Thermal management system and method of controlling the same

Abstract

The application discloses a heat management system, comprising a compressor, a first heat exchanger, a second heat exchanger, a third heat exchanger, a first valve, a battery heat exchange device, a first pump, a motor heat exchange device and a second valve, 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 comprises a first valve port, a second valve port and a third valve port, in a certain working mode of the heat management system, the compressor is in an open state, the first valve is in a throttling state, the compressor, the first heat exchanger, the first heat exchange part, the first valve and the third heat exchanger are communicated, a first branch comprising the second heat exchange part is connected in parallel with a second branch comprising the motor heat exchange device, the first valve port is communicated with the first branch, the second valve port is communicated with the second branch, the third valve port is communicated with the first pump and the battery heat exchange device, the first valve port and the second valve port are both communicated with the third valve port, the battery temperature can be more flexibly adjusted, and a control method of the heat management system is also disclosed.

Description

Technical Field

[0001] This application relates to the field of thermal management, and more particularly to a thermal management system for vehicles and its control method. Background Technology

[0002] A vehicle's thermal management system can perform functions such as cooling, heating, and ventilation of the cabin air. One related technology discloses a thermal management system in which, during passenger cabin heating operation, the water-side circuits of the passenger cabin heat exchanger and the battery heat exchanger are connected to heat the battery when heating is required. However, in this related technology, during passenger cabin heating operation, the water-side circuits of the water-cooled condenser, the battery heat exchanger, and the motor heat exchanger are connected in series. This means the heat distribution between the water-cooled condenser side and the motor side cannot be proportionally adjusted, resulting in continuous heating of the battery and an inability to flexibly regulate its temperature. Summary of the Invention

[0003] This application aims to provide a thermal management system and its control method, which are designed to more flexibly regulate battery temperature.

[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, and a first valve. 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 further includes a battery heat exchange device, a first pump, a motor heat exchange device, and a second valve. The second valve includes a first valve port, a second valve port, and a third valve port. In a certain operating mode, the compressor is in an on state, the first valve is in a throttling state, and the compressor, the first heat exchanger, the first heat exchange section, the first valve, and the third heat exchanger are connected. The thermal management system includes a first branch and a second branch, which are connected in parallel. The first branch includes the second heat exchange section, and the second branch includes the motor heat exchange device. The first valve port is connected to the first branch, the second valve port is connected to the second branch, and the third valve port is connected to the first pump and the battery heat exchange device. The first valve port and the second valve port are both connected to the third valve port.

[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 first valve, a battery heat exchange device, a first pump, and a second valve. In a certain operating mode, the compressor, the first heat exchanger, the first heat exchange section, the first valve, and the third heat exchanger are connected. The first heat exchanger meets the heating requirements of the passenger cabin. The second valve connects a first branch including the second heat exchange section and a second branch including the motor heat exchange device in parallel. By adjusting the opening of the first valve port and the second valve port, the flow rate ratio of the second heat exchange section and the branch containing the motor heat exchange device can be adjusted to heat the battery, thereby allowing for more flexible adjustment of the battery temperature.

[0006] To achieve the above objectives, this application provides a control method for a thermal management system. The thermal management system is controlled to enter a first operating mode, where a compressor drives refrigerant circulation, a first valve throttles the refrigerant, and the compressor, a first heat exchanger, a first heat exchange section, the first valve, and a third heat exchanger are connected. A first pump drives coolant circulation, and the first pump, a battery heat exchange device, and a first branch are connected. The first pump, the battery heat exchange device, and a second branch are also connected. The first branch and the second branch are connected in parallel. A second valve regulates the flow ratio of coolant entering the first branch and the second branch. The first branch includes a second heat exchange section, through which the coolant absorbs heat from the first heat exchange section. The second branch includes a motor heat exchange device, through which the coolant absorbs heat from the motor.

[0007] The control method provided in this application controls the thermal management system to enter the first working mode. When the system enters the first working mode, the first valve throttles the refrigerant, and the compressor, the first heat exchanger, the first heat exchange section, the first valve, and the third heat exchanger are connected. The first heat exchanger meets the heating requirements of the passenger cabin. The first branch and the second branch, which are arranged in parallel, are both connected to the first pump and the battery heat exchange device. The flow ratio of coolant entering the first branch and the second branch is regulated by the second valve. The coolant can absorb heat from the first heat exchange section through the second heat exchange section of the first branch, and it can also absorb heat from the motor through the motor heat exchange device of the second branch. This enables the energy distribution of the second heat exchange section and the branch where the motor heat exchange device is located to heat the battery, thereby allowing for more flexible adjustment of the battery temperature. Attached Figure Description

[0008] 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.

[0009] Figure 1 This is a connection diagram of one embodiment of the thermal management system of this application;

[0010] Figure 2 yes Figure 1 A schematic diagram of the first working mode of the central heat management system;

[0011] Figure 3 yes Figure 1 A schematic diagram of the fourth working mode of the central heat management system;

[0012] Figure 4 yes Figure 1 A schematic diagram of the second working mode of the central heat management system;

[0013] Figure 5 yes Figure 1 A schematic diagram of the third working mode of the central heat management system;

[0014] Figure 6 yes Figure 1 A schematic diagram of the sixth working mode of the central heat management system;

[0015] Figure 7 yes Figure 1 A schematic diagram of the seventh working mode of the central heat management system;

[0016] Figure 8 yes Figure 1 A schematic diagram of the fifth working mode of the central heat management system;

[0017] Figure 9 yes Figure 1 A schematic diagram of the eighth working mode of the central heat management system;

[0018] Figure 10 This is a connection diagram of another embodiment of the thermal management system of this application;

[0019] Figure 11 yes Figure 10 A schematic diagram of the first working mode of the central heat management system;

[0020] Figure 12 yes Figure 10 A schematic diagram of the fourth working mode of the central heat management system;

[0021] Figure 13 yes Figure 10 A schematic diagram of the second working mode of the central heat management system;

[0022] Figure 14 yes Figure 10 A schematic diagram of the third working mode of the central heat management system;

[0023] Figure 15 yes Figure 10 A schematic diagram of the sixth working mode of the central heat management system;

[0024] Figure 16 yes Figure 10 A schematic diagram of the seventh working mode of the central heat management system;

[0025] Figure 17 yes Figure 10 A schematic diagram of the fifth working mode of the central heat management system;

[0026] Figure 18 yes Figure 10 A schematic diagram of the eighth working mode of the central heat management system. Detailed Implementation

