Thermal management system

Abstract

A thermal management system. A heat exchanger (103) can be used for exchanging heat with an atmospheric environment, a heater core (105) can be used for providing heat to a passenger compartment, and an evaporator core (104) can be used for acquiring heat from the passenger compartment. The thermal management system has a first heating and dehumidification mode. In the first heating and dehumidification mode, a compressor (1), a first heat exchange portion (21), a first throttling device (3) and a third heat exchange portion (41) are in communication, the first throttling device (3) is in a throttling state, a first pump (11) and a battery heat exchange device (101) are in communication, a second pump (12), a second heat exchange portion (22), and the heater core (105) are in communication, a third pump (13), a fourth heat exchange portion (42), a motor heat exchange device (102) and a heat exchanger (103) are in communication, the third pump (13), the fourth heat exchange portion (42), and the evaporator core (104) are in communication, and a circuit where the first pump (11) is located, a circuit where the second pump (12) is located, and a circuit where the third pump (13) is located are isolated from each other. According to the thermal management system, in the first heating and dehumidification mode, a motor is cooled by means of the heat exchanger (103), and a circuit where the battery heat exchange device (101) is located and a circuit where the motor heat exchange device (102) is located are isolated from each other, so that a battery can be protected.

Description

Thermal Management System

[0001] This application claims priority to Chinese Patent Application No. 202411190750.X, filed on August 27, 2024, entitled "Thermal Management System", and Chinese Patent Application No. 202411577539.3, filed on November 5, 2024, entitled "Thermal Management System", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of thermal management technology, and more particularly to a thermal management system for vehicles. Background Technology

[0003] The vehicle's thermal management system regulates the ambient temperature in the passenger compartment and the battery temperature. In related technologies, during heating and dehumidification mode, the first liquid pump, water-cooled condenser, and heater core are connected; the second liquid pump, water-cooled evaporator, and cooler core are connected; and the third liquid pump, motor heat exchanger, and battery heat exchanger are connected. To prevent the motor from overheating, the third liquid pump needs to be continuously running to circulate the coolant. However, in some cases, the battery does not require heat exchange. The relatively high-temperature coolant flowing from the motor heat exchanger reaches the battery heat exchanger, causing the battery to be heated and placed at an unsuitable temperature. Prolonged use of this can reduce battery life. Summary of the Invention

[0004] The purpose of this application is to provide a thermal management system that can protect batteries.

[0005] To achieve the above objectives, this application adopts the following technical solution: a thermal management system, comprising: a first heat exchanger and a second heat exchanger, wherein the first heat exchanger comprises a first heat exchange section and a second heat exchange section that are isolated from each other, and the second heat exchanger comprises a third heat exchange section and a fourth heat exchange section that are isolated from each other.

[0006] The thermal management system includes a refrigerant system and a coolant system. The refrigerant system includes a compressor, a first throttling device, a first heat exchange section, and a third heat exchange section. The outlet of the compressor 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 throttling device, the outlet of the first throttling device is connected to the inlet of the third heat exchange section, and the outlet of the third heat exchange section is connected to the inlet of the compressor. The coolant system includes a first pump, a second pump, a third pump, a battery heat exchange device, a motor heat exchange device, a heat exchanger, a cold air core, a warm air core, a second heat exchange section, and a fourth heat exchange section. The heat exchanger is used for heat exchange with the atmospheric environment, the warm air core is used to provide heat to the passenger cabin, and the cold air core is used to provide cooling to the passenger cabin.

[0007] The thermal management system has a first heating and dehumidification mode. In the first heating and dehumidification mode, the compressor, the first heat exchange section, the first throttling device, and the third heat exchange section are connected. The first throttling device is in a throttling state. The first pump and the battery heat exchange device are connected. The second pump, the second heat exchange section, and the warm air core are connected. The third pump, the fourth heat exchange section, the motor heat exchange device, and the heat exchanger are connected. The third pump, the fourth heat exchange section, and the cold air core are connected. The circuits of the first pump, the second pump, and the third pump are isolated from each other.

[0008] In the thermal management system of this application, under the first heating and dehumidification mode, the first pump and the battery heat exchange device are connected, and the third pump, the fourth heat exchange unit, the motor heat exchange device, and the heat exchanger are connected. The circuits of the first pump, the second pump, and the third pump are isolated from each other. The circuit of the battery heat exchange device and the circuit of the motor heat exchange device are isolated from each other, and the motor heat exchange device is connected to the heat exchanger. The motor is cooled through the heat exchanger, which improves the problem of motor temperature affecting battery life under the heating and dehumidification mode in related technologies, and can protect the battery. Attached Figure Description

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

[0010] Figure 2 is a connection diagram of the refrigerant system shown in Figure 1 operating in the hot gas bypass mode;

[0011] Figure 3 is a connection diagram of a coolant system of the thermal management system of this application;

[0012] Figure 4 is a connection diagram of the coolant system in one state of the first operating mode shown in Figure 3;

[0013] Figure 5 is a connection diagram of the coolant system in another state of the first operating mode, as shown in Figure 3.

[0014] Figure 6 is a connection diagram of the coolant system in one state of the second operating mode shown in Figure 3;

[0015] Figure 7 is a connection diagram of the coolant system in another state of the second operating mode, as shown in Figure 3.

[0016] Figure 8 is a connection diagram of the coolant system in one state of the third operating mode, as shown in Figure 3;

[0017] Figure 9 is a connection diagram of the coolant system in one state of the fourth operating mode, as shown in Figure 3;

[0018] Figure 10 is a connection diagram of the coolant system in another state of the fourth operating mode, as shown in Figure 3.

[0019] Figure 11 is a connection diagram of the coolant system in another state of the fourth operating mode, as shown in Figure 3.

[0020] Figure 12 is a connection diagram of the coolant system in one state of the fifth operating mode, as shown in Figure 3;

[0021] Figure 13 is a connection diagram of the coolant system in another state of the fifth operating mode, as shown in Figure 3.

[0022] Figure 14 is a schematic diagram of the coolant system connection in the sixth operating mode shown in Figure 3;

[0023] Figure 15 is a connection diagram of another embodiment of the coolant system of the thermal management system of this application;

[0024] Figure 16 is a connection diagram of the coolant system in one state of the first operating mode, as shown in Figure 15.

[0025] Figure 17 is a connection diagram of the coolant system in one state of the second operating mode, as shown in Figure 15.

[0026] Figure 18 is a connection diagram of the coolant system in one state of the third operating mode, as shown in Figure 15.

[0027] Figure 19 is a connection diagram of the coolant system in another state of the fourth operating mode, as shown in Figure 15.

[0028] Figure 20 is a connection diagram of the coolant system in another state of the fifth operating mode, as shown in Figure 15.

[0029] Figure 21 is a connection diagram of the coolant system in one state of the sixth operating mode, as shown in Figure 15. Detailed Implementation

[0030] 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. This application provides a thermal management system, which is applicable not only to vehicles but also to other heat exchange systems requiring thermal management. For ease of description, this application will be illustrated using a vehicle as an example.

[0031] The various components of the thermal management system are connected by pipes or flow channels to form two main systems: a refrigerant system 100 and a coolant system 200. The refrigerant system 100 and the coolant system 200 are isolated from each other and not interconnected. Refrigerant flows through the refrigerant system 100, and coolant flows through the coolant system 200. The refrigerant can be R134A, carbon dioxide, or other heat exchange media, and the coolant can be a mixture of ethanol and water or other cooling media.

[0032] According to a specific embodiment of the thermal management system of this application, as shown in Figures 1 and 3, the thermal management system includes a first heat exchanger 2 and a second heat exchanger 4. The first heat exchanger 2 includes a first heat exchange section 21 and a second heat exchange section 22 that are isolated from each other. The second heat exchanger 4 includes a third heat exchange section 41 and a fourth heat exchange section 42 that are isolated from each other. Both the first heat exchanger 2 and the second heat exchanger 4 are used for heat exchange between refrigerant and coolant. The first heat exchanger 2 and the second heat exchanger 4 are liquid-cooled heat exchangers. The liquid-cooled heat exchanger can be one of shell-and-tube type, plate type, or sleeve type. The structure and working principle of the liquid-cooled heat exchanger are well known to those skilled in the art, and will not be described in detail in this application.

[0033] The flow channels of the first heat exchange section 21 and the third heat exchange section 41 are connected to the refrigerant system 100, and the flow channels of the second heat exchange section 22 and the fourth heat exchange section 42 are connected to the coolant system 200. It should be explained that "the flow channels of the first heat exchange section 21 are connected to the refrigerant system 100" means that the refrigerant system 100 includes the first heat exchange section 21, and the refrigerant in the refrigerant system 100 can flow into and out of the flow channels of the first heat exchange section 21. The inlet and outlet of the first heat exchange section 21 can be connected to other components in the refrigerant system 100 through pipelines, forming a loop after being connected through the pipelines when the thermal management system is working. The flow channels of the third heat exchange section 41 are connected to the refrigerant system 100, and the flow channels of the second heat exchange section 22 and the fourth heat exchange section 42 are connected to the coolant system 200, as explained above.

