Thermal management system

Abstract

The invention discloses a heat management system which comprises a compressor, a first valve, a second valve, a first heat exchanger, a second heat exchanger, a third heat exchanger, a first pump and a battery heat exchange device, and when the heat management system is in a first working mode, the compressor is in an open state, a first valve port communicates with a second valve port, and the second valve is in a throttling state; an outlet of the compressor communicates with an inlet of the first heat exchanger, the first valve port communicates with an outlet of the first heat exchanger, the second valve port communicates with an inlet of the first heat exchange part, an inlet of the second valve communicates with an outlet of the first heat exchange part, and an outlet of the second valve communicates with an inlet of the third heat exchanger. The compressor, the first heat exchanger, the first valve, the first heat exchange part, the second valve and the third heat exchanger are communicated, and the first pump, the battery heat exchange device and the second heat exchange part are communicated. According to the thermal management system provided by the invention, the battery can be heated to a proper temperature.

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 thermal management system of a vehicle (such as an electric vehicle) can regulate the ambient temperature inside the passenger compartment and manage the thermal performance of the battery. In related technologies, the high-temperature refrigerant discharged from the compressor flows through the indoor heating core for passenger compartment heating, and then flows through the outdoor heat exchanger. After exchanging heat with the air in the outdoor heat exchanger, it flows through the indoor cooling core for passenger compartment cooling. A water-cooled heat exchanger is installed on the battery side, exchanging heat with the evaporator for battery cooling. The battery is heated using waste heat from the motor or by the motor in a locked-rotor configuration. This thermal management system can only use a heat pump to cool the battery; it cannot use a heat pump to heat the battery, and it cannot heat the battery to a suitable temperature. Summary of the Invention

[0003] The purpose of this application is to provide a thermal management system that can heat a battery to a suitable temperature.

[0004] The objective of this application is achieved through the following technical solution:

[0005] A thermal management system includes a compressor, a first valve, a second valve, a first heat exchanger, a second heat exchanger, a third heat exchanger, a first pump, and a battery heat exchange device. The second heat exchanger includes a first heat exchange section and a second heat exchange section that are isolated from each other. The second valve has a throttling function. The first valve includes a first valve port and a second valve port. The first valve has at least one function: a full-flow function and a flow-adjustable function.

[0006] The thermal management system has a first operating mode. In the first operating mode, the compressor is in the on state, the first valve port and the second valve port are connected, the second valve is in the throttling state, the outlet of the compressor is connected to the inlet of the first heat exchanger, the first valve port is connected to the outlet of the first heat exchanger, the second valve port is connected to the inlet of the first heat exchange section, the inlet of the second valve is connected to the outlet of the first heat exchange section, the outlet of the second valve is connected to the inlet of the third heat exchanger, the compressor, the first heat exchanger, the first valve, the first heat exchange section, the second valve, and the third heat exchanger are connected, and the first pump, the battery heat exchange device, and the second heat exchange section are connected.

[0007] The thermal management system of this application includes a compressor, a first valve, a second valve, a first heat exchanger, a second heat exchanger, a third heat exchanger, a first pump, and a battery heat exchange device. The first valve has at least one function: full-flow function and flow-adjustable function. The second valve has a throttling function. In the first working mode, the first valve port and the second valve port of the first valve are connected, and the second valve is in a throttling state. The first heat exchanger, the first valve, the first heat exchange section, the second valve, and the third heat exchanger are connected. The inlet of the first heat exchanger is connected to the outlet of the compressor, and the inlet of the first heat exchange section is connected to the outlet of the first heat exchanger. The refrigerant first flows through the first heat exchanger for heating the passenger cabin. Then, the refrigerant discharged through the first heat exchanger flows through the first heat exchange section again, using the residual heat of the refrigerant to exchange heat with the second heat exchange section. The coolant circulation in the second heat exchange section realizes battery heating, so that the battery is not heated to an excessively high temperature, thereby achieving the goal of heating the battery to a suitable temperature. Attached Figure Description

[0008] Figure 1 This is a connection diagram of the thermal management system of this application;

[0009] Figure 2 yes Figure 1 A schematic diagram of the first hybrid heating mode of the thermal management system shown.

[0010] Figure 3 yes Figure 1 A schematic diagram of the second hybrid heating mode of the thermal management system shown.

[0011] Figure 4 yes Figure 1 A schematic diagram of the first passenger cabin single thermal mode of the thermal management system shown.

[0012] Figure 5 yes Figure 1 A schematic diagram of the second passenger cabin single thermal mode of the thermal management system shown.

[0013] Figure 6 yes Figure 1 A schematic diagram of the hot gas bypass mode of the thermal management system shown.

[0014] Figure 7 yes Figure 1 A schematic diagram of the hybrid cooling mode of the thermal management system shown;

[0015] Figure 8 yes Figure 1 A schematic diagram of the passenger cabin cooling mode of the thermal management system shown.

[0016] Figure 9 yes Figure 1 A schematic diagram of the battery-only cooling mode of the thermal management system shown.

[0017] Figure 10 yes Figure 1 A schematic diagram of the heat dissipation mode of the thermal management system shown.

[0018] Figure 11 yes Figure 1 A schematic diagram of the first heating and dehumidification mode of the thermal management system shown.

[0019] Figure 12 yes Figure 1 A schematic diagram of the second heating and dehumidification mode of the thermal management system shown.

[0020] Figure 13 yes Figure 1 A schematic diagram of the third heating and dehumidification mode of the thermal management system shown.

[0021] Figure 14 yes Figure 1 A schematic diagram of the fourth heating and dehumidification mode of the thermal management system shown.

[0022] Figure 15 yes Figure 1 A schematic diagram of the fifth heating and dehumidification mode of the thermal management system shown.

[0023] Figure 16 yes Figure 1 The diagram shows the de-icing mode of the thermal management system. Detailed Implementation

[0024] 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.

[0025] 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.

[0026] 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.

[0027] 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.