[0027] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0028] To allow for more flexible adjustment of battery temperature, this application proposes a thermal management system. Please refer to [link to relevant documentation]. Figure 1 , Figure 2 , Figure 10 and Figure 11 In some embodiments, the thermal management system includes a compressor 1, a first heat exchanger 2, a second heat exchanger 4, a third heat exchanger 5, and a first valve 7. The second heat exchanger 4 includes a first heat exchange section 41 and a second heat exchange section 42 that are isolated from each other. The thermal management system also includes a battery heat exchange device 10, a first pump 11, a motor heat exchange device 12, and a second valve 15. The second valve 15 includes a first valve port 151, a second valve port 152, and a third valve port 153. In a certain operating mode, the compressor 1 is in the on state, and the first valve 7... In a throttling state, compressor 1, first heat exchanger 2, first heat exchange section 41, first valve 7 and third heat exchanger 5 are connected. The thermal management system includes a first branch and a second branch, which are connected in parallel. The first branch includes a second heat exchange section 42, and the second branch includes a motor heat exchange device 12. The first valve port 151 is connected to the first branch, the second valve port 152 is connected to the second branch, and the third valve port 153 is connected to the first pump 11 and the battery heat exchange device 10. The first valve port 151 and the second valve port 152 are both connected to the third valve port 153.

[0029] The thermal management system of this application includes a compressor 1, a first heat exchanger 2, a second heat exchanger 4, a third heat exchanger 5, a first valve 7, a battery heat exchange device 10, and a first pump 11. In a certain working mode, the compressor 1, the first heat exchanger 2, the first heat exchange section 41, the first valve 7, and the third heat exchanger 5 are connected. The first heat exchanger 2 meets the heating requirements of the passenger cabin. The second valve 15 connects the first branch, which includes the second heat exchange section 42, and the second branch, which includes the motor heat exchange device 12, in parallel. This allows for the proportional adjustment of the flow rates of the second heat exchange section 42 and the branch containing the motor heat exchange device 12 to heat the battery, thereby allowing for more flexible adjustment of the battery temperature.

[0030] Furthermore, the second heat exchange unit 42 and the motor heat exchange device 12 in this application are arranged in parallel, so that either the second heat exchange unit 42 or the motor heat exchange device 12 can be used to allocate energy with the battery heat exchange device 10. When the motor has sufficient waste heat, the battery can be heated by the motor heat exchange device 12 alone. When the motor has insufficient waste heat, the battery can be heated by the heat pump using the second heat exchanger 4, which has a better energy-saving effect and can improve the COP of the system.

[0031] In some embodiments, the various components of the thermal management system can be connected via piping 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, 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 loop includes a battery heat exchange device 10 and a first pump 11. The components of the battery water-side loop can be indirectly connected via piping or valves, or integrated into a single structure. The first pump 11 provides power for the flow of coolant in the battery water-side loop. The specifications of the first pump 11 can be selected according to the requirements of the thermal management system; the first pump 11 is a water pump. The battery heat exchange device 10 is used for thermal management of the battery. Optionally, the battery heat exchange device 10 can be an integrated component with the battery, or it can be a separate component assembled with the battery.

[0032] In some embodiments, the coolant system further includes a motor water-side loop, which includes a motor heat exchanger 12 and a second pump 13. The second pump 13 is a water pump used to provide power for the flow of coolant in the motor water-side loop, and the pump specifications can be selected according to the requirements of the thermal management system. The motor heat exchanger 12 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 12 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 12 for motor thermal management as an example.

[0033] Please see Figure 1 and Figure 10 In some embodiments, the third heat exchanger 5 includes a third heat exchange section 51 and a fourth heat exchange section 52 that are isolated from each other, and the thermal management system also includes a second pump 13 and a fourth heat exchanger 14; see also Figure 2 , Figure 4 and Figure 5 ,as well as Figure 11 , Figure 13 and Figure 14 In some embodiments, the thermal management system has at least one of a first operating mode, a second operating mode, and a third operating mode. In any of these modes, the system is in an air-source heat pump state. In this state, the fourth heat exchanger 14 acts as an outdoor heat exchanger, absorbing heat from the atmosphere through heat exchange with the air. Heat exchange between the refrigerant side and the water side is achieved through the third heat exchange section 51 and the fourth heat exchange section 52 of the third heat exchanger 5. Heating of the passenger cabin is achieved through the first heat exchanger 2. At this time, the compressor 1 is in the on state, the first valve 7 is in the throttling state, and the compressor 1, the first heat exchanger 2, the first heat exchange section 41, the first valve 7, and the third heat exchange section 51 are connected. In a specific embodiment, the first valve 7 is connected in series between the first heat exchange section 41 and the third heat exchange section 51, with its inlet connected to the first heat exchange section 41 and its outlet connected to the third heat exchange section 51.

[0034] Please see Figure 2 , Figure 11 In some embodiments, when the passenger cabin requires heating and the battery requires heating, the system operates in a first working mode. In this mode, the system operates as an air-source heat pump and battery heating system. At this time, the second pump 13, the fourth heat exchanger 14, and the fourth heat exchange section 52 are connected. Either the second heat exchange section 42 or the motor heat exchange device 12 is connected to the first pump 11 and the battery heat exchange device 10. The fourth heat exchanger 14 is connected in series with the fourth heat exchange section 52, enabling it to absorb heat from the atmospheric environment for passenger cabin heating. Furthermore, the second heat exchange section 42 and the motor heat exchange device 12 are connected in parallel to provide heat to the battery heat exchange device 10. When the motor has sufficient residual heat, the battery can be heated solely through the motor heat exchange device 12. When the motor's residual heat is insufficient, the second heat exchanger 4 can be used to heat the battery via a heat pump.

[0035] Please see Figure 4 and Figure 5 as well as Figure 13 and Figure 14In some embodiments, in either the second or third operating mode, when the passenger cabin requires heating and the battery requires temperature equalization, the system operates in an air-source heat pump, motor waste heat recovery, and battery self-circulation state. The second pump 13, fourth heat exchanger 14, motor heat exchanger 12, and fourth heat exchange section 52 are connected, and the outlet of the first pump 11, the battery heat exchanger 10, and the inlet of the first pump 11 are connected. At this time, the fourth heat exchanger 14, motor heat exchanger 12, and fourth heat exchange section 52 are connected in series, absorbing heat from the motor and the atmospheric environment for passenger cabin heating, while the battery water circuit independently self-circulates for temperature equalization. In other embodiments, when the passenger cabin requires heating but the battery does not, the first pump 11 can be shut off, making the system more energy-efficient. Furthermore, the motor is cooled by the third heat exchanger 5, preventing the motor heat from heating the battery and reducing the impact on battery efficiency and lifespan.

