Thermal management system

Abstract

The invention provides a heat management system which comprises a compressor, a first heat exchanger, a second heat exchanger, a third heat exchanger, a fourth heat exchanger, a first valve, a second valve, a battery heat exchange device and a first pump, and the second heat exchanger comprises a first heat exchange part and a second heat exchange part which are isolated from each other; in the first heating and dehumidifying mode, the compressor is started, the first valve piece and the second valve piece are in the throttling state, the compressor, the first heat exchanger, the second valve piece and the fourth heat exchanger are communicated, the compressor, the first heat exchanger, the first heat exchange part, the second valve piece and the third heat exchanger are communicated, and an outlet of the first heat exchanger is communicated with an inlet of the second valve piece. An outlet of the first heat exchanger communicates with an inlet of the first valve, an outlet of the second valve communicates with the fourth heat exchanger, an outlet of the first heat exchanger communicates with an inlet of the first heat exchange part, an outlet of the first heat exchange part communicates with an inlet of the first valve, and an outlet of the first valve communicates with the third heat exchanger. The heating requirements of the passenger compartment and the battery can be met simultaneously.

Description

Technical Field

[0001] This application relates to the field of vehicle thermal management, and more particularly to a thermal management system. Background Technology

[0002] A vehicle's thermal management system can perform functions such as cooling, heating, and ventilation of the air inside the vehicle cabin. A related technology discloses a thermal management system including a compressor, a condenser, an evaporator, and a battery heat exchanger. The battery heat exchanger and evaporator are arranged in parallel, and both are equipped with throttling valves. When the passenger compartment requires heating and dehumidification, the high-temperature refrigerant discharged from the compressor first flows through the condenser, transferring heat to the passenger compartment. Then, it splits into two paths: one part of the refrigerant, after throttling, enters the evaporator to cool and dehumidify the air entering the passenger compartment; the other part of the refrigerant, after throttling, enters the battery heat exchanger to absorb heat from the battery to heat the passenger compartment. In heating and dehumidification mode, the refrigerant-side circuit can only recover waste heat from the battery or cool the battery, and cannot simultaneously meet the heating needs of both the passenger compartment and the battery. Summary of the Invention

[0003] This application aims to provide a thermal management system designed to simultaneously meet the heating needs of the passenger cabin and the battery in heating and dehumidification modes.

[0004] To achieve the above objectives, this application provides a thermal management system, including a compressor, a first heat exchanger, a second heat exchanger, a third heat exchanger, a fourth heat exchanger, a first valve, a second valve, a battery heat exchange device, and a first pump. The second heat exchanger includes a first heat exchange section and a second heat exchange section that are isolated from each other. The thermal management system has a first heating and dehumidification mode. In the first heating and dehumidification mode, the compressor is in the on state, the first valve and the second valve are both in the throttling state, the compressor, the first heat exchanger, the second valve, and the fourth heat exchanger are connected, the compressor, the first heat exchanger, the first heat exchange section, the first valve, and the third heat exchanger are connected, the outlet of the first heat exchanger is connected to the inlet of the second valve, the outlet of the second valve is connected to the fourth heat exchanger, the outlet of the first heat exchanger is connected to the inlet of the first heat exchange section, the outlet of the first heat exchange section is connected to the inlet of the first valve, the outlet of the first valve is connected to the third heat exchanger, the first pump, the battery heat exchange device, and the second heat exchange section are connected, and the first heat exchange section and the second heat exchange section exchange heat.

[0005] The thermal management system provided in this application includes a compressor, a first heat exchanger, a second heat exchanger, a third heat exchanger, a fourth heat exchanger, a first valve, a second valve, a battery heat exchange device, and a first pump. In the first heating and dehumidification mode, both the first valve and the second valve are in a throttling state. The compressor, the first heat exchanger, the second valve, and the fourth heat exchanger are connected. The compressor, the first heat exchanger, the first heat exchange section, the second valve, and the third heat exchanger are connected. The first pump, the battery heat exchange device, and the second heat exchange section are connected. The outlet of the first heat exchanger is connected to the inlet of the second valve, and the outlet of the second valve is connected to the fourth heat exchanger. The first and fourth heat exchangers are used to heat and dehumidify the passenger cabin. The outlet of the first heat exchanger is connected to the inlet of the first heat exchange section, the outlet of the first heat exchange section is connected to the inlet of the first valve, and the outlet of the first valve is connected to the third heat exchanger. The refrigerant flows through the first heat exchanger and the first heat exchange section of the second heat exchanger, and then flows to the third heat exchanger to absorb heat after being throttled by the first valve. The refrigerant in the first heat exchange section can exchange heat with the coolant in the second heat exchange section. The coolant in the second heat exchange section is circulated to heat the battery, which can simultaneously meet the heating needs of the passenger cabin and the battery in the heating and dehumidification mode. Attached Figure Description

[0006] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some of the accompanying drawings of the embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0007] Figure 1 This is a connection diagram of the thermal management system of this application;

[0008] Figure 2 yes Figure 1 A schematic diagram of the first heating and dehumidification mode of the central heating management system;

[0009] Figure 3 yes Figure 1 A schematic diagram of the fourth heating and dehumidification mode of the central heat management system;

[0010] Figure 4 yes Figure 1 A schematic diagram of the fifth heating and dehumidification mode of the central heat management system;

[0011] Figure 5 yes Figure 1 A schematic diagram of the second heating and dehumidification mode of the central heating management system;

[0012] Figure 6 yes Figure 1 A schematic diagram of the third heating and dehumidification mode of the central heat management system;

[0013] Figure 7 yes Figure 1 A schematic diagram of the sixth heating and dehumidification mode of the central heating management system;

[0014] Figure 8 yes Figure 1 A schematic diagram of the defrosting modes of the central thermal management system;

[0015] Figure 9 yes Figure 1 A schematic diagram of the first hybrid heating mode of the central heat management system;

[0016] Figure 10 yes Figure 1 A schematic diagram of the second hybrid heating mode of the central heat management system;