[0028] The thermal management system of this embodiment includes a second heat exchanger 3, which is a liquid-cooled heat exchanger. The structure and working principle of a liquid-cooled heat exchanger are well known to those skilled in the art and will not be described in detail here. The second heat exchanger 3 includes a first heat exchange section 31 and a second heat exchange section 32 that are not interconnected. The second heat exchanger 3 is used for heat exchange between the refrigerant and the coolant. The flow channel of the first heat exchange section 31 is connected to the refrigerant system, and the flow channel of the second heat exchange section 32 is connected to the coolant system.

[0029] It should be explained that "the flow channel of the first heat exchange section 31 is connected to the refrigerant system" means that the refrigerant system includes the first heat exchange section 31, and the refrigerant in the refrigerant system can flow into and out of the flow channel of the first heat exchange section 31. The inlet and outlet of the first heat exchange section 31 can be connected to other components in the refrigerant system through pipelines, forming a loop after being connected through the pipelines when the thermal management system is working. The flow channel of the second heat exchange section 32 is connected to the coolant system, as explained above.

[0030] See Figure 1In this embodiment, the refrigerant system includes a compressor 1, a first valve 10, a second valve 20, a third valve 30, a fourth valve 40, a fifth valve 50, a sixth valve 60, a first heat exchanger 2, a second heat exchanger 3, a third heat exchanger 4, a fifth heat exchanger 6, a sixth heat exchanger 8, and several valve devices. The first valve 10 is located on the inlet side of the first heat exchange section 31, the third valve 30 is located on the inlet side of the fifth heat exchanger 6, and the sixth valve 60 is connected in series between the outlet of the compressor 1 and the inlet of the first heat exchanger 2. The above components can be indirectly connected through pipelines or valves, or they can be integrated into a single structure.

[0031] The sixth heat exchanger 8 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 sixth heat exchanger 8 includes a first part 81 and a second part 82. The sixth heat exchanger 8 is used for heat exchange between two different sections of refrigerant in the same circuit. The flow channels of the first part 81 and the second part 82 are both connected to the refrigerant system. The first part 81 is located at the outlet side of the first heat exchanger 2, and the second part 82 is located at the inlet side of the compressor 1. Higher-temperature refrigerant flows in the first part 81, and lower-temperature refrigerant flows in the second part 82, thereby increasing the inlet temperature of the compressor 1, improving the efficiency of the thermal management system, and also reducing the possibility of liquid slugging in the compressor 1.

[0032] In this embodiment, the first valve 10 has a shut-off function, a throttling function, a flow rate adjustable function, and a full-flow function. When the first valve 10 is in a throttling state, the opening degree of the first valve 10 is adjusted between 0 and a first set value. When the opening degree of the first valve 10 is greater than the first set value but less than a second set value, the first valve 10 is in a flow rate regulating state, and the pipes on both sides of the first valve 10 are open but do not have a throttling function. When the first valve 10 is in a flow rate regulating state, the opening degree of the first valve 10 is adjusted between the first set value and the second set value according to the heat exchange requirements, thereby regulating the refrigerant flow rate of the first valve 10. When the opening degree of the first valve 10 is equal to or greater than the second set value, the first valve 10 is in a full-flow state, and the pipes on both sides of the first valve 10 are open. The first valve 10 includes a first valve port 10a and a second valve port 10b. The first valve port 10a is connected to the outlet end of the first part 81, and the second valve port 10b is connected to the inlet end of the first heat exchange part 31.

[0033] The second valve 20, third valve 30, fourth valve 40, fifth valve 50, and sixth valve 60 all have shut-off and throttling functions. When the opening degree of the above five valves is 0, the valves are in the shut-off state, and the pipelines on both sides of the valves are not connected. When the above five valves are in the throttling state, the refrigerant flowing through the valves cools and depressurizes, and the valve opening degree is greater than 0. According to the heat exchange requirements, the valve opening degree is adjusted, thereby adjusting the throttling effect of the valves. The above five valves all have a throttling state and can also be called throttling devices. Depending on the position of the valves, in this embodiment, the second valve 20, third valve 30, fourth valve 40, fifth valve 50, and sixth valve 60 also have a fully open state.

[0034] The valve device has a shut-off state and a fully open state. If the valve device is in the shut-off state, no refrigerant flows in the branch where the valve device is located; if the valve device is in the fully open state, refrigerant can flow in the branch where the valve device is located. Optionally, the valve device is a shut-off valve or a check valve. In this embodiment, the plurality of valve devices includes a first valve device 71, a second valve device 72, a third valve device 73, a fourth valve device 74, a fifth valve device 75, and a sixth valve device 76.

[0035] In this embodiment, the third heat exchanger 4 has a first port 41 and a second port 42. The outlet end of the compressor 1, one end of the fourth valve 40, and one end of the sixth valve 60 are connected. The other end of the fourth valve 40, one end of the fifth valve 50, and the second port 42 of the third heat exchanger 4 are connected. The other end of the sixth valve 60 is connected to one end of the first heat exchanger 2. The other end of the first heat exchanger 2 is connected to one end of the fifth valve device 75. One end of the fourth valve device 74, the other end of the fifth valve device 75, and one end of the first part 81 are connected. The other end of the first part 81, one end of the third valve device 73, and one end of the first valve 10 are connected. The other end of the third valve device 73 and the first valve 10 are connected. One end of valve device 71, one end of second valve 20 and one end of third valve 30 are connected. The other end of first valve 10 is connected to one end of first heat exchange section 31. The other end of first heat exchange section 31 is connected to the other end of first valve device 71. The other end of second valve 20, the other end of fourth valve device 74 and the first port 41 of third heat exchanger 4 are connected. The other end of third valve 30 is connected to one end of fifth heat exchanger 6. The other end of fifth heat exchanger 6 is connected to one end of sixth valve device 76. The other end of sixth valve device 76 and the other end of fifth valve 50 are connected to one end of second part 82. The other end of second part 82 is connected to the inlet end of compressor 1.