[0036] Please see Figure 1 and Figure 10 In some embodiments, the thermal management system further includes a third valve 6 and a fifth heat exchanger 3, see [link to relevant documentation]. Figure 5 and Figure 14 In some specific embodiments, when the passenger cabin requires heating and dehumidification, and the battery requires temperature equalization, the system is in a third operating mode. In the third operating mode, the third valve 6 is in a throttling state, and the compressor 1, the first heat exchanger 2, the first heat exchange section 41, the third valve 6, and the fifth heat exchanger 3 are connected. In a specific embodiment, the third valve 6 is connected in series between the first heat exchange section 41 and the fifth heat exchanger 3, and the inlet of the third valve 6 is connected to the first heat exchange section 41, and the outlet of the third valve 6 is connected to the fifth heat exchanger 3. At this time, the air source heat pump and the waste heat recovery of the motor are used for heating the passenger cabin through the third heat exchanger 5, the first heat exchanger 2 acts as a condenser to achieve direct heating, and the fifth heat exchanger 3 acts as an evaporator to dehumidify, thereby achieving heating and dehumidification of the passenger cabin.

[0037] In some embodiments, the refrigerant circuit is a direct system, which uses a first heat exchanger 2 and a fifth heat exchanger 3 to directly transfer heat or cold to the passenger compartment through the refrigerant circuit.

[0038] Please see Figure 1 and Figure 10 In some embodiments, the thermal management system further includes a second valve 15 and a fourth valve 9. The second valve 15 includes a first valve port 151, a second valve port 152 and a third valve port 153. The fourth valve 9 includes an A valve port 9a, a B valve port 9b, an E valve port 9e and a H valve port 9h. The first valve port 151 is connected to the second heat exchange section 42, the second valve port 152 is connected to the motor heat exchange device 12, and the third valve port 153 is connected to the fourth valve 9.

[0039] Please see Figure 2 and Figure 11 In some embodiments, in the first operating mode, the thermal management system connects the first pump 11, the battery heat exchange device 10, valve port A 9a, valve port B 9b, the second heat exchange section 42, the first valve port 151, the third valve port 153, valve port E 9e, and valve port H 9h.

[0040] For details, please refer to Figure 2 In some embodiments, the second valve 15 is arranged on the inlet side of the fourth valve 9, the third valve port 153 is connected to the E valve port 9e, the outlet of the second heat exchange section 42 is connected to the first valve port 151, and the outlet of the motor heat exchange device 12 is connected to the second valve port 152.

[0041] For details, please refer to Figure 11 In some other embodiments, the second valve 15 is arranged on the outlet side of the fourth valve 9, the third valve port 153 is connected to the A valve port 9a, the inlet of the second heat exchange section 42 is connected to the first valve port 151, and the inlet of the motor heat exchange device 12 is connected to the second valve port 152.

[0042] The second valve 15 can be positioned as needed. It has a proportional control function, allowing control of the coolant flow rate at its first valve port 151 and second valve port 152. This control adjusts the flow rate ratio between the two flow paths, enabling energy distribution between either the parallel-arranged second heat exchange unit 42 and the motor heat exchange device 12, and the battery heat exchange device 10. When the motor has sufficient residual heat, the first valve port 151 can be closed, allowing the motor heat exchange device 12 to heat the battery. When the motor has insufficient residual heat, both the first and second valve ports 151 and 152 can be opened simultaneously, allowing the second heat exchanger 4 to heat the battery via a heat pump. This results in better energy efficiency and improves the system's COP.

[0043] Please see Figure 1 and Figure 10 In some embodiments, the fourth valve 9 further includes valve port C 9c, valve port D 9d, valve port F 9f, and valve port G 9g. Valve ports C 9c and F 9f are both connected to the second pump 13 and the fourth heat exchanger 14, while valve ports D 9d and G 9g are both connected to the fourth heat exchange section 52. (See also...) Figure 2 and Figure 11 In some embodiments, in the first operating mode, the thermal management system connects the second pump 13, the fourth heat exchanger 14, valve port C 9c, valve port D 9d, the fourth heat exchange section 52, valve port G 9g, and valve port F 9f; please refer to [link to relevant documentation]. Figure 4 , Figure 5 , Figure 13 and Figure 14 In some embodiments, in either the second or third operating mode of the thermal management system, the second pump 13, the fourth heat exchanger 14, valve port C 9c, valve port B 9b, motor heat exchange device 12, the second valve port 152, the third valve port 153, valve port E 9e, valve port D 9d, the fourth heat exchange section 52, valve port G 9g, and valve port F 9f are connected.

[0044] Please see Figure 4 and Figure 5 In some embodiments, in either the second or third operating mode of the thermal management system, the first pump 11, the battery heat exchange device 10, valve port A 9a, and valve port H 9h are connected. In this case, the fourth valve 9 can be a ten-way valve.

[0045] Please see Figure 13 and Figure 14 In some other embodiments, the fourth valve 9 further includes a K-port 9k and an M-port 9m. In either the second or third operating mode of the thermal management system, the K-port 9k and M-port 9m are connected in series between the A-port 9a and the H-port 9h, and the first pump 11, the battery heat exchanger 10, the A-port 9a, the M-port 9m, the K-port 9k, and the H-port 9h are connected. In this case, the fourth valve 9 can be a twelve-way valve.

[0046] Specifically, in the first working mode, the fourth valve 9 is in the first state, the first pump 11 and the second pump 13 are both in the open state, and the first valve port 151 and the second valve port 152 of the second valve 15 are both connected to the third valve port 153.

[0047] Please see Figure 2 In some embodiments, when the fourth valve 9 is a ten-way valve, in the first state, valve ports A 9a and B 9b are connected, valve ports C 9c and D 9d are connected, valve ports E 9e and H 9h are connected, valve ports G 9g and F 9f are connected, and valve ports I 9i and J 9j are connected. Please refer to [link to relevant documentation]. Figure 11 In some other embodiments, when the fourth valve 9 is a twelve-way valve, in the first state, the A valve port 9a of the twelve-way valve is connected to the B valve port 9b, the C valve port 9c is connected to the D valve port 9d, the E valve port 9e is connected to the H valve port 9h, the G valve port 9g is connected to the F valve port 9f, the I valve port 9i is connected to the J valve port 9j, and the K valve port 9k is connected to the M valve port 9m.

[0048] Specifically, in the second working mode, the fourth valve 9 is in the second state, the first pump 11 and the second pump 13 are both in the open state, and the second valve port 152 of the second valve 15 is connected to the third valve port 153.