[0017] Figure 11 yes Figure 1 A schematic diagram of the heating mode of the second passenger cabin in the central thermal management system;

[0018] Figure 12 yes Figure 1 A schematic diagram of the heating mode of the first passenger cabin in the central thermal management system;

[0019] Figure 13 yes Figure 1 A schematic diagram of the hybrid cooling mode of the central heat management system;

[0020] Figure 14 yes Figure 1 A schematic diagram of the battery-only cooling mode of the medium-temperature management system;

[0021] Figure 15 yes Figure 1 A schematic diagram of the first passenger cabin single-cooling mode of the central thermal management system;

[0022] Figure 16 yes Figure 1 A schematic diagram of the second passenger cabin single-cooling mode of the central thermal management system;

[0023] Figure 17 yes Figure 1 A schematic diagram of the heating mode of the third passenger cabin in the central thermal management system. Detailed Implementation

[0024] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0025] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims 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 terms used in this application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, "a" or "one," and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one; "multiple" indicates two or more. Unless otherwise stated, terms such as "front," "rear," "lower," and / or "upper" are for illustrative purposes only and are not limited to a location or spatial orientation. Terms such as "comprising" or "including" indicate that the elements or objects preceding "comprising" encompass the elements or objects listed following "comprising" or "including" and their equivalents, but do not exclude other elements or objects.

[0027] This application proposes a thermal management system; please refer to [link / reference]. Figure 1 It includes a compressor 1, a first heat exchanger 2, a second heat exchanger 3, a third heat exchanger 4, a fourth heat exchanger 5, a first valve 6, a second valve 7, a battery heat exchange device 9, and a first pump 10. The second heat exchanger 3 includes a first heat exchange section 31 and a second heat exchange section 32 that are isolated from each other. Please refer to [link / reference]. Figure 2 , Figure 3 and Figure 5 The first valve 6 and the second valve 7 have a throttling function; please refer to [link / reference]. Figure 2The thermal management system has a first heating and dehumidification mode. In the first heating and dehumidification mode, the compressor 1 is in the on state, the first valve 6 and the second valve 7 are both in the throttling state, the compressor 1, the first heat exchanger 2, the second valve 7 and the fourth heat exchanger 5 are connected, the compressor 1, the first heat exchanger 2, the first heat exchange section 31, the first valve 6 and the third heat exchanger 4 are connected, the first pump 10, the battery heat exchange device 9 and the second heat exchange section 32 are connected, and the first heat exchange section 31 and the second heat exchange section 32 exchange heat. The thermal management system provided in this application, in the first heating and dehumidification mode, both the first valve 6 and the second valve 7 are in a throttling state. The compressor 1, the first heat exchanger 2, the second valve 7, and the fourth heat exchanger 5 are connected. The compressor 1, the first heat exchanger 2, the first heat exchange section 31, the first valve 6, and the third heat exchanger 4 are also connected. The outlet of the first heat exchanger 2 is connected to the inlet of the second valve 7, the outlet of the second valve 7 is connected to the fourth heat exchanger 5, the outlet of the first heat exchanger 2 is connected to the inlet of the first heat exchange section 31, and the outlet of the first heat exchange section 31 is connected to the inlet of the first valve 6. The outlet of the first valve 6 is connected to the third heat exchanger 4, and the first pump 10, the battery heat exchange device 9, and the second heat exchange section 32 are connected. The heating and dehumidification of the passenger cabin are achieved through the first heat exchanger 2 and the fourth heat exchanger 5. The refrigerant flows through the first heat exchange section 31 of the first heat exchanger 2 and the second heat exchanger 3, and then the refrigerant flows to the third heat exchanger to absorb heat after being throttled by the first valve. The refrigerant in the first heat exchange section 31 exchanges heat with the coolant in the second heat exchange section 32. The coolant in the second heat exchange section 32 circulates to achieve battery heating, which can simultaneously meet the heating needs of the passenger cabin and the battery.

[0028] In some embodiments, the high-temperature refrigerant discharged from the compressor 1 first flows to the first heat exchanger 2 to heat the passenger compartment. Then, the refrigerant is divided into two paths. One path flows to the fourth heat exchanger 5 for cooling and dehumidification after being throttled by the second valve 7. The other path first flows to the second heat exchanger 3 to heat the battery. After being throttled by the first valve 6, it flows to the third heat exchanger 4 to absorb heat, which can simultaneously meet the heating needs of the passenger compartment and the battery.

[0029] In some embodiments, the components of the thermal management system are connected by piping to form two main systems: a refrigerant system and a coolant system, which are isolated from each other and not interconnected. Refrigerant flows through the refrigerant system, and 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. The coolant system includes a battery water-side loop. This battery water-side loop includes a battery heat exchange device 9 and a first pump 10. The battery water-side loop and the refrigerant system can exchange heat through a second heat exchanger 3. The components of the battery water-side loop can be indirectly connected through piping or valves, or integrated into a single structure. The first pump 10 provides power for the flow of coolant in the battery water-side loop. The specifications of the first pump 10 can be selected according to the requirements of the thermal management system; the first pump 10 is a water pump. The battery heat exchange device 9 is used for battery thermal management. Optionally, the battery heat exchange device 9 can be an integrated component with the battery, or it can be a separate component assembled with the battery.