[0036] In the first working mode, the first heat exchanger 2, the first heat exchange section 31 and the third heat exchanger 4 are connected in series. The first heat exchanger 2 and the first heat exchange section 31 are both condensers, and the third heat exchanger 4 is an evaporator.

[0037] In this embodiment, to prevent refrigerant from flowing out of the first heat exchange section 31 into the fifth heat exchanger 6 even when the fifth heat exchanger 6 is not connected to the refrigerant circuit under certain operating modes, thus affecting the refrigerant charge in that mode, a sixth valve device 76 is arranged on the side of the fifth heat exchanger 6 away from the third valve 30. This prevents refrigerant from flowing into the fifth heat exchanger 6 from the side away from the third valve 30. In some possible embodiments, the thermal management system may not have the sixth valve device 76; the thermal management system has better reliability, and the aforementioned phenomenon can also be avoided through pressure differential.

[0038] In this embodiment, refer to Figure 1 The refrigerant system also includes a gas-liquid separator 9, which is connected to the other end of the second valve device 72, the other end of the sixth valve device 76, the other end of the fifth valve 50, and one end of the gas-liquid separator 9. The other end of the gas-liquid separator 9 is connected to one end of the second part 82. The gas-liquid separator 9 is located between the inlet of the compressor 1 and the outlet of the evaporator. It can separate the refrigerant into gaseous and liquid states, store liquid refrigerant, reduce the risk of liquid slugging of the compressor 1, and can also be used to regulate the refrigerant flow rate of the circulation loop.

[0039] See Figure 1 The thermal management system includes a bypass branch Z, which is connected in series between the inlet and outlet of compressor 1. The bypass branch Z includes a seventh valve 70. Specifically, one end of the bypass branch Z is connected to the outlet of compressor 1, and the other end of the bypass branch Z is connected to one end of the gas-liquid separator 9. The outlet of compressor 1, the seventh valve 70, the gas-liquid separator 9, the second part 82, and the inlet of compressor 1 can be connected sequentially.

[0040] The coolant system includes a first branch L1, a second branch L2, a third branch L3, a fourth branch L4, and a fifth branch L5. The first branch L1 includes a first pump P1 and a battery heat exchange device 101. The second branch L2 includes a second pump P2 and a motor heat exchange device 102. The third branch L3 includes a fourth heat exchanger 5. The fourth branch L4 includes a second heat exchange section 32.

[0041] Pumps P1 and P2 power the flow of coolant in the coolant system. Optionally, pumps P1 and P2 are electric water pumps; the type and specifications of the two pumps can be the same or different, depending on the requirements of the thermal management system.

[0042] The battery heat exchange device 101 is used for thermal management of the battery. Optionally, the battery heat exchange device 101 can be an integrated component with the battery as a whole, or it can be a separate component that is assembled with the battery.

[0043] 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, or it can be a separate component assembled with the motor.

[0044] The coolant system includes a multi-way valve 100, which has a first port a, a second port b, a third port c, a fourth port d, and a fifth port e. The multi-way valve 100 switches the connection state of its five ports via a valve core, resulting in six connection states: In the first state, first port a and fourth port d are connected, as are second port b and fourth port d; in the second state, first port a and fourth port d are connected, as are second port b and third port c; in the third state, first port a and fifth port e are connected, as are second port b and fourth port d; in the fourth state, first port a and fifth port e are connected, as are second port b and fifth port e; in the fifth state, first port a and fifth port e are connected, as are second port b and third port c; and in the sixth state, first port a and third port c are connected, as are second port b and third port c. Optionally, the multi-way valve 100 is a five-way valve.

[0045] The first port a is connected to the outlet of the first branch L1, the second port b is connected to the outlet of the second branch L2, the third port c is connected to the inlet of the third branch L3, the fourth port d is connected to the inlet of the fourth branch L4, the fifth port e is connected to the inlet of the fifth branch L5, the outlet of the fifth branch L5 is connected to the inlet of the first branch L1, the outlet of the third branch L3 is connected to the inlets of the first branch L1 and the second branch L2, and the outlet of the fourth branch L4 is connected to the inlets of the first branch L1 and the second branch L2. The connection status of each branch is adjusted by regulating the connection status of the multi-way valve 100 and the status of the first pump P1 and the second pump P2.

[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 first heat exchanger 2 and a fifth heat exchanger 6 are disposed within the air conditioning unit. The first heat exchanger 2 and the fifth heat exchanger 6 are used for heat exchange with the air in the air conditioning unit to regulate the temperature of the passenger compartment. The first heat exchanger 2 is located downstream of the fifth heat exchanger 6 in the airflow. A fan is provided within the air conditioning unit to guide the airflow within the unit. A third heat exchanger 4 and a fourth heat exchanger 5 are disposed near the front grille of the vehicle and are equipped with a fan device to guide the airflow. The third heat exchanger 4 and the fourth heat exchanger 5 are arranged side-by-side and are both used for heat exchange with the atmospheric environment, releasing heat into or absorbing heat from the atmospheric environment. The first heat exchanger 2, the third heat exchanger 4, the fourth heat exchanger 5, and the fifth heat exchanger 6 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 in this application.

[0047] 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.

[0048] When the ambient temperature is low, the thermal management system is in heating mode. Depending on whether the passenger cabin and battery have heating needs, it is divided into the first working mode, the first passenger cabin heating mode, and the second passenger cabin heating mode.

[0049] The first operating mode includes a first mixed heating mode and a second mixed heating mode. In the first mixed heating mode and the second mixed heating mode, the compressor 1 is turned on, the first valve port 10a is connected to the second valve port 10b, the second valve 20 is in a throttling state, the first valve 10, the fifth valve 50, the sixth valve 60, the first valve device 71 and the fifth valve device 75 are all in a fully open state, and the third valve 30, the fourth valve 40, the second valve device 72, the third valve device 73, the fourth valve device 74 and the sixth valve device 76 are all in a closed state.