[0049] Please see Figure 4 In some embodiments, when the fourth valve 9 is a ten-way valve, in the second state, valve ports A 9a and H 9h are connected, valve ports C 9c and B 9b are connected, valve ports E 9e and D 9d are connected, valve ports G 9g and F 9f are connected, and valve ports I 9i and J 9j are connected. Please refer to [link / reference]. Figure 13 In some other embodiments, when the fourth valve 9 is a twelve-way valve, in the second state, the A valve port 9a of the twelve-way valve is connected to the M valve port 9m, the C valve port 9c is connected to the B valve port 9b, the E valve port 9e is connected to the D valve port 9d, the G valve port 9g is connected to the F valve port 9f, the I valve port 9i is connected to the J valve port 9j, and the K valve port 9k is connected to the H valve port 9h.

[0050] Specifically, in the third working mode, the fourth valve 9 is in the third state, the first pump 11 and the second pump 13 are both in the open state, and the second valve port 152 of the second valve 15 is connected to the third valve port 153.

[0051] Please see Figure 5 In some embodiments, when the fourth valve 9 is a ten-way valve, in the third state, valve ports A 9a and H 9h are connected, valve ports C 9c and B 9b are connected, valve ports E 9e and D 9d are connected, valve ports G 9g and F 9f are connected, and valve ports I 9i and J 9j are connected. Please refer to [link / reference]. Figure 14 In some other embodiments, when the fourth valve 9 is a twelve-way valve, in the third state, the A valve port 9a of the twelve-way valve is connected to the M valve port 9m, the C valve port 9c is connected to the B valve port 9b, the E valve port 9e is connected to the D valve port 9d, the G valve port 9g is connected to the F valve port 9f, the I valve port 9i is connected to the J valve port 9j, and the K valve port 9k is connected to the H valve port 9h.

[0052] In some embodiments, the valve port switching state of the fourth valve 9 is consistent in the second and third operating modes, that is, the second and third states of the fourth valve 9 are consistent.

[0053] Please see Figure 3 and Figure 12 In some embodiments, the thermal management system has a fourth operating mode in which the second pump 13, the fourth heat exchanger 14, the first pump 11, the battery heat exchanger 10, the motor heat exchanger 12, and the fourth heat exchange section 52 are connected; and / or, the second pump 13, the fourth heat exchanger 14, the first pump 11, the battery heat exchanger 10, the second heat exchange section 42, and the fourth heat exchange section 52 are connected.

[0054] In the fourth operating mode, when the battery requires low-temperature heat dissipation, both the first pump 11 and the second pump 13 are open. The first valve port 151 and the second valve port 152 of the second valve 15 are connected to the third valve port 153. The fourth heat exchanger 14, acting as an outdoor heat exchanger, releases heat to the atmosphere. Specifically, a portion of the higher-temperature coolant flowing from the motor heat exchanger 12 mixes with the lower-temperature coolant flowing from the second heat exchanger 42 and then flows to the fourth heat exchanger 14, releasing heat to the atmosphere. The lower-temperature coolant flowing from the fourth heat exchanger 14 enters the battery heat exchanger 10 to exchange heat with the higher-temperature battery, thus achieving battery heat dissipation. When the ambient temperature is not high, the fourth heat exchanger 14 can directly dissipate heat to the battery through the coolant. At this time, the passenger cabin can be either unused or have cooling requirements. When the passenger cabin has no cooling requirements, the compressor 1 is turned off. When the passenger cabin has cooling requirements, the compressor 1 is turned on, and the temperature damper is in full cooling mode to meet the cooling needs of the passenger cabin.

[0055] Please see Figure 12 In some embodiments, in the fourth operating mode, the thermal management system connects the second pump 13, the fourth heat exchanger 14, valve port C 9c, valve port D 9d, the fourth heat exchange section 52, valve port G 9g, valve port H 9h, the first pump 11, the battery heat exchange device 10, valve port A 9a, valve port B 9b, the third valve port 153, the second valve port 152, and the motor heat exchange device 12; and / or, in the fourth operating mode, the thermal management system connects the second pump 13, the fourth heat exchanger 14, valve port C 9c, valve port D 9d, the fourth heat exchange section 52, valve port G 9g, valve port H 9h, the first pump 11, the battery heat exchange device 10, valve port A 9a, valve port B 9b, the third valve port 153, the first valve port 151, and the second heat exchange section 42.

[0056] Please see Figure 1 In some embodiments, the fourth valve 9 further includes valve port 9i (I) and valve port 9j (J). Please refer to [link / reference]. Figure 3 In some embodiments, in the fourth operating mode, the thermal management system includes the second pump 13, the fourth heat exchanger 14, valve port C 9c, valve port J 9j, valve port I 9i, valve port H 9h, the first pump 11, the battery heat exchanger 10, valve port A 9a, valve port B 9b, the motor heat exchanger 12, the second valve port 152, the third valve port 153, valve port E 9e, valve port D 9d, the fourth heat exchange section 52, valve port G 9g, and valve port F 9f. Connected; and / or, in the fourth operating mode, the thermal management system connects the second pump 13, the fourth heat exchanger 14, valve port C 9c, valve port J 9j, valve port I 9i, valve port H 9h, the first pump 11, the battery heat exchanger 10, valve port A 9a, valve port B 9b, the second heat exchange section 42, the first valve port 151, the third valve port 153, valve port E 9e, valve port D 9d, the fourth heat exchange section 52, valve port G 9g, and valve port F 9f.

[0057] Specifically, in the fourth working mode, the fourth valve 9 is in the fourth state, the first pump 11 and the second pump 13 are both in the open state, and the first valve port 151 and the second valve port 152 of the second valve 15 are both connected to the third valve port 153.

[0058] Please see Figure 3 In some embodiments, when the fourth valve 9 is a ten-way valve, in the fourth state, valve ports A 9a and B 9b are connected, valve ports C 9c and J 9j are connected, valve ports E 9e and D 9d are connected, valve ports G 9g and F 9f are connected, and valve ports I 9i and H 9h are connected. Please refer to [link / reference]. Figure 12 In some other embodiments, when the fourth valve 9 is a twelve-way valve, in the fourth state, the A valve port 9a of the twelve-way valve is connected to the B valve port 9b, the C valve port 9c is connected to the D valve port 9d, the E valve port 9e is connected to the F valve port 9f, the G valve port 9g is connected to the H valve port 9h, the I valve port 9i is connected to the M valve port 9m, and the K valve port 9k is connected to the J valve port 9j.