[0030] Please see Figure 1 In some embodiments, the thermal management system further includes a third valve 8 connected in series with the inlet of the first heat exchange section 31, and the third valve 8 has an all-through function; please refer to [link to relevant documentation]. Figure 2 In some embodiments, when the passenger cabin requires heating and dehumidification, and the battery requires heating, the thermal management system is in a first heating and dehumidification mode. In this mode, the compressor 1 is on, the first valve 6 is throttling, and the third valve 8 is fully open. The compressor 1, the first heat exchanger 2, the third valve 8, the first heat exchange section 31, the first valve 6, and the third heat exchanger 4 are connected. In this first mode, the high-temperature refrigerant discharged from the compressor 1 first flows to the first heat exchanger 2 to heat the passenger cabin. Then, the refrigerant is divided into two paths: one path is throttled by the second valve 7 and flows to the fourth heat exchanger 5 for cooling and dehumidification; the other path first flows to the second heat exchanger 3 to heat the battery, and then throttles by the first valve 6 before flowing to the third heat exchanger 4 to absorb heat. In some embodiments, the fourth heat exchanger 5 is an evaporator, that is, the refrigerant flow at the outlet of the first heat exchanger 2 can be diverted to the evaporator circuit, reducing the refrigerant flow used for battery heating. Since the heating demand of the battery is generally less than the heating demand of the passenger compartment, reducing the refrigerant flow through the battery is more conducive to the battery reaching the appropriate required temperature.

[0031] In some other embodiments, the third valve 8 also has an adjustable flow rate function. When the battery requires less heat, in the first heating and dehumidification mode, when the battery is heating, the third valve 8 can adjust the opening to reduce the pressure entering the first heat exchange section 31, which is more conducive to the battery reaching the appropriate required temperature.

[0032] Please see Figure 5 , 6 12, 13, 14. In some embodiments, the third valve 8 also has a throttling function. The thermal management system has at least one of a first operating mode and a second operating mode. In either the first operating mode or the second operating mode, the compressor 1 is in the on state, and the third valve 8 is in the throttling state. Please refer to [link to relevant documentation]. Figure 5 , 6 12. When the passenger cabin requires heating, the system is in the first operating mode. In the first operating mode, the first valve 6 is in a throttling state, and the compressor 1, the first heat exchanger 2, the third valve 8, and the first heat exchange section 31 are connected. The compressor 1, the first heat exchanger 2, the first valve 6, and the third heat exchanger 4 are also connected. At this time, the high-temperature refrigerant discharged from the compressor 1 first flows to the first heat exchanger 2 to heat the passenger cabin, and then one path flows through the first valve 6 to the third heat exchanger 4 to absorb heat, while the other path flows through the third valve 8 to the second heat exchanger 3 to absorb heat. Please refer to [link to relevant documentation]. Figure 13 , 14 In the second working mode, the compressor 1, the third heat exchanger 4, the third valve 8 and the first heat exchange section 31 are connected. At this time, the high-temperature refrigerant discharged by the compressor 1 flows to the third heat exchanger 4 to dissipate heat, and after being throttled by the third valve 8, it flows to the second heat exchanger 3 to absorb heat.

[0033] In either the first or second operating mode, the first heat exchanger 31 and the second heat exchanger 32 exchange heat. Specifically, the second heat exchanger 32 allows the coolant in the water-side circuit where the second heat exchanger 32 is located to exchange heat with the refrigerant in the first heat exchanger 31, thereby cooling the heat exchange device in the water-side circuit where the second heat exchanger 32 is located or recovering waste heat. In some embodiments, the first valve 6 is an electronic expansion valve or a thermostatic expansion valve.

[0034] Please see Figure 1 In some embodiments, the thermal management system further includes an eleventh valve 20, which is connected in series between the third heat exchanger 4 and the inlet of the compressor 1. In a first operating mode, the eleventh valve 20 is open, and in a second operating mode, the eleventh valve 20 is closed.

[0035] In some embodiments, the coolant system further includes a motor water-side loop, which includes a motor heat exchanger 11 and a second pump 12. The motor water-side loop and the refrigerant system can exchange heat through the second heat exchanger 3. The components of the motor water-side loop can be indirectly connected through pipes or valves, or they can be integrated into a single structure. The second pump 12 provides power for the flow of coolant in the motor water-side loop. The pump specifications can be selected according to the requirements of the thermal management system, wherein the second pump 12 is a water pump. The motor heat exchanger 11 can be used for thermal management of any one or more devices such as electrical equipment, motors, and motor controllers. Optionally, the motor heat exchanger 11 can be an integrated component with the electrical equipment, motor, and motor controller, or it can be a separate component assembled with the electrical equipment, motor, and motor controller. For ease of description, the following description uses the motor heat exchanger 11 for thermal management of the motor as an example.

[0036] Please see Figure 1 In some embodiments, the thermal management system further includes a fourth valve 13, which includes a first port 13a, a second port 13b, a third port 13c, a fourth port 13d, and a fifth port 13e. At least one of the first port 13a and the second port 13b is connected to at least one of the third port 13c, the fourth port 13d, and the fifth port 13e. The thermal management system also includes a motor heat exchanger 11, a second pump 12, and a fifth heat exchanger 14. The first port 13a is connected to the outlet of the battery heat exchanger 9, the second port 13b is connected to the outlet of the motor heat exchanger 11, the third port 13c is connected to the inlet of the fifth heat exchanger 14, the fourth port 13d is connected to the inlet of the second heat exchange section 32, at least one of the inlet of the first pump 10 and the inlet of the second pump 12 is connected to the outlet of the second heat exchange section 32, and at least one of the inlet of the first pump 10 and the inlet of the second pump 12 is connected to the fifth port 13e. The connection status of the battery water-side circuit and the motor water-side circuit can be controlled by switching the ports of the fourth valve 13. In some embodiments, the fourth valve 13 is a five-way valve.

[0037] Please see Figure 2In some embodiments, in the first heating and dehumidification mode, the first port 13a is connected to the fourth port 13d, and the second port 13b is connected to the third port 13c. That is, in the first heating and dehumidification mode, when the battery needs heating and the motor needs cooling, the first pump 10, the battery heat exchange device 9, the first port 13a, the fourth port 13d, and the second heat exchange section 32 are connected. The second heat exchanger 3 allows the coolant in the battery water-side circuit where the second heat exchange section 32 is located to exchange heat with the refrigerant in the first heat exchange section 31, thereby heating the battery heat exchange device 9 in the battery water-side circuit where the second heat exchange section 32 is located, that is, heating the battery. The second pump 12, the motor heat exchange device 11, the second port 13b, the third port 13c, and the fifth heat exchanger 14 are connected. The fifth heat exchanger 14 exchanges heat with the atmospheric environment to achieve heat dissipation of the motor heat exchange device 11, that is, to dissipate heat from the motor.