[0050] In extremely low temperature environments, when both the passenger cabin and the battery require heating, and the motor has residual heat available, the thermal management system executes the first hybrid heating mode. In a specific embodiment, see [link to specific implementation details]. Figure 2Along the refrigerant flow direction, the outlet of compressor 1, the sixth valve 60, the first heat exchanger 2, the fifth valve device 75, the first part 81, the first valve 10, the first heat exchange part 31, the first valve device 71, the second valve 20, the third heat exchanger 4, the fifth valve 50, the gas-liquid separator 9, the second part 82, and the inlet of compressor 1 are connected in sequence. The first pump P1 and the second pump P2 are turned on, controlling the multi-way valve 100 to be in the first state; along the coolant flow direction, the outlet of the first pump P1, the battery heat exchange device 101, the second heat exchange part 32, and the inlet of the first pump P1 are connected in sequence, and the outlet of the second pump P2, the motor heat exchange device 102, the second heat exchange part 32, and the inlet of the second pump P2 are connected in sequence.

[0051] The high-temperature refrigerant discharged from compressor 1 first flows through the first heat exchanger 2, where it exchanges heat with the air in the air conditioning unit to heat the passenger cabin. The high-temperature refrigerant discharged from the first heat exchanger 2 then flows through the first heat exchange section 31, where it releases heat to the coolant in the second heat exchange section 32, thus heating the battery to a suitable temperature. Because a portion of the heat from the high-temperature refrigerant discharged from compressor 1 is transferred to the air conditioning unit first, and the remaining heat is used to heat the battery, the battery is prevented from being heated to an excessively high temperature.

[0052] Since the first valve 10 has an adjustable flow rate, the first valve 10 can be fully opened or partially closed to reduce the pressure entering the first heat exchange section 31. If the refrigerant system still provides too much heat to the battery, the opening of the first valve 10 can be reduced to decrease the refrigerant flow rate into the first heat exchange section 31, reduce the refrigerant temperature entering the first heat exchange section 31, reduce the heat transferred to the battery, and allow the battery to reach its optimal operating temperature.

[0053] The motor heat exchanger 102 absorbs the heat from the motor to heat the battery. In the battery heat exchanger 101, the low-temperature coolant is heated by the motor's waste heat and the heat pump, thus quickly becoming a coolant at a suitable temperature.

[0054] In extremely low temperature environments, when both the passenger cabin and the battery require heating, the thermal management system executes a second hybrid heating mode, see [link to relevant documentation]. Figure 3 The second hybrid heating mode differs from the first hybrid heating mode in that: the multi-way valve 100 is in the second state; along the coolant flow direction, the outlet of the second pump P2, the motor heat exchanger 102, the fourth heat exchanger 5, and the inlet of the second pump P2 are sequentially connected. The motor heat exchanger 102 is connected to the fourth heat exchanger 5, and heat is released to the atmospheric environment through the fourth heat exchanger 5 to reduce the temperature of the coolant and achieve motor heat dissipation.

[0055] The air conditioning unit is equipped with a damper. When the damper is closed, the first heat exchanger 2 does not exchange heat with the air in the air conditioning unit, and the first heat exchanger 2 serves as a pipe. Therefore, when the battery needs heating, the thermal management system can also execute the battery-only heating mode according to the second hybrid heating mode. In the battery-only heating mode, the damper is closed, the first heat exchanger 2 serves as a pipe, and the refrigerant in the first heat exchange section 31 releases heat to the coolant in the second heat exchange section 32 for battery heating.

[0056] In the first operating mode, the refrigerant flows from the first port 41 of the third heat exchanger 4 to the second port 42. The first port 41 is the inlet of the third heat exchanger 4, and the second port 42 is the outlet of the third heat exchanger 4.

[0057] In the first passenger cabin single-heat mode, compressor 1 is turned on, first valve 10 and second valve 20 are both in a throttling state, fifth valve 50, sixth valve 60, second valve device 72, third valve device 73 and fifth valve device 75 are all in a fully open state, and third valve 30, fourth valve 40, first valve device 71, fourth valve device 74 and sixth valve device 76 are all in a closed state.

[0058] In low-temperature environments, when the passenger cabin requires heating, the thermal management system executes the first passenger cabin single-heating mode. For a specific implementation, see [link to relevant documentation]. Figure 4 Along the refrigerant flow direction, the outlet of compressor 1, the sixth valve 60, the first heat exchanger 2, the fifth valve device 75, the first part 81, the first valve 10, the first heat exchange part 31, the second valve device 72, the gas-liquid separator 9, the second part 82, and the inlet of compressor 1 are sequentially connected. The outlet of compressor 1, the sixth valve 60, the first heat exchanger 2, the fifth valve device 75, the first part 81, the third valve device 73, the second valve 20, the third heat exchanger 4, the fifth valve 50, the gas-liquid separator 9, the second part 82, and the inlet of compressor 1 are sequentially connected. The second pump P2 is turned on, the first pump P1 is turned off, and the control multi-way valve 100 is in the third state. Along the coolant flow direction, the outlet of the second pump P2, the motor heat exchange device 102, the second heat exchange part 32, and the inlet of the second pump P2 are sequentially connected.

[0059] The high-temperature refrigerant in the first heat exchanger 2 exchanges heat with the air in the air conditioning unit to achieve passenger cabin heating; the motor heat exchange device 102 absorbs the heat of the motor, causing the temperature of the coolant in the second heat exchange section 32 to rise. The coolant in the second heat exchange section 32 exchanges heat with the refrigerant in the first heat exchange section 31 to achieve recovery of the motor's waste heat, and the recovered heat is used for passenger cabin heating.

[0060] In low-temperature environments, when the passenger cabin requires heating, the thermal management system executes the second passenger cabin single-heating mode, see [link / reference]. Figure 5The second passenger cabin single-heat mode differs from the first passenger cabin single-heat mode in that: the first valve 10 is in the off state, both the first pump P1 and the second pump P2 are open, and the multi-way valve 100 is in the fourth state; along the coolant flow direction, the outlet of the first pump P1, the battery heat exchange device 101, and the inlet of the first pump P1 are sequentially connected, and the outlet of the second pump P2, the motor heat exchange device 102, and the inlet of the second pump P2 are sequentially connected. The motor heat exchange device 102 absorbs heat from the motor and uses it for battery heating.

