and a second heat exchange unit. The second branch includes a battery heat exchange device. The third branch includes a third heat exchanger. The first valve has a first port, a second port, and a third port. The first port can communicate with at least one of the second port and the third port. The first port can communicate with the first branch. The second port can communicate with the second branch. The third port can communicate with the third branch. The first valve can be used to adjust the flow rate ratio of the second branch and the third branch.

[0008] In a certain operating mode, the compressor of the thermal management system is in the on state, the first valve is in the throttling state, the first port is connected to the second port and the third port, the compressor, the first heat exchange section, the first valve and the second heat exchanger are connected, the second branch and the third branch are connected in parallel, the outlet of the second branch and the outlet of the third branch are both connected to the inlet of the first branch, and the outlet of the first branch is connected to the inlet of the second branch and the inlet of the third branch.

[0009] The thermal management system in this application includes a first heat exchanger, which includes a first heat exchange section and a second heat exchange section that are isolated from each other. The thermal management system also includes a first branch, a second branch, and a third branch. The first branch includes the second heat exchange section and the second branch includes a battery heat exchange device. The third branch includes a third heat exchanger. In a certain working mode, the second branch and the third branch are connected in parallel and are respectively connected to the first branch. The second heat exchange section exchanges heat with the first heat exchange section. The working medium in the second heat exchange section is divided into two streams that flow into the third heat exchanger and the battery heat exchange device, thereby realizing passenger cabin heating and battery heating. Attached Figure Description

[0010] Figure 1 This is a connection diagram of the thermal management system of this application;

[0011] Figure 2 yes Figure 1 A schematic diagram of the hybrid heating mode of the thermal management system shown.

[0012] Figure 3 yes Figure 1 A schematic diagram of the first passenger cabin single thermal mode of the thermal management system shown.

[0013] Figure 4 yes Figure 1 A schematic diagram of the second passenger cabin single thermal mode of the thermal management system shown.

[0014] Figure 5 yes Figure 1 A schematic diagram of the third passenger cabin single-passenger cabin thermal management system shown.

[0015] Figure 6 yes Figure 1 A schematic diagram of the fourth passenger cabin single thermal mode of the thermal management system shown.

[0016] Figure 7 yes Figure 1 A schematic diagram of the hot gas bypass mode of the thermal management system shown.

[0017] Figure 8 yes Figure 1 A schematic diagram of the first hybrid cooling mode of the thermal management system shown;

[0018] Figure 9 yes Figure 1 The diagram shows the second hybrid cooling mode of the thermal management system.

[0019] Figure 10 yes Figure 1 A schematic diagram of the battery-only cooling mode of the thermal management system shown.

[0020] Figure 11 yes Figure 1 A schematic diagram of the passenger cabin cooling mode of the thermal management system shown.

[0021] Figure 12 yes Figure 1 A schematic diagram of the first heat dissipation mode of the thermal management system shown.

[0022] Figure 13 yes Figure 1 A schematic diagram of the second heat dissipation mode of the thermal management system shown.

[0023] Figure 14 yes Figure 1 A schematic diagram of the first heating and dehumidification mode of the thermal management system shown.

[0024] Figure 15 yes Figure 1 A schematic diagram of the second heating and dehumidification mode of the thermal management system shown.

[0025] Figure 16 yes Figure 1 A schematic diagram of the third heating and dehumidification mode of the thermal management system shown.

[0026] Figure 17 yes Figure 1 A schematic diagram of the first cooling and dehumidification mode of the thermal management system shown.

[0027] Figure 18 yes Figure 1 The diagram shows the second cooling and dehumidification mode of the thermal management system. Detailed Implementation

[0028] 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.

[0029] 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.

[0030] 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.

[0031] According to a specific embodiment of the thermal management system of this application, see [link to relevant documentation]. Figures 1 to 18 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, carbon dioxide, or other heat exchange media, and the coolant can be a mixture of ethanol and water or other cooling media.

[0032] See Figure 1 The thermal management system includes a first heat exchanger 2, a second heat exchanger 4, and a sixth heat exchanger 106. In this embodiment, the first heat exchanger 2, the second heat exchanger 4, and the sixth heat exchanger 106 are all 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 sixth heat exchanger 106 includes a fifth heat exchange section 1061 and a sixth heat exchange section 1062 that are isolated from each other.

[0033] The refrigerant system includes a compressor 1, a first heat exchanger 21, a first valve 31, a third heat exchanger 41, a second valve 32, and a fifth heat exchanger 1061. The first valve 31 is connected in series between the outlet of the first heat exchanger 21 and the inlet of the third heat exchanger 41. The second valve 32 is connected in series between the outlet of the first heat exchanger 21 and the inlet of the fifth heat exchanger 1061. The branch containing the third heat exchanger 41 is connected in parallel with the branch containing the fifth heat exchanger 1061. The branch containing the heat exchange section 41 is connected in series with the branch containing the first heat exchange section 21, and the branch containing the fifth heat exchange section 1061 is connected in series with the branch containing the first heat exchange section 21; the coolant system includes the second heat exchange section 22, the fourth heat exchange section 42 and the sixth heat exchange section 1062, the flow channels of the first heat exchange section 21, the third heat exchange section 41 and the fifth heat exchange section 1061 are circulated with refrigerant, and the flow channels of the second heat exchange section 22, the fourth heat exchange section 42 and the sixth heat exchange section 1062 are circulated with coolant.