[0034] In this embodiment, the thermal management system is a secondary loop system. Referring to Figures 1 and 2, the refrigerant system 100 includes a compressor 1, a first heat exchange section 21, a third heat exchange section 41, a first throttling device 3, and a second throttling device 7. The first heat exchange section 21 is connected in series between the outlet of the compressor 1 and the inlet of the first throttling device 3. The third heat exchange section 41 is connected in series between the outlet of the first throttling device 3 and the inlet of the compressor 1. The second throttling device 7 is connected in series between the outlet of the compressor 1 and the inlet of the compressor 1. Both the first throttling device 3 and the second throttling device 7 have a cut-off state and a throttling state. The first throttling device 3 and the second throttling device 7 can throttle the refrigerant. The above components can be indirectly connected through pipelines or valves, or they can be integrated into a single structure.

[0035] When compressor 1 is turned on and in operation, the refrigerant circulates in the refrigerant system 100. Even when the operating mode of the thermal management system is switched, the refrigerant flow direction remains unchanged. Specifically, if the second throttling device 7 is in the closed state, referring to Figure 1, the compressor 1 outlet, the first heat exchange section 21, the first throttling device 3, the third heat exchange section 41, and the compressor 1 inlet are sequentially connected, and the first throttling device 3 is in a throttling state. If the second throttling device 7 is in a throttling state, referring to Figure 2, the high-temperature, high-pressure refrigerant flowing out of compressor 1 can be divided into two paths. One path flows sequentially through the first heat exchange section 21, the first throttling device 3, and the third heat exchange section 41, with the first throttling device 3 in a throttling state. The other path flows through the second throttling device 7 and, after throttling, returns to the compressor 1 inlet together with the refrigerant flowing out of the third heat exchange section 41. The second throttling device 7 being in a throttling state can increase the inlet temperature of compressor 1, thereby improving the heat exchange effect. The first heat exchanger 2 is a water-cooled condenser, which can be used to transfer the heat of the refrigerant to the coolant. The second heat exchanger 4 is a water-cooled evaporator, which can be used to transfer the heat of the coolant to the refrigerant.

[0036] In some possible embodiments, referring to FIG1, the refrigerant system 100 includes a liquid receiver 5 connected in series between the outlet of the first heat exchange section 21 and the inlet of the first throttling device 3; or, the refrigerant system 100 includes a gas-liquid separator connected in series between the outlet of the third heat exchange section 41 and the inlet of the compressor 1. The refrigerant flow rate of the refrigerant system 100 is regulated by the liquid receiver 5 or the gas-liquid separator, and system components are protected.

[0037] In some possible embodiments, referring to FIG1, the refrigerant system 100 includes a third heat exchanger 6, which includes a fifth heat exchange section 61 and a sixth heat exchange section 62. The fifth heat exchange section 61 is connected in series between the outlet of the first heat exchange section 21 and the inlet of the first throttling device 3, and the sixth heat exchange section 62 is connected in series between the outlet of the third heat exchange section 21 and the inlet of the compressor 1. By setting the third heat exchanger 6, heat exchange between the higher-temperature refrigerant and the lower-temperature refrigerant is achieved, reducing the refrigerant temperature before throttling by the first throttling device 3, thereby resulting in a lower refrigerant temperature after throttling and better heat exchange effect at the first heat exchanger 21. At the same time, it can also increase the refrigerant temperature before entering the compressor 1, reducing the probability of liquid refrigerant entering the compressor 1, thereby protecting the compressor 1. In some other embodiments, the third heat exchanger 6 and the gas-liquid separator or liquid receiver 5 can be integrated into a single component.

[0038] In this embodiment, the coolant system 200 includes a first flow direction switching device 10, which is a ten-way valve. The first flow direction switching device 10 has ten ports, defined sequentially as port A, port B, port C, port D, port E, port F, port G, port H, port I, and port J. These ten ports are isolated from each other on the valve body of the first flow direction switching device 10. It should be understood that the order of the ten ports is for ease of describing the application state of the first flow direction switching device 10; the port order does not mean that the ten ports must be arranged in the above order on the valve body. The position of the ports on the valve body depends on the actual design layout.

[0039] The first flow direction switching device 10 has five connection states. In any connection state, the first port of the first flow direction switching device 10 is connected to the second port, the third port is connected to the fourth port, the fifth port is connected to the sixth port, the seventh port is connected to the tenth port, and the eighth port is connected to the ninth port. The first port is one of the first port A, the second port B, the fifth port E, the seventh port G, and the ninth port I. The switching of the five connection states is achieved by the movement of the valve core. For example, if the first port is the second port B, the second port is the third port C, the third port is the fourth port D, and so on, with the tenth port being the first port A.

[0040] Specifically, in the first connection state, the first flow direction switching device 10 has the first port as the second port B (see Figure 4), the first port A connected to the eighth port H, the second port B connected to the third port C, the fourth port D connected to the fifth port E, the sixth port F connected to the seventh port G, and the ninth port I connected to the tenth port J. In the second connection state, the first port is the seventh port G (see Figure 6), the first port A connected to the second port B, the third port C connected to the sixth port F, the fourth port D connected to the fifth port E, the seventh port G connected to the eighth port H, and the ninth port I connected to the tenth port J. In the third connection state, the first port is the first port A (see Figure 8), the first port A connected to the second port B, the third port C connected to the fourth port D, the fifth port E connected to the sixth port F, the seventh port G connected to the tenth port J, and the ninth port I connected to the eighth port H. In the fourth connection state, the first port of the first flow direction switching device 10 is the fifth port E (see Figure 9). The first port A is connected to the fourth port D, the second port B is connected to the third port C, the fifth port E is connected to the sixth port F, the seventh port G is connected to the eighth port H, and the ninth port I is connected to the tenth port J. In the fifth connection state, the first port of the first flow direction switching device 10 is the ninth port I (see Figure 12). The first port A is connected to the second port B, the third port C is connected to the fourth port D, the fifth port E is connected to the eighth port H, the sixth port F is connected to the seventh port G, and the ninth port I is connected to the tenth port J.

[0041] In this embodiment, in any connected state of the first flow direction switching device 10, five flow channels are formed inside the first flow direction switching device 10. The five flow channels are isolated from each other within the first flow direction switching device 10. Each flow channel connects to two of the ten ports, and the ports connected by any two flow channels are not repeated. It should be understood that during the state switching process, there may be an intermediate state in which one flow channel connects to more than three ports, but this does not affect the fact that in the final application, one flow channel only connects to two ports.

[0042] The coolant system 200 includes a first auxiliary branch S5, a battery branch S3, a heat exchange branch S4, a first multi-functional branch S1, and a second multi-functional branch S2. Each branch has two ports for coolant inflow and outflow. Specifically, the two ports of the battery branch S3 are connected to the first port A and the eighth port H, respectively; the two ports of the first multi-functional branch S1 are connected to the second port B and the fifth port E, respectively; the two ports of the heat exchange branch S4 are connected to the third port C and the sixth port F, respectively; the two ports of the second multi-functional branch S2 are connected to the fourth port D and the seventh port G, respectively; and the two ports of the first auxiliary branch S5 are connected to the ninth port I and the tenth port J, respectively. The first auxiliary branch S5 is a hollow pipe, used to connect the ninth port I and the tenth port J.

[0043] Battery branch S3 includes a first pump 11 and a battery heat exchanger 101. The outlet of the first pump 11 is connected to the inlet of the battery heat exchanger 101, the inlet of the first pump 11 is connected to an eighth port H, and the outlet of the battery heat exchanger 101 is connected to a first port A. The battery heat exchanger 101 is used for thermal management of the battery. Optionally, the battery heat exchanger 101 can be an integrated component with the battery, or it can be a separate component assembled with the battery.

[0044] The heat exchange branch S4 includes a heat exchanger 103, with its outlet connected to a third port C and its inlet connected to a sixth port F. The heat exchanger 103 is used for heat exchange between the coolant and the atmospheric environment, and can release heat to or obtain heat from the atmospheric environment according to heat exchange requirements.

[0045] Referring to Figure 3, the first multi-functional branch S1 includes a first branch S11, a second branch S12, a third branch S13, a fourth branch S14, and a first multi-way valve 8. The first multi-way valve 8 includes a first valve port 81, a second valve port 82, and a third valve port 83. The first valve port 81 is connected to at least one of the second valve port 82 and the third valve port 83. The inlet of the first branch S11 is connected to the second port B. The outlet of the second branch S12, the third valve port 83, and the fifth port E are interconnected. The outlet of the first branch S11, the inlet of the second branch S12, the outlet of the third branch S13, and the inlet of the fourth branch S14 are interconnected. The inlet of the third branch S13 is connected to the second valve port 82, and the outlet of the fourth branch S14 is connected to the first valve port 81. The outlet of the first branch S11 can be connected to the inlet of the second branch S12 and / or the inlet of the fourth branch S14. The outlet of the second branch S12 and / or the third valve port 83 can be connected to the fifth port E. The inlet of the third branch S13 can be connected to the second valve port 82. The outlet of the third branch S13 can be connected to the inlet of the fourth branch S14. The outlet of the fourth branch S14 can be connected to the first valve port 81.

[0046] Specifically, the first multi-functional branch S1 includes a first valve 14, a second pump 12, a motor heat exchanger 102, a heater core 105, and a second heat exchange section 22. The first branch S11 includes the motor heat exchanger 102, the second branch S12 includes the first valve 14, the third branch S13 includes the heater core 105, and the fourth branch S14 includes the second pump 12 and the second heat exchange section 22. The outlet of the second pump 12 is connected to the inlet of the second heat exchange section 22, the outlet of the second heat exchange section 22 is connected to the first valve port 81, the second valve port 82 is connected to the inlet of the heater core 105, the outlet of the heater core 105 is connected to the inlet of the second pump 12, the inlet of the motor heat exchanger 102 is connected to the second port B, the outlet of the motor heat exchanger 102 is connected to the inlet of the second pump 12 and the inlet of the first valve 14, and the outlet of the first valve 14 and the third valve port 83 are both connected to the fifth port E.