[0061] When the ambient temperature is low, the passenger cabin has a heating requirement. Since the ambient temperature is 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 refrigerant discharged from compressor 1 returns to gas-liquid separator 9, thereby increasing condensing pressure and heating effect.

[0062] In hot gas bypass mode, compressor 1 is turned on, the first valve 10 and the seventh valve 70 are both in a throttling state, the sixth valve 60, the second valve device 72 and the fifth valve device 75 are in a fully open state, and the second valve 20, the third valve 30, the fourth valve 40, the fifth valve 50, the first valve device 71, the third valve device 73, the fourth valve device 74 and the sixth valve device 76 are all in a closed state.

[0063] In extremely low temperature environments, when the passenger cabin requires heating, the thermal management system executes a hot gas bypass mode. For specific implementation details, see [link to relevant documentation]. Figure 6 Along the refrigerant flow direction, the outlet of compressor 1, the sixth valve 60, the first heat exchanger 2, the fifth valve device 75, the first section 81, the first valve 10, the first heat exchange section 31, the second valve device 72, the gas-liquid separator 9, the second section 82, and the inlet of compressor 1 are sequentially connected. The outlet of compressor 1, the seventh valve 70, the gas-liquid separator 9, the second section 82, and the inlet of compressor 1 are also sequentially connected. Both the first pump P1 and the second pump P2 are open, controlling the multi-way valve 100 to be in the fourth state. Along the coolant flow direction, the outlet of the first pump P1, the battery heat exchange device 101, and the inlet of the first pump P1 are sequentially connected. The outlet of the second pump P2, the motor heat exchange device 102, and the inlet of the second pump P2 are also sequentially connected. The motor heat exchange device 102 absorbs heat from the motor and uses it for battery heating.

[0064] When the ambient temperature is high, the thermal management system is in cooling mode, which is divided into hybrid cooling mode, passenger cabin cooling mode, battery cooling mode and heat dissipation mode, depending on whether the passenger cabin and battery have cooling needs.

[0065] In the mixed refrigeration mode, compressor 1 is turned on, the first valve 10 and the third valve 30 are both in the throttling state, the fourth valve 40, the second valve device 72, the third valve device 73, the fourth valve device 74 and the sixth valve device 76 are all in the fully open state, and the second valve 20, the fifth valve device 50, the sixth valve device 60, the first valve device 71 and the fifth valve device 75 are all in the closed state.

[0066] When both the passenger cabin and the battery require cooling, the thermal management system executes a hybrid cooling mode. For a specific embodiment, see [link to specific implementation details]. Figure 7 Along the refrigerant flow direction, the outlet of compressor 1, the fourth valve 40, the third heat exchanger 4, the fourth valve device 74, the first part 81, the first valve 10, the first heat exchange part 31, the second valve device 72, the gas-liquid separator 9, the second part 82, and the inlet of compressor 1 are sequentially connected. The outlet of compressor 1, the fourth valve 40, the third heat exchanger 4, the fourth valve device 74, the first part 81, the third valve device 73, the third valve 30, the fifth heat exchanger 6, the sixth valve device 76, the gas-liquid separator 9, the second part 82, and the inlet of compressor 1 are sequentially connected. Both the first pump P1 and the second pump P2 are open, controlling the multi-way valve 100 to be in the second state. Along the coolant flow direction, the outlet of the first pump P1, the battery heat exchange device 101, the second heat exchange part 32, and the inlet of the first pump P1 are sequentially connected. The outlet of the second pump P2, the motor heat exchange device 102, the fourth heat exchanger 5, and the inlet of the second pump P2 are sequentially connected. The low-temperature coolant in the second heat exchange section 32 is used for battery cooling; the motor heat exchange device 102 is connected to the fourth heat exchanger 5, and heat is released to the atmospheric environment through the fourth heat exchanger 5 to reduce the temperature of the coolant and achieve motor heat dissipation.

[0067] When the passenger cabin requires cooling, the thermal management system executes a passenger cabin-only cooling mode. For a specific implementation, see [link to specific implementation details]. Figure 8 The difference between the single-cooling mode and the mixed-cooling mode in the passenger cabin is that the first valve 10 is in the closed state; the multi-way valve 100 is in the fifth state, and the outlet of the first pump P1, the battery heat exchange device 101 and the inlet of the first pump P1 are connected in sequence along the coolant flow direction, and the coolant circulates in the battery heat exchange device 101.

[0068] When the battery requires cooling, the thermal management system executes a battery-only cooling mode. For a specific implementation, see [link to specific implementation details]. Figure 9 The difference between the battery-only cooling mode and the hybrid cooling mode is that the third valve 30 is in the off state.

[0069] When both the passenger cabin and the battery require cooling, the thermal management system can also execute a heat dissipation mode. See the specific implementation for details. Figure 10The difference between the heat dissipation mode and the hybrid cooling mode is that the first valve 10 is in the closed state; the multi-way valve 100 is in the sixth state, and along the coolant flow direction, the outlet of the first pump P1, the battery heat exchange device 101, the fourth heat exchanger 5, and the inlet of the first pump P1 are sequentially connected. The battery heat exchange device 101 is connected to the fourth heat exchanger 5, and heat is released to the atmospheric environment through the fourth heat exchanger 5 to reduce the temperature of the coolant and achieve battery heat dissipation.

[0070] When the ambient temperature is low and the humidity is high, the windshield is prone to fogging, posing a safety hazard. The passenger cabin has heating and dehumidification needs, and the thermal management system operates in heating and dehumidification mode. Based on the battery heat exchange requirements, there are five heating and dehumidification modes: first, second, third, fourth, and fifth.

