CN121157587A - Thermal Management System - Google Patents

Abstract

This application discloses a thermal management system, including a compressor, a first heat exchanger, and a first valve. The first heat exchanger includes a first heat exchange section and a second heat exchange section. A first branch includes a valve component, and a second branch includes a first indoor heat exchanger and the first heat exchange section. The thermal management system includes a first pump and a battery heat exchange device. In a first hot gas bypass mode, the first valve is in a throttling state. The inlet of the first branch and the inlet of the second branch are both connected to the outlet of the compressor. The outlet of the first branch and the outlet of the second branch are both connected to the inlet of the first valve. The outlet of the first valve is connected to the inlet of the compressor. The first pump, the battery heat exchange device, and the second heat exchange section are connected. In the first hot gas bypass mode, the first indoor heat exchanger and the first heat exchange section both act as heat release heat exchangers, used for passenger cabin heating and battery heating, respectively.

Description

Thermal management system

Technical Field

The application relates to the technical field of thermal management, in particular to a thermal management system.

Background

The thermal management system of the automobile can realize the refrigeration and heating of the air in the carriage and the refrigeration and heating of the battery. In the related art, a thermal management system is disclosed in which, in a hot gas bypass mode, a part of refrigerant discharged from a compressor flows through an indoor heat exchanger, is throttled by a throttle member, flows through another heat exchanger, flows out of the other heat exchanger and flows to an inlet of the compressor, and another part of refrigerant is directly returned to the inlet of the compressor, increasing an inlet temperature and an inlet pressure of the refrigerant of the compressor for heating a passenger compartment. But this hot gas bypass mode does not meet the co-heating requirements of the passenger compartment and the battery.

Disclosure of Invention

In view of the above technical problems, the present application provides a thermal management system, including a compressor, a first heat exchanger and a first valve, where the first heat exchanger includes a first heat exchange portion and a second heat exchange portion that are not communicated with each other;

The thermal management system comprises a first branch and a second branch, wherein the first branch comprises a valve component, the second branch comprises a first indoor heat exchanger and a first heat exchange part, the first indoor heat exchanger and the first heat exchange part are connected in series, and the thermal management system comprises a first pump and a battery heat exchange device;

The heat management system is provided with a first hot gas bypass mode, in the first hot gas bypass mode, the compressor is in an opening state, the first valve element is in a throttling state, the valve component is in a throttling state, the first branch is connected with the second branch in parallel, the inlet of the first branch and the inlet of the second branch are communicated with the outlet of the compressor, the outlet of the first branch and the outlet of the second branch are communicated with the inlet of the first valve element, the outlet of the first valve element is communicated with the inlet of the compressor, the first pump, the battery heat exchange device and the second heat exchange part are communicated, and the first heat exchange part and the second heat exchange part enter heat exchange.

In the heat management system provided by the application, in a first hot gas bypass mode, a compressor is in an on state, a first valve element is in a throttling state, a first branch and a second branch are connected in parallel, an outlet of the first branch and an outlet of the second branch are communicated with an inlet of the first valve element, a first pump, a battery heat exchange device and a second heat exchange part are communicated, the first heat exchange part exchanges heat with the second heat exchange part, and the first indoor heat exchanger and the first heat exchange part are used as heat release heat exchangers for releasing heat and respectively heating a passenger cabin and a battery to protect the battery.

Drawings

FIG. 1 is a schematic diagram illustrating the connection of one embodiment of a thermal management system of the present application;

FIG. 2 is a schematic diagram of a first hot gas bypass mode of an embodiment of a thermal management system of the present application;

FIG. 3 is a schematic diagram of a second hot gas bypass mode of an embodiment of the thermal management system of the present application;

FIG. 4 is a schematic diagram of a third hot gas bypass mode of an embodiment of the thermal management system of the present application;

FIG. 5 is a schematic diagram of a fourth hot gas bypass mode of an embodiment of the thermal management system of the present application;

FIG. 6 is a schematic diagram of a first heating and dehumidification mode of an embodiment of a thermal management system of the present disclosure;

FIG. 7 is a schematic diagram of a second heating and dehumidification mode of an embodiment of a thermal management system of the present disclosure;

FIG. 8 is a schematic diagram of a third heating dehumidification mode of an embodiment of a thermal management system of the present disclosure;

FIG. 9 is a schematic diagram of a fourth heating dehumidification mode of an embodiment of a thermal management system of the present disclosure;

FIG. 10 is a schematic diagram of a first battery single thermal mode of an embodiment of a thermal management system of the present application;

FIG. 11 is a schematic diagram of a second battery single thermal mode of an embodiment of a thermal management system of the present application;

FIG. 12 is a schematic illustration of a first passenger cabin mono-thermal mode of an embodiment of a thermal management system of the present application;

FIG. 13 is a schematic illustration of a second passenger cabin mono-thermal mode of an embodiment of a thermal management system of the present application;

FIG. 14 is a schematic illustration of a third passenger compartment single-heat mode of an embodiment of a thermal management system of the present application;

FIG. 15 is a schematic diagram of a first hybrid heating mode of an embodiment of a thermal management system of the present application;

FIG. 16 is a schematic diagram of a second hybrid heating mode of an embodiment of a thermal management system of the present application;

FIG. 17 is a schematic diagram of a first battery cooling only mode of an embodiment of a thermal management system of the present application;

FIG. 18 is a schematic diagram of a second battery cooling only mode of an embodiment of a thermal management system of the present application;

FIG. 19 is a schematic diagram of a battery overcharge cooling mode of an embodiment of a thermal management system of the present application;

FIG. 20 is a schematic illustration of a first passenger compartment single cold mode of an embodiment of a thermal management system of the application;

FIG. 21 is a schematic illustration of a second passenger compartment single cold mode of an embodiment of a thermal management system of the application;

FIG. 22 is a schematic diagram of a hybrid refrigeration mode of an embodiment of a thermal management system of the present application;

FIG. 23 is a schematic diagram of a low temperature heat dissipation mode of an embodiment of a thermal management system of the present application;

FIG. 24 is a schematic diagram of a first cooling dehumidification mode of an embodiment of a thermal management system of the present disclosure;

FIG. 25 is a schematic diagram of a second cooling and dehumidification mode of an embodiment of a thermal management system of the present application;

FIG. 26 is a schematic diagram of a first deicing mode of an embodiment of a thermal management system of the present application;

FIG. 27 is a schematic diagram of a second deicing mode of an embodiment of a thermal management system of the present application;

FIG. 28 is a schematic diagram of a third deicing mode of an embodiment of a thermal management system of the present application;

FIG. 29 is a schematic diagram of a fourth deicing mode of an embodiment of a thermal management system of the present application.

Detailed Description

Exemplary embodiments of the present invention will be described in detail below with reference to the accompanying drawings. If there are several specific embodiments, the features in these embodiments can be combined with each other without conflict. When the description refers to the accompanying drawings, the same numbers in different drawings denote the same or similar elements, unless otherwise specified. What is described in the following exemplary embodiments does not represent all embodiments consistent with the invention, but rather is merely an example of an apparatus, article, and/or method consistent with some aspects of the invention as set forth in the claims.