[0038] Please see Figure 5 , 6 12. In some embodiments, the first operating mode includes at least one of a second heating and dehumidification mode, a third heating and dehumidification mode, and a first passenger cabin heating mode. Please refer to [link / reference]. Figure 5 and Figure 6 When the passenger cabin requires heating and dehumidification, the thermal management system is in either the second or third heating and dehumidification mode. In either mode, the compressor 1 is on and the second valve 7 is in a throttling state. The compressor 1, the first heat exchanger 2, the second valve 7, and the fourth heat exchanger 5 are connected. The high-temperature refrigerant discharged from the compressor 1 first flows to the first heat exchanger 2 to heat the passenger cabin. Then, the refrigerant is divided into three paths: one path flows to the fourth heat exchanger 5 for cooling and dehumidification after being throttled by the second valve 7; another path flows to the first heat exchange section 31 after being throttled by the third valve 8, where it can exchange heat with the second heat exchange section 32; and the third path flows to the third heat exchanger 4 for heat absorption after being throttled by the first valve 6.

[0039] Please see Figure 13 , Figure 14 The second operating mode includes at least one of the following: hybrid cooling mode and battery-only cooling mode. Please refer to [link / reference]. Figure 13 When both the passenger cabin and battery require cooling, and the motor requires heat dissipation, the system operates in a hybrid cooling mode. In this mode, compressor 1 is on, and the second valve 7 is in a throttling state. Compressor 1, the third heat exchanger 4, the second valve 7, and the fourth heat exchanger 5 are connected. At this time, the high-temperature refrigerant discharged from compressor 1 flows to the third heat exchanger 4 for heat dissipation, then flows through the third valve 8 for throttling before flowing to the second heat exchanger 3 for heat absorption, and through the second valve 7 for throttling before flowing to the fourth heat exchanger 5 to cool the passenger cabin. In some embodiments, the second valve 7 is an electronic expansion valve or a thermostatic expansion valve.

[0040] Please see Figure 14 When there is no demand from the passenger cabin, but the battery requires cooling and the motor requires heat dissipation, the system operates in battery-only cooling mode. In this mode, the high-temperature refrigerant discharged from compressor 1 flows to the third heat exchanger 4 for heat dissipation, and after being throttled by the third valve 8, it flows to the second heat exchanger 3 for heat absorption. The difference between battery-only cooling mode and hybrid cooling mode is that in battery-only cooling mode, the second valve 7 is closed, while in hybrid cooling mode, the second valve 7 is throttled.

[0041] In some embodiments, when the battery requires cooling and the motor requires heat dissipation, the thermal management system may be in a second heating and dehumidification mode, a hybrid cooling mode, or a battery-only cooling mode. Please refer to [link to relevant documentation]. Figure 5 , Figure 13 , Figure 14 In any of the following modes—the second heating and dehumidification mode, the mixed cooling mode, and the battery-only cooling mode—the first port 13a is connected to the fourth port 13d, and the second port 13b is connected to the third port 13c. At this time, the first pump 10, the battery heat exchange device 9, the first port 13a, the fourth port 13d, and the second heat exchange section 32 are connected. The second heat exchanger 3 allows the coolant in the battery water-side circuit where the second heat exchange section 32 is located to exchange heat with the refrigerant in the first heat exchange section 31, thereby cooling the battery heat exchange device 9 in the water-side circuit where the second heat exchange section 32 is located, i.e., cooling the battery. The second pump 12, the motor heat exchange device 11, the second port 13b, the third port 13c, and the fifth heat exchanger 14 are connected. The fifth heat exchanger 14 exchanges heat with the atmospheric environment, achieving heat dissipation of the motor heat exchange device 11, i.e., cooling the motor.

[0042] Please see Figure 6 When the passenger cabin requires heating and dehumidification, but the battery does not, and the motor has sufficient residual heat, the thermal management system operates in the third heating and dehumidification mode. Please refer to [link / reference needed]. Figure 12 When the passenger cabin requires heating but the battery does not, and the motor has sufficient waste heat, the thermal management system is in the first passenger cabin heating mode. In either the third heating and dehumidification mode or the first passenger cabin heating mode, the first port 13a is connected to the fifth port 13e, and the second port 13b is connected to the fourth port 13d. At this time, the first pump 10, the battery heat exchange device 9, the first port 13a, and the fifth port 13e are connected, and the battery water-side circuit self-circulates to equalize the temperature. The second pump 12, the motor heat exchange device 11, the second port 13b, the fourth port 13d, and the second heat exchange section 32 are connected. The second heat exchanger 3 allows the coolant in the motor water-side circuit where the second heat exchange section 32 is located to exchange heat with the refrigerant in the first heat exchange section 31, thereby recovering the waste heat of the motor heat exchange device 11 in the motor water-side circuit where the second heat exchange section 32 is located, that is, using the motor waste heat to heat the passenger cabin.

[0043] In some embodiments, the thermal management system further includes a tenth valve 19 and a twelfth valve 21, wherein the tenth valve 19 is connected in series between the first heat exchanger 2 and the first valve 6, and the twelfth valve 21 is connected in series between the outlet of the first heat exchange section 31 and the inlet of the compressor 1. See also... Figure 2 In the first heating and dehumidification mode, the tenth valve 19 and the twelfth valve 21 are closed. Please refer to [link / reference]. Figure 5 , 6 In the first operating mode, the tenth valve 19 and the twelfth valve 21 are open. In the second operating mode, the tenth valve 19 is closed, and the twelfth valve 21 is open. The connection relationships between the ports of each valve in different operating modes are as follows: Figures 2 to 17 As shown, it will not be elaborated further here.