[0034] 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.

[0035] In this embodiment, the refrigerant system includes a bypass branch Z. The inlet of the bypass branch Z is connected to the outlet of the compressor 1, and the outlet of the bypass branch Z is connected to the inlet of the compressor 1. The bypass branch Z includes a valve component 80. Under certain operating conditions, some refrigerant flows through the bypass branch Z, and the valve component 80 is in a throttling state, which can increase the inlet temperature of the compressor 1, thereby improving the heat exchange effect.

[0036] The refrigerant system includes a receiver 5, which is connected in series between the outlet of the first heat exchange section 21 and the inlet of the third heat exchange section 41 and the inlet of the fifth heat exchange section 1061. In other possible embodiments, the receiver 5 can be replaced by a gas-liquid separator, which is disposed between the inlet of the compressor 1 and the outlets of the third heat exchange section 41 and the fifth heat exchange section 1061. 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.

[0037] The refrigerant system includes a seventh heat exchanger 6, 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 6 includes a first part 61 and a second part 62. The seventh heat exchanger 6 is used for heat exchange between two different sections of refrigerant in the same circuit. The flow channels of the first part 61 and the second part 62 are both connected to the refrigerant system. The first part 61 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 62 is located between the outlet of the evaporator and the inlet of the compressor 1. Higher-temperature refrigerant flows in the first part 61, and lower-temperature refrigerant flows in the second part 62, 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.

[0038] 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 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. The first branch L1 includes a first pump P1 and a second heat exchanger 22. The second branch L2 includes a battery heat exchanger 101 and a third pump P3. The third branch L3 includes a third heat exchanger 103. The fourth branch L4 includes a motor heat exchanger 102. The fifth branch L5 includes a fourth heat exchanger 104. The sixth branch L6 includes a fourth heat exchanger 42 and a second pump P2. The seventh branch L7 includes a fifth heat exchanger 105. The eighth branch L8 includes a valve device 90, which has a full-flow function and a shut-off function.

[0039] The first valve 10 has a first port a1, a second port a2 and a third port a3, and the first port a1 can be connected to 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, and the fourth port a4 can be connected to at least one of the fifth port a5 and the sixth port a6; the third valve 30 includes a seventh port a7, an eighth port a8 and a ninth port a9, and the seventh port a7 can be connected to at least one of the eighth port a8 and the ninth port a9.

[0040] The fourth valve 40 includes a first port b1, a second port b2, and a third port b3, wherein the first port b1 can be connected to either the second port b2 or the third port b3; the fifth valve 50 includes a fourth port b4, a fifth port b5, and a sixth port b6, wherein the fourth port b4 can be connected to either the fifth port b5 or the sixth port b6; the sixth valve 60 includes a seventh port b7, an eighth port b8, and a ninth port b9, wherein the seventh port b7 can be connected to either the eighth port b8 or the ninth port b9; the seventh valve 70 includes a first interface c1, a second interface c2, and a third interface c3, wherein the first interface c1 can be connected to either the second interface c2 or the third interface c3.

[0041] The first port a1 is connected to the eighth port a8; the second port a2 and the eighth port b8 are both connected to the inlet of the second branch L2; the third port a3 is connected to the inlet of the third branch L3; the fourth port a4 is connected to the outlet of the sixth branch L6; the fifth port a5 is connected to the inlet of the seventh branch L7; the sixth port a6 and the sixth port b6 are both connected to the inlet of the fourth branch L4; the seventh port a7 is connected to the outlet of the first branch L1; and the ninth port a9 and the third port b3 are both connected to the outlet of the fifth branch L2. The inlet of section 5 is connected as follows: the first port b1 is connected to the third port c3; the second port b2 is connected to the inlet of the first branch L1; the fourth port b4 is connected to the ninth port b9; the fifth port b5 is connected to the inlet of the sixth branch L6; the first port c1 is connected to the outlet of the fourth branch L4; and the second port c2 is connected to the seventh port b7. The outlet of the sixth heat exchange section 1062, the outlet of the second branch L2, and the inlet of the eighth branch L8 are connected. The outlet of the eighth branch L8 is connected to the inlet of the first branch L1.