[0071] In the first heating and dehumidification mode, compressor 1 is turned on, the second valve 20 and the third valve 30 are both in a throttling state, the first valve 10, the fifth valve 50, the first valve device 71, the fifth valve device 75 and the sixth valve device 76 are all in a fully open state, and the fourth valve 40, the second valve device 72, the third valve device 73 and the fourth valve device 74 are all in a closed state.

[0072] When the passenger cabin requires heating and dehumidification, and the battery needs heating, the thermal management system executes the first heating and dehumidification mode. In a specific embodiment, see [link to relevant documentation]. Figure 11 Along the refrigerant flow direction, the outlet of compressor 1, the sixth valve 60, the first heat exchanger 2, the fifth valve device 75, the first part 81, the first valve 10, the first heat exchange part 31, the second valve 20, the third heat exchanger 4, the fifth valve 50, the gas-liquid separator 9, the second part 82, and the inlet of compressor 1 are connected in sequence. Both the first pump P1 and the second pump P2 are turned on, and the control multi-way valve 100 is in the second state. Along the coolant flow direction, the outlet of the first pump P1, the battery heat exchange device 101, the second heat exchange section 32 and the inlet of the first pump P1 are connected in sequence, and the outlet of the second pump P2, the motor heat exchange device 102, the fourth heat exchanger 5 and the inlet of the second pump P2 are connected in sequence.

[0073] The humid air in the air conditioning unit first flows through the fifth heat exchanger 6, which has a lower temperature, causing the moisture in the air to precipitate out, thus achieving dehumidification. Then it flows through the first heat exchanger 2, which has a higher temperature, heating the dehumidified air and thus achieving heating and dehumidification. The refrigerant in the first heat exchange section 31 releases heat to the coolant in the second heat exchange section 31, thus heating the battery. The motor heat exchange device 102 is connected to the fourth heat exchanger 5, through which heat is released to the atmospheric environment, reducing the temperature of the coolant and thus dissipating heat from the motor.

[0074] In the second heating and dehumidification mode, compressor 1 is turned on, and the first valve 10, the second valve 20 and the third valve 30 are all in a throttling state, the fifth valve 50, the sixth valve 60, the second valve device 72, the third valve device 73, the fifth valve device 75 and the sixth valve device 76 are all in a fully open state, and the fourth valve 40, the first valve device 71 and the fourth valve device 74 are all in a closed state.

[0075] When the passenger cabin requires heating and dehumidification, and the battery requires cooling, the thermal management system executes a second heating and dehumidification mode. In a specific embodiment, see [link to relevant documentation]. Figure 12 Along the refrigerant flow direction, compressor 1, sixth valve 60, first heat exchanger 2, fifth valve device 75, first part 81, first valve 10, first heat exchange part 31, second valve device 72, gas-liquid separator 9, second part 82 and the inlet of compressor 1 are connected in sequence. Compressor 1, sixth valve 60, first heat exchanger 2, fifth valve device 75, first part 81, third valve device 73, second valve 20, third heat exchanger 4, fifth valve 50, gas-liquid separator 9, second part 82 and the inlet of compressor 1 are connected in sequence. Compressor 1, sixth valve 60, first heat exchanger 2, fifth valve device 75, first part 81, third valve device 73, third valve 30, fifth heat exchanger 6, sixth valve device 76, gas-liquid separator 9, second part 82 and the inlet of compressor 1 are connected in sequence. Both the first pump P1 and the second pump P2 are turned on, and the control multi-way valve 100 is in the second state. Along the coolant flow direction, the outlet of the first pump P1, the battery heat exchange device 101, the second heat exchange section 32 and the inlet of the first pump P1 are connected in sequence, and the outlet of the second pump P2, the motor heat exchange device 102, the fourth heat exchanger 5 and the inlet of the second pump P2 are connected in sequence.

[0076] The humid air in the air conditioning unit first flows through the fifth heat exchanger 6, which has a lower temperature, causing the moisture in the air to precipitate out, thus achieving dehumidification. Then it flows through the first heat exchanger 2, which has a higher temperature, heating the dehumidified air and thus achieving heating and dehumidification. The refrigerant in the first heat exchange section 31 absorbs heat from the coolant in the second heat exchange section 31, achieving battery cooling. The motor heat exchange device 102 is connected to the fourth heat exchanger 5, and releases heat to the atmospheric environment through the fourth heat exchanger 5, lowering the temperature of the coolant and achieving motor heat dissipation.

[0077] When the passenger cabin requires heating and dehumidification, and the motor has sufficient waste heat, the thermal management system executes the third heating and dehumidification mode. In a specific embodiment, see [link to relevant documentation]. Figure 13 The third heating and dehumidification mode differs from the second heating and dehumidification mode in that: the multi-way valve 100 is in the third state, and along the coolant flow direction, the outlet of the first pump P1, the battery heat exchange device 101 and the inlet of the first pump P1 are connected in sequence, and the coolant circulates in the battery heat exchange device 101; the outlet of the second pump P2, the motor heat exchange device 102, the second heat exchange section 32 and the inlet of the second pump P2 are connected in sequence.

[0078] The motor heat exchange device 102 absorbs the heat from the motor, raising the temperature of the coolant in the second heat exchange section 32. The coolant in the second heat exchange section 32 exchanges heat with the refrigerant in the first heat exchange section 31, thereby recovering the waste heat from the motor. The recovered heat is used for heating and dehumidifying the passenger cabin.

[0079] When the passenger cabin requires heating and dehumidification, the thermal management system can also execute a fourth heating and dehumidification mode. See the specific implementation example. Figure 14 The fourth heating and dehumidification mode differs from the second heating and dehumidification mode in that: the first valve 10 is in the shut-off state, and the multi-way valve 100 is in the fourth state; along the coolant flow direction, the outlet of the first pump P1, the battery heat exchange device 101, and the inlet of the first pump P1 are sequentially connected, and the outlet of the second pump P2, the motor heat exchange device 102, and the inlet of the second pump P2 are sequentially connected. The motor heat exchange device 102 absorbs heat from the motor and uses it for battery heating.