[0044] In some embodiments, the thermal management system further includes a thirteenth valve 22 and a fourteenth valve 23. The thirteenth valve 22 is connected in series between the outlet of the fourth heat exchanger 5 and the inlet of the compressor 1, and the fourteenth valve 23 is connected in series from the outlet of the first heat exchange section 31 to the first valve 6. The thirteenth valve 22 and the fourteenth valve 23 are either check valves or shut-off valves. In some embodiments, the thirteenth valve 22 is a check valve, enabling unidirectional flow from the outlet of the fourth heat exchanger 5 to the inlet of the compressor 1. The fourteenth valve 23 is a check valve, enabling unidirectional flow from the outlet of the first heat exchange section 31 to the inlet of the first valve 6. The connection relationships of the ports of each valve in different operating modes are as follows: Figures 2 to 17 As shown, it will not be elaborated further here.

[0045] Please see Figure 9 and Figure 10 In some embodiments, the thermal management system further includes at least one of a first hybrid heating mode and a second hybrid heating mode; see [link to relevant documentation]. Figure 9 and Figure 10When the passenger cabin requires heating and the battery requires heating, the system operates in either the first or second hybrid heating mode. In either mode, compressor 1 is on, the first valve 6 is throttling, and compressor 1, first heat exchanger 2, first heat exchange section 31, first valve 6, and third heat exchanger 4 are connected. The high-temperature refrigerant discharged from compressor 1 first flows to the first heat exchanger 2 to heat the passenger cabin, then to the second heat exchanger 3 to heat the battery. After being throttled by the first valve 6, it flows to the third heat exchanger 4 to absorb heat, thus simultaneously meeting the heating needs of both the passenger cabin and the battery. Since the battery's heating requirement is generally less than the passenger cabin's heating requirement, the high-temperature refrigerant flowing first to the first heat exchanger 2 to heat the passenger cabin reduces the refrigerant flow through the battery, making it easier for the battery to reach the required temperature and extending its lifespan. In some embodiments, in the first or second hybrid heating mode, the third valve 8 is in a fully open state, connecting the compressor 1, the first heat exchanger 2, the third valve 8, the first heat exchange section 31, the first valve 6, and the third heat exchanger 4. The refrigerant output from the first heat exchanger 2 enters the first heat exchange section 31 through the fully open third valve 8 to heat the battery. In other embodiments, when the battery requires less heat, the opening of the third valve 8 can be adjusted during battery heating to reduce the pressure entering the first heat exchange section 31, which is more conducive to the battery reaching the required temperature. In the first and second hybrid heating modes, the second valve 7 is closed.

[0046] In some embodiments, please refer to Figure 9 When the passenger cabin requires heating, the battery requires heating, and the motor requires cooling, the system operates in a first hybrid heating mode. In this mode, the first port 13a is connected to the fourth port 13d, and the second port 13b is connected to the third port 13c. In this mode, the water-side circuit is the same as in the first heating and dehumidification mode, utilizing the second heat exchanger 3 to heat the battery heat exchange device 9 in the battery water-side circuit, thus heating the battery. Heat exchange with the atmospheric environment is achieved through the fifth heat exchanger 14, thereby cooling the motor heat exchange device 11, which in turn cools the motor.

[0047] Please see Figure 10When the passenger cabin requires heating, the battery requires heating, and the motor has sufficient waste heat, the system operates in a second hybrid heating mode. In this mode, the first port 13a is connected to the fourth port 13d, and the second port 13b is connected to the fourth port 13d. At this time, the first pump 10, the battery heat exchange device 9, the first port 13a, the fourth port 13d, and the second heat exchange section 32 are connected. The second heat exchanger 3 allows the coolant in the battery water-side circuit where the second heat exchange section 32 is located to exchange heat with the refrigerant in the first heat exchange section 31, thereby heating the battery heat exchange device 9 in the battery water-side circuit where the second heat exchange section 32 is located, i.e., heating the battery. The second pump 12, the motor heat exchange device 11, the second port 13b and the fourth port 13d are connected to the second heat exchange section 32. The second heat exchanger 3 is used to exchange heat between the coolant in the motor water-side circuit where the second heat exchange section 32 is located and the refrigerant in the first heat exchange section 31, thereby recovering the waste heat of the motor heat exchange device 11 in the motor water-side circuit where the second heat exchange section 32 is located. That is, the waste heat of the motor is used to heat the passenger cabin and heat the battery.

[0048] Please see Figure 8 In some embodiments, the thermal management system also has a defrosting mode. When the passenger cabin has a heating demand and the third heat exchanger 4 has a defrosting demand, the system is in the defrosting mode. In the defrosting mode, the compressor 1 is in the on state, the third valve 8 is in the throttling state, and the compressor 1, the first heat exchanger 2, the third valve 8 and the first heat exchange section 31 are connected. The compressor 1, the third heat exchanger 4, the third valve 8 and the first heat exchange section 31 are also connected. At this time, the high-temperature refrigerant discharged by the compressor 1 is divided into two paths. One path flows to the first heat exchanger 2 to heat the passenger cabin, and the other path flows to the third heat exchanger 4 for defrosting. Then, the two refrigerants flow to the second heat exchanger 3 to absorb heat after being throttled by the third valve 8.

[0049] Please see Figure 8 In some embodiments, when the motor has sufficient waste heat, in defrost mode, the first port 13a is connected to the fifth port 13e, the second port 13b is connected to the fourth port 13d, the first pump 10, the battery heat exchanger 9, the first port 13a, and the fifth port 13e are connected, the battery water-side circuit self-circulates to equalize the temperature, and the second pump 12, the motor heat exchanger 11, the second port 13b, the fourth port 13d, and the second heat exchanger 32 are connected. In some embodiments, the water-side circuit of the defrost mode and the third heating and dehumidification mode can be the same, that is, the second heat exchanger 3 is used to exchange heat between the coolant in the motor water-side circuit where the second heat exchanger 32 is located and the refrigerant in the first heat exchanger 31, thereby recovering the waste heat of the motor heat exchanger 11 in the motor water-side circuit where the second heat exchanger 32 is located. That is, the motor waste heat is used to heat the passenger compartment and defrost the third heat exchanger 4, wherein the third heat exchanger 4 is an outdoor heat exchanger. Of course, in some other embodiments, when the battery has sufficient residual heat, the residual heat can also be recovered through the second heat exchange section 32.