[0047] The heater core 105 is used for heat exchange between the coolant and the passenger cabin air, thereby heating the air in the passenger cabin. The motor heat exchanger 102 is used for thermal management of the motor. Optionally, the motor heat exchanger 102 can be an integrated component with the motor, or it can be a separate component assembled with the motor. The first multi-functional branch S1 is used to realize heat management at the motor and the second heat exchanger, and to provide heat to the passenger cabin.

[0048] Optionally, the first multi-way valve 8 is a three-way proportional valve used to adjust the flow ratio of the two parallel branches. The first multi-way valve 8 can be used to adjust the flow ratio of the coolant flowing to the heater core 105 and the coolant flowing to the fifth port E, thereby adjusting the heat exchange effect at both locations.

[0049] Referring to Figure 3, in this embodiment, the first valve 14 is a one-way valve, which opens from the inlet to the outlet of the second branch and closes from the outlet to the inlet of the second branch. It can be used to open the outlet of the motor heat exchanger 102 and the fifth port E, but closes the third valve port 83 and the outlet of the motor heat exchanger 102. In this embodiment, the one-way opening and reverse closing function is achieved through pressure difference, reducing the control difficulty of the thermal management system. In other possible embodiments, the first valve 14 can be any valve with both closing and opening functions.

[0050] Referring to Figure 3, the second multi-functional branch S2 includes a first branch S21, a second branch S22, a third branch S23, and a second multi-way valve 9. The second multi-way valve 9 has a first interface 91, a second interface 92, and a third interface 93. The first interface 91 is connected to at least one of the second interface 92 and the third interface 93. The outlet of the first branch S21, the third interface 93, and the seventh port G are interconnected. The second interface 92 is connected to the inlet of the second branch S22, and the third interface 93 is connected to the outlet of the third branch S23. The inlet of the first branch S21, the outlet of the second branch S22, the inlet of the third branch S23, and the fourth port D are interconnected. The fourth port D can be connected to the entrance of the first branch road S21 and / or the entrance of the third branch road S23. The exit of the first branch road S21 and / or the third interface 93 can be connected to the seventh port G. The entrance of the second branch road S22 can be connected to the second interface 92. The exit of the second branch road S22 can be connected to the entrance of the third branch road S23. The exit of the third branch road S23 can be connected to the first interface 91.

[0051] Specifically, the second multi-functional branch S2 includes a second valve 15, a third pump 13, a cold air core 104, and a fourth heat exchange section 42. The first branch S21 includes the second valve 15, the second branch S22 includes the cold air core 104, and the third branch S23 includes the third pump 13 and the fourth heat exchange section 42. The outlet of the third pump 13 is connected to the inlet of the fourth heat exchange section 42, the outlet of the fourth heat exchange section 42 is connected to the first interface 91, the second interface 92 is connected to the inlet of the cold air core 104, the third interface 93 and the outlet of the second valve 15 are both connected to the seventh port G, the fourth port D is connected to the inlet of the second valve 15 and the inlet of the third pump 13, and the outlet of the cold air core 104 is connected to the inlet of the third pump 13.

[0052] The cooling air core 104 is used for heat exchange between the coolant and the passenger cabin air, thereby cooling the passenger cabin air. Optionally, the second multi-way valve 9 is a three-way proportional valve used to adjust the flow ratio of the two parallel branches. The second multi-way valve 9 can be used to adjust the flow ratio of the coolant flowing to the cooling air core 104 and the coolant flowing to the seventh port G, thereby adjusting the heat exchange effect at both locations. The second multi-functional branch S2 is used to provide cooling to the passenger cabin and to extract heat from components such as the motor, battery, and atmospheric environment.

[0053] Referring to Figure 3, in this embodiment, the second valve 15 is a one-way valve, which opens from the inlet to the outlet of the first branch S21 and closes from the outlet to the inlet of the first branch S21. It can be used to open the fourth port D and the seventh port G, but close the third interface 93 and the fourth port D. In other possible embodiments, the second valve 15 can be any valve with both closing and opening functions.

[0054] The first pump 11, the second pump 12, and the third pump 13 all provide power for the flow of coolant. The positions of the three pumps can be adjusted adaptively without affecting the liquid flow. Optionally, all three pumps are electro-hydraulic pumps, and their types and specifications can be the same or different, depending on the requirements of the thermal management system. The components of the coolant system 200 of this application can be indirectly connected through pipes or valves, or they can be integrated into a single structure. Similarly, the components of the refrigerant system 100 and the coolant system 200 can also be integrated or installed together as needed.

[0055] The vehicle has an air conditioning unit that exchanges heat with the air in the passenger compartment. In this embodiment, the cold air core 104 and the warm air core 105 are disposed inside the air conditioning unit for heat exchange with the air in the air conditioning unit, thereby regulating the temperature and humidity of the passenger compartment. The warm air core 105 is located downstream of the cold air core 104 in the airflow. A fan is provided inside the air conditioning unit to guide the airflow within the unit. The warm air core 105, the cold air core 104, and the heat exchanger 103 are all air-cooled heat exchangers, all used for heat exchange with the air. The structure of air-cooled heat exchangers is well known to those skilled in the art and will not be described in detail here.

[0056] The thermal management system of this embodiment has multiple operating modes, including heating mode, cooling mode, heating and dehumidification mode, cooling and dehumidification mode, hot gas bypass mode, and heat dissipation mode. Depending on the ambient temperature, it can be used to meet the different heat exchange requirements of components such as the passenger compartment, battery, and motor. Under all operating conditions, when compressor 1 is turned on, the first heat exchanger 2 acts as a condenser, in which the refrigerant can release heat to the coolant. The second heat exchanger 4 acts as an evaporator, in which the refrigerant can absorb heat from the coolant.

[0057] In this embodiment, the thermal management system switches the connection states of the first auxiliary branch S5, battery branch S3, heat exchange branch S4, first multi-functional branch S1, and second multi-functional branch S2 through the connection state switching of the first flow direction switching device 10. This couples together components such as the motor heat exchanger 102, battery heat exchanger 101, heater core 105, cooler core 104, heat exchanger 103, second heat exchange section 22, and fourth heat exchange section 42, forming the first auxiliary branch S5 with an internal hollow pipe. This allows for reasonable allocation and coordination of energy among different coolant branches, achieving effective energy transfer and management, thereby improving the thermal management effect of the thermal management system. Where possible, the first auxiliary branch S5 isolates one of the battery branch S3, heat exchange branch S4, first multi-functional branch S1, and second multi-functional branch S2 from the other branches, ensuring the normal operation of the system.

[0058] The thermal management system has a first operating mode. Referring to Figures 4 and 5, in the first operating mode, the first flow direction switching device 10 is in a first connected state. The first valve port 81 is connected to the second valve port 82, the first interface 91 is connected to the third interface 93, the battery branch S3 forms its own loop, the first auxiliary branch S5 forms its own loop, the fourth branch S14 and the third branch S13 are connected to form a loop, and the third branch S23, the heat exchange branch S4, the first branch S11 and the second branch S12 are connected to form a loop. According to the heat exchange requirements of the passenger cabin, the first operating mode includes a first heating mode and a first heating and dehumidification mode.

[0059] The thermal management system operates in the first heating mode, which enables heating of the passenger cabin and recovery of waste heat from the motor. Referring to Figure 4, compressor 1, first pump 11, second pump 12, and third pump 13 are activated, with the circuits of first pump 11, second pump 12, and third pump 13 isolated from each other. First throttling device 3 is in a throttling state, and second throttling device 7 is in a closed state. First heat exchange section 21 and second heat exchange section 22 exchange heat, as do third heat exchange section 41 and fourth heat exchange section 42. Due to the pressure difference, first valve 14 is in a conducting state, and second valve 15 is in a closed state. First interface 91 is connected only to third interface 93. First pump 11 is connected to battery heat exchange device 101, second pump 12, second heat exchange section 22 are connected to heater core 105, and third pump 13, fourth heat exchange section 42, heat exchanger 103, motor heat exchange device 102, and first valve 14 are connected. Heating of the passenger cabin is achieved through the warm air core 105, heat is obtained from the atmospheric environment through the heat exchanger 103, and waste heat of the motor is recovered through the fourth heat exchange section 42.

[0060] The thermal management system operates in the first heating and dehumidification mode, which can achieve heating and dehumidification of the passenger cabin and waste heat recovery from the motor. The system connection status is roughly the same as that in the first heating mode. Referring to Figure 5, the difference is that the first interface 91 is connected to the second interface 92 and the third interface 93. The third pump 13, the fourth heat exchanger 42, and the cold air core 104 are added and connected. The heating and dehumidification of the passenger cabin is achieved through the combined action of the warm air core 105 and the cold air core 104. Heat is obtained from the atmospheric environment through the heat exchanger 103, and waste heat recovery from the motor is achieved through the fourth heat exchanger 42.

[0061] In the first operating mode, the battery has no heat exchange requirement. A small battery loop is formed through the first flow direction switching device 10, and the first pump 11 is activated to circulate the coolant, achieving battery self-circulation and ensuring uniform battery temperature. In some cases, if the battery temperature is suitable, the first pump 11 can be turned off, which is more energy-efficient. Compared with related technologies, in the first operating mode, the motor heat exchange device 102 and the battery heat exchange device 101 are isolated from each other, improving the phenomenon of the motor's heat heating the battery, which affects battery efficiency and lifespan.