The terminology used in the present invention is for the purpose of describing particular embodiments only and is not intended to limit the scope of the present invention. As used in the specification and claims of the present invention, the singular forms "a," "an," or "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

It should be understood that words such as "first," "second," and the like, used in the description and in the claims of the present invention, do not denote any order, quantity, or importance, but rather are names used to distinguish one feature from another. Likewise, the terms "a" or "an" and the like do not denote a limitation of quantity, but rather denote the presence of at least one. Unless otherwise indicated, the terms "front," "rear," "upper," "lower," and the like are used herein for convenience of description and are not limited to a particular location or to a spatial orientation. The word "comprising" or "comprises", and the like, is an open-ended expression, meaning that elements appearing before "comprising" or "including", encompass the elements appearing after "comprising" or "including", and equivalents thereof, and not exclude that elements appearing before "comprising" or "including", may also include other elements. In the present invention, if a plurality of the above-mentioned components are present, the meaning of the above-mentioned components is two or more.

Referring to fig. 1, the present application proposes a thermal management system comprising a compressor 1, a first heat exchanger 2 and a first valve member 10, the first heat exchanger 2 comprising a first heat exchange portion 21 and a second heat exchange portion 22 which are not in communication with each other, the first valve member 10 having a throttling function.

Referring to fig. 1, the thermal management system includes a first leg 100 and a second leg 200, the first leg 100 including the valve member 84, the second leg 100 including the first indoor heat exchanger 3, the second indoor heat exchanger 4, and the first heat exchange portion 21, and in some embodiments, the first indoor heat exchanger 3, the second indoor heat exchanger 4, and the first heat exchange portion 21 are connected in series, the thermal management system including the first pump 11 and the battery heat exchange device 12.

The thermal management system has a first hot gas bypass mode, see fig. 2, in which the compressor 1 is in an open state and the first valve element 10 is in a throttled state, the valve member 84 is in a throttled state, the first branch 100 is connected in parallel with the second branch 200, the inlet of the first branch 100 and the inlet of the second branch 200 are both communicated with the outlet of the compressor 1, the outlet of the first branch 100 and the outlet of the second branch 200 are both communicated with the inlet of the first valve element 10, the outlet of the first valve element 10 is communicated with the inlet of the compressor 1, the first pump 11, the battery heat exchanging device 12 and the second heat exchanging portion 22 are communicated, and the first heat exchanging portion 21 and the second heat exchanging portion 22 enter heat exchange.

In a lower temperature environment, when the passenger cabin and the battery have heating requirements, the thermal management system is in a first hot gas bypass mode, in a specific embodiment, the outlet of the compressor 1, the first indoor heat exchanger 3, the first heat exchange part 21 and the inlet of the compressor 1 are sequentially communicated along the flowing direction of the refrigerant, the first heat exchange part 21 is used as a condenser or an air cooler in the first hot gas bypass mode for heating the battery, and the first indoor heat exchanger 3 is used as an indoor air cooler or a condenser for improving the heating performance of the system.

The thermal management system has a second hot gas bypass mode, in which the thermal management system is in an on state of the compressor 1, the first valve element 10 is in a throttled state, the valve element 84 is in a throttled state, the first indoor heat exchanger 3, the second indoor heat exchanger 4 and the first heat exchanging portion 21 are connected in series, the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4 and the first heat exchanging portion 21 are communicated, and the first pump 11, the battery heat exchanging device 12 and the second heat exchanging portion 22 are communicated, as shown in fig. 3.

In an extremely low temperature environment, when the passenger cabin and the battery have heating requirements, the thermal management system is in a second hot gas bypass mode, in a specific embodiment, referring to fig. 3, along the flowing direction of the refrigerant, the outlet of the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the first heat exchange part 21 and the inlet of the compressor 1 are sequentially communicated, the first pump 11, the battery heat exchange device 12 and the second heat exchange part 22 are communicated, the first heat exchange part 21 is used as a condenser or an air cooler in the second hot gas bypass mode, the battery heat exchange device 12 is used for performing thermal management on the battery, the first heat exchange part 21 exchanges heat with the second heat exchange part 22 to meet the battery heating requirements, the first indoor heat exchanger 3 and the second indoor heat exchanger 4 are connected in series to serve as an indoor air cooler or a condenser, the heating performance of the system is improved, and the first valve element 10 is in a throttling state to ensure the operation of the thermal management system.

In the first hot gas bypass mode and the second hot gas bypass mode, when the valve member 84 is adjusted to be in the throttling state, the refrigerant in the first branch 100 can be throttled, the inlet temperature of the compressor 1 is increased, the throttled refrigerant of the first valve member 10 is positioned on the gas saturation line or on the right side of the gas saturation line of the pressure enthalpy diagram, and the liquid impact phenomenon of the compressor 1 is avoided.

In some embodiments, referring to FIG. 1, the thermal management system further comprises a second valve element 20, the second valve element 20 having a throttling function and an all-pass function, the second valve element 20 being in a throttled or all-pass state in which the inlet of the second valve element 20 is in communication with the outlet of the first indoor heat exchanger 3 and the outlet of the second valve element 20 is in communication with the first heat exchange portion 21 in the first hot gas bypass mode, and the second valve element 20 being in a throttled or all-pass state in which the inlet of the second valve element 20 is in communication with the outlet of the second indoor heat exchanger 4 and the outlet of the second valve element 20 is in communication with the first heat exchange portion 21. When the battery side requires more heat, the second valve element 20 is in an all-on state, and when the battery side requires less heat, the second valve element 20 is in a throttled state.

In some embodiments, the thermal management system further includes a third valve element 30, the third valve element 30 having a throttling function, an all-pass function, and a shut-off function. In the first hot gas bypass mode, the third valve element 30 is in a cut-off state, and in the second hot gas bypass mode, the third valve element 30 is in an all-on state, and the third valve element 30 is connected in series between the first indoor heat exchanger 3 and the second indoor heat exchanger 4.

In the application, when the heat demand of the passenger cabin is not large, a first hot gas bypass mode can be adopted, and when the heat demand of the passenger cabin and the battery is large, a second hot gas bypass mode can be adopted.

The first valve element 10 also has an all-pass function, the thermal management system comprises at least one of a third hot gas bypass mode and a fourth hot gas bypass mode, the thermal management system is in an open state of the compressor 1 in any one of the third hot gas bypass mode and the fourth hot gas bypass mode, the first valve element 10 is in an all-pass state, the second valve element 20 is in a throttling state, the outlet of the first branch 100 and the outlet of the first heat exchange part 21 are respectively communicated with the inlet of the first valve element 10, and the outlet of the first valve element 10 is communicated with the inlet of the compressor 1.

In the very low temperature environment, when the passenger cabin has a heating requirement, the thermal management system is in the third hot gas bypass mode, in a specific embodiment, referring to fig. 4, the inlet of the second valve member 20 is communicated with the second indoor heat exchanger 4, the outlet of the second valve member 20 is communicated with the first heat exchange portion 21, the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4 and the first heat exchange portion 21 are communicated, and specifically, the outlet of the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the first heat exchange portion 21, the gas-liquid separator 7 and the inlet of the compressor 1 are sequentially communicated along the flow direction of the refrigerant. The first indoor heat exchanger 3 and the second indoor heat exchanger 4 are connected in series to improve the heating performance of the system, and the first heat exchange part 21 exchanges heat with the second heat exchange part 22 for heating the battery.