[0059] Please see Figure 1 In some embodiments, the thermal management system further includes a fifth valve 8, see [link to relevant documentation]. Figure 8 , Figure 17 In some embodiments, the thermal management system has a fifth operating mode. In this mode, the system is in a hot gas bypass state, enabling passenger cabin heating and battery heating. Compressor 1 is in the on state, and both the first valve 7 and the fifth valve 8 are in a throttling state. Compressor 1, the first heat exchanger 2, the first heat exchange section 41, the first valve 7, and the third heat exchanger 5 are connected. The outlet of compressor 1, the fifth valve 8, and the inlet of compressor 1 are connected. Either the second heat exchange section 42 or the motor heat exchange device 12 is connected to the first pump 11 and the battery heat exchange device 10. Specifically, in the fifth operating mode, the fourth valve 9 is in a fifth state, the first pump 11 is in the on state, the second pump 13 is in the off state, the first valve port 151 and the second valve port 152 of the second valve 15 are both connected to the third valve port 153, and the fourth heat exchanger 14, as an outdoor heat exchanger, cannot obtain heat from the environment. It utilizes the power consumed by compressor 1 and the waste heat from the motor to achieve passenger cabin heating and battery heating. That is, hot gas bypass is achieved using the fifth valve 8 to meet the need for rapid heating of the cabin. In some embodiments, the first valve 7, the third valve 6, and the fifth valve 8 are electronic expansion valves or thermostatic expansion valves.

[0060] Please see Figure 8 In some embodiments, when the fourth valve 9 is a ten-way valve, in the fifth state, valve ports A 9a and B 9b are connected, valve ports C 9c and D 9d are connected, valve ports E 9e and H 9h are connected, valve ports G 9g and F 9f are connected, and valve ports I 9i and J 9j are connected. Please refer to [link / reference]. Figure 17 In some other embodiments, when the fourth valve 9 is a twelve-way valve, in the fifth state, the A valve port 9a of the twelve-way valve is connected to the B valve port 9b, the C valve port 9c is connected to the D valve port 9d, the E valve port 9e is connected to the H valve port 9h, the G valve port 9g is connected to the F valve port 9f, the I valve port 9i is connected to the J valve port 9j, and the K valve port 9k is connected to the M valve port 9m.

[0061] In some embodiments, the valve port switching state of the fourth valve 9 is consistent with that of the first operating mode in the fifth operating mode, that is, the fifth state of the fourth valve 9 is consistent with the first state.

[0062] Please see Figure 6 , Figure 7 , Figure 9 , Figure 15 , Figure 16 and Figure 18 In some embodiments, the thermal management system has at least one of a sixth operating mode, a seventh operating mode, and an eighth operating mode. In any of the sixth, seventh, and eighth operating modes, the compressor 1 is in the on state, the first valve 7 is in the throttling state, and the compressor 1, the first heat exchanger 2, the first heat exchange section 41, the first valve 7, and the third heat exchange section 51 are connected.

[0063] Please see Figure 6 , Figure 15 When the passenger cabin requires heating and there is sufficient waste heat from the battery and motor, the system operates in the sixth mode. In this mode, the first heat exchanger 2 acts as a condenser, providing heating for the passenger cabin. Waste heat from the battery and motor is recovered through the battery heat exchanger 10 and the motor heat exchanger 12, and further recovered through the third heat exchanger 5 for passenger cabin heating. Specifically, in some embodiments, in the sixth mode, the first pump 11, the battery heat exchanger 10, the motor heat exchanger 12, and the fourth heat exchange section 52 are connected. Specifically, in the sixth mode, the fourth valve 9 is in the sixth state, the first pump 11 is in the open state, the second pump 13 is in the closed state, and the second valve port 152 of the second valve 15 is connected to the third valve port 153.

[0064] Please see Figure 6 In some embodiments, when the fourth valve 9 is a ten-way valve, in the sixth state, valve ports A 9a and B 9b are connected, valve ports C 9c and F 9f are connected, valve ports E 9e and D 9d are connected, valve ports G 9g and H 9h are connected, and valve ports I 9i and J 9j are connected. Please refer to [link / reference]. Figure 15In some other embodiments, when the fourth valve 9 is a twelve-way valve, in the sixth state, the A valve port 9a of the twelve-way valve is connected to the B valve port 9b, the C valve port 9c is connected to the F valve port 9f, the E valve port 9e is connected to the D valve port 9d, the G valve port 9g is connected to the H valve port 9h, the I valve port 9i is connected to the J valve port 9j, and the K valve port 9k is connected to the M valve port 9m.

[0065] Please see Figure 7 , Figure 16 When both the passenger cabin and the battery require cooling, the system operates in the seventh mode. In this mode, the dampers are fully cooled, the fifth heat exchanger 3 acts as an evaporator to cool the passenger cabin, and the third heat exchanger 5 cools the battery. Specifically, in some embodiments, in the seventh mode, the third valve 6 is in a throttling state, and the compressor 1, the first heat exchanger 2, the first heat exchange section 41, the third valve 6, and the fifth heat exchanger 3 are connected. The first pump 11, the battery heat exchange device 10, and the fourth heat exchange section 52 are connected. Either the second heat exchange section 42 or the motor heat exchange device 12 is connected to the second pump 13 and the fourth heat exchanger 14. Specifically, in the seventh mode, the fourth valve 9 is in a seventh state, the first pump 11 and the second pump 13 are both open, and the first valve port 151 and the second valve port 152 of the second valve 15 are both connected to the third valve port 153. The fourth heat exchanger 14 acts as an outdoor heat exchanger, exchanging heat with the atmospheric environment.

[0066] Please see Figure 7 In some embodiments, when the fourth valve 9 is a ten-way valve, in the seventh state, valve ports A 9a and D 9d are connected, valve ports C 9c and B 9b are connected, valve ports E 9e and F 9f are connected, valve ports G 9g and H 9h are connected, and valve ports I 9i and J 9j are connected. Please refer to [link / reference]. Figure 16 In some other embodiments, when the fourth valve 9 is a twelve-way valve, in the seventh state, the A valve port 9a of the twelve-way valve is connected to the D valve port 9d, the C valve port 9c is connected to the B valve port 9b, the E valve port 9e is connected to the F valve port 9f, the G valve port 9g is connected to the H valve port 9h, the I valve port 9i is connected to the J valve port 9j, and the K valve port 9k is connected to the M valve port 9m.