[0042] In certain operating modes, the first port a1 can be connected to the outlet of the first branch L1, the second port a2 can be connected to the inlet of the second branch L2, the third port a3 can be connected to the inlet of the third branch L3, the fourth port a4 can be connected to the outlet of the sixth branch L6, the fifth port a5 can be connected to the inlet of the seventh branch L7, the sixth port a6 can be connected to the inlet of the fourth branch L4, the seventh port a7, the second port b2 and the first branch L1 can be connected, the eighth port a8 can be connected to the first port a1, the ninth port a9, the third port b3, the fourth port b4 and the fifth branch L5 can be connected, the first port b1, the sixth port b6 and the fourth branch L4 can be connected, and the fifth port b5 and the inlet of the sixth branch L6 can be connected.

[0043] The first valve 10, the second valve 20, and the third valve 30 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 second branch L2 and the third branch L3; the second valve 20 can be used to adjust the flow ratio of the seventh branch L7 and the fourth branch L4; and the third valve 30 can be used to adjust the flow ratio of the fifth branch L5 and the flow at the first port a1. For example, when the third heat exchanger 103 and the battery heat exchanger 101 are simultaneously connected to the coolant system in parallel, the first valve 10 can be used to adjust the flow ratio of the coolant flowing through the third heat exchanger 103 and the battery heat exchanger 101, thereby adjusting the heat exchange effect of the third heat exchanger 103 and the battery heat exchanger 101.

[0044] 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.

[0045] 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.

[0046] 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 third heat exchanger 103 and a fifth heat exchanger 105 are disposed within the air conditioning unit. The third heat exchanger 103 and the fifth heat exchanger 105 are used for heat exchange with the air in the air conditioning unit to regulate the temperature of the passenger compartment. The third heat exchanger 103 is located downstream of the fifth heat exchanger 105 in the airflow. A fan is provided inside the air conditioning unit to guide the airflow within the unit. A fourth heat exchanger 104 is disposed near the front grille of the vehicle. A fan is provided beside the fourth heat exchanger 104 to guide the airflow. The fourth heat exchanger 104 is used for heat exchange with the atmospheric environment, releasing heat into or absorbing heat from the atmosphere. The third heat exchanger 103, the fourth heat exchanger 104, and the fifth heat exchanger 105 are all air-cooled heat exchangers, all used for heat exchange with air. The structure of air-cooled heat exchangers is well known to those skilled in the art and will not be described in detail here.

[0047] 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 and the sixth heat exchanger 106 act as evaporators, where the refrigerant absorbs heat from the coolant. The fifth heat exchanger 105 acts as a cold air core, which lowers the temperature of the air entering the passenger compartment, and the third heat exchanger 103 acts as a warm air core, which raises the temperature of the air entering the passenger compartment.

[0048] 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.

[0049] When the refrigerant system is in operation, and both the first valve 31 and the second valve 32 are in a throttling state, the outlet of the compressor 1, the first heat exchange section 21, the first valve 31, the third heat exchange section 41 and the inlet of the compressor 1 are connected sequentially along the refrigerant flow direction. The outlet of the compressor 1, the first heat exchange section 21, the second valve 32, the fifth heat exchange section 1061 and the inlet of the compressor 1 are also connected sequentially.

[0050] When the refrigerant system is in operation, with the first valve 31 in a throttling state and the second valve 32 in a shut-off state, the outlet of the compressor 1, the first heat exchange section 21, the first valve 31, the third heat exchange section 41, and the inlet of the compressor 1 are sequentially connected along the refrigerant flow direction.

[0051] 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. The refrigerant in the fifth heat exchange section 1061 absorbs heat from the coolant in the sixth heat exchange section 1062, causing the coolant temperature in the circuit containing the sixth heat exchange section 1062 to decrease.

[0052] When the ambient temperature is low, the thermal management system is in heating mode. Depending on whether the passenger cabin and battery have heating needs, it is divided into mixed heating mode, first passenger cabin single heating mode, second passenger cabin single heating mode, third passenger cabin single heating mode and fourth passenger cabin single heating mode.

[0053] When both the passenger cabin and battery require heating, and there is sufficient ambient heat, the thermal management system operates in a hybrid heating mode. (See also...) Figure 2When compressor 1 is turned on, the first valve 31 is in a throttling state, and the second valve 32 is in a shut-off state, the refrigerant system is in operation. In the coolant system, the first port a1 is connected to the second port a2 and the third port a3; the fourth port a4 is connected to the sixth port a6; the seventh port a7 is connected to the eighth port a8; the first port b1 is connected to the third port b3; the fourth port b4 is connected to the fifth port b5; the seventh port b7 is connected to the ninth port b9; and the first interface c1 is connected to the third interface c3. The coolant system forms three coolant circuits.

[0054] In the first coolant circuit, the third branch L3 is connected to the first branch L1; along the coolant flow direction, the outlet of the first pump P1, the third heat exchanger 103, the second heat exchange section 22 and the inlet of the first pump P1 are connected in sequence.