In a lower temperature environment, when the passenger cabin has a heating requirement, the thermal management system is in a fourth hot gas bypass mode, in a specific embodiment, referring to fig. 5, the third valve member 30 is in a cut-off state, the inlet of the second valve member 20 is communicated with the first indoor heat exchanger 3, the outlet of the second valve member 20 is communicated with the first heat exchange portion 21, and the outlet of the compressor 1, the first indoor heat exchanger 3, the first heat exchange portion 21, the gas-liquid separator 7 and the inlet of the compressor 1 are sequentially communicated along the flow direction of the refrigerant. The first indoor heat exchanger 3 is used for passenger compartment heating.

The heat management system further comprises a fourth valve element 40 and a third branch 300, wherein the fourth valve element 40 has a throttling function and an all-pass function, the third branch 300 comprises an outdoor heat exchanger 6, the heat management system comprises a first heating and dehumidifying mode, the heat management system is in the first heating and dehumidifying mode, the compressor 1 is in an open state, the third valve element 30 is in a throttling state, the fourth valve element 40 is in a throttling state or an all-pass state, the third valve element 30 is connected in series between the first indoor heat exchanger 3 and the second indoor heat exchanger 4, an inlet of the fourth valve element 40 is communicated with the second indoor heat exchanger 4, an outlet of the fourth valve element 40 is communicated with the outdoor heat exchanger 6, and the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4 and the outdoor heat exchanger 6 are communicated.

When the passenger cabin has a heating and dehumidifying requirement and a large heat load, the thermal management system is in the first heating and dehumidifying mode, in a specific embodiment, referring to fig. 6, the fourth valve member 40 is in a throttling state, along the flowing direction of the refrigerant, the outlet of the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the outdoor heat exchanger 6, the gas-liquid separator 7 and the inlet of the compressor 1 are sequentially communicated, and the second indoor heat exchanger 4 and the outdoor heat exchanger 6 are connected in series to serve as an evaporator, and the outdoor heat exchanger 6 is used for absorbing heat of the atmosphere. The further throttling of the fourth valve member 40 enables the outdoor heat exchanger 6 to absorb more heat from the outside for passenger compartment heating. Of course, in other embodiments, the fourth valve element 40 may be in the all-on state in the first heating and dehumidifying mode. In the present application, the temperature of the inner refrigerant of the second indoor heat exchanger 4 can be appropriately increased by adjusting the opening degree of the third valve member 30, thereby reducing the possibility of frosting and icing of the second indoor heat exchanger 4.

The thermal management system includes a fifth valve element 50, the fifth valve element 50 having a throttling function. The heat management system comprises at least one mode of a second heating and dehumidifying mode, a third heating and dehumidifying mode and a fourth heating and dehumidifying mode, wherein the heat management system is in an on state of the compressor 1, the third valve element 30 is in a cut-off state, the fourth valve element 40 is in a throttling state, the fifth valve element 50 is in a throttling state, an inlet of the fourth valve element 40 is communicated with the first indoor heat exchanger 3, an outlet of the fourth valve element 40 is communicated with the outdoor heat exchanger 6, an inlet of the fifth valve element 50 is communicated with the first indoor heat exchanger 3, an outlet of the fifth valve element 50 is communicated with the second indoor heat exchanger 4, and the compressor 1, the first indoor heat exchanger 3 and the outdoor heat exchanger 6 are communicated.

When the passenger cabin has a heating and dehumidifying requirement and a large heat load, the thermal management system is in a second heating and dehumidifying mode, in a specific embodiment, referring to fig. 7, along the refrigerant flowing direction, the outlet of the compressor 1, the first indoor heat exchanger 3, the outdoor heat exchanger 6, the gas-liquid separator 7 and the inlet of the compressor 1 are sequentially communicated, the outlet of the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the gas-liquid separator 7 and the inlet of the compressor 1 are sequentially communicated, the outdoor heat exchanger 6 and the second indoor heat exchanger 4 are connected in parallel to serve as evaporators, and the first indoor heat exchanger 3 serves as an indoor air cooler, so that the thermal management system is suitable for heating and dehumidifying with a large heat load.

When the passenger cabin has a heating and dehumidifying requirement and the battery needs to be refrigerated, the thermal management system is in a third heating and dehumidifying mode, in a specific embodiment, the second valve member 20 is also in a throttling state, along the flowing direction of the refrigerant, the outlet of the compressor 1, the first indoor heat exchanger 3, the outdoor heat exchanger 6, the gas-liquid separator 7 and the inlet of the compressor 1 are sequentially communicated, the outlet of the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the gas-liquid separator 7 and the inlet of the compressor 1 are sequentially communicated, the outlet of the compressor 1, the first indoor heat exchanger 3, the first heat exchanger 21, the gas-liquid separator 7 and the inlet of the compressor 1 are sequentially communicated, the battery heat exchanging device 12 is communicated with the second heat exchanging portion 22, the outdoor heat exchanger 6, the second indoor heat exchanger 4 and the first heat exchanger 21 are sequentially connected in parallel to serve as evaporators, and are suitable for a dehumidifying working condition with a large heat load, the first indoor heat exchanger 3 serves as an indoor air cooler, and the second heat exchanging portion 22 is used for refrigerating the battery.

When the passenger cabin has a heating and dehumidifying requirement and the battery and the motor have waste heat available, the thermal management system is in a fourth heating and dehumidifying mode, see fig. 9, and the fourth heating and dehumidifying mode is different from the third heating and dehumidifying mode in that the battery heat exchange device 12 and the motor heat exchange device 14 are communicated with the second heat exchange part 22, the waste heat of the battery heat exchange device 12 or the motor heat exchange device 14 is absorbed through the second heat exchange part 22, and the waste heat of the battery and the motor is used for heating and dehumidifying the passenger cabin through the heat exchange of the first heat exchange part 21 and the second heat exchange part 22.

The heat management system further comprises a first pump 11 and a battery heat exchange device 12, the battery heat exchange device 12 is connected in series between the first pump 11 and the second heat exchange part 22, the heat management system comprises at least one of a first battery single-heat mode and a second battery single-heat mode, the heat management system is communicated with the first heat exchange part 21 at the outlet of the first branch 100 and in the first battery single-heat mode or the second battery single-heat mode, the fourth valve element 40 is in a throttling state, the inlet of the fourth valve element 40 is communicated with the first heat exchange part 21, the outlet of the fourth valve element 40 is communicated with the outdoor heat exchanger 6, the compressor 1, the first heat exchange part 21 and the outdoor heat exchanger 6 are communicated, and the first pump 11, the battery heat exchange device 12 and the second heat exchange part 22 are communicated.