[0062] The thermal management system has a second operating mode. Referring to Figures 6 and 7, in the second operating mode, the first flow direction switching device 10 is in a second connected state. The first valve port 81 is connected to the second valve port 82, the first interface 91 is connected to the third interface 93, the battery branch S3, the first branch S11, the second branch S12, and the first branch S21 are connected to form a loop, the battery branch S3, the first branch S11, the second branch S12, and the third branch S23 are connected to form a loop, and the fourth branch S14 and the third branch S13 are connected to form a loop. Based on the heat exchange requirements of the passenger cabin, the second operating mode includes a second heating mode, a third heating mode, and a second heating and dehumidification mode.

[0063] The thermal management system operates in a second heating and dehumidification mode, which enables heating and dehumidification of the passenger cabin, as well as waste heat recovery from the motor and battery. Referring to Figure 6, compressor 1, first pump 11, second pump 12, and third pump 13 are activated, and the first interface 91 is connected to the second interface 92 and the third interface 93. The first throttling device 3 is in a throttling state, the second throttling device 7 is in a closed state, the first heat exchange section 21 and the second heat exchange section 22 exchange heat, and the third heat exchange section 41 and the fourth heat exchange section 42 exchange heat. Due to the pressure difference, the first valve 14 and the second valve 15 are both in a conductive state. The first pump 11, battery heat exchanger 101, motor heat exchanger 102, first valve 14, and second valve 15 are connected. The first pump 11, battery heat exchanger 101, motor heat exchanger 102, first valve 14, third pump 13, and fourth heat exchanger 42 are also connected. The second pump 12, second heat exchanger 22, and heater core 105 are connected. The third pump 13, fourth heat exchanger 42, and coolant core 104 are also connected. The circuit containing the first pump 11 and the circuit containing the second pump 12 are isolated from each other. The battery heat exchanger 101, motor heat exchanger 102, and fourth heat exchanger 42 are connected in series. Through coolant circulation, waste heat from the battery and motor is recovered, fully utilizing the waste heat of system components and improving energy efficiency. The heater core 105 and coolant core 104 work together to achieve heating and dehumidification of the passenger cabin.

[0064] The thermal management system operates in a second heating mode, which heats the passenger cabin and recovers waste heat from the motor and battery. The system connection is largely the same as in the second heating and dehumidification mode. Referring to Figure 6, the difference is that the first interface 91 is connected to the third interface 93, while the first interface 91 is disconnected from the second interface 92. No coolant flows to the cold air core 104; the system only heats the air in the passenger cabin.

[0065] The thermal management system operates in a third heating mode, which can heat the passenger cabin and, in some cases, recover waste heat from the motor and battery. The system connection is largely the same as in the second heating and dehumidification mode. Referring to Figure 7, the difference is as follows: the first interface 91 is connected to the third interface 93, while the first interface 91 is disconnected from the second interface 92, so no coolant flows to the cold air core 104, and only has a heating effect on the passenger cabin air; the first valve port 81 is connected to both the second valve port 82 and the third valve port 83, and the second pump 12, the second heat exchange section 22, the second valve 15, the first pump 11, the battery heat exchange device 101, and the motor heat exchange device 102 are connected; the second pump 12, the second heat exchange section 22, the third pump 13, the fourth heat exchange section 42, the first pump 11, the battery heat exchange device 101, and the motor heat exchange device 102 are connected, and the higher temperature coolant flowing out from the second heat exchange section 22 flows to the fourth heat exchange section 42, the battery heat exchange device 101, and the motor heat exchange device 102, and provides heat through the work of the compressor 1 to ensure the temperature of the passenger cabin, the motor, and the battery, with a stable heating effect and good passenger cabin comfort. In the third heating mode, if the motor and battery have residual heat that can be recovered, then residual heat recovery is achieved; if the motor and battery do not have residual heat recovery and need to be heated, then heat is provided to the motor and battery to improve the phenomenon of low energy efficiency caused by the decrease in motor and battery temperature.

[0066] The thermal management system has a third operating mode. Referring to Figure 8, in the third operating mode, the first flow direction switching device 10 is in a third connected state, the first valve port 81 is connected to the third valve port 83, the first interface 91 is cut off from the third interface 93, and the battery branch S3, the first branch S11, the fourth branch S14, the heat exchange branch S4, and the first branch S21 are connected to form a loop. Based on the heat exchange requirements of the passenger compartment and the battery, the third operating mode includes a first cooling mode, a first cooling dehumidification mode, and a first heat dissipation mode.

[0067] The thermal management system operates in a first heat dissipation mode, which enables heat dissipation for both the battery and the motor. Referring to Figure 8, the first pump 11 and / or the second pump 12 are turned on, the compressor 1 and the third pump 13 are turned off, the first interface 91 and the second interface 92 are closed, and the first valve port 81 and the second valve port 82 are closed. Due to the pressure difference, the first valve 14 is in a closed state, and the second valve 15 is in a conductive state. The first pump 11, the battery heat exchange device 101, the motor heat exchange device 102, the second pump 12, the second heat exchange section 22, the heat exchanger 103, and the second valve 15 are connected. The battery heat exchange device 101, the motor heat exchange device 102, and the heat exchanger 103 are connected in series. The coolant in the heat exchanger 103 exchanges heat with the atmospheric environment, and the cooled coolant circulates to dissipate heat from the motor and the battery.

[0068] The thermal management system operates in the first cooling mode, which cools the passenger cabin and dissipates heat from the motor and battery. The system connection is largely the same as in the first heat dissipation mode. Referring to Figure 8, the difference is that: compressor 1 and the third pump 13 are activated; the first interface 91 and the second interface 92 are connected; the first throttling device 3 is in a throttling state; the second throttling device 7 is in a closed state; the first heat exchanger 21 and the second heat exchanger 22 exchange heat; the third heat exchanger 41 and the fourth heat exchanger 42 exchange heat; and the third pump 13, the fourth heat exchanger 42, and the cold air core 104 are connected. The cold air core 104 cools the passenger cabin, and the heat exchanger 103 releases heat to the atmosphere to dissipate heat from the motor and battery, and maintain normal system operation.

[0069] The thermal management system operates in the first cooling and dehumidification mode, which enables cooling and dehumidification of the passenger cabin, replenishment of passenger cabin heat, and cooling of the motor and battery. The system connection is largely the same as in the first cooling mode (refer to Figure 8), with the following differences: compressor 1 and third pump 13 are activated; first valve port 81 is connected to both second and third valve ports 82 and 83; first interface 91 is connected to second interface 92; first throttling device 3 is in a throttling state; second throttling device 7 is in a closed state; first heat exchange section 21 and second heat exchange section 22 exchange heat; third heat exchange section 41 and fourth heat exchange section 42 exchange heat; second pump 12, second heat exchange section 22, and warm air core 105 are connected; third pump 13, fourth heat exchange section 42, and cold air core 104 are connected. Warm air core 105 replenishes passenger cabin heat; cold air core 104 cools and dehumidifies passenger cabin; and heat exchanger 103 cools the motor and battery.

[0070] In the first cooling and dehumidification mode, the heat exchange effect at the heater core 105 and the heat exchanger 103 is adjusted by regulating the ratio of coolant flow from the first valve port 81 to the second valve port 82 and to the third valve port 83. Considering the current heat exchange requirements of the battery, the first cooling and dehumidification mode can also be applied to passenger cabin heating and dehumidification, battery heating, motor cooling, and other conditions where heating demand is low. The coolant flowing through the heat exchanger 103 first flows through the battery heat exchanger 101 to heat the battery, and then flows through the motor heat exchanger 102 to cool the motor.

[0071] The thermal management system has a fourth operating mode. Referring to Figures 9 to 11, in the fourth operating mode, the first flow direction switching device 10 is in a fourth connected state, the first valve port 81 is connected to the third valve port 83, the battery branch S3 is connected to the first branch S21 to form a loop, and the fourth branch S14, the heat exchange branch S4, and the first branch S11 are connected to form a loop. Based on the heat exchange requirements of the passenger compartment and the battery, the fourth operating mode includes a second heat dissipation mode, a second cooling mode, a third cooling mode, a fourth cooling mode, a second cooling dehumidification mode, and a third cooling dehumidification mode.

[0072] The thermal management system operates in a second heat dissipation mode, which can dissipate heat from the motor. Referring to Figure 9, the first pump 11 and the second pump 12 are on, the compressor 1 and the third pump 13 are off, the first valve port 81 and the second valve port 82 are closed, the first interface 91 and the second interface 92 are closed, and the first interface 91 and the third interface 93 are closed. Due to the pressure difference, the first valve 14 is in the closed state, and the second valve 15 is in the open state. The first pump 11, the battery heat exchange device 101, and the second valve 15 are connected, and the second pump 12, the second heat exchange section 22, the heat exchanger 103, and the motor heat exchange device 102 are connected. The circuits containing the first pump 11 and the second pump 12 are isolated from each other. In the battery circuit, the coolant circulates to ensure uniform battery temperature. When the battery temperature is suitable, the first pump 11 can be turned off. The motor heat exchange device 102 is connected in series with the heat exchanger 103. The coolant in the heat exchanger 103 exchanges heat with the atmospheric environment, and the cooled coolant circulates to cool the motor.