[0055] In the second coolant circuit, the second branch L2 is connected to the first branch L1; 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 second pump P1 are sequentially connected. Part of the coolant heated in the second heat exchange section 22 flows to the third heat exchanger 103, where it exchanges heat with the air in the air conditioning unit to heat the passenger cabin; the other part flows to the battery heat exchange device 101 to heat the battery.

[0056] In the third coolant circuit, the fourth branch L4, 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 fourth heat exchanger 104, the fourth heat exchange section 42, and the inlet of the second pump P2 are connected in sequence. Heat from the atmospheric environment is absorbed through the fourth heat exchanger 104 for heating the passenger cabin and battery.

[0057] When the passenger cabin requires heating and there is sufficient waste heat from the motors, the thermal management system executes the first passenger cabin-only heating mode. (See also...) Figure 3 With compressor 1 off, first valve 31 and second valve 32 are both in the off state, and the refrigerant system is in a non-operating state. In the coolant system, first port a1 is connected to third port a3, seventh port a7 is connected to eighth port a8 and ninth port a9, first port b1 is connected to second port b2, fourth port b4 is connected to sixth port b6, seventh port b7 and ninth port b9 are connected, and first interface c1 is connected to third interface c3. The coolant system forms two coolant circuits.

[0058] In the first coolant circuit, the third branch L3 is connected to the first branch L1; along the coolant flow direction, the outlet of the first pump P1, the third heat exchanger 103, 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. Along the coolant flow direction, the outlet of the first pump P1, the fourth heat exchanger 104, the motor heat exchanger 102, the second heat exchange section 22, and the inlet of the first pump P1 are sequentially connected. The second heat exchange section 22 absorbs heat from the motor, and the high-temperature coolant in the second heat exchange section 22 flows through the third heat exchanger 103. The third heat exchanger 103 exchanges heat with the air in the air-conditioned cabin, thus heating the passenger compartment.

[0060] When the passenger cabin requires heating, the thermal management system switches to the second passenger cabin single-heating mode. (See also...) Figure 4 When compressor 1 is turned on, both the first valve 31 and the second valve 32 are in a throttling state, and the refrigerant system is in operation. In the coolant system, 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 eighth port a8, the first port b1 is connected to the third port b3, the fourth port b4 is connected to the fifth port b5, the seventh port b7 is connected to the ninth port b9, and the first interface c1 is connected to the third interface c3. The coolant system forms three coolant circuits.

[0061] In the first coolant circuit, the third branch L3 is connected to the first branch L1; along the coolant flow direction, the outlet of the first pump P1, the third heat exchanger 103, the second heat exchange section 22, and the inlet of the first pump P1 are connected in sequence. A portion of the coolant heated in the second heat exchange section 22 flows to the third heat exchanger 103, where it exchanges heat with the air in the air conditioning unit to achieve passenger cabin heating.

[0062] In the second coolant circuit, the fourth branch L4, 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 fourth heat exchanger 104, the fourth heat exchange section 42, and the inlet of the second pump P2 are connected in sequence. Heat from the atmospheric environment is absorbed through the fourth heat exchanger 104 for heating the passenger cabin.

[0063] In the third coolant circuit, along the coolant flow direction, the outlet of the third pump P3, the battery heat exchange device 101, the sixth heat exchange section 1062, and the inlet of the third pump P3 are sequentially connected. The battery heat is absorbed through the sixth heat exchange section 1062, and the coolant in the sixth heat exchange section 1062 exchanges heat with the refrigerant in the fifth heat exchange section 1061 for heating the passenger cabin.

[0064] When the passenger cabin requires heating and there is sufficient ambient heat, the thermal management system executes the third passenger cabin-only heating mode. (See also...) Figure 5 The difference between the third passenger cabin single-heat mode and the second passenger cabin single-heat mode is that the second valve 32 is in the closed state; the coolant system forms the first coolant circuit and the second coolant circuit of the above-mentioned mixed heating mode.

[0065] When the passenger cabin requires heating, and both the motor and battery have residual heat, the thermal management system executes the fourth passenger cabin single-heating mode. See also Figure 6 The fourth passenger cabin single-heat mode differs from the second passenger cabin single-heat mode in that: the second valve 32 is in the closed state, and the first interface c1 is connected to the second interface c2; the coolant system forms the first coolant circuit of the second passenger cabin single-heat mode, and the coolant system also forms another second coolant circuit.

[0066] The second coolant circuit, the fourth branch L4, 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 fourth heat exchange section 42, and the inlet of the second pump P2 are sequentially connected. The waste heat of the motor is absorbed through the fourth heat exchange section 42, and the coolant in the fourth heat exchange section 42 exchanges heat with the refrigerant in the third heat exchange section 41 for heating the passenger compartment and battery.

[0067] 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.

[0068] See Figure 7 In hot gas bypass mode, both the first valve 31 and valve component 80 are in a throttling state, the second valve 32 is in a shut-off state, and the refrigerant system is in operation. In the coolant system, the first port a1 is connected to the second port a2 and the third port a3, and the seventh port a7 is connected to the eighth port a8. The coolant system forms two coolant circuits.