[0050] In some embodiments, the thermal management system further includes a sixth valve 15 and a seventh valve 16. The sixth valve 15 is connected in series between the outlet of the compressor 1 and the first heat exchanger 2, and the seventh valve 16 is connected in series between the outlet of the compressor 1 and the third heat exchanger 4. By switching the on / off state of the sixth valve 15 and the seventh valve 16, the high-pressure refrigerant discharged by the compressor 1 flows to at least one of the first heat exchanger 2 and the third heat exchanger 4.

[0051] In some embodiments, the thermal management system further includes an eighth valve 17 and a ninth valve 18. The eighth valve 17 is connected in series between the inlet of the fourth heat exchanger 5 and / or the first heat exchange section 31 and the first heat exchanger 2, and the ninth valve 18 is connected in series between the inlet of the fourth heat exchanger 5 and / or the first heat exchange section 31 and the third heat exchanger 4. The eighth valve 17 and the ninth valve 18 are either check valves or shut-off valves. In some embodiments, both the eighth valve 17 and the ninth valve 18 are check valves. The eighth valve 17 enables unidirectional flow from the outlet of the first heat exchanger 2 to the inlet of the fourth heat exchanger 5 and / or the first heat exchange section 31; the ninth valve 18 enables unidirectional flow from the outlet of the third heat exchanger 4 to the inlet of the fourth heat exchanger 5 and / or the first heat exchange section 31. The connection relationships of each port of each valve in different operating modes are as follows: Figures 2 to 17 As shown, it will not be elaborated further here.

[0052] Please see Figure 3 , 4 7, 11, and 17. The thermal management system also has a third operating mode. When the battery requires heating and the motor has waste heat, the thermal management system operates in the third operating mode. In this mode, the first port 13a is connected to the fifth port 13e, the second port 13b is connected to the fifth port 13e, the first pump 10, the battery heat exchanger 9, the first port 13a, and the fifth port 13e are connected, and the second pump 12, the motor heat exchanger 11, the second port 13b, and the fifth port 13e are connected. At this time, the battery water-side circuit is heated through the motor water-side circuit, that is, the battery is heated using the motor's waste heat.

[0053] Please see Figure 3 , 47, 11. In some embodiments, the third operating mode includes at least one of the following: a fourth heating and dehumidification mode, a fifth heating and dehumidification mode, a sixth heating and dehumidification mode, and a second passenger cabin heating mode. That is, in any one of these modes, the battery water-side circuit is heated via the motor water-side circuit, i.e., the battery is heated using the motor's waste heat. When the passenger cabin requires heating and dehumidification, the system operates in any one of the following modes: the fourth heating and dehumidification mode, the fifth heating and dehumidification mode, and the sixth heating and dehumidification mode. Please refer to [link to relevant documentation]. Figure 3 , 4 7. In any of the fourth, fifth, and sixth heating and dehumidification modes, compressor 1 is in the open state, second valve 7 is in the throttling state, and compressor 1, first heat exchanger 2, second valve 7, and fourth heat exchanger 5 are connected. At this time, the high-temperature refrigerant discharged by compressor 1 first flows to first heat exchanger 2 to heat the passenger compartment, and after being throttled by second valve 7, it flows to fourth heat exchanger 5 for cooling and dehumidification.

[0054] Please see Figure 3 and Figure 4 When the passenger cabin needs heating and dehumidification, the battery needs heating, and the motor has sufficient waste heat, the system is in the fourth or fifth heating and dehumidification mode. In both modes, the waste heat of the motor is used to heat the battery.

[0055] Please see Figure 3 In some embodiments, in the fourth heating and dehumidification mode, compressor 1 is in the on state, first valve 6 is in the throttling state, and compressor 1, first heat exchanger 2, first heat exchange section 31, first valve 6, and third heat exchanger 4 are connected. The high-temperature refrigerant discharged from compressor 1 first flows to first heat exchanger 2 to heat the passenger compartment. Then, the refrigerant is divided into two paths: one path flows to fourth heat exchanger 5 for cooling and dehumidification after being throttled by second valve 7, and the other path flows to second heat exchanger 3 first, and then flows to third heat exchanger 4 for heat absorption after being throttled by first valve 6, using an air source heat pump to heat the passenger compartment. Furthermore, at this time, the battery water-side circuit is heated through the motor water-side circuit, that is, the battery is heated using the waste heat of the motor.

[0056] Please see Figure 4 and Figure 11 In some embodiments, in either the fifth heating and dehumidification mode or the second passenger cabin heating mode, the compressor 1 is in the on state, the first valve 6 is in the throttling state, and the compressor 1, the first heat exchanger 2, the first valve 6, and the third heat exchanger 4 are connected; please refer to Figure 4In the fifth heating and dehumidification mode, the high-temperature refrigerant discharged from compressor 1 first flows to the first heat exchanger 2 to heat the passenger compartment. Then, the refrigerant is divided into two paths: one path is throttled by the second valve 7 and flows to the fourth heat exchanger 5 for cooling and dehumidification; the other path is throttled by the first valve 6 and flows to the third heat exchanger 4 to absorb heat, using an air source heat pump to heat the passenger compartment. Please refer to [link to relevant documentation]. Figure 11 When the passenger cabin requires heating, the battery requires heating, and there is sufficient waste heat from the motor, the system operates in the second passenger cabin heating mode. In this mode, the high-temperature refrigerant discharged from compressor 1 first flows to the first heat exchanger 2 to heat the passenger cabin, and then flows to the third heat exchanger 4 to absorb heat after being throttled by the first valve 6. An air-source heat pump is then used to heat the passenger cabin. At this time, the second valve 7 is closed. Furthermore, in both the fifth heating and dehumidification mode and the second passenger cabin heating mode, the battery water-side circuit is heated through the motor water-side circuit, that is, the waste heat from the motor is used to heat the battery.