[0067] Please see Figure 9 , Figure 18When the outdoor heat exchanger requires de-icing, the system operates in the eighth mode. In this mode, the compressor 1 uses its power to transfer heat between the refrigerant in the first heat exchange section 41 and the coolant in the second heat exchange section 42. Simultaneously, waste heat from the motor is utilized; the coolant flowing from the second heat exchange section 42 mixes with the coolant flowing from the motor heat exchange device 12, and the mixture circulates to de-ic the fourth heat exchanger 14, resulting in energy savings. Specifically, in some embodiments, in the eighth mode, either the second heat exchange section 42 or the motor heat exchange device 12 is connected to the second pump 13 and the fourth heat exchanger 14. Specifically, in the eighth mode, the fourth valve 9 is in the eighth state, the first pump 11 is closed, the second pump 13 is open, the first valve port 151 and the second valve port 152 of the second valve 15 are both connected to the third valve port 153, and the fourth heat exchanger 14 functions as the outdoor heat exchanger.

[0068] Please see Figure 9 In some embodiments, when the fourth valve 9 is a ten-way valve, in the eighth state, valve ports A 9a and D 9d are connected, valve ports C 9c and B 9b are connected, valve ports E 9e and F 9f are connected, valve ports G 9g and H 9h are connected, and valve ports I 9i and J 9j are connected. Please refer to [link / reference]. Figure 18 In some other embodiments, when the fourth valve 9 is a twelve-way valve, in the eighth state, the A valve port 9a of the twelve-way valve is connected to the D valve port 9d, the C valve port 9c is connected to the B valve port 9b, the E valve port 9e is connected to the F valve port 9f, the G valve port 9g is connected to the H valve port 9h, the I valve port 9i is connected to the J valve port 9j, and the K valve port 9k is connected to the M valve port 9m.

[0069] In some embodiments, the valve port switching state of the fourth valve 9 is consistent in the seventh and eighth operating modes, that is, the seventh and eighth states of the fourth valve 9 are consistent.

[0070] Please see Figure 1 In some embodiments, the fourth valve 9 is a ten-way valve, including the fourth valve 9, valve port A 9a, valve port B 9b, valve port C 9c, valve port D 9d, valve port E 9e, valve port F 9f, valve port G 9g, valve port H 9h, valve port I 9i, and valve port J 9j. Specifically, valve port A 9a of the ten-way valve can be switched to connect with one of its valve ports B 9b, H 9h, or D 9d; valve port C 9c of the ten-way valve can be switched to connect with one of its valve ports B 9b, F 9f, or D 9d; valve port E 9e of the ten-way valve can be switched to connect with one of its valve ports H 9h, D 9d, or F 9f; valve port G 9g of the ten-way valve can be switched to connect with one of its valve ports F 9f or H 9h; and valve port I 9i of the ten-way valve can be switched to connect with one of its valve ports H 9h or J 9j.

[0071] Please see Figure 1 In some embodiments, when the fourth valve 9 is a ten-way valve, the thermal management system includes a first branch, which includes a battery heat exchange device 10 and a first pump 11 connected in series. One end of the first branch can be connected to the H valve port 9h, and the other end of the first branch can be connected to the A valve port 9a.

[0072] Please see Figure 1 In some embodiments, when the fourth valve 9 is a ten-way valve, the thermal management system includes a second branch, which includes a second pump 13 and a fourth heat exchanger 14 connected in series. One end of the second branch can be connected to the F valve port 9f, and the other end of the second branch can be connected to the C valve port 9c.

[0073] Please see Figure 1 In some embodiments, when the fourth valve 9 is a ten-way valve, the thermal management system includes a third branch, the third branch includes a fourth heat exchange section 52, one end of the third branch can be connected to the D valve port 9d, and the other end of the third branch can be connected to the G valve port 9g.

[0074] Please see Figure 1 In some embodiments, when the fourth valve 9 is a ten-way valve, the thermal management system includes a fourth branch, one end of which can be connected to valve port 9b (B), and the other end of which can be connected to valve port 9e (E). Specifically, in some embodiments, the fourth branch includes branches A1, A2, and A3. Branch A1 includes a second heat exchange section 42, and branch A2 includes a motor heat exchange device 12. Branches A1 and A2 are connected in parallel. One end of branch A1 can be connected to valve port 9b (B), and the other end of branch A1 can be connected to the first valve port 151. One end of branch A2 can be connected to valve port 9b (B), and the other end of branch A1 can be connected to the second valve port 152. One end of branch A3 can be connected to the third valve port 153, and the other end of branch A3 can be connected to valve port 9e (E).

[0075] Please see Figure 1 In some embodiments, when the fourth valve 9 is a ten-way valve, the thermal management system includes a fifth branch, one end of which can be connected to valve port 9i and the other end of which can be connected to valve port 9j.

[0076] Please see Figure 10In some embodiments, the fourth valve 9 is a twelve-way valve, including valve port A 9a, valve port B 9b, valve port C 9c, valve port D 9d, valve port E 9e, valve port F 9f, valve port G 9g, valve port H 9h, valve port I 9i, valve port J 9j, valve port K 9k, and valve port M 9m. Specifically, the A port 9a of the 12-way valve can be switched to connect with one of its B port 9b, M port 9m, or D port 9d; the C port 9c of the 12-way valve can be switched to connect with one of its B port 9b, F port 9f, or D port 9d; the E port 9e of the 12-way valve can be switched to connect with one of its H port 9h, D port 9d, or F port 9f; the G port 9g of the 12-way valve can be switched to connect with one of its F port 9f or H port 9h; the I port 9i of the 12-way valve can be switched to connect with one of its M port 9m or J port 9j; and the K port 9k of the 12-way valve can be switched to connect with one of its M port 9m, J port 9j, or H port 9h.

[0077] Please see Figure 10 In some embodiments, when the fourth valve 9 is a twelve-way valve, the thermal management system includes a first branch, which includes a battery heat exchange device 10 and a first pump 11 connected in series. One end of the first branch can be connected to the H valve port 9h, and the other end of the first branch can be connected to the A valve port 9a.

[0078] Please see Figure 10 In some embodiments, when the fourth valve 9 is a twelve-way valve, the thermal management system includes a second branch, which includes a second pump 13 and a fourth heat exchanger 14 connected in series. One end of the second branch can be connected to valve port 9f of F, and the other end of the second branch can be connected to valve port 9c of C.

[0079] Please see Figure 10 In some embodiments, when the fourth valve 9 is a twelve-way valve, the thermal management system includes a third branch, the third branch includes a fourth heat exchange section 52, one end of the third branch can be connected to the D valve port 9d, and the other end of the third branch can be connected to the G valve port 9g.