[0073] The thermal management system operates in a second cooling mode, which simultaneously cools the passenger compartment and battery, as well as the motor. Referring to Figure 10, compressor 1, first pump 11, second pump 12, and third pump 13 are activated. First valve port 81 and second valve port 82 are closed, while first interface 91 is connected to second interface 92 and third interface 93. First throttling device 3 is in a throttling state, and second throttling device 7 is in a closed state. First heat exchange section 21 and second heat exchange section 22 exchange heat, as do third heat exchange section 41 and fourth heat exchange section 42. Due to the pressure difference, first valve 14 is in a closed state, and second valve 15 is in a conducting state. The first pump 11, battery heat exchanger 101, and second valve 15 are connected; the first pump 11, battery heat exchanger 101, third pump 13, and fourth heat exchanger 42 are connected; the third pump 13, fourth heat exchanger 42, and cooling air core 104 are connected; the second pump 12, second heat exchanger 22, heat exchanger 103, and motor heat exchanger 102 are connected. The circuit containing the first pump 11 and the circuit containing the second pump 12 are isolated from each other. A portion of the low-temperature coolant flowing from the fourth heat exchanger 42 flows into the cooling air core 104 to cool the passenger compartment, and another portion flows into the battery heat exchanger 101 to cool the battery. Through the first branch S21, a portion of the higher-temperature coolant flowing from the battery heat exchanger 101 mixes with the lower-temperature coolant flowing from the fourth heat exchanger 42 before flowing back to the battery heat exchanger 101. This prevents the coolant flowing into the battery heat exchanger 101 from becoming too cold, thus protecting the battery. The second heat exchange section 22, the motor heat exchange device 102, and the heat exchanger 103 are connected in series. Through the circulation of coolant, the motor can be cooled and the normal operation of the system can be ensured.

[0074] If the second multi-way valve 9 is a three-way proportional valve, the cooling effect of the passenger compartment and battery can be adjusted by regulating the ratio of coolant flow from the first port 91 to the second port 92 and from the third port 93.

[0075] The thermal management system operates in a third cooling mode, which can independently cool the passenger compartment and dissipate heat from the motors. The system connection is largely the same as in the second cooling mode. Referring to Figure 10, the difference is that the first interface 91 is only connected to the second interface 92, meaning the battery branch S3 and the third branch S23 are isolated from each other. The circuits containing the first pump 11, the second pump 12, and the third pump 13 are also isolated from each other. In the battery circuit, coolant circulates to ensure uniform battery temperature; alternatively, the first pump 11 is turned off.

[0076] The thermal management system operates in a fourth cooling mode, which can independently cool the battery and dissipate heat from the motor. The system connection is largely the same as in the second cooling mode. Referring to Figure 10, the difference is that the first interface 91 is only connected to the third interface 93, meaning that the second branch S22 and the third branch S23 are isolated from each other.

[0077] In some possible operating conditions, such as battery fast charging mode, based on the fourth cooling mode, the first multi-way valve 8 is switched so that the first valve port 81 is connected to the second valve port 82 and the third valve port 83. The second pump 12, the second heat exchange section 22 and the warm air core 105 are connected. The heat of the coolant is dissipated through the warm air core 105, which improves the cooling effect of the system and ensures that the battery can be cooled quickly in battery fast charging mode, thereby improving charging efficiency and safety.

[0078] The thermal management system operates in a second cooling and dehumidification mode. This mode enables cooling and dehumidification of the passenger cabin, passenger cabin heating, battery cooling, and motor heat dissipation, and its connection status is largely the same as in the second cooling mode. Referring to Figure 11, the difference is that the first valve port 81 is connected to both the second valve port 82 and the third valve port 83, and the second pump 12, the second heat exchange section 22, and the heater core 105 are also connected.

[0079] The thermal management system operates in the third cooling and dehumidification mode. This mode provides cooling and dehumidification of the passenger cabin, passenger cabin heating, battery cooling when not needed, and motor cooling. The system connection is largely the same as in the second cooling and dehumidification mode. Referring to Figure 11, the difference is that the first interface 91 is connected to the second interface 92, meaning the battery branch S3 and the third branch S23 are isolated. In the battery circuit, coolant circulates to ensure uniform battery temperature; alternatively, the first pump 11 is turned off.

[0080] In the second and third cooling and dehumidification modes, cooling and dehumidification are achieved through the cold air core 104, while the warm air core 105 meets the heating needs of the passenger cabin, preventing the passenger cabin air temperature from being too low and resulting in poor comfort. If the first multi-way valve 8 is a three-way proportional valve, the heat exchange effect of the warm air core 105 and the heat exchanger 103 can be adjusted by regulating the ratio of coolant flow from the first valve port 81 to the second valve port 82 and to the third valve port 83, thereby meeting different heat exchange requirements.

[0081] In this application, switching between the second, third, and fourth refrigeration modes can be accomplished by switching the connection state of the interface of the second multi-way valve 9; switching between the second refrigeration mode and the second refrigeration dehumidification mode, as well as switching between the third refrigeration mode and the third refrigeration dehumidification mode, can all be accomplished by switching the valve port connection state of the first multi-way valve 8. The system structure is simple and the control method is simple, which can improve system stability.

[0082] Depending on the heat exchange requirements and ambient temperature, the opening of the first throttling device 3 of the refrigerant system 100 can be adjusted to regulate the heat exchange effect at the first heat exchanger 2 and the second heat exchanger 4, allowing the same system connection state to be applied to other operating conditions. For example, the second refrigeration and dehumidification mode can also be applied to conditions where passenger cabin heating and dehumidification, battery cooling, motor heat dissipation, and passenger cabin heat demand are not high. The third refrigeration and dehumidification mode can also be applied to conditions where passenger cabin heating and dehumidification, battery cooling, motor heat dissipation, and passenger cabin heat demand are not high. In this case, since the passenger cabin heat demand is not high, but the temperature of the coolant flowing out of the second heat exchange section 22 is relatively high, a portion of the coolant can be allowed to flow through the heat exchanger 103 to release heat to the atmospheric environment, thereby meeting the demand.

[0083] The thermal management system has a fifth operating mode. Referring to Figures 12 and 13, in the fifth operating mode, the first flow direction switching device 10 is in the fifth connected state. The first valve port 81 is connected to the second valve port 82 and the third valve port 83. The first auxiliary branch S5 forms its own loop. The battery branch S3, the first branch S11, and the second branch S12 are connected to form a loop. The battery branch S3, the first branch S11, and the fourth branch S14 are connected to form a loop. The fourth branch S14 and the third branch S13 are connected to form a loop. According to the heat exchange requirements of the passenger cabin and the battery, the fifth operating mode includes a fourth cooling and dehumidification mode, a fourth heating mode, and a third heating and dehumidification mode.

[0084] The thermal management system operates in the fourth cooling and dehumidification mode, which enables cooling and dehumidification of the passenger cabin, passenger cabin reheating, battery heating, and motor cooling. Referring to Figure 12, compressor 1, first pump 11, second pump 12, and third pump 13 are activated. First interface 91 is connected to second interface 92, and first interface 91 is disconnected from third interface 93. First throttling device 3 is in a throttling state, and second throttling device 7 is in a closed state. First heat exchange section 21 and second heat exchange section 22 exchange heat, and third heat exchange section 41 and fourth heat exchange section 42 exchange heat. Due to the pressure difference, first valve 14 is in a conducting state, and second valve 15 is in a closed state. The first pump 11, battery heat exchanger 101, motor heat exchanger 102, and first valve 14 are connected. The first pump 11, battery heat exchanger 101, motor heat exchanger 102, second pump 12, and second heat exchange section 22 are connected. The second pump 12, second heat exchange section 22, and heater core 105 are connected. The third pump 13, fourth heat exchange section 42, and cold air core 104 are connected. The circuits of the second pump 12 and the third pump 13 are isolated from each other. Part of the coolant flowing out of the second heat exchange section 22 flows through the battery heat exchanger 101 and motor heat exchanger 102, circulating to heat the battery and recover or cool the motor waste heat. The other part flows through the heater core 105 to reheat the passenger compartment, and the cold air core 104 to cool and dehumidify the passenger compartment.

[0085] The thermal management system operates in the fourth heating mode, which provides heating for the passenger cabin, battery heating, and motor cooling. The system connection is largely the same as in the fourth cooling / dehumidification mode (see Figure 13), except that: the first interface 91 is disconnected from the second interface 92, while the first interface 91 is connected to the third interface 93. The third pump 13, the fourth heat exchanger 42, and the heat exchanger 103 are connected. No coolant flows to the cold air core 104; the system only heats the passenger cabin air, absorbing heat from the atmosphere through the heat exchanger 103 to ensure normal system operation.

[0086] The thermal management system operates in the third heating and dehumidification mode, which enables heating and dehumidification of the passenger cabin, battery heating, and motor cooling. The system connection is largely the same as in the fourth heating mode (see Figure 12), except that: the first interface 91 is connected to both the second and third interfaces 92 and 93; the third pump 13, the fourth heat exchanger 42, and the heat exchanger 103 are connected; and the third pump 13, the fourth heat exchanger 42, and the cold air core 104 are connected. Heat is absorbed from the atmospheric environment through the heat exchanger 103 to ensure normal system operation. Heating and dehumidification of the passenger cabin are achieved through the combined action of the cold air core 104 and the warm air core 105.