[0080] In the fifth heating and dehumidification mode, the third valve 30 is in a throttling state, the fourth valve 40, the sixth valve 60, the third valve device 73, the fourth valve device 74, the fifth valve device 75 and the sixth valve device 76 are all in a fully open state, and the other valves and valve devices are in a closed state.

[0081] When the passenger cabin requires heating and dehumidification, and the refrigerant system has excess heat, the thermal management system executes the fifth heating and dehumidification mode. In a specific embodiment, see [link to relevant documentation]. Figure 15Along the refrigerant flow direction, the outlet of compressor 1, fourth valve 40, third heat exchanger 4, fourth valve device 74, first part 81, third valve device 73, third valve 30, fifth heat exchanger 6, sixth valve device 76, gas-liquid separator 9, second part 82, and the inlet of compressor 1 are sequentially connected. The outlet of compressor 1, sixth valve 60, first heat exchanger 2, fifth valve device 75, first part 81, third valve device 73, third valve 30, fifth heat exchanger 6, sixth valve device 76, gas-liquid separator 9, second part 82, and the inlet of compressor 1 are sequentially connected. Both first pump P1 and second pump P2 are open, and multi-way valve 100 is in the fourth state. Along the coolant flow direction, the outlet of first pump P1, battery heat exchange device 101, and the inlet of first pump P1 are sequentially connected, as are the outlet of second pump P2, motor heat exchange device 102, and the inlet of second pump P2. The motor heat exchange device 102 absorbs heat from the motor and uses it for battery heating.

[0082] The high-temperature refrigerant discharged from compressor 1 flows through the first heat exchanger 2 and the fifth heat exchanger 6 for heating and dehumidifying the passenger cabin, and through the third heat exchanger 4 to release excess heat into the atmosphere.

[0083] When the passenger cabin needs cooling and dehumidification, the thermal management system can also execute the cooling and dehumidification mode according to the fifth heating and dehumidification mode. In the cooling and dehumidification mode, the humid air in the air conditioning unit flows through the fifth heat exchanger 6 with a lower temperature. The moisture in the air is cooled and precipitated, thereby achieving dehumidification. The passenger cabin is then reheated through the first heat exchanger 2.

[0084] The thermal management system has a defrosting mode. In the defrosting mode, the compressor 1 is turned on, the first valve 10 is in a throttling state, the fourth valve 40, the sixth valve 60, the second valve device 72, the fourth valve device 74 and the fifth valve device 75 are all in a fully open state, and the other valves and valve devices are in a closed state.

[0085] When the passenger cabin requires heating and de-icing, and the motor has residual heat, the thermal management system executes the de-icing mode. For specific implementation examples, see [link to relevant documentation]. Figure 16Along the refrigerant flow direction, the outlet of compressor 1, the fourth valve 40, the third heat exchanger 4, the fourth valve device 74, the first part 81, the first valve 10, the first heat exchange part 31, the second valve device 72, the gas-liquid separator 9, the second part 82, and the inlet of compressor 1 are sequentially connected. The outlet of compressor 1, the sixth valve 60, the first heat exchanger 2, the fifth valve device 75, the first part 81, the first valve 10, the first heat exchange part 31, the second valve device 72, the gas-liquid separator 9, the second part 82, and the inlet of compressor 1 are sequentially connected. Both the first pump P1 and the second pump P2 are open, controlling the multi-way valve 100 to be in the third state. Along the coolant flow direction, the outlet of the first pump P1, the battery heat exchange device 101, and the inlet of the first pump P1 are sequentially connected, and the coolant circulates within the battery heat exchange device 101. The outlet of the second pump P2, the motor heat exchange device 102, the second heat exchange part 32, and the inlet of the second pump P2 are sequentially connected.

[0086] The first heat exchanger 2 is used for passenger cabin heating; the high-temperature refrigerant flows through the third heat exchanger 4 to de-ice the third heat exchanger 4. The motor heat exchange device 102 absorbs the heat from the motor, raising the temperature of the coolant in the second heat exchange section 32. The coolant in the second heat exchange section 32 exchanges heat with the refrigerant in the first heat exchange section 31, thereby recovering the waste heat from the motor.

[0087] 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.

[0088] 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.

[0089] The above embodiments are only used to illustrate the present invention and are not intended to limit the technical solutions described in the present invention. The understanding of this specification should be based on those skilled in the art. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still make modifications or equivalent substitutions to the present invention. All technical solutions and improvements that do not depart from the spirit and scope of the present invention should be covered within the scope of the claims of the present invention.

Claims

1. A thermal management system, characterized by, The heat management system comprises a compressor, a first valve, a second valve, a first heat exchanger, a second heat exchanger, a third heat exchanger, a first pump and a battery heat exchange device, the second heat exchanger comprises a first heat exchange part and a second heat exchange part which are isolated from each other, the second valve has a throttling function, the first valve comprises a first valve port and a second valve port, and the first valve has at least one of a full-through function and a flow adjustable function. The heat management system has a first working mode, in the first working mode, the compressor is in an open state, the first valve port and the second valve port are in communication, the second valve is in a throttling state, the outlet of the compressor is in communication with the inlet of the first heat exchanger, the first valve port is in communication with the outlet of the first heat exchanger, the second valve port is in communication with the inlet of the first heat exchange part, the inlet of the second valve is in communication with the outlet of the first heat exchange part, the outlet of the second valve is in communication with the inlet of the third heat exchanger, the compressor, the first heat exchanger, the first valve, the first heat exchange part, the second valve and the third heat exchanger are in communication, and the first pump, the battery heat exchange device and the second heat exchange part are in communication.

2. The thermal management system of claim 1, wherein, The heat management system comprises a first branch and a second branch, the first branch comprises the first pump and the battery heat exchange device, the second branch comprises a second pump and a motor heat exchange device, the first working mode comprises a first mixed heating mode, In the first mixed heating mode, the compressor is in an open state, the first valve port and the second valve port are in communication, the second valve is in a throttling state, the outlet of the compressor is in communication with the inlet of the first heat exchanger, the first valve port is in communication with the outlet of the first heat exchanger, the second valve port is in communication with the inlet of the first heat exchange part, the inlet of the second valve is in communication with the outlet of the first heat exchange part, the outlet of the second valve is in communication with the inlet of the third heat exchanger, the first pump, the battery heat exchange device and the second heat exchange part are in communication, and the second pump, the motor heat exchange device and the second heat exchange part are in communication.