[0080] Please see Figure 10In some embodiments, when the fourth valve 9 is a 12-way valve, the thermal management system includes a fourth branch, one end of which can be connected to valve port 9b (B), and the other end of which can be connected to valve port 9e (E). Specifically, in some embodiments, the fourth branch includes branches A1, A2, and A3. Branch A1 includes a second heat exchange section 42, and branch A2 includes a motor heat exchange device 12. Branches A1 and A2 are connected in parallel. One end of branch A1 can be connected to valve port 9e (E), and the other end of branch A1 can be connected to the first valve port 151. One end of branch A2 can be connected to valve port 9e (E), and the other end of branch A1 can be connected to the second valve port 152. One end of branch A3 can be connected to the third valve port 153, and the other end of branch A3 can be connected to valve port 9b (B).

[0081] Please see Figure 10 In some embodiments, when the fourth valve 9 is a twelve-way valve, the thermal management system includes a fifth branch and a sixth branch. One end of the fifth branch can be connected to valve port 9i, one end of the fifth branch can be connected to valve port 9j, one end of the sixth branch can be connected to valve port 9k, and the other end of the sixth branch can be connected to valve port 9m.

[0082] In some embodiments, the coolant system of this thermal management system is controlled by a proportional three-way water valve and a ten-way or twelve-way water valve, resulting in higher integration of the coolant circuit, fewer pipes, smaller footprint, and the thermal management system can meet the needs of various vehicle modes. The control logic is simple and the system cost is low.

[0083] Please see Figure 1 and Figure 10 In some embodiments, the thermal management system further includes a sixth valve 16, which is connected in series between the first heat exchanger 2 and the second heat exchange section 42. The sixth valve 16 has shut-off, open, and throttling states. In one of the first to eighth operating modes, the sixth valve 16 is in the open state.

[0084] Please see Figure 1 and Figure 10 In some embodiments, the thermal management system further includes a sixth heat exchanger 17, which includes a fifth heat exchange section 171 and a sixth heat exchange section 172 that are isolated from each other. By setting the sixth heat exchanger 17, heat exchange between the higher-temperature refrigerant and the lower-temperature refrigerant is achieved, thereby reducing the refrigerant temperature before throttling by the first valve 7, resulting in a lower refrigerant temperature after throttling and better heat exchange effect at the third heat exchanger 5. At the same time, it can also increase the refrigerant temperature before entering the compressor 1, reducing the risk of liquid slugging due to liquid refrigerant entering the compressor 1, thereby protecting the compressor 1.

[0085] Please see Figure 1 and Figure 10In some embodiments, the thermal management system further includes a seventh valve 18 and an eighth valve 19. In some embodiments, the seventh valve 18 and the eighth valve 19 are one-way valves. Of course, in other possible embodiments, the seventh valve 18 and the eighth valve 19 can also be other valves with shut-off and open functions. If the valve is in the shut-off state, no refrigerant flows in the branch where the valve is located; if the valve is in the fully open state, refrigerant can flow in the branch where the valve is located. The seventh valve 18 is arranged between the fifth heat exchanger 3 and the sixth heat exchange section 172. The seventh valve 18 is unidirectionally open from the outlet of the fifth heat exchanger 3 to the inlet of the sixth heat exchange section 172 or the inlet of the compressor 1, and shuts off in the opposite direction. In this embodiment, the unidirectional open and reverse shut-off functions are achieved through pressure difference. The eighth valve 19 is arranged between the third heat exchange section 51 and the sixth heat exchange section 172. The eighth valve 19 is unidirectionally open in the direction from the outlet of the third heat exchange section 51 to the inlet of the sixth heat exchange section 172 or the inlet of the compressor 1, and is closed in the opposite direction, which can reduce the control difficulty of the thermal management system.

[0086] Please see Figure 1 and Figure 10 In some embodiments, the refrigerant system further includes a liquid receiver 20, which is connected between the outlet of the first heat exchange section 41 and the inlet of the fifth heat exchange section 171. The liquid receiver 20 is used to regulate the refrigerant flow rate of the refrigerant system and protect system components.

[0087] This application also proposes a control method for a thermal management system. The thermal management system is controlled to enter a first operating mode, where compressor 1 drives refrigerant circulation, and first valve 7 throttles the refrigerant. Compressor 1, first heat exchanger 2, first heat exchange section 41, first valve 7, and third heat exchanger 5 are connected. First pump 11 drives coolant circulation, and first pump 11, battery heat exchange device 10, and first branch are connected. First pump 11, battery heat exchange device 10, and second branch are connected. The first branch and second branch are connected in parallel. The first branch includes a second heat exchange section 42, through which the coolant absorbs heat from the first heat exchange section 41. The second branch includes a motor heat exchange device 12, through which the coolant absorbs heat from the motor. This control method is applicable to the thermal management system described in the above embodiments.

[0088] In some embodiments, the control method of the thermal management system further includes controlling the thermal management system to enter a first working mode, and adjusting the flow ratio of coolant into the first branch and the second branch through the second valve 15, so as to more accurately realize the flow ratio adjustment of the second heat exchange section and the branch where the motor heat exchange device is located to heat the battery, thereby adjusting the battery temperature more flexibly.

[0089] Although this application has been described in detail with reference to the above embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to this application, and all technical solutions and improvements that do not depart from the spirit and scope of this application should be covered within this application.

Claims

1. A thermal management system, characterized in that, It includes a compressor (1), a first heat exchanger (2), a second heat exchanger (4), a third heat exchanger (5) and a first valve (7), wherein the second heat exchanger (4) includes a first heat exchange section (41) and a second heat exchange section (42) that are isolated from each other; The thermal management system further includes a battery heat exchange device (10), a first pump (11), a motor heat exchange device (12), and a second valve (15). The second valve (15) includes a first valve port (151), a second valve port (152), and a third valve port (153). In a certain working mode, the compressor (1) is in the on state, the first valve (7) is in the throttling state, and the compressor (1), the first heat exchanger (2), the first heat exchange section (41), the first valve (7), and the third heat exchanger (5) are connected. The thermal management system includes a first branch and a second branch, the first branch and the second branch are connected in parallel, the first branch includes the second heat exchange section (42), the second branch includes the motor heat exchange device (12), the first valve port (151) is connected to the first branch, the second valve port (152) is connected to the second branch, the third valve port (153) is connected to the first pump (11) and the battery heat exchange device (10), and the first valve port (151) and the second valve port (152) are both connected to the third valve port (153).