[0087] The thermal management system has a sixth operating mode. Referring to Figure 14, in the sixth operating mode, the first flow direction switching device 10 is in the fifth connected state, the third pump 13 is closed, the first interface 91 and the second interface 92 are cut off, the first interface 91 and the third interface 93 are cut off, the battery branch S3, the first branch S11, and the second branch S12 are connected to form a loop, the battery branch S3, the first branch S11, and the fourth branch S14 are connected to form a loop, and the fourth branch S14 and the third branch S13 are connected to form a loop. The sixth operating mode includes a hot gas bypass mode.

[0088] The thermal management system operates in hot gas bypass mode, which enables heating of the passenger cabin and battery. Referring to Figure 14, compressor 1, first pump 11, and second pump 12 are activated. First throttling device 3 and second throttling device 7 are both in a throttling state. First heat exchange section 21 and second heat exchange section 22 exchange heat, while third heat exchange section 41 and fourth heat exchange section 42 do not exchange heat. Due to the pressure difference, first valve 14 is in a conductive state. First pump 11, battery heat exchange device 101, motor heat exchange device 102, and first valve 14 are connected. First pump 11, battery heat exchange device 101, motor heat exchange device 102, second pump 12, and second heat exchange section 22 are connected. Second pump 12, second heat exchange section 22, and heater core 105 are connected. The coolant flowing out of the second heat exchange section 22 flows partly through the battery heat exchange device 101 and the motor heat exchange device 102, circulating to heat the battery and utilize the waste heat from the motor; the other part flows through the heater core 105 to heat the passenger cabin. In hot air bypass mode, the power consumption of compressor 1 and the waste heat from the motor are used to heat the passenger cabin and the battery, which is more energy-efficient.

[0089] According to another specific embodiment of the thermal management system of this application, referring to Figures 1, 2, and 15 to 21, this embodiment is basically the same as the above embodiment, except that the coolant system is different. Specifically, the coolant system 200 includes a second flow direction switching device T, a second auxiliary branch S6, and a third auxiliary branch S7, but does not include the first flow direction switching device 10 and the first auxiliary branch S5. Correspondingly, the connection points of each branch are different, and the connection state in the specific mode is different. The setting of the thermal management system in this embodiment is basically the same as that in the above specific embodiment. The differences are illustrated below, and the similarities are referred to the relevant descriptions in the above embodiments.

[0090] In this embodiment, the second flow direction switching device T is a 12-way valve with twelve ports. These twelve ports are defined sequentially as port A, port B, port C, port D, port E, port F, port G, port H, port I, port J, port K, and port L. The twelve ports are isolated from each other on the valve body of the second flow direction switching device T. It should be understood that the order of the twelve ports is for ease of describing the application state of the second flow direction switching device T; the port order does not mean that the twelve ports must be arranged in the above order on the valve body. The position of the ports on the valve body depends on the actual design layout.

[0091] The two ports of battery branch S3 are connected to the first port A and the eighth port H, respectively. The two ports of the first multi-functional branch S1 are connected to the second port B and the fifth port E, respectively. The two ports of heat exchange branch S4 are connected to the third port C and the sixth port F, respectively. The two ports of the second multi-functional branch S2 are connected to the fourth port D and the seventh port G, respectively. The second auxiliary branch S6 and the third auxiliary branch S7 are both pipes used for connection. The second auxiliary branch S6 connects to the ninth port I and the tenth port J, and the third auxiliary branch S7 connects to the eleventh port K and the twelfth port L.

[0092] The second flow direction switching device T has five conduction states, which are switched by the movement of the valve core. In any conduction state, the first port of the second flow direction switching device T is connected to the second port, the third port to the fourth port, the fifth port to the sixth port, the seventh port to the eighth port, the ninth port to the twelfth port, and the tenth port to the eleventh port. The first port is one of the following: first port A, fifth port E, seventh port G, ninth port I, and twelfth port L. For example, if the first port is second port A, the second port is second port B, the third port is third port C, and so on, with the twelfth port being twelfth port L.

[0093] In the first conducting state, the first port of the second flow direction switching device T is the twelfth port L, as shown in Figure 16. The first port A is connected to the twelfth port L, the second port B is connected to the third port C, the fourth port D is connected to the fifth port E, the sixth port F is connected to the seventh port G, the eleventh port K is connected to the eighth port H, and the ninth port I is connected to the tenth port J.

[0094] In the second conduction state, the first port of the second flow direction switching device T is the seventh port G (see Figure 22). The first port A is connected to the second port B, the third port C is connected to the sixth port F, the fourth port D is connected to the fifth port E, the seventh port G is connected to the eighth port H, the ninth port I is connected to the tenth port J, and the eleventh port K is connected to the twelfth port L.

[0095] In the third conducting state, the first port of the second flow direction switching device T is the first port A (see Figure 21). The first port A is connected to the second port B, the third port C is connected to the fourth port D, the fifth port E is connected to the sixth port F, the seventh port G is connected to the eighth port H, the ninth port I is connected to the twelfth port L, and the tenth port J is connected to the eleventh port K.

[0096] In the fourth conduction state, the first port of the second flow direction switching device T is the fifth port E. Referring to Figure 18, the first port A is connected to the fourth port D, the second port B is connected to the third port C, the fifth port E is connected to the sixth port F, the seventh port G is connected to the eighth port H, the ninth port I is connected to the tenth port J, and the eleventh port K is connected to the twelfth port L.

[0097] In the fifth conducting state, the first port of the second flow direction switching device T is the ninth port I, as shown in Figure 23. The first port A is connected to the second port B, the third port C is connected to the fourth port D, the fifth port E is connected to the eighth port H, the sixth port F is connected to the seventh port G, the ninth port I is connected to the tenth port J, and the eleventh port K is connected to the twelfth port L.

[0098] In this embodiment, in any of the conducting states of the second flow direction switching device T, six flow channels are formed inside the second flow direction switching device T. These six flow channels are isolated from each other within the second flow direction switching device T. Each flow channel connects to two of the twelve ports, and no two flow channels connect to the same port. It should be understood that during the state switching process, there may be an intermediate state where one flow channel connects to more than three ports; this does not affect the final application where one flow channel connects to only two ports.

[0099] The thermal management system of this embodiment can realize all the working modes of the above embodiments. However, under the same working mode, the actual application of the first flow direction switching device 10 of the above embodiments and the second flow direction switching device T of this embodiment are different. The following mainly describes the differences. For the similarities, refer to the corresponding descriptions of the various working conditions of the same mode in the previous embodiment in conjunction with the corresponding drawings.

[0100] In the first working mode of this embodiment, referring to FIG16, the second flow direction switching device T is in the first conducting state, the second auxiliary branch S6 forms a loop, the battery branch S3 and the third auxiliary branch S7 are connected to form a loop, the fourth branch S14 and the third branch S13 are connected to form a loop, and the third branch S23, the heat exchange branch S4, the first branch S11 and the second branch S12 are connected to form a loop.

[0101] In the second working mode of this embodiment, referring to FIG17, the second flow direction switching device T is in the second conduction state, the second auxiliary branch S6 forms a self-circuit, the third auxiliary branch S7 forms a self-circuit, the battery branch S3 is connected to the first multi-functional branch S1 and / or the second multi-functional branch S2, the warm air core 105 and the cold air core 104 are isolated from each other, the battery branch S3, the first branch S11, the second branch S12, and the first branch S21 are connected to form a circuit, and the fourth branch S14 and the third branch S13 are connected to form a circuit.

[0102] In the third working mode of this embodiment, referring to FIG18, the second flow direction switching device T is in the third conduction state, the second auxiliary branch S6 and the third auxiliary branch S7 are connected, and the battery branch S3, the first branch S11, the fourth branch S14, the heat exchange branch S4 and the first branch S21 are connected to form a loop.

[0103] In the fourth operating mode of this embodiment, referring to FIG19, the second flow direction switching device T is in the fourth conduction state, the second auxiliary branch S6 forms a self-circuit, the third auxiliary branch S7 forms a self-circuit, the battery branch S3 is connected to the second multi-functional branch S2, the battery branch S3 is isolated from the first multi-functional branch S1, the battery branch S3 is connected to the first branch S21 to form a loop, and the fourth branch S14, the heat exchange branch S4, and the first branch S11 are connected to form a loop.

[0104] In the fifth operating mode of this embodiment, referring to FIG20, the second flow direction switching device T is in the fifth conduction state, the second auxiliary branch S6 forms a self-circuit, the third auxiliary branch S7 forms a self-circuit, the battery branch S3 is connected to the first multi-functional branch S1, the battery branch S3 is isolated from the second multi-functional branch S2, the battery branch S3, the first branch S11, and the second branch S12 are connected to form a loop, and the fourth branch S14 and the third branch S13 are connected to form a loop.

[0105] In the sixth working mode of this embodiment, referring to FIG21, the second flow direction switching device T is in the fifth conduction state, the second auxiliary branch S6 forms a loop, the third auxiliary branch S7 forms a loop, the battery branch S3, the first branch S11, and the second branch S12 are connected to form a loop, and the fourth branch S14 and the third branch S13 are connected to form a loop.

[0106] In this application, the "connection" between two components can be a direct connection or a connection via piping. The two components may only have piping between them, or they may have valves or other components in addition to piping. Similarly, the "connection" between two components in this application can be a direct connection or a connection via piping. The two components may only have piping between them, or they may have valves or other components in addition to piping. It should be understood that each mode of the thermal management system of this application can be started and run directly. There is no sequential order in the operation of the different modes. The descriptions involving progressive relationships above are only for ease of understanding and should not be interpreted as indicating a sequential order of operation between the two modes.