The battery single-hot mode is divided into a first battery single-hot mode and a second battery single-hot mode according to whether a person is in the passenger compartment. When there is a need for heating the battery and a person is in the passenger cabin, the thermal management system is in a first battery single-heat mode, in a specific embodiment, referring to fig. 10, along the flow direction of the refrigerant, the outlet of the compressor 1, the first heat exchange portion 21, the outdoor heat exchanger 6, the gas-liquid separator 7, and the inlet of the compressor 1 are sequentially communicated, the outlet of the first pump 11, the battery heat exchange device 12, the second heat exchange portion 22, and the inlet of the first pump 11 are sequentially communicated, the thermal management system is in an air source heat pump heating state, the outdoor heat exchanger 6 absorbs heat of the atmospheric environment as an evaporator for heating the battery, and heat exchange between the first heat exchange portion 21 and the second heat exchange portion 22 is used for heating the battery.

When there is a heating requirement for the battery and no person is in the passenger cabin, the thermal management system is in a second battery single-heat mode, in a specific embodiment, referring to fig. 11, the fifth valve element 50 is in a throttling state, along the flowing direction of the refrigerant, the outlet of the compressor 1, the first heat exchange portion 21, the outdoor heat exchanger 6, the gas-liquid separator 7 and the inlet of the compressor 1 are sequentially communicated, the outlet of the compressor 1, the first heat exchange portion 21, the second indoor heat exchanger 4, the gas-liquid separator 7 and the inlet of the compressor 1 are sequentially communicated, the outlet of the first pump 11, the battery heat exchange device 12, the second heat exchange portion 22 and the inlet of the first pump 11 are sequentially communicated, the outdoor heat exchanger 6 and the second indoor heat exchanger 4 are connected in parallel to serve as evaporators, the heating performance of the system is improved, the first heat exchange portion 21 serves as a condenser, and the heat exchange between the first heat exchange portion 21 and the second heat exchange portion 22 is used for heating the battery.

The thermal management system comprises at least one of a first passenger cabin single heating mode, a second passenger cabin single heating mode and a first mixed heating mode, the thermal management system is in an opening state of the compressor 1 in any one of the first passenger cabin single heating mode, the second passenger cabin single heating mode and the first mixed heating mode, the fourth valve element 40 is in a throttling state, an inlet of the fourth valve element 40 is communicated with the second indoor heat exchanger 4, an outlet of the fourth valve element 40 is communicated with the outdoor heat exchanger 6, and the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4 and the outdoor heat exchanger 6 are communicated.

When the passenger cabin has a heating requirement and a larger heat load, the thermal management system is in a first passenger cabin single-heat mode, in a specific embodiment, referring to fig. 12, along the flow direction of the refrigerant, the outlet of the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the outdoor heat exchanger 6, the gas-liquid separator 7 and the inlet of the compressor 1 are sequentially communicated, and the thermal management system is in an air source heat pump heating state, and absorbs heat of the atmosphere environment for heating the passenger cabin through the outdoor heat exchanger 6. The first indoor heat exchanger 3 and the second indoor heat exchanger 4 are connected in series to serve as an indoor air cooler, so that the heating performance of the system can be improved.

When there is a heating demand in the passenger cabin and a heat load is large and waste heat is available in the battery and motor, the thermal management system is in a second passenger cabin single-heat mode, in a specific embodiment, referring to fig. 13, the second valve member 20 is in a throttling state, the inlet of the second valve member 20 is communicated with the second indoor heat exchanger 4, the outlet of the second valve member 20 is communicated with the first heat exchange portion 21, the outlet of the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the outdoor heat exchanger 6, the gas-liquid separator 7 and the inlet of the compressor 1 are sequentially communicated, the outlet of the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the first heat exchange portion 21, the gas-liquid separator 7 and the inlet of the compressor 1 are sequentially communicated, the first pump 11, the battery heat exchange device 12, the second heat exchange portion 22 and the motor heat exchange device 14 are in an air source heat pump heating state, the heat of the first indoor heat exchanger 3 and the second indoor heat exchanger 4 are in series connected as an indoor motor, the heat of the second indoor heat exchanger 6 absorbs heat of the atmosphere for heating, and the waste heat of the passenger cabin is absorbed by the second heat exchange device 12 and the second heat exchange device 14 through the battery heat exchange device 12 and the second heat exchange device 14.

When the passenger cabin has a heating requirement and the heat load is not large, the heat management system is in a third passenger cabin single-heat mode, as shown in fig. 14, the fourth valve element 40 is in a throttling state, the inlet of the fourth valve element 40 is communicated with the first indoor heat exchanger 3, the outlet of the fourth valve element 40 is communicated with the outdoor heat exchanger 6, the compressor 1, the first indoor heat exchanger 3, the outdoor heat exchanger 6 and the gas-liquid separator 7 are communicated along the flow direction of the refrigerant, the first indoor heat exchanger 3 serves as an indoor air cooler, the heat management system is in an air source heat pump heating state, and the heat of the atmosphere is absorbed by the outdoor heat exchanger 6 for heating the passenger cabin.

When the passenger cabin and the battery have heating requirements and the heat load is large, the heat management system is in a first hybrid heating mode, referring to fig. 15, the compressor 1 is in an on state, the fourth valve member 40 is in a throttling state, along the flowing direction of the refrigerant, the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4 and the outdoor heat exchanger 6 are communicated, the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4 and the first heat exchange part 21 are communicated, the first pump 11, the battery heat exchange device 12 and the second heat exchange part 22 are communicated, the first indoor heat exchanger 3 and the second indoor heat exchanger 4 are connected in series to serve as an indoor air cooler, the heat management system is in an air source heat pump heating state, heat of the atmosphere is absorbed by the outdoor heat exchanger 6 for heating the passenger cabin, and heat exchange is carried out between the first heat exchange part 21 and the second heat exchange part 22 for heating the battery.

When the passenger cabin and the battery have heating requirements and the heat load is not large, the thermal management system is in a second hybrid heating mode, in a specific embodiment, referring to fig. 16, the compressor 1 is in an on state, the fourth valve member 40 is in a throttling state, the third valve member 30 is in an off state, the compressor 1, the first indoor heat exchanger 3 and the outdoor heat exchanger 6 are communicated along the flowing direction of the refrigerant, the compressor 1, the first indoor heat exchanger 3 and the first heat exchange part 21 are communicated, the first pump 11, the battery heat exchange device 12 and the second heat exchange part 22 are communicated, the thermal management system is in an air source heat pump heating state, the heat of the atmosphere is absorbed by the outdoor heat exchanger 6 for heating the passenger cabin, the first indoor heat exchanger 3 serves as an indoor air cooler, the heating performance of the system is improved, and the heat exchange between the first heat exchange part 21 and the second heat exchange part 22 is used for heating the battery.

Referring to fig. 1, the first branch 100 includes a first flow path L1 and a second flow path L2, the first flow path L1 includes a first indoor heat exchanger 3 and a second indoor heat exchanger 4, the second flow path L2 includes a second valve element 20 and a first heat exchanger portion 21, the thermal management system has a battery overcharge cooling mode, in which the first valve element 10 is in an all-on state, the second valve element 20 is in a throttled state, an inlet of the first flow path L1 and an inlet of the third branch 300 are both communicated with an outlet of the compressor 1, an outlet of the first flow path L1 and an outlet of the third branch 300 are both communicated with the second flow path L2, and the first pump 11, the battery heat exchanger 12 and the second heat exchanger portion 22 are communicated.