2. The thermal management system according to claim 1, characterized in that, The third heat exchanger (5) includes a third heat exchange section (51) and a fourth heat exchange section (52) that are isolated from each other. The thermal management system also includes a second pump (13) and a fourth heat exchanger (14). The thermal management system has at least one of a first working mode, a second working mode and a third working mode. In any one of the first working mode, the second working mode and the third working mode, the compressor (1) is in the open state, the first valve (7) is in the throttling state, and the compressor (1), the first heat exchanger (2), the first heat exchange section (41), the first valve (7) and the third heat exchange section (51) are connected. In the first working mode, the second pump (13), the fourth heat exchanger (14) and the fourth heat exchange section (52) are connected, and either the second heat exchange section (42) or the motor heat exchange device (12) is connected to the first pump (11) and the battery heat exchange device (10). In either the second or the third working mode, the second pump (13), the fourth heat exchanger (14), the motor heat exchange device (12), and the fourth heat exchange section (52) are connected, and the outlet of the first pump (11), the battery heat exchange device (10), and the inlet of the first pump (11) are connected.

3. The thermal management system according to claim 2, characterized in that, The thermal management system further includes a third valve (6) and a fifth heat exchanger (3). In the third working mode, the third valve (6) is in a throttling state, and the compressor (1), the first heat exchanger (2), the first heat exchange section (41), the third valve (6) and the fifth heat exchanger (3) are connected.

4. The thermal management system according to claim 2, characterized in that, The thermal management system further includes a fourth valve (9), which includes valve port A (9a), valve port B (9b), valve port E (9e) and valve port H (9h). The first valve port (151) is connected to the second heat exchange section (42), the second valve port (152) is connected to the motor heat exchange device (12), and the third valve port (153) is connected to the fourth valve (9). In the first working mode, the thermal management system is connected to the first pump (11), the battery heat exchange device (10), the A valve port (9a), the B valve port (9b), the second heat exchange section (42), the first valve port (151), the third valve port (153), the E valve port (9e), and the H valve port (9h).

5. The thermal management system according to claim 4, characterized in that, The fourth valve (9) further includes valve port C (9c), valve port D (9d), valve port F (9f) and valve port G (9g). In the first working mode, the second pump (13), the fourth heat exchanger (14), valve port C (9c), valve port D (9d), the fourth heat exchange section (52), valve port G (9g) and valve port F (9f) are connected. In either the second or third working mode, the thermal management system connects the second pump (13), the fourth heat exchanger (14), the C valve port (9c), the B valve port (9b), the motor heat exchange device (12), the second valve port (152), the third valve port (153), the E valve port (9e), the D valve port (9d), the fourth heat exchange section (52), the G valve port (9g), and the F valve port (9f).

6. The thermal management system according to claim 5, characterized in that, The thermal management system has a fourth operating mode in which the second pump (13), the fourth heat exchanger (14), the first pump (11), the battery heat exchanger (10), the motor heat exchanger (12), and the fourth heat exchange section (52) are connected; and / or, the second pump (13), the fourth heat exchanger (14), the first pump (11), the battery heat exchanger (10), the second heat exchange section (42), and the fourth heat exchange section (52) are connected.

7. The thermal management system according to claim 6, characterized in that, In the fourth operating mode, the thermal management system is connected to the second pump (13), the fourth heat exchanger (14), the C valve port (9c), the D valve port (9d), the fourth heat exchange section (52), the G valve port (9g), the H valve port (9h), the first pump (11), the battery heat exchange device (10), the A valve port (9a), the B valve port (9b), the third valve port (153), the second valve port (152), and the motor heat exchange device (12); And / or, in the fourth operating mode, the thermal management system is connected to the second pump (13), the fourth heat exchanger (14), the C valve port (9c), the D valve port (9d), the fourth heat exchange section (52), the G valve port (9g), the H valve port (9h), the first pump (11), the battery heat exchange device (10), the A valve port (9a), the B valve port (9b), the third valve port (153), the first valve port (151), and the second heat exchange section (42).

8. The thermal management system according to claim 7, characterized in that, The fourth valve (9) further includes valve port I (9i) and valve port J (9j). In the fourth working mode, the thermal management system is connected to the second pump (13), the fourth heat exchanger (14), valve port C (9c), valve port J (9j), valve port I (9i), valve port H (9h), the first pump (11), the battery heat exchange device (10), valve port A (9a), valve port B (9b), the motor heat exchange device (12), the second valve port (152), the third valve port (153), valve port E (9e), valve port D (9d), the fourth heat exchange section (52), valve port G (9g), and valve port F (9f). And / or, in the fourth operating mode, the thermal management system is connected to the second pump (13), the fourth heat exchanger (14), the C valve port (9c), the J valve port (9j), the I valve port (9i), the H valve port (9h), the first pump (11), the battery heat exchange device (10), the A valve port (9a), the B valve port (9b), the second heat exchange section (42), the first valve port (151), the third valve port (153), the E valve port (9e), the D valve port (9d), the fourth heat exchange section (52), the G valve port (9g), and the F valve port (9f).

9. The thermal management system according to any one of claims 3 to 8, characterized in that, The thermal management system has at least one of a sixth working mode, a seventh working mode, and an eighth working mode. In any of the sixth working mode, the seventh working mode, and the eighth working mode, the compressor (1) is in the open state, the first valve (7) is in the throttling state, and the compressor (1), the first heat exchanger (2), the first heat exchange section (41), the first valve (7), and the third heat exchange section (51) are connected. In the sixth working mode, the first pump (11), the battery heat exchange device (10), the motor heat exchange device (12) and the fourth heat exchange section (52) are connected; In the seventh working mode, the third valve (6) is in a throttling state, the compressor (1), the first heat exchanger (2), the first heat exchange section (41), the third valve (6) and the fifth heat exchanger (3) are connected, the first pump (11), the battery heat exchange device (10) and the fourth heat exchange section (52) are connected, and either the second heat exchange section (42) and the motor heat exchange device (12) are connected to the second pump (13) and the fourth heat exchanger (14). In the eighth operating mode, either the second heat exchange unit (42) or the motor heat exchange device (12) is connected to the second pump (13) and the fourth heat exchanger (14).

10. A control method for a thermal management system, characterized in that, The thermal management system is controlled to enter the first working mode, the compressor (1) drives the refrigerant to circulate, the first valve (7) throttles the refrigerant, and the compressor (1), the first heat exchanger (2), the first heat exchange section (41), the first valve (7) and the third heat exchanger (5) are connected. The first pump (11) drives the coolant to circulate. The first pump (11), the battery heat exchange device (10) and the first branch are connected. The first pump (11), the battery heat exchange device (10) and the second branch are connected. The first branch and the second branch are connected in parallel. The flow ratio of coolant entering the first branch and the second branch is regulated by the second valve (15). The first branch includes a second heat exchange section (42). The coolant absorbs heat from the first heat exchange section (41) through the second heat exchange section (42). The second branch includes a motor heat exchange device (12). The coolant absorbs heat from the motor through the motor heat exchange device (12).

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