[0057] Please see Figure 7 In some embodiments, when the passenger cabin requires heating and dehumidification and the refrigerant system has excess heat, the thermal management system operates in the sixth heating and dehumidification mode. In this mode, compressor 1 is on, the second valve 7 is throttling, and compressor 1, the third heat exchanger 4, the second valve 7, and the fourth heat exchanger 5 are connected. At this time, the high-temperature refrigerant discharged from compressor 1 flows to the first heat exchanger 2 to heat the passenger cabin, and to the third heat exchanger 4 to release excess heat into the atmosphere. Then, after being throttled by the second valve 7, both refrigerants flow to the fourth heat exchanger 5 for cooling and dehumidification. Furthermore, in the sixth heating and dehumidification mode, the battery water-side circuit is heated through the motor water-side circuit, i.e., the waste heat from the motor is used to heat the battery.

[0058] Please see Figure 17 The thermal management system also includes a fifth valve 24, which has a throttling function. The third operating mode includes a third passenger cabin heating mode. In extremely low temperature environments, when the passenger cabin needs rapid heating, the battery requires heating, and the motor has sufficient waste heat, the thermal management system operates in the third passenger cabin heating mode. In this mode, compressor 1 is on, and the third valve 8 and fifth valve 24 are in a throttling state. The outlet of compressor 1, the fifth valve 24, and the inlet of compressor 1 are connected. Compressor 1, the first heat exchanger 2, the third valve 8, and the third heat exchange section 31 are also connected. Hot gas bypass is achieved using the fifth valve 24 to meet the need for rapid cabin heating. In some embodiments, the fifth valve 24 is an electronic expansion valve or a thermal expansion valve. In this case, the first port 13a is connected to the fifth port 13e, and the second port 13b is connected to the fifth port 13e, utilizing the motor's waste heat to heat the battery.

[0059] Please see Figure 15 and Figure 16The thermal management system also includes at least one of a first passenger cabin cooling mode and a second passenger cabin cooling mode. Please refer to [link / reference]. Figure 15 When the passenger cabin requires cooling, the battery does not, but the motor requires heat dissipation, the system operates in the first passenger cabin cooling mode. Please refer to [link / reference]. Figure 16 When the passenger cabin requires cooling, and both the battery and motor require heat dissipation, the system operates in the second passenger cabin cooling-only mode. In either the first or second passenger cabin cooling-only mode, compressor 1 is on, and the second valve 7 is in a throttling state, connecting compressor 1, the third heat exchanger 4, the second valve 7, and the fourth heat exchanger 5. At this time, the high-temperature refrigerant discharged from compressor 1 flows to the third heat exchanger 4 for heat dissipation, and then, after being throttled by the second valve 7, flows to the fourth heat exchanger 5 to cool the passenger cabin. In some embodiments, the second valve 7 is an electronic expansion valve or a thermostatic expansion valve.

[0060] Please see Figure 15 In the first passenger cabin single-cooling mode, the first port 13a is connected to the fifth port 13e, and the second port 13b is connected to the third port 13c. At this time, the first pump 10, the battery heat exchanger 9, the first port 13a, and the fifth port 13e are connected, and the battery water-side loop self-circulates to equalize the temperature. The second pump 12, the motor heat exchanger 11, the second port 13b, the third port 13c, and the fifth heat exchanger 14 are connected. Heat exchange with the atmospheric environment is achieved through the fifth heat exchanger 14, thus dissipating heat from the motor heat exchanger 11, that is, cooling the motor.

[0061] Please see Figure 16 In the single-cooling mode of the second passenger cabin, the first port 13a is connected to the third port 13c, and the second port 13b is connected to the third port 13c. At this time, the first pump 10, the battery heat exchange device 9, the first port 13a, the third port 13c, and the fifth heat exchanger 14 are connected, and the second pump 12, the motor heat exchange device 11, the second port 13b, the third port 13c, and the fifth heat exchanger 14 are connected. Heat exchange with the atmospheric environment is achieved through the fifth heat exchanger 14, thereby dissipating heat from the battery heat exchange device 9 and the motor heat exchange device 11, that is, cooling the battery and the motor.

[0062] In some embodiments, the thermal management system further includes a gas-liquid separator 25 and a sixth heat exchanger. The sixth heat exchanger includes a third heat exchange section 261 and a fourth heat exchange section 262 capable of heat exchange. The gas-liquid separator 25 is connected in series with the inlet of the compressor 1. The third heat exchange section 261 is connected in series between at least one of the first heat exchanger 2 and the third heat exchanger 4 and at least one of the first heat exchanger 31 and the fourth heat exchanger 5. The fourth heat exchange section 262 is connected in series between the inlet of the compressor 1 and the gas-liquid separator 25.

[0063] Some of the technical features in the above embodiments can be combined or replaced.

[0064] The technical principles of this application have been described above with reference to specific embodiments. However, it should be noted that these descriptions are merely for explaining the principles of this application and should not be construed as limiting the scope of protection of this application in any way. Other specific technical solutions or equivalent substitutions that can be conceived by those skilled in the art without creative effort will fall within the scope of protection of this application.

Claims

1. A thermal management system, characterized by The heat management system comprises a compressor, a first heat exchanger, a second heat exchanger, a third heat exchanger, a fourth heat exchanger, a first valve, a second valve, a battery heat exchange device and a first pump, and the second heat exchanger comprises a first heat exchange part and a second heat exchange part which are isolated from each other. The heat management system has a first heating and dehumidifying mode, in which the compressor is in an open state, the first valve and the second valve are in a throttling state, the compressor, the first heat exchanger, the second valve and the fourth heat exchanger are communicated, the compressor, the first heat exchanger, the first heat exchange part, the first valve and the third heat exchanger are communicated, the outlet of the first heat exchanger is communicated with the inlet of the second valve, the outlet of the second valve is communicated with the fourth heat exchanger, the outlet of the first heat exchanger is communicated with the inlet of the first heat exchange part, the outlet of the first heat exchange part is communicated with the inlet of the first valve, the outlet of the first valve is communicated with the third heat exchanger, the first pump, the battery heat exchange device and the second heat exchange part are communicated, and the first heat exchange part and the second heat exchange part exchange heat.