When the battery needs to be cooled and the passenger cabin is free of people and the battery is overcharged, the thermal management system is in a battery overcharged refrigeration mode, in a specific embodiment, referring to fig. 19, in the battery overcharged refrigeration mode, the second indoor heat exchanger 4 is communicated with the inlet of the second valve member 20, the outlet of the second valve member 20 is communicated with the first heat exchange portion 21, the third valve member 30 is in an all-on state, the third valve member 30 is connected between the first indoor heat exchanger 3 and the second indoor heat exchanger 4 in series, the outlet of the compressor 1, the outdoor heat exchanger 6, the first heat exchange portion 21 and the inlet of the compressor 1 are sequentially communicated, the outlet of the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the inlet of the first heat exchange portion 21 and the inlet of the compressor 1 are sequentially communicated, the first pump 11, the battery heat exchange device 12 and the second heat exchange portion 22 are sequentially communicated, the first indoor heat exchanger 3, the second indoor heat exchanger 4 and the outdoor heat exchanger 6 are used as air coolers, and the performance of the system is improved, and the requirement of the battery for the battery to be overcharged is met.

In some embodiments, the thermal management system further comprises a second heat exchanger 5, the second heat exchanger 5 comprising a third heat exchange portion 51 and a fourth heat exchange portion 52 that are not in communication with each other, the outlet of the first valve member 10 being in communication with the inlet of the fourth heat exchange portion 52, the outlet of the fourth heat exchange portion 52 being in communication with the inlet of the compressor 1. In the battery overcharge mode, the outlet of the compressor 1, the outdoor heat exchanger 6, the third heat exchange portion 51, the first heat exchange portion 21, the second throttle valve 20, the gas-liquid separator 7, the fourth heat exchange portion 52, and the inlet of the compressor 1 are sequentially communicated, and the outlet of the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the second throttle valve 20, the first heat exchange portion 21, the fourth heat exchange portion 52, and the inlet of the compressor 1 are sequentially communicated. The heat management system further comprises a gas-liquid separator 7, wherein an inlet of the gas-liquid separator 7 is communicated with an outlet of the first valve element 10, and an outlet of the gas-liquid separator 7 is communicated with the fourth heat exchange part 52, wherein the third heat exchange part 51 and the fourth heat exchange part 52 can exchange heat, so that the refrigerant coming out of the gas-liquid separator 7 becomes the refrigerant with a certain superheat degree through the fourth heat exchange part 52, and the occurrence of the liquid impact condition of the compressor 1 caused by poor separation effect of the gas-liquid separator 7 is reduced.

The thermal management system comprises at least one of a first single-battery cooling mode and a second single-battery cooling mode, the second valve element 20 is in a throttling state in any one of the first single-battery cooling mode and the second single-battery cooling mode, an inlet of the second valve element 20 is at least communicated with the outdoor heat exchanger 6, an outlet of the second valve element 20 is communicated with the first heat exchange part 21, the compressor 1, the outdoor heat exchanger 6 and the first heat exchange part 21 are communicated, and the first pump 11, the battery heat exchange device 12 and the second heat exchange part 22 are communicated.

When the battery needs to be cooled and the passenger cabin has a person or the battery cooling load is not high, the thermal management system is in the first battery cooling only mode, in a specific embodiment, referring to fig. 17, in the first battery cooling only mode, along the refrigerant flow direction, the outlet of the compressor 1, the outdoor heat exchanger 6, the third heat exchange portion 51, the first heat exchange portion 21, the gas-liquid separator 7, the fourth heat exchange portion 52, and the inlet of the compressor 1 are sequentially communicated, the first pump 11, the battery heat exchange device 12, and the second heat exchange portion 22 are sequentially communicated, the outdoor heat exchanger 6 is an air cooler, the first heat exchange portion 21 is an evaporator, and the first heat exchange portion 21 and the second heat exchange portion 22 are used for battery cooling.

When the battery needs to be cooled and the passenger cabin is free and the battery is overcharged, the thermal management system is in a second battery single cooling mode, in a specific embodiment, referring to fig. 18, under the condition of the second battery Shan Lengmo, along the flowing direction of the refrigerant, the outlet of the compressor 1, the outdoor heat exchanger 6, the third heat exchange portion 51, the first heat exchange portion 21, the gas-liquid separator 7, the fourth heat exchange portion 52 and the inlet of the compressor 1 are sequentially communicated, the outlet of the compressor 1, the first indoor heat exchanger 3, the third heat exchange portion 51, the first heat exchange portion 21, the gas-liquid separator 7, the fourth heat exchange portion 52 and the inlet of the compressor 1 are sequentially communicated, the first pump 11, the battery heat exchange device 12 and the second heat exchange portion 22 are sequentially communicated, the first indoor heat exchanger 3 and the outdoor heat exchanger 6 are connected in parallel to serve as a gas cooler, the refrigerating performance of the system is improved, and the first heat exchange portion 21 is an evaporator and the second heat exchange portion 22 is used for cooling the battery.

The heat management system comprises a second pump 13, a motor heat exchange device 14 and a sixth valve element 15, wherein the sixth valve element 15 is provided with a port a, a port b, a port c and a port d, the port a of the sixth valve element 15 is communicated with the first pump 11, the port b of the sixth valve element 15 is communicated with the motor heat exchange device 14, the port c of the sixth valve element 15 is communicated with the second pump 13, and the port d of the sixth valve element 15 is communicated with the second heat exchange part 22.

The thermal management system communicates with port a of the sixth valve element 15 and port b of the sixth valve element 15, and communicates with port c of the sixth valve element 15 and port d of the sixth valve element 15 in either the first hot gas bypass mode or the second hot gas bypass mode.

The thermal management system comprises at least one mode of a first passenger cabin single cooling mode, a second passenger cabin single cooling mode and a mixed cooling mode, wherein the thermal management system is in an on state of the compressor 1 in any one mode of the first passenger cabin single cooling mode, the second passenger cabin single cooling mode and the mixed cooling mode, the fifth valve element 50 is in a throttling state, an inlet of the fifth valve element 50 is communicated with the outdoor heat exchanger 6, an outlet of the fifth valve element 50 is communicated with the second indoor heat exchanger 4, and the compressor 1, the outdoor heat exchanger 6 and the second indoor heat exchanger 4 are communicated.

When the passenger cabin has a refrigerating demand, the thermal management system is in a first passenger cabin single-cooling mode, see fig. 20, in which the compressor 1, the outdoor heat exchanger 6, the third heat exchange portion 51, the second indoor heat exchanger 4, the gas-liquid separator 7, and the fourth heat exchange portion 52 are in communication in the direction of the refrigerant flow, the port a of the sixth valve element 15 is in communication with the port d of the sixth valve element 15, the port b of the sixth valve element 15 is in communication with the port c of the sixth valve element 15, the battery heat exchange device 12 and the motor heat exchange device 14 are isolated from each other, the outdoor heat exchanger 6 is an air cooler, the second indoor heat exchanger 4 serves as an evaporator for passenger cabin refrigeration, and in addition, in the first passenger cabin single-cooling mode, whether the first pump 11 is started or not can be determined as needed, and the first pump 11 can drive the cooling liquid to circulate in the battery heat exchange device 14.