[0069] In the first coolant circuit, the third branch L3 is connected to the first branch L1; along the coolant flow direction, the outlet of the first pump P1, the third heat exchanger 103, the second heat exchange section 22 and the inlet of the first pump P1 are connected in sequence.

[0070] In the second coolant circuit, the second branch L2 is connected to the first branch L1; 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 second pump P1 are sequentially connected. Part of the coolant heated in the second heat exchange section 22 flows to the third heat exchanger 103, where it exchanges heat with the air in the air conditioning unit to heat the passenger cabin; the other part flows to the battery heat exchange device 101 to heat the battery.

[0071] 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, battery-only cooling mode and passenger cabin-only cooling mode, depending on whether the passenger cabin and battery have cooling needs.

[0072] When both the passenger cabin and the battery require cooling, the thermal management system executes the first hybrid cooling mode. See also... Figure 8 When compressor 1 is turned on, both valve 31 and valve 32 are in a throttling state, and the refrigerant system is in operation. In the coolant system, port a4 is connected to port a5, port a7 is connected to port a9, port b1 is connected to port b2, port b4 is connected to port b6, port b7 is connected to port b9, and port c1 is connected to port c3. The coolant system forms three coolant circuits.

[0073] In the first coolant circuit, the sixth branch L6 is connected to the seventh branch L7; along the coolant flow direction, 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 sequentially connected. 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.

[0074] In the second coolant circuit, along the coolant flow direction, the outlet of the third pump P3, the battery heat exchange device 101, the sixth heat exchange section 1062, and the inlet of the third pump P3 are sequentially connected. The coolant, cooled in the sixth heat exchange section 1062, flows to the battery heat exchange device 101 to cool the battery.

[0075] In the third coolant circuit, the first branch L1, the fourth branch L4, and the fifth branch L5 are connected. Along the coolant flow direction, the outlet of the first pump P1, the fourth heat exchanger 104, the motor heat exchange device 102, the second heat exchange section 22, and the inlet of the first pump P1 are sequentially connected. Heat is released to the atmosphere through the fourth heat exchanger 104, lowering the coolant temperature. With the circulating flow of the coolant, heat dissipation from the motor is achieved, and the heat exchange requirements at the first heat exchanger 2 are met.

[0076] When both the passenger cabin and the battery require cooling, the thermal management system executes a second hybrid cooling mode. See also... Figure 9 When compressor 1 is turned on, the first valve 31 is in a throttling state, and the second valve 32 is in a shut-off state, the refrigerant system is in operation. In the coolant system, the fourth port a4 is connected to the fifth port a5, the seventh port a7 is connected to the ninth port a9, the first port b1 is connected to the second port b2, the seventh port b7 is connected to the eighth port b8, and the first interface c1 is connected to the third interface c3. The coolant system forms two coolant circuits.

[0077] In the first coolant circuit, the first branch L1, the second branch L2, the fourth branch L4, and the fifth branch L5 are connected. Along the coolant flow direction, the outlet of the first pump P1, the fourth heat exchanger 104, the third pump P3, the battery heat exchanger 101, the motor heat exchanger 102, the second heat exchange section 22, and the inlet of the first pump P1 are sequentially connected. Heat is released to the atmosphere through the fourth heat exchanger 104, lowering the coolant temperature. With the circulation of the coolant, heat dissipation from the battery is achieved.

[0078] In the second coolant circuit, the sixth branch L6 is connected to the seventh branch L7; along the coolant flow direction, 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 sequentially connected. 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.

[0079] When the battery requires cooling, the thermal management system executes a battery-only cooling mode. See also... Figure 10 The difference between the battery-only cooling mode and the first hybrid cooling mode is that the first valve 31 is in the shut-off state, and the second valve 32 is in the throttling state. The coolant system forms the second and third coolant circuits of the aforementioned first hybrid cooling mode.

[0080] When the passenger cabin requires cooling, the thermal management system switches to passenger cabin-only cooling mode. See also... Figure 11 The passenger cabin single-cooling mode differs from the first hybrid cooling mode in that the first valve 31 is in a throttling state, and the second valve 32 is in a shut-off state. The coolant system forms the first and third coolant circuits of the aforementioned first hybrid cooling mode.

[0081] 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.

[0082] When the battery requires heat dissipation, the thermal management system executes the first cooling mode. See also Figure 12 In the coolant system, the seventh port a7 is connected to the ninth port a9, the first port b1 is connected to the second port b2, the seventh port b7 is connected to the eighth port b8, and the first interface c1 is connected to the third interface c3; the first branch L1, the second branch L2, the fourth branch L4, and the fifth branch L5 are connected; along the coolant flow direction, the outlet of the first pump P1, the fourth heat exchanger 104, the third pump P3, the battery heat exchanger 101, the motor heat exchanger 102, 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 fourth heat exchanger 104, lowering the coolant temperature. With the circulation of the coolant, battery heat dissipation is achieved.