2. The thermal management system of claim 1, wherein, The heat management system further comprises a third valve which is connected in series with the inlet of the first heat exchange part, in the first heating and dehumidifying mode, the compressor is in an open state, the first valve is in a throttling state, the third valve is in a full-through state, and the compressor, the first heat exchanger, the third valve, the first heat exchange part, the first valve and the third heat exchanger are communicated.

3. The thermal management system of claim 2, wherein, The heat management system has at least one of a first working mode and a second working mode, in any one of the first working mode and the second working mode, the compressor is in an open state, and the third valve is in a throttling state. In the first working mode, the first valve is in a throttling state, the compressor, the first heat exchanger, the third valve and the first heat exchange part are communicated, and the compressor, the first heat exchanger, the first valve and the third heat exchanger are communicated. In the second working mode, the compressor, the third heat exchanger, the third valve and the first heat exchange part are communicated.

4. The thermal management system of claim 3, wherein, The heat management system further comprises a fourth valve which comprises a first port, a second port, a third port, a fourth port and a fifth port, at least one of the first port and the second port can be communicated with at least one of the third port, the fourth port and the fifth port. The heat management system further comprises a motor heat exchange device, a second pump and a fifth heat exchanger, the first port is in communication with the outlet of the battery heat exchange device, the second port is in communication with the outlet of the motor heat exchange device, the third port is in communication with the inlet of the fifth heat exchanger, the fourth port is in communication with the inlet of the second heat exchange part, at least one of the inlet of the first pump and the inlet of the second pump is in communication with the outlet of the second heat exchange part, at least one of the inlet of the first pump and the inlet of the second pump is in communication with the fifth port; in the first heating and dehumidifying mode, the first port is in communication with the fourth port, and the second port is in communication with the third port.

5. The thermal management system of claim 4, wherein, The first working mode comprises at least one of a second heating and dehumidifying mode, a third heating and dehumidifying mode and a first passenger cabin heating mode, in any one of the second heating and dehumidifying mode and the third heating and dehumidifying mode, the compressor is in an open state, the second valve is in a throttling state, and the compressor, the first heat exchanger, the second valve and the fourth heat exchanger are in communication; the second working mode comprises at least one of a hybrid refrigeration mode and a battery single cooling mode, in the hybrid refrigeration mode, the compressor is in an open state, the second valve is in a throttling state, and the compressor, the third heat exchanger, the second valve and the fourth heat exchanger are in communication; In any one of the second heating and dehumidifying mode, the hybrid refrigeration mode and the battery single cooling mode, the first port is in communication with the fourth port, and the second port is in communication with the third port; in any one of the third heating and dehumidifying mode and the first passenger cabin heating mode, the first port is in communication with the fifth port, and the second port is in communication with the fourth port.

6. The thermal management system of claim 4 or 5, wherein, The heat management system further has at least one of a first hybrid heating mode and a second hybrid heating mode, in any one of the first hybrid heating mode and the second hybrid heating mode, the compressor is in an open state, the first valve is in a throttling state, and the compressor, the first heat exchanger, the first heat exchange part, the first valve and the third heat exchanger are in communication; In the first hybrid heating mode, the first port is in communication with the fourth port, and the second port is in communication with the third port; in the second hybrid heating mode, the first port is in communication with the fourth port, and the second port is in communication with the fourth port.

7. The thermal management system of claim 4 or 5, wherein, The heat management system further has a defrosting mode, in the defrosting mode, the compressor is in an open state, the third valve is in a throttling state, the compressor, the first heat exchanger, the third valve and the first heat exchange part are in communication, and the compressor, the third heat exchanger, the third valve and the first heat exchange part are in communication; The first port is in communication with the fifth port, the second port is in communication with the fourth port, the first pump, the battery heat exchange device, the first port, and the fifth port are in communication, the second pump, the motor heat exchange device, the second port, the fourth port, and the second heat exchange portion are in communication.

8. The thermal management system of claim 4 or 5, wherein, The thermal management system further has a third working mode, in which the first port is in communication with the fifth port, the second port is in communication with the fifth port, the first pump, the battery heat exchange device, the first port, and the fifth port are in communication, and the second pump, the motor heat exchange device, the second port, and the fifth port are in communication.

9. The thermal management system of claim 8, wherein, The third working mode includes at least one of a fourth heating and dehumidifying mode, a fifth heating and dehumidifying mode, a sixth heating and dehumidifying mode, and a second passenger cabin heating mode, in any one of the fourth heating and dehumidifying mode, the fifth heating and dehumidifying mode, and the sixth heating and dehumidifying mode, the compressor is in an open state, the second valve is in a throttling state, and the compressor, the first heat exchanger, the second valve, and the fourth heat exchanger are in communication; In the fourth heating and dehumidifying mode, the compressor is in an open state, the first valve is in a throttling state, and the compressor, the first heat exchanger, the first heat exchange portion, the first valve, and the third heat exchanger are in communication; In any one of the fifth heating and dehumidifying mode and the second passenger cabin heating mode, the compressor is in an open state, the first valve is in a throttling state, and the compressor, the first heat exchanger, the first valve, and the third heat exchanger are in communication; In the sixth heating and dehumidifying mode, the compressor is in an open state, the second valve is in a throttling state, and the compressor, the third heat exchanger, the second valve, and the fourth heat exchanger are in communication.

10. The thermal management system of claim 8, wherein, The thermal management system further includes a fifth valve, and the third working mode includes a third passenger cabin heating mode, in which the compressor is in an open state, the third valve and the fifth valve are in a throttling state, the outlet of the compressor, the fifth valve, and the inlet of the compressor are in communication, and the compressor, the first heat exchanger, the third valve, and the third heat exchange portion are in communication.

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