When the passenger cabin has a refrigerating requirement, the thermal management system is in a second passenger cabin single cooling mode, see fig. 21, and the second passenger cabin single cooling mode is different from the first passenger cabin refrigerating mode in that a port a of the sixth valve element 15 is communicated with a port b of the sixth valve element 15, a port c of the sixth valve element 15 is communicated with a port d of the sixth valve element 15, the thermal management system further comprises a third heat exchanger 16, the first pump 11, the battery heat exchange device 12, the second heat exchange part 22, the third heat exchanger 16, the second pump 13 and the motor heat exchange device 14 are communicated along the flowing direction of the refrigerant, the outdoor heat exchanger 6 and the second heat exchange part 22 serve as air coolers, the refrigerating performance is improved, the third heat exchanger 16 simultaneously dissipates heat of the battery and the motor, and the heat of the second heat exchange part 22 is dissipated through the third heat exchanger 16.

When the passenger compartment and the battery both have refrigeration requirements, the thermal management system is in a hybrid refrigeration mode, see fig. 22, in which the compressor 1, the outdoor heat exchanger 6, the third heat exchanger 51, the second indoor heat exchanger 4, the gas-liquid separator 7, and the fourth heat exchanger 52 are in communication, and the compressor 1, the outdoor heat exchanger 6, the third heat exchanger 51, the first heat exchanger 21, the gas-liquid separator 7, and the fourth heat exchanger 52 are in communication, the fifth valve element 50, and the second valve element 20 are in a throttled state, the second indoor heat exchanger 4 and the first heat exchanger 21 are connected in parallel as an evaporator, and simultaneously refrigerate the battery and the passenger compartment.

The thermal management system further comprises a seventh valve element 17, the seventh valve element 17 having a port a, a port b, a port c, the port a of the seventh valve element 17 being in communication with the port c of the sixth valve element 15, the port b of the seventh valve element 17 being in communication with the third heat exchanger 16, the port c of the seventh valve element 17 being in communication with the second pump 13.

In some embodiments, the thermal management system further comprises a plurality of valve devices, wherein the valve devices have an off state and an all-on state, and wherein if the valve devices are in the off state, no refrigerant flows in the branch where the valve devices are located, and if the valve devices are in the all-on state, refrigerant flows in the branch where the valve devices are located. Alternatively, the valve means is a shut-off valve or a one-way valve. In this embodiment, the plurality of valve devices includes a first valve device 81, a second valve device 82, and a third valve device 83. Wherein one port of the first valve device 81 is connected between the second indoor heat exchanger 4 and the third valve member 30, and the other port of the first valve device 81 is connected between the first heat exchanging part 21 and the gas-liquid separator 7. One port of the second valve device 82 is connected between the first indoor heat exchanger 3 and the third valve element 30, and the other port of the second valve device 82 is connected between the outdoor heat exchanger 6 and the third heat exchanging portion 51. One port of the third valve device 83 is connected between the outlet of the compressor 1 and the outdoor heat exchanger 6, and the other port of the third valve device 83 is connected between the first heat exchanging portion 21 and the gas-liquid separator 7.

In some embodiments, the thermal management system further comprises a ninth valve member 85, a tenth valve member 86, the ninth valve member 85, the tenth valve member 86 having a shut-off state, a throttled state, and an all-on state. In the first, second, third and fourth hot gas bypass modes, the ninth valve element 85 is connected in series between the outlet of the compressor 1 and the first indoor heat exchanger 3, in the first and second passenger compartment single cooling modes, the tenth valve element 86 is connected in series between the outlet of the compressor 1 and the outdoor heat exchanger 6, and in the second and battery single cooling modes, the ninth valve element 85 is connected in series between the outlet of the compressor 1 and the first indoor heat exchanger 3, and the tenth valve element 86 is connected in series between the outlet of the compressor 1 and the outdoor heat exchanger 6.

The components of the thermal management system are connected through pipelines to form two large systems, namely a refrigerant system and a cooling liquid system, which are isolated from each other and are not communicated with each other. The refrigerant system is communicated with a refrigerant, the cooling liquid system is communicated with a cooling liquid, the refrigerant can be R134A or carbon dioxide or other heat exchange media, and the cooling liquid can be a mixed solution of ethanol and water or other cooling media. The coolant system includes a battery circuit and a motor circuit. The battery loop comprises a first pump 11 and a battery heat exchange device 12, and the motor loop comprises a second pump 13 and a motor heat exchange device 14. All parts of the battery loop and the motor loop can be indirectly connected through pipelines or valve members, and can be integrated into an integrated structure. The first pump 11 is used for providing power for the flow of the cooling liquid in the battery loop, the second pump 13 is used for providing power for the flow of the oil in the motor loop, and the specifications of the first pump 11 and the second pump 13 can be selected according to the requirements of the thermal management system, wherein the first pump 11 and the second pump 13 are water pumps. The battery heat exchange device 12 is used for thermal management of the battery. Alternatively, the battery heat exchange device 12 may be an integral component of unitary construction with the battery, or may be a separate component that is then assembled with the battery. The motor heat exchange device 14 is used for performing heat management on the motor. Alternatively, the motor heat exchange device 14 may be an integral component of a unitary structure with the motor, or may be a separate component that is then assembled with the motor.

In the first, second and third hot gas bypass modes, the port a of the sixth valve element 15 communicates with the port b of the sixth valve element 15, the port c of the sixth valve element 15 communicates with the port d of the sixth valve element 15, the port a of the seventh valve element 17 communicates with the port c of the seventh valve element 17, and the first pump 11, the battery heat exchanging device 12, the second heat exchanging portion 22, the second pump 13 and the motor heat exchanging device 14 communicate.

The thermal management system has a low temperature heat dissipation mode, see fig. 23, in which the compressor 1 is in a closed state, the port a of the sixth valve element 15 is communicated with the port b of the sixth valve element 15, the port c of the sixth valve element 15 is communicated with the port d of the sixth valve element 15, the port a of the seventh valve element 17 is communicated with the port b of the seventh valve element 17, the first pump 11, the battery heat exchange device 12, the second heat exchange portion 22, the third heat exchanger 16, the second pump 13 and the motor heat exchange device 14 are communicated, and when the battery and the motor have heat dissipation requirements, the thermal management system is in the low temperature heat dissipation mode, the battery loop and the motor loop can be communicated with the third heat exchanger 16 by switching the sixth valve element 15 and the seventh valve element 17, and the battery and the motor can be simultaneously dissipated by the third heat exchanger 16.