[0083] In the second hybrid cooling mode and the first heat dissipation mode, the valve device 90 is in the closed state, so that the coolant flowing out of the battery heat exchange device 101 will not flow back to the second heat exchange section 22 through the eighth branch L8.

[0084] When the motor requires cooling, the thermal management system executes the second cooling mode. (See also...) Figure 13 In the coolant system, the seventh port a7 is connected to the ninth port a9, the first port b1 is connected to the second port b2, the fourth port b4 is connected to the sixth port b6, the seventh port b7 is connected to the ninth port b9, and the first interface c1 is connected to the third interface c3; the first branch L1, the fourth branch L4, and the fifth branch L5 are connected; along the coolant flow direction, the outlet of the first pump P1, the fourth heat exchanger 104, the motor heat exchange device 102, 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 fourth heat exchanger 104, lowering the coolant temperature, and the motor is cooled by the circulating coolant.

[0085] 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.

[0086] 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 14 When compressor 1 is turned on, the first valve 31 is in a throttling state, and the second valve 32 is in a shut-off state, the refrigerant system is in operation. In the coolant system, the first port a1 is connected to the second port a2 and the third port a3; the fourth port a4 is connected to the fifth port a5 and the sixth port a6; the seventh port a7 is connected to the eighth port a8; the first port b1 is connected to the third port b3; the fourth port b4 is connected to the fifth port b5; the seventh port b7 is connected to the ninth port b9; and the first interface c1 is connected to the third interface c3. The coolant system forms four coolant circuits.

[0087] In the first coolant circuit, the third branch L3 is connected to the first branch L1; along the coolant flow direction, the outlet of the first pump P1, the third heat exchanger 103, the second heat exchange section 22 and the inlet of the first pump P1 are connected in sequence.

[0088] In the second coolant circuit, the fourth branch L4, 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 fourth heat exchanger 104, the fourth heat exchange section 42, and the inlet of the second pump P2 are sequentially connected. The low-temperature coolant in the fourth heat exchange section 42 flows through the motor heat exchanger 102, thus cooling the motor.

[0089] In the third coolant circuit, the sixth branch L6 is connected to the seventh branch L7; along the coolant flow direction, 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.

[0090] In the fourth coolant circuit, the second branch L2 is connected to the first branch L1; 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 second 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.

[0091] In this mode, the humid air in the air conditioning unit first flows through the fifth heat exchanger 105, 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 third heat exchanger 103, which has a higher temperature, and the dehumidified air is heated, thereby achieving heating and dehumidification.

[0092] When the passenger cabin requires heating and dehumidification, the thermal management system activates the second heating and dehumidification mode. (See also...) Figure 15 The second heating and dehumidification mode differs from the first heating and dehumidification mode in that the first port a1 is connected to the third port a3. The coolant system forms the first coolant circuit, the second coolant circuit, and the third coolant circuit of the first heating and dehumidification mode described above.

[0093] When the passenger cabin requires heating and dehumidification, and the battery needs cooling, the thermal management system executes the third heating and dehumidification mode. See also Figure 16 The third heating and dehumidification mode differs from the first heating and dehumidification mode in that the second valve 32 is in a throttling state, and the first port a1 is connected to the third port a3. The coolant system forms the first, second, and third coolant circuits of the first heating and dehumidification mode, and the coolant system forms another fourth coolant circuit.

[0094] In the fourth coolant circuit, the outlet of the third pump P3, the battery heat exchange device 101, the sixth heat exchange section 1062, and the inlet of the third pump P3 are sequentially connected along the coolant flow direction. The coolant, cooled in the sixth heat exchange section 1062, flows to the battery heat exchange device 101 to cool the battery.

[0095] 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.

[0096] 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 17 When compressor 1 is turned on, both the first valve 31 and the second valve 32 are in a throttling state, and the refrigerant system is in operation. In the coolant system, the first port a1 is connected to the third port a3, the fourth port a4 is connected to the fifth port a5, the seventh port a7 is connected to the eighth port a8 and the ninth port a9, the first port b1 is connected to the second port b2, the fourth port b4 is connected to the sixth port b6, the seventh port b7 is connected to the ninth port b9, and the first interface c1 is connected to the third interface c3. The coolant system forms four coolant circuits.

[0097] In the first type of coolant circuit, the third branch L3 is connected to the first branch L1; along the coolant flow direction, the outlet of the first pump P1, the third heat exchanger 103, the second heat exchange section 22, and the inlet of the first pump P1 are sequentially connected. Because the air conditioning unit has a damper, the third heat exchanger 103 does not exchange heat with the air in the air conditioning unit; the third heat exchanger 103 is used as a pipeline. However, when the refrigerant system has sufficient cooling capacity, the damper can be opened, allowing the coolant heated in the second heat exchange section 22 to flow through the third heat exchanger 103 for supplemental heating of the passenger compartment.