[0107] This application also provides a control method for a thermal management system. This control method is applied to the thermal management system of any of the above embodiments. The thermal management system further includes a control system, which can be used to control the operating state of the refrigerant system 100 and the coolant system 200. The control system includes a controller and several sensors. The sensors can be used to acquire operating information of the heat exchanger, the cold air core 104, the warm air core 105, the motor, and the battery. Optionally, the operating information includes temperature and pressure. The controller is electrically connected to the compressor 1, the fan in the air conditioning unit, several valves, and several sensors. The controller can be used to acquire the operating information obtained by the sensors. The controller can be used to adjust the operating state of the components of the thermal management system. The adjustment of the operating state includes at least one of opening components, closing components, speed adjustment, opening degree adjustment, and power adjustment. The controller can be used to execute the control method of the thermal management system.

Claims

1. A thermal management system, characterized in that, include: The first heat exchanger (2) and the second heat exchanger (4) are isolated from each other. The first heat exchanger (2) includes a first heat exchange section (21) and a second heat exchange section (22) that are isolated from each other. The second heat exchanger (4) includes a third heat exchange section (41) and a fourth heat exchange section (42) that are isolated from each other. The thermal management system includes a refrigerant system (100) and a coolant system (200). The refrigerant system (100) includes a compressor (1), a first throttling device (3), a first heat exchange section (21), and a third heat exchange section (41). The coolant system (200) includes a first pump (11), a second pump (12), a third pump (13), a battery heat exchange device (101), a motor heat exchange device (102), a heat exchanger (103), a cold air core (104), a warm air core (105), a second heat exchange section (22), and a fourth heat exchange section (42). The heat exchanger (103) is used to exchange heat with the atmospheric environment, the warm air core (105) is used to provide heat to the passenger cabin, and the cold air core (104) is used to provide cooling to the passenger cabin. The thermal management system has a first heating and dehumidification mode. In the first heating and dehumidification mode, the compressor (1), the first heat exchange section (21), the first throttling device (3), and the third heat exchange section (41) are connected. The first throttling device (3) is in a throttling state. The outlet of the compressor (1) is connected to the inlet of the first heat exchange section (21), the outlet of the first heat exchange section (21) is connected to the inlet of the first throttling device (3), the outlet of the first throttling device (3) is connected to the inlet of the third heat exchange section (41), and the outlet of the third heat exchange section (41) is connected to the inlet of the third heat exchange section (41). The compressor (1) inlet is connected, the first pump (11) and the battery heat exchange device (101) are connected, the second pump (12), the second heat exchange section (22) and the warm air core (105) are connected, the third pump (13), the fourth heat exchange section (42), the motor heat exchange device (102) and the heat exchanger (103) are connected, the third pump (13), the fourth heat exchange section (42) and the cold air core (104) are connected, and the circuit where the first pump (11), the circuit where the second pump (12) and the circuit where the third pump (13) are located are isolated from each other.

2. The thermal management system as described in claim 1, characterized in that, The thermal management system has a first heating mode. In the first heating mode, the compressor (1), the first heat exchanger (21), the first throttling device (3) and the third heat exchanger (41) are connected. The first throttling device (3) is in a throttling state. The first pump (11) and the battery heat exchanger (101) are connected. The second pump (12), the second heat exchanger (22) and the warm air core (105) are connected. The third pump (13), the fourth heat exchanger (42), the motor heat exchanger (102) and the heat exchanger (103) are connected. The circuit where the first pump (11) is located, the circuit where the second pump (12) is located and the circuit where the third pump (13) is located are isolated from each other.

3. The thermal management system as described in claim 2, characterized in that, The coolant system (200) includes a first flow direction switching device (10), which has ten ports. The ten ports are defined as port 1 (A), port 2 (B), port 3 (C), port 4 (D), port 5 (E), port 6 (F), port 7 (G), port 8 (H), port 9 (I), and port 10 (J) in sequence. One of the ports is designated as the first port. In any connection state, the first port of the first flow direction switching device (10) is connected to the second port, the third port is connected to the fourth port, the fifth port is connected to the sixth port, the seventh port is connected to the tenth port, and the eighth port is connected to the ninth port. The first port is one of the first port (A), the second port (B), the fifth port (E), the seventh port (G), and the ninth port (I). The coolant system (200) includes a first multi-functional branch (S1), a second multi-functional branch (S2), a battery branch (S3), a heat exchange branch (S4), and a first auxiliary branch (S5). The battery branch (S3) includes a first pump (11) and a battery heat exchange device (101). The two ports of the battery branch (S3) can be connected to the first port (A) and the eighth port (H), respectively. The first multi-functional branch (S1) includes a second pump (12), a motor heat exchange device (102), a heater core (105), and a second heat exchange section (22). The two ports of the first multi-functional branch (S1) can be connected to the second auxiliary branch (S5), respectively. Port (B) is connected to the fifth port (E); the heat exchange branch (S4) includes the heat exchanger (103), and the two ports of the heat exchange branch (S4) can be connected to the third port (C) and the sixth port (F) respectively; the second multi-functional branch (S2) includes the third pump (13), the cold air core (104) and the fourth heat exchange section (42), and the two ports of the second multi-functional branch (S2) can be connected to the fourth port (D) and the seventh port (G) respectively; the first auxiliary branch (S5) is a pipeline that can be used for connection, and the first auxiliary branch (S5) connects the ninth port (I) and the tenth port (J).

4. The thermal management system as described in claim 3, characterized in that, In the first heating mode and the first heating and dehumidification mode, the first flow direction switching device (10) is in the first connection state, the first port is the second port (B), the first port (A) is connected to the eighth port (H), the second port (B) is connected to the third port (C), the fourth port (D) is connected to the fifth port (E), the sixth port (F) is connected to the seventh port (G), the ninth port (I) is connected to the tenth port (J), the battery branch (S3) forms a self-circuit, and the first auxiliary branch (S5) forms a self-circuit.

5. The thermal management system as described in claim 3, characterized in that, The first flow direction switching device (10) is in the second connection state. The first port is the seventh port (G). The first port (A) is connected to the second port (B). The third port (C) is connected to the sixth port (F). The fourth port (D) is connected to the fifth port (E). The seventh port (G) is connected to the eighth port (H). The ninth port (I) is connected to the tenth port (J). The first auxiliary branch (S5) is a self-contained loop. The battery branch (S3) is connected to the first multi-functional branch (S1) and / or the second multi-functional branch (S2). The warm air core (105) and the cold air core (104) are isolated from each other.

6. The thermal management system as described in claim 3, characterized in that, The first flow direction switching device (10) is in the third connection state. The first port is the first port (A). The first port (A) is connected to the second port (B). The third port (C) is connected to the fourth port (D). The fifth port (E) is connected to the sixth port (F). The seventh port (G) is connected to the tenth port (J). The eighth port (H) is connected to the ninth port (I). The first valve port (81) is connected to the third valve port (83). The first auxiliary branch (S5), the battery branch (S3), and the heat exchange branch (S4) are connected.

7. The thermal management system as described in claim 3, characterized in that, The first flow direction switching device (10) is in the fourth connection state. The first port is the fifth port (E). The first port (A) is connected to the fourth port (D). The second port (B) is connected to the third port (C). The fifth port (E) is connected to the sixth port (F). The seventh port (G) is connected to the eighth port (H). The ninth port (I) is connected to the tenth port (J). The first auxiliary branch (S5) is a self-contained loop. The battery branch (S3) is connected to the second multi-functional branch (S2). The battery branch (S3) is isolated from the first multi-functional branch (S1).

8. The thermal management system as described in claim 3, characterized in that, The first flow direction switching device (10) is in the fifth connection state. The first port is the ninth port (I). The first port (A) is connected to the second port (B). The third port (C) is connected to the fourth port (D). The fifth port (E) is connected to the eighth port (H). The sixth port (F) is connected to the seventh port (G). The ninth port (I) is connected to the tenth port (J). The first auxiliary branch (S5) is a self-contained loop. The battery branch (S3) is connected to the first multi-functional branch (S1). The battery branch (S3) is isolated from the second multi-functional branch (S2).

9. The thermal management system as described in claim 2, characterized in that, The coolant system (200) includes a second flow direction switching device (T), which has twelve ports. The twelve ports are defined sequentially as port 1 (A), port 2 (B), port 3 (C), port 4 (D), port 5 (E), port 6 (F), port 7 (G), port 8 (H), port 9 (I), port 10 (J), port 11 (K), and port 12 (L). One of these ports is designated as port 1. In any connection state, port 1 is connected to port 2, port 3 is connected to port 4, port 5 is connected to port 6, port 7 is connected to port 8, port 9 is connected to port 12, and port 10 is connected to port 11. Port 1 is one of port 1 (A), port 5 (E), port 7 (G), port 9 (I), and port 12 (L). The coolant system (200) includes a first multi-functional branch (S1), a second multi-functional branch (S2), a battery branch (S3), a heat exchange branch (S4), a second auxiliary branch (S6), and a third auxiliary branch (S7). The battery branch (S3) includes a first pump (11) and a battery heat exchange device (101). The two ports of the battery branch (S3) can be connected to the first port (A) and the eighth port (H), respectively. The first multi-functional branch (S1) includes a second pump (12), a motor heat exchange device (102), a heater core (105), and a second heat exchange section (22). The two ports of the first multi-functional branch (S1) can be connected to the second port (B) and the fifth port (E), respectively. The heat exchange branch (S4) includes the heat exchanger (103), and the two ports of the heat exchange branch (S4) can be connected to the third port (C) and the sixth port (F) respectively; the second multi-functional branch (S2) includes the third pump (13), the cold air core (104) and the fourth heat exchange section (42), and the two ports of the second multi-functional branch (S2) can be connected to the fourth port (D) and the seventh port (G) respectively; the second auxiliary branch (S6) and the third auxiliary branch (S7) are both pipelines that can be used for connection, the second auxiliary branch (S6) connects the ninth port (I) and the tenth port (J), and the third auxiliary branch (S7) connects the eleventh port (K) and the twelfth port (L).