The heat management system has at least one of a first cooling and dehumidifying mode and a second cooling and dehumidifying mode, and in either one of the first cooling and dehumidifying mode and the second cooling and dehumidifying mode, the heat management system is in an on state of the compressor 1, and the fifth valve element 50 is in a throttling state, the compressor 1, the outdoor heat exchanger 6 and the second indoor heat exchanger 4 are communicated, and the compressor 1, the first indoor heat exchanger 3 and the second indoor heat exchanger 4 are communicated. When the passenger cabin has the refrigeration and dehumidification requirements and the heat load is smaller, the heat management system is in a first refrigeration and dehumidification mode, referring to fig. 24, along the flowing direction of the refrigerant, the compressor 1, the outdoor heat exchanger 6, the third heat exchange part 51, the second indoor heat exchanger 4, the gas-liquid separator 7 and the fourth heat exchange part 52 are communicated, the compressor 1, the first indoor heat exchanger 3, the third heat exchange part 51, the second indoor heat exchanger 4, the gas-liquid separator 7 and the fourth heat exchange part 52 are communicated, the outdoor heat exchanger 6 and the first indoor heat exchanger 3 are connected in parallel to serve as an air cooler, and are suitable for dehumidification working conditions with smaller heat load, and the second indoor heat exchanger 4 serves as an evaporator to perform refrigeration and dehumidification on the passenger cabin.

When the passenger cabin has a refrigeration and dehumidification requirement and the battery needs to be cooled, the thermal management system is in a second refrigeration and dehumidification mode, see fig. 25, the second valve member 20 is in a throttling state, the compressor 1, the outdoor heat exchanger 6, the third heat exchanger 51, the second indoor heat exchanger 4, the gas-liquid separator 7 and the fourth heat exchanger 52 are communicated along the flow direction of the refrigerant, the compressor 1, the first indoor heat exchanger 3, the third heat exchanger 51, the second indoor heat exchanger 4, the gas-liquid separator 7 and the fourth heat exchanger 52 are communicated, the compressor 1, the outdoor heat exchanger 6, the third heat exchanger 51, the first heat exchanger 21, the gas-liquid separator 7 and the fourth heat exchanger 52 are communicated, the compressor 1, the first indoor heat exchanger 3, the third heat exchanger 51, the first heat exchanger 21, the gas-liquid separator 7 and the fourth heat exchanger 52 are communicated, the first pump 11, the battery heat exchanger 12 and the second heat exchanger 22 are communicated, and the second indoor heat exchanger 4 and the second heat exchanger 21 are connected in parallel to serve as evaporators, and the first heat exchanger 21 and the second heat exchanger 22 are used for cooling.

The thermal management system has at least one of a first deicing mode, a second deicing mode, a third deicing mode, and a fourth deicing mode, and in any one of the first deicing mode, the second deicing mode, the third deicing mode, and the fourth deicing mode, the thermal management system is in an on state of the compressor 1, the second valve element 20 is in a throttled state, the compressor 1, the outdoor heat exchanger 6, and the first heat exchanging portion 21 are in communication, the port a of the sixth valve element 15 is in communication with the port b of the sixth valve element 15, the port c of the sixth valve element 15 is in communication with the port d of the sixth valve element 15, the port a of the seventh valve element 17 is in communication with the port c of the seventh valve element 17, and the first pump 11, the battery heat exchanging device 12, the second heat exchanging portion 22, the second pump 13, and the motor heat exchanging device 14 are in communication.

When there is a heating demand for the passenger compartment, there is a deicing demand for the outdoor heat exchanger 6, and there is a residual heat in the battery circuit, the thermal management system is in the first deicing mode, see fig. 26, the valve member 84 is in the off state, the compressor 1, the outdoor heat exchanger 6, the third heat exchange portion 51, the first heat exchange portion 21, the gas-liquid separator 7, the fourth heat exchange portion 52 are in communication, the compressor 1, the first indoor heat exchanger 3, the second indoor heat exchanger 4, the first heat exchange portion 21, the gas-liquid separator 7, the fourth heat exchange portion 52 are in communication, the second heat exchange portion 22 is for absorbing heat of the heat source, and the first heat exchange portion 21 exchanges heat with the second heat exchange portion 22 for heating and deicing the passenger compartment. The first indoor heat exchanger 3 and the second indoor heat exchanger 4 are connected in series and used for heating the passenger cabin, so that the heating performance of the system is improved, and the heating effect of the passenger cabin in a deicing mode can be improved. The heat source may be, among other things, the battery heat exchange device 12 and/or the motor heat exchange device 14 and/or other heating devices, such as PTC heating devices.

When there is a heating demand for the passenger compartment, there is a deicing demand for the outdoor heat exchanger 6, and there is no waste heat in the battery circuit, the thermal management system is in a second deicing mode, see fig. 27, which differs from the first deicing mode in that the valve member 84 is in an all-on state, improving the heating capacity of the passenger compartment during deicing.

When the outdoor heat exchanger 6 has a deicing requirement and the battery circuit has residual heat, the thermal management system is in the third deicing mode, see fig. 28, the valve member 84 is in a cut-off state along the flow direction of the refrigerant, the compressor 1, the outdoor heat exchanger 6, the third heat exchange portion 51, the first heat exchange portion 21, the gas-liquid separator 7 and the fourth heat exchange portion 52 are communicated, the second heat exchange portion 22 is used for absorbing heat of the battery and the motor, and the first heat exchange portion 21 exchanges heat with the second heat exchange portion 22 for deicing.

When there is a need for de-icing of the outdoor heat exchanger 6 and the battery circuit is free of waste heat, the thermal management system is in a fourth de-icing mode, see fig. 29, which differs from the third de-icing mode in that the valve assembly 84 is in an all-on condition, increasing the heating capacity of the passenger compartment during de-icing.

In the application, under the deicing mode, if the motor loop and the battery loop have waste heat, the waste heat of the motor loop and the battery loop can be utilized to simultaneously realize the passenger cabin heating and deicing requirements, and if the waste heat of the motor loop and the battery loop is insufficient, the waste heat of the motor loop and the battery loop can be utilized to compensate in a hot gas bypass mode, so that the passenger cabin heating capacity during deicing is ensured.

The two components in the application can be directly connected or connected through a pipeline, and only a pipeline can be arranged between the two components, or a valve device or other components besides the pipeline can be arranged between the two components. Similarly, in the application, the two components can be directly communicated, or can be communicated through a pipeline, and the two components can be communicated through a pipeline only, or can be communicated after being further provided with a valve device or other components.

The above embodiments are only for illustrating the present invention and not for limiting the technical solutions described in the present invention, and it should be understood that the present invention should be based on those skilled in the art, and although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that modifications or equivalents may be made to the present invention without departing from the spirit and scope of the present invention and modifications thereof should be covered by the scope of the claims of the present invention.