[0098] In the second type of coolant circuit, the sixth branch L6 and the seventh branch L7 are connected; along the coolant flow direction, 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.

[0099] In the third type of coolant circuit, the first branch L1, the fourth branch L4, and the fifth branch L5 are connected. Along the coolant flow direction, the outlet of the first pump P1, the fourth heat exchanger 104, the motor heat exchange device 102, the second heat exchange section 22, and the inlet of the first pump P1 are connected in sequence. The fourth heat exchanger 104 releases heat into the atmospheric environment to achieve motor heat dissipation.

[0100] In the fourth coolant circuit, the outlet of the third pump P3, the battery heat exchange device 101, the sixth heat exchange section 1062, and the inlet of the third pump P3 are sequentially connected along the coolant flow direction. The coolant, cooled in the sixth heat exchange section 1062, flows to the battery heat exchange device 101 to cool the battery.

[0101] When the passenger cabin requires cooling and dehumidification, the thermal management system executes the second cooling and dehumidification mode. See also... Figure 18 The second refrigeration and dehumidification mode differs from the first refrigeration and dehumidification mode in that the second valve 32 is in the off state. The coolant system forms the first coolant circuit, the second coolant circuit, and the third coolant circuit described in the first refrigeration and dehumidification mode.

[0102] 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.

[0103] 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.

[0104] The above embodiments are only used to illustrate the present invention and are not intended to limit the technical solutions described in the present invention. The understanding of this specification should be based on those skilled in the art. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still make modifications or equivalent substitutions to the present invention. All technical solutions and improvements that do not depart from the spirit and scope of the present invention should be covered within the scope of the claims of the present invention.

Claims

1. A thermal management system, characterized in that, It includes a compressor, a first valve, 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. The thermal management system includes a first branch, a second branch, a third branch, and a first valve. The first branch includes a first pump and a second heat exchange unit. The second branch includes a battery heat exchange device. The third branch includes a third heat exchanger. The first valve has a first port, a second port, and a third port. The first port can communicate with at least one of the second port and the third port. The first port can communicate with the first branch. The second port can communicate with the second branch. The third port can communicate with the third branch. In a certain operating mode, the compressor of the thermal management system is in the on state, the first valve is in the throttling state, the first port is connected to the second port and the third port, the compressor, the first heat exchange section, the first valve and the second heat exchanger are connected, the second branch and the third branch are connected in parallel, the outlet of the second branch and the outlet of the third branch are both connected to the inlet of the first branch, the outlet of the first branch is connected to the inlet of the second branch and the inlet of the third branch, and the first valve can be used to adjust the flow ratio of the second branch and the third branch.

2. The thermal management system as described in claim 1, characterized in that, The thermal management system has a hybrid heating mode. In the hybrid heating mode, the compressor is in the on state, the first valve is in the throttling state, the first port is connected to the second port and the third port, the compressor, the first heat exchange unit, the first valve and the second heat exchanger are connected, the first pump, the third heat exchanger and the second heat exchange unit are connected, and the first pump, the battery heat exchange device and the second heat exchange unit are connected.

3. The thermal management system as described in claim 2, characterized in that, 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 fourth branch, a fifth branch, and a sixth branch. The fourth branch includes a motor heat exchange device, the fifth branch includes a fourth heat exchanger, and the sixth branch includes the fourth heat exchange section and a second pump. In the hybrid heating mode, the fourth branch, the fifth branch, and the sixth branch are connected, and the second pump, the motor heat exchange device, the fourth 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 includes a seventh branch and a second valve. The seventh branch includes a fifth heat exchanger. The second valve has a fourth port, a fifth port, and a sixth port. The fourth port can be connected to at least one of the fifth port and the sixth port. The fourth port can be connected to the sixth branch. The fifth port can be connected to the seventh branch. The sixth port can be connected to the fourth branch. The second valve can be used to adjust the flow rate ratio between the seventh branch and the fourth branch. In the hybrid heating mode, the fourth port is connected to the sixth port; The thermal management system has at least one of a first heating and dehumidification mode and a second heating and dehumidification mode. In the first heating and dehumidification mode and the second heating and dehumidification mode, the compressor is in the on state, the first valve is in the throttling state, the fourth port is connected to the fifth port and the sixth port, the compressor, the first heat exchange unit, the first valve and the third heat exchange unit are connected, the second pump, the motor heat exchange device, the fourth heat exchanger and the fourth heat exchange unit are connected, and the second pump, the fifth heat exchanger and the fourth heat exchange unit are connected. In the first heating and dehumidification mode, the first port is connected to the second port and the third port, the first pump, the third heat exchanger and the second heat exchange section are connected, and the first pump, the battery heat exchange device and the second heat exchange section are connected. In the second heating and dehumidification mode, the first port is connected to the third port, and the first pump, the third heat exchanger and the second heat exchange section are connected.