10. The thermal management system as described in claim 9, characterized in that, In the first heating mode and the first heating and dehumidification mode, the second flow direction switching device (T) is in the first conducting state, the first port is the twelfth port (L), the first port (A) is connected to the twelfth port (L), the second port (B) is connected to the third port (C), the fourth port (D) is connected to the fifth port (E), the sixth port (F) is connected to the seventh port (G), the ninth port (I) is connected to the tenth port (J), the eighth port (H) is connected to the eleventh port (K), the battery branch (S3) is connected to the third auxiliary branch (S7) and forms a loop, and the second auxiliary branch (S6) forms its own loop.

11. The thermal management system as described in claim 9, characterized in that, In the second conduction state, the first port of the second flow direction switching device (T) is the seventh port (G), the first port (A) is connected to the second port (B), the third port (C) is connected to the sixth port (F), the fourth port (D) is connected to the fifth port (E), the seventh port (G) is connected to the eighth port (H), the ninth port (I) is connected to the tenth port (J), the eleventh port (K) is connected to the twelfth port (L), the second auxiliary branch (S6) forms a self-contained loop, the third auxiliary branch (S7) forms a self-contained loop, the battery branch (S3) is connected to the first multi-functional branch (S1) and / or the second multi-functional branch (S2), and the warm air core (105) and the cold air core (104) are isolated from each other.

12. The thermal management system as described in claim 9, characterized in that, In the third conduction state, the second flow direction switching device (T) has the first port as the first port (A), the first port (A) connected to the second port (B), the third port (C) connected to the fourth port (D), the fifth port (E) connected to the sixth port (F), the seventh port (G) connected to the eighth port (H), the ninth port (I) connected to the twelfth port (L), the tenth port (J) connected to the eleventh port (K), the second auxiliary branch (S6) and the third auxiliary branch (S7) connected, and the battery branch (S3) connected to the heat exchange branch (S4).

13. The thermal management system as described in claim 9, characterized in that, In the fourth conduction state, the second flow direction switching device (T) has the first port as the fifth port (E), the first port (A) connected to the fourth port (D), the second port (B) connected to the third port (C), the fifth port (E) connected to the sixth port (F), the seventh port (G) connected to the eighth port (H), the ninth port (I) connected to the tenth port (J), the eleventh port (K) connected to the twelfth port (L), the second auxiliary branch (S6) forming a self-contained loop, the third auxiliary branch (S7) forming a self-contained loop, the battery branch (S3) connected to the second multi-functional branch (S2), and the battery branch (S3) isolated from the first multi-functional branch (S1).

14. The thermal management system as described in claim 9, characterized in that, In the fifth conduction state, the second flow direction switching device (T) has the following configuration: the first port is the ninth port (I); the first port (A) is connected to the second port (B); the third port (C) is connected to the fourth port (D); the fifth port (E) is connected to the eighth port (H); the sixth port (F) is connected to the seventh port (G); the ninth port (I) is connected to the tenth port (J); the eleventh port (K) is connected to the twelfth port (L); the second auxiliary branch (S6) is a self-contained loop; the third auxiliary branch (S7) is a self-contained loop; the battery branch (S3) is connected to the first multi-functional branch (S1); and the battery branch (S3) is isolated from the second multi-functional branch (S2).

15. The thermal management system according to any one of claims 3 to 14, characterized in that, The first multi-functional branch (S1) includes a first branch (S11), a second branch (S12), a third branch (S13), a fourth branch (S14), and a first multi-way valve (8). The first branch (S11) includes the motor heat exchange device (102). The second branch (S12) includes a first valve (14), which has a conducting state and a closing state. The third branch (S13) includes the warm air core (105). The fourth branch (S14) includes a second pump (12) and a second heat exchange section (22). The outlet of the second pump (12) can be connected to the inlet of the second heat exchange section (22). The first multi-way valve (8) includes a first valve port (81), a second valve port (82), and a third valve port (83). The first valve port (81) is connected to at least one of the second valve port (82) and the third valve port (83). The outlet of the first branch (S11) is connected to the inlet of the second branch (S12) and / or the inlet of the fourth branch (S14). The outlet of the second branch (S12) and / or the third valve port (83) is connected to the fifth port (E). The inlet of the third branch (S13) is connected to the second valve port (82). The outlet of the third branch (S13) is connected to the inlet of the fourth branch (S14). The outlet of the fourth branch (S14) is connected to the first valve port (81). The inlet of the first branch (S11) is connected to the second port (B). In the first heating mode and the first heating and dehumidification mode, the first valve port (81) is connected to the second valve port (82), the first valve port (81) is cut off from the third valve port (83), the first valve (14) is in the conducting state, the first branch (S11), the second branch (S12), the second multi-functional branch (S2), and the heat exchange branch (S4) are connected, and the third branch (S13) is connected to the fourth branch (S14).

16. The thermal management system as described in claim 15, characterized in that, The first valve (14) is a check valve or a shut-off valve. When the first valve (14) is in the conducting state, the first branch (S11) is connected to the fifth port (E) through the second branch (S12). When the first valve (14) is in the shut-off state, the first branch (S11) and the fifth port (E) are isolated from each other at the second branch (S12).

17. The thermal management system according to any one of claims 3 to 14, characterized in that, The second multi-functional branch (S2) includes a first branch (S21), a second branch (S22), a third branch (S23), and a second multi-way valve (9). The first branch (S21) includes a second valve (15), which has an open state and a closed state. The second branch (S22) includes the cold air core (104). The third branch (S23) includes the third pump (13) and the fourth heat exchange section (42). The outlet of the third pump (13) can be connected to the inlet of the fourth heat exchange section (42). The second multi-way valve (9) has a first port (91), a second port (92) and a third port (93), the first port (91) being connected to at least one of the second port (92) and the third port (93), the fourth port (D) being connected to the inlet of the first branch (S21) and / or the inlet of the third branch (S23), the outlet of the first branch (S21) and / or the third port (93) being connected to the seventh port (G), the inlet of the second branch (S22) being connected to the second port (92), the outlet of the second branch (S22) being connected to the inlet of the third branch (S23), and the outlet of the third branch (S23) being connected to the first port (91); In the first heating mode, the first interface (91) is connected to the third interface (93), the first interface (91) is cut off from the second interface (92), the second valve (15) is in a cut-off state, and the third branch (S23), the heat exchange branch (S4), the first branch (S11), and the second branch (S12) are connected; in the first heating and dehumidification mode, the first interface (91) is connected to the third interface (93), the third branch (S23), the heat exchange branch (S4), the first branch (S11), and the second branch (S12) are connected, the first interface (91) is connected to the second interface (92), and the third branch (S23) and the second branch (S22) are connected.

18. The thermal management system as described in claim 17, characterized in that, The second valve (15) is a check valve or a shut-off valve. When the second valve (15) is in the open state, the fourth port (D) is connected to the seventh port (G) through the first branch (S21). When the second valve (15) is in the shut-off state, the fourth port (D) and the seventh port (G) are isolated from each other at the first branch (S21).

19. The thermal management system as described in claim 1, characterized in that, The refrigerant system (100) has a second throttling device (7), the inlet of which can be connected to the outlet of the compressor (1), and the outlet of which can be connected to the inlet of the compressor (1); The thermal management system has a hot gas bypass mode. In the hot gas bypass mode, the compressor (1), the first heat exchanger (21), the first throttling device (3) and the third heat exchanger (41) are connected. The compressor (1) and the second throttling device (7) are connected. The first throttling device (3) and the second throttling device (7) are in a throttling state. The first pump (11), the battery heat exchanger (101) and the motor heat exchanger (102) are connected. The first pump (11), the battery heat exchanger (101), the motor heat exchanger (102), the second pump (12) and the second heat exchanger (22) are connected. The second pump (12), the second heat exchanger (22) and the heater core (105) are connected.

20. The thermal management system as described in claim 1, characterized in that, In a certain heating mode, the thermal management system connects the compressor (1), the first heat exchanger (21), the first throttling device (3), and the third heat exchanger (41). The first throttling device (3) is in a throttling state. The outlet of the compressor (1) is connected to the inlet of the first heat exchanger (21), the outlet of the first heat exchanger (21) is connected to the inlet of the first throttling device (3), the outlet of the first throttling device (3) is connected to the inlet of the third heat exchanger (41), and the outlet of the third heat exchanger (41) is connected to the inlet of the compressor (1). The first pump (11), the battery heat exchanger (101), and the motor heat exchanger (102) are connected. The first pump (11), the battery heat exchange device (101), the motor heat exchange device (102), the third pump (13), and the fourth heat exchange unit (42) are connected. The second pump (12), the second heat exchange unit (22), and the warm air core (105) are connected. The second pump (12), the second heat exchange unit (22), the first pump (11), the battery heat exchange device (101), and the motor heat exchange device (102) are connected. The second pump (12), the second heat exchange unit (22), the third pump (13), the fourth heat exchange unit (42), the first pump (11), the battery heat exchange device (101), and the motor heat exchange device (102) are connected.

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