Claims (10)

1. A thermal management system, characterized by comprising a compressor (1), a first heat exchanger (2) and a first valve member (10), the first heat exchanger (2) comprising a first heat exchange portion (21) and a second heat exchange portion (22) which are not in communication with each other;

The thermal management system comprises a first branch (100) and a second branch (200), the first branch (100) comprising a valve member (84), the second branch (200) comprising a first indoor heat exchanger (3) and the first heat exchange portion (21), the first indoor heat exchanger (3) and the first heat exchange portion (21) being connected in series, the thermal management system comprising a first pump (11) and a battery heat exchange device (12);

The thermal management system is provided with a first hot gas bypass mode, in the first hot gas bypass mode, the compressor (1) is in an open state, both the first valve element (10) and the valve component (84) are in a throttling state, the first branch (100) is connected with the second branch (200) in parallel, the inlet of the first branch (100) and the inlet of the second branch (200) are communicated with the outlet of the compressor (1), the outlet of the first branch (100) and the outlet of the second branch (200) are communicated with the inlet of the first valve element (10), the outlet of the first valve element (10) is communicated with the inlet of the compressor (1), the first pump (11), the battery heat exchange device (12) and the second heat exchange part (22) are communicated, and the first heat exchange part (21) and the second heat exchange part (22) enter heat exchange.

2. The thermal management system according to claim 1, wherein the second branch (200) comprises a second indoor heat exchanger (4), the thermal management system having a second hot gas bypass mode in which the compressor (1) is in an open state, the first valve element (10) is in a throttled state, the valve member (84) is in a throttled state, the first indoor heat exchanger (3), the second indoor heat exchanger (4) and the first heat exchange portion (21) are connected in series, the compressor (1), the first indoor heat exchanger (3), the second indoor heat exchanger (4) and the first heat exchange portion (21) are in communication, and the first pump (11), the battery heat exchange device (12) and the second heat exchange portion (22) are in communication.

3. The thermal management system according to claim 2, further comprising a second valve member (20), said second valve member (20) being in a throttled or fully open state in said first hot gas bypass mode, an inlet of said second valve member (20) being in communication with an outlet of said first indoor heat exchanger (3), an outlet of said second valve member (20) being in communication with said first heat exchanging portion (21);

In the second hot gas bypass mode, the second valve element (20) is in a throttling state or an all-pass state, an inlet of the second valve element (20) is communicated with an outlet of the second indoor heat exchanger (4), and an outlet of the second valve element (20) is communicated with the first heat exchange part (21).

4. A thermal management system according to claim 2 or 3, characterized in that it comprises a third valve element (30), said third valve element (30) being in an all-on state in said second hot gas bypass mode, said third valve element (30) being connected in series between said first indoor heat exchanger (3) and said second indoor heat exchanger (4);

in the first hot gas bypass mode, the third valve element (30) is in a closed state.

5. A thermal management system according to claim 2 or 3, characterized in that the thermal management system comprises a second valve element (20) and a third branch (300), the third branch (300) comprising an outdoor heat exchanger (6), the first branch (100) comprising a first flow path (L1) and a second flow path (L2), the first flow path (L1) comprising the first indoor heat exchanger (3) and the second indoor heat exchanger (4), the second flow path (L2) comprising the second valve element (20) and the first heat exchanger portion (21);

The heat management system is provided with a battery super-charge refrigeration mode, in the battery super-charge refrigeration mode, the first valve element (10) is in an all-pass state, the second valve element (20) is in a throttling state, the second indoor heat exchanger (4) and the outdoor heat exchanger (6) are communicated with the inlet of the second valve element (20), the outlet of the second valve element (20) is communicated with the first heat exchange part (21), the inlet of the first flow path (L1) and the inlet of the third branch (300) are communicated with the outlet of the compressor (1), the outlet of the first flow path (L1) and the outlet of the third branch (300) are communicated with the second flow path (L2), and the first pump (11), the battery heat exchange device (12) and the second heat exchange part (22) are communicated.

6. The heat management system of claim 5, wherein the heat management system comprises a third valve member (30), the third valve member (30) is in an all-on state in the battery super-charge cooling mode, the third valve member (30) is connected in series between the first indoor heat exchanger (3) and the second indoor heat exchanger (4), the compressor (1), the outdoor heat exchanger (6) and the first heat exchange portion (21) are communicated, and the compressor (1), the first indoor heat exchanger (3), the second indoor heat exchanger (4) and the first heat exchange portion (21) are communicated.

7. The thermal management system of claim 5, comprising a third valve member (30), a fourth valve member (40), and a third branch (300), the third branch (300) comprising an outdoor heat exchanger (6);

The heat management system is provided with a first heating and dehumidification mode, in the first heating and dehumidification mode, the compressor (1) is in an opening state, the third valve element (30) is in a throttling state, the fourth valve element (40) is in a throttling state or an all-through state, the third valve element (30) is connected in series between the first indoor heat exchanger (3) and the second indoor heat exchanger (4), an inlet of the fourth valve element (40) is communicated with the second indoor heat exchanger (4), an outlet of the fourth valve element (40) is communicated with the outdoor heat exchanger (6), and the compressor (1) is communicated with the first indoor heat exchanger (3), the second indoor heat exchanger (4) and the outdoor heat exchanger (6).

8. The thermal management system of claim 7, wherein the thermal management system comprises a fifth valve element (50), the thermal management system has at least one of a second heating dehumidification mode, a third heating dehumidification mode, and a fourth heating dehumidification mode, the compressor (1) is in an on state, the third valve element (30) is in an off state, the fourth valve element (40) is in a throttled state, the fifth valve element (50) is in a throttled state, an inlet of the fourth valve element (40) is in communication with the first indoor heat exchanger (3), an outlet of the fourth valve element (40) is in communication with the outdoor heat exchanger (6), an inlet of the fifth valve element (50) is in communication with the first indoor heat exchanger (3), an outlet of the fifth valve element (50) is in communication with the second indoor heat exchanger (4), the compressor (1), the first indoor heat exchanger (3), the second indoor heat exchanger (3), and the second indoor heat exchanger (4) are in communication with the first indoor heat exchanger (3).

9. The thermal management system of claim 5, wherein the thermal management system comprises a fourth valve element (40) and a third branch (300), the third branch (300) comprising an outdoor heat exchanger (6), the thermal management system comprising at least one of a first battery cell heat transfer mode and a second battery cell heat transfer mode, the thermal management system being in a throttled state in either of the first battery cell heat transfer mode and the second battery cell heat transfer mode, an inlet of the fourth valve element (40) being in communication with the first heat transfer portion (21), an outlet of the fourth valve element (40) being in communication with the outdoor heat exchanger (6), the compressor (1), the first heat transfer portion (21) and the outdoor heat exchanger (6), the first pump (11), the battery heat transfer device (12) and the second heat transfer portion (22) being in communication.

10. The thermal management system according to claim 4, wherein the thermal management system comprises a second pump (13), a motor heat exchange device (14) and a sixth valve element (15);

The sixth valve element (15) has a port a, a port b, a port c and a port d, the port a of the sixth valve element (15) is communicated with the first pump (11), the port b of the sixth valve element (15) is communicated with the motor heat exchanging device (14), the port c of the sixth valve element (15) is communicated with the second pump (13), and the port d of the sixth valve element (15) is communicated with the second heat exchanging portion (22);

In either one of the first hot gas bypass mode and the second hot gas bypass mode, a port a of the sixth valve element (15) communicates with a port b of the sixth valve element (15), and a port c of the sixth valve element (15) communicates with a port d of the sixth valve element (15).