5. The thermal management system as described in claim 4, characterized in that, The thermal management system includes a second valve and a sixth heat exchanger, the second branch includes a third pump, and the sixth heat exchanger includes a fifth heat exchange section and a sixth heat exchange section; In the hybrid heating mode, the second valve is in the shut-off state; The thermal management system has a third heating and dehumidification mode. In this mode, the compressor is in the on state, the first valve and the second valve are both in the throttling state, the first port is connected to the third port, the fourth port is connected to the fifth port and the sixth port, the compressor, the first heat exchanger, the first valve and the third heat exchanger are connected, the compressor, the first heat exchanger, the second valve and the fifth heat exchanger are connected, the first pump, the third heat exchanger and the second heat exchanger are connected, the second pump, the motor heat exchanger, the fourth heat exchanger and the fourth heat exchanger are connected, the second pump, the fifth heat exchanger and the fourth heat exchanger are connected, and the third pump, the battery heat exchanger and the sixth heat exchanger are connected.

6. The thermal management system as described in claim 4, characterized in that, The thermal management system includes a third valve, a fourth valve, and a fifth valve. The third valve includes a seventh port, an eighth port, and a ninth port. The seventh port can be connected to at least one of the eighth port and the ninth port. The fourth valve includes a first port, a second port, and a third port. The first port can be connected to either the second port or the third port. The fifth valve includes a fourth port, a fifth port, and a sixth port. The fourth port can be connected to either the fifth port or the sixth port. The seventh port, the second port, and the first branch can be connected; the eighth port can be connected to the first port; the ninth port, the third port, the fourth port, and the fifth branch can be connected; the first port, the sixth port, and the fourth branch can be connected; the fifth port can be connected to the sixth branch; and the third valve can be used to adjust the ratio of flow at the fifth branch and the first port. The thermal management system has a cooling and dehumidification mode. In this mode, the compressor is on, the first valve is in a throttling state, the first port is connected to the third port, the fourth port is connected to the fifth port, the seventh port is connected to the eighth and ninth ports, the first port is connected to the second port, the fourth port is connected to the sixth port, the compressor, the first heat exchanger, the first valve, and the third heat exchanger are connected, the first pump, the third heat exchanger, and the second heat exchanger are connected, the first pump, the fourth heat exchanger, the motor heat exchanger, and the second heat exchanger are connected, and the second pump, the fifth heat exchanger, and the fourth heat exchanger are connected.

7. The thermal management system as described in claim 6, characterized in that, 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 off state, the first port is connected to the third port, the seventh port is connected to the eighth port and the ninth port, the first outlet is connected to the second outlet, the fourth outlet is connected to the sixth outlet, the first pump, the third heat exchanger and the second heat exchange section are connected, and the first pump, the fourth heat exchanger, the motor heat exchange device and the second heat exchange section are connected.

8. The thermal management system as described in claim 6, characterized in that, The thermal management system has a passenger cabin single-cooling mode. In the passenger cabin single-cooling mode, the compressor is in the on state, the first valve is in the throttling state, the fourth port is connected to the fifth port, the seventh port is connected to the ninth port, the first port is connected to the second port, the fourth port is connected to the sixth port, the compressor, the first heat exchange unit, the first valve and the third heat exchange unit are connected, the first pump, the fourth heat exchanger, the motor heat exchange device and the second heat exchange unit are connected, and the second pump, the fifth heat exchanger and the fourth heat exchange unit are connected.

9. The thermal management system as described in claim 6, characterized in that, The thermal management system includes a second valve and a sixth heat exchanger, the second branch includes a third pump, and the sixth heat exchanger includes a fifth heat exchange section and a sixth heat exchange section; The thermal management system has a first hybrid cooling mode. In the first hybrid cooling mode, the compressor is in the on state, the first valve and the second valve are both in the throttling state, the fourth port is connected to the fifth port, the seventh port is connected to the ninth port, the first port is connected to the second port, the fourth port is connected to the sixth port, the compressor, the first heat exchange unit, the first valve and the third heat exchange unit are connected, the compressor, the first heat exchange unit, the second valve and the fifth heat exchange unit are connected, the first pump, the fourth heat exchanger, the motor heat exchange device and the second heat exchange unit are connected, the second pump, the fifth heat exchanger and the fourth heat exchange unit are connected, and the third pump, the battery heat exchange device and the sixth heat exchange unit are connected.

10. The thermal management system as described in claim 3, characterized in that, The thermal management system includes a bypass branch, which includes a valve component connected in series between the outlet of the compressor and the inlet of the compressor. The thermal management system has a hot gas bypass mode. In the hot gas bypass mode, the compressor is in the on state, the first valve and the valve component are both in the throttling state, the first port is connected to the second port and the third port, the compressor, the first heat exchanger, the first valve and the third heat exchanger are connected, the first pump, the third heat exchanger and the second heat exchanger are connected, and the first pump, the battery heat exchanger and the second heat exchanger are connected.

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