3. The thermal management system of claim 2, wherein, The heat management system comprises a third branch, a fourth branch and a multi-way valve, the third branch comprises a fourth heat exchanger, the fourth branch comprises the second heat exchange part, the multi-way valve has a first port, a second port, a third port and a fourth port, the first port can be in communication with the outlet of the first branch, the second port can be in communication with the outlet of the second branch, the third port can be in communication with the inlet of the third branch, the fourth port can be in communication with the inlet of the fourth branch, the outlet of the third branch can be in communication with the inlet of the first branch and the inlet of the second branch, the outlet of the fourth branch can be in communication with the inlet of the first branch and the inlet of the second branch, and the first working mode comprises a second mixed heating mode, In the second mixed heating mode, the compressor is in an open state, the first valve port and the second valve port are communicated, the second valve member is in a throttling state, the outlet of the compressor is communicated with the inlet of the first heat exchanger, the first valve port is communicated with the outlet of the first heat exchanger, the second valve port is communicated with the inlet of the first heat exchange part, the inlet of the second valve member is communicated with the outlet of the first heat exchange part, the outlet of the second valve member is communicated with the inlet of the third heat exchanger, the first port is communicated with the fourth port, the second port is communicated with the third port, the first pump, the battery heat exchange device and the second heat exchange part are communicated, and the second pump, the motor heat exchange device and the fourth heat exchanger are communicated. In the first mixed heating mode, the first port is communicated with the fourth port, and the second port is communicated with the fourth port.

4. The thermal management system of claim 1, wherein, The first valve member has a throttling function, and the thermal management system has a first passenger cabin single heating mode, in which the first valve member and the second valve member are both in a throttling state, the compressor, the first heat exchanger, the first valve member and the first heat exchange part are communicated, and the compressor, the first heat exchanger, the second valve member and the third heat exchanger are communicated. The thermal management system further comprises a first valve device and a second valve device, in the first working mode, the first valve device is in a full-through state, the second valve device is in a cut-off state, the inlet of the first valve device is communicated with the outlet of the first heat exchange part, and the outlet of the first valve device is communicated with the inlet of the second valve member.

5. The thermal management system of claim 4, wherein, The thermal management system comprises a third valve device, in the first passenger cabin single heating mode, the third valve device is in a full-through state, the outlet of the third valve device is communicated with the inlet of the second valve member, and the inlet of the third valve device and the first valve port are both communicated with the outlet of the first heat exchanger. In the first working mode, the third valve device is in a cut-off state.

6. The thermal management system of claim 4 or 5, wherein, The thermal management system comprises a third valve member and a fifth heat exchanger, the third valve member has a throttling function, the third valve member is located on the inlet side of the fifth heat exchanger, the thermal management system has a first heating and dehumidifying mode, In the first heating and dehumidifying mode, the compressor is in an open state, the second valve member and the third valve member are both in a throttling state, the compressor, the first heat exchanger, the first valve member, the first heat exchange part, the second valve member and the third heat exchanger are communicated, and the compressor, the first heat exchanger, the first valve member, the first heat exchange part, the third valve member and the fifth heat exchanger are communicated.

7. The thermal management system of claim 6, wherein, The heat management system has a second heating and dehumidifying mode, in which the compressor is in an open state, the first valve, the second valve and the third valve are all in a throttling state, the compressor, the first heat exchanger, the first valve and the first heat exchange part are communicated, the compressor, the first heat exchanger, the second valve and the third heat exchanger are communicated, and the compressor, the first heat exchanger, the third valve and the fifth heat exchanger are communicated.

8. The thermal management system of claim 3, wherein, The heat management system comprises a fourth valve and a fifth valve, the third heat exchanger has a first port and a second port, in the first working mode, the fourth valve is in a cut-off state, the fifth valve is in a full-through state, the outlet of the fifth valve is communicated with the inlet of the compressor, the inlet of the fifth valve is communicated with the outlet of the third heat exchanger, the second port is the outlet of the third heat exchanger, and the first port is the inlet of the third heat exchanger; The heat management system has an ice removing mode, in which the compressor is in an open state, the first valve is in a throttling state, the inlet of the fourth valve is communicated with the outlet of the compressor, the outlet of the fourth valve is communicated with the second port of the third heat exchanger, the compressor, the first heat exchanger, the first valve and the first heat exchange part are communicated, and the compressor, the fourth valve, the third heat exchanger, the first valve and the first heat exchange part are communicated.

9. The thermal management system of claim 8, wherein, The heat management system comprises a sixth valve, which is connected in series between the outlet of the compressor and the inlet of the first heat exchanger, in the ice removing mode, the sixth valve is in a full-through state, The heat management system has a battery single cooling mode, in which the compressor is in an open state, the first valve is in a throttling state, the first port is communicated with the fourth port, the second port is communicated with the third port, the compressor, the fourth valve, the third heat exchanger, the first valve and the first heat exchange part are communicated, the first pump, the battery heat exchange device, the second heat exchange part and the first pump are communicated, and the second pump, the motor heat exchange device and the fourth heat exchanger are communicated.

10. The thermal management system of claim 1, wherein, The heat management system comprises a bypass branch, the inlet of the bypass branch can be communicated with the outlet of the compressor, the outlet of the bypass branch can be communicated with the inlet of the compressor, the bypass branch comprises a seventh valve, the seventh valve has a throttling function, the heat management system has a hot gas bypass mode, In the hot gas bypass mode, the compressor is in an open state, the first valve and the seventh valve are both in a throttling state, the compressor, the first heat exchanger, the first valve and the first heat exchange part are communicated, and the outlet of the compressor, the seventh valve and the inlet of the compressor are communicated.

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