Thermal management system

Abstract

The application discloses a heat management system, in the heating mode, the outlet of the first throttling device is communicated with the inlet of the first heat exchange part, in the first heating dehumidification mode, the outlet of the first heat exchange part and the outlet of the second heat exchanger are both communicated with the inlet of the second throttling device, and the refrigerant in the first heat exchange part exchanges heat with the cooling liquid in the second heat exchange part. In the first heating dehumidification mode, the heat management system of the application releases heat from the refrigerant to the cooling liquid system through the first heat exchanger; in the heating mode, the refrigerant obtains heat from the cooling liquid system through the first heat exchanger, that is, the heating mode and the first heating dehumidification mode both exchange heat through the first heat exchanger, so that the structure of the heat management system can be simplified.

Description

Technical Field

[0001] The present application relates to the field of thermal management technology, and in particular to a thermal management system. Background Art

[0002] The thermal management system of a vehicle (such as an electric vehicle) can regulate the ambient temperature in the passenger compartment, the battery temperature, and the motor temperature.

[0003] In related thermal management systems, a liquid-cooled heat exchanger replaces an air-cooled outdoor heat exchanger. This heat exchanger exchanges heat between the refrigerant and the coolant, which then exchanges heat with the ambient air via a low-temperature water tank. In heating and dehumidification mode, the liquid-cooled heat exchanger is connected in parallel with the indoor condenser, sharing some of the heat from the indoor condenser and regulating the passenger compartment's heat exchange efficiency. However, in heating mode, the refrigerant cannot flow through the liquid-cooled heat exchanger, requiring a separate waste heat recovery device to extract heat from the coolant. This complicates the thermal management system, leading the inventors to believe that improvements are needed. Summary of the Invention

[0004] In view of the above-mentioned problems existing in the related art, the present application provides a thermal management system with a simple structure.

[0005] To achieve the above objectives, the present application adopts the following technical solution: a thermal management system comprising: a first heat exchanger, the first heat exchanger comprising a first heat exchange portion and a second heat exchange portion separated from each other; the thermal management system comprising a refrigerant system and a coolant system, the refrigerant system comprising a compressor, a first heat exchange portion, a second heat exchanger, a third heat exchanger, a first throttling device, and a second throttling device, and the coolant system comprising a second heat exchange portion;

[0006] The thermal management system has a heating mode and a first heating and dehumidification mode. In the heating mode, the compressor, the first heat exchange part, the second heat exchanger and the first throttling device are connected and refrigerant circulates, the first throttling device is in a throttling state, the inlet of the first throttling device is connected to the outlet of the second heat exchanger, the outlet of the first throttling device is connected to the inlet of the first heat exchange part, and the refrigerant in the first heat exchange part exchanges heat with the coolant in the second heat exchange part; in the first heating and dehumidification mode, the compressor, the first heat exchange part, the second heat exchanger, the third heat exchanger and the second throttling device are connected and refrigerant circulates, the second throttling device is in a throttling state, the outlet of the compressor is connected to the inlet of the first heat exchange part and the inlet of the second heat exchanger respectively, the outlet of the first heat exchange part and the outlet of the second heat exchanger are both connected to the inlet of the second throttling device, the outlet of the second throttling device is connected to the inlet of the third heat exchanger, and the refrigerant in the first heat exchange part exchanges heat with the coolant in the second heat exchange part.

[0007] In the thermal management system of the present application, in the first heating and dehumidification mode, the refrigerant releases heat to the coolant system through the first heat exchanger; in the heating mode, the refrigerant obtains heat from the coolant system through the first heat exchanger, that is, the heating mode and the first heating and dehumidification mode both exchange heat through the first heat exchanger, which can simplify the structure of the thermal management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 is a schematic diagram of an embodiment of a thermal management system of the present application;

[0009] Figure 2 is a schematic diagram of a cooling mode of an embodiment of a thermal management system of the present application;

[0010] Figure 3 is a schematic diagram of a first heating mode of an embodiment of a thermal management system of the present application;

[0011] Figure 4 is a schematic diagram of a second heating mode of an embodiment of a thermal management system of the present application;

[0012] Figure 5 is a schematic diagram of a third heating mode of an embodiment of a thermal management system of the present application;

[0013] Figure 6 is a schematic diagram of a first heating and dehumidification mode of an embodiment of a thermal management system of the present application;

[0014] Figure 7 is a schematic diagram of a second heating and dehumidification mode of an embodiment of a thermal management system of the present application;

[0015] Figure 8 1 is a schematic diagram of a defrost mode of an embodiment of a thermal management system of the present application;

[0016] Figure 9 is a schematic diagram of a first battery heating mode of an embodiment of a thermal management system of the present application;

[0017] Figure 10 is a schematic diagram of a second battery heating mode of an embodiment of a thermal management system of the present application;

[0018] Figure 11 is a schematic diagram of a first battery rapid cooling mode of an embodiment of a thermal management system of the present application;

[0019] Figure 12 is a schematic diagram of a second battery rapid cooling mode of an embodiment of a thermal management system of the present application;

[0020] Figure 13 is a schematic diagram of another embodiment of the thermal management system of the present application. DETAILED DESCRIPTION

[0021] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0022] The terms used in this application are for the purpose of describing particular embodiments only and are not intended to limit this application. As used in this application and the appended claims, the singular forms "a," "an," "the," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

[0023] It should be understood that the words “first”, “second” and similar terms used in the specification and claims of this application do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, words such as “a” or “an” do not indicate a quantity limitation, but rather indicate the presence of at least one; “plurality” indicates a quantity of two or more. Unless otherwise indicated, words such as “front”, “rear”, “lower” and / or “upper” are for ease of description only and are not limited to one position or one spatial orientation. Words such as “include” or “comprising” and similar terms mean that the elements or objects appearing before “include” or “comprising” cover the elements or objects listed after “include” or “comprising” and their equivalents, and do not exclude other elements or objects.

[0024] The following is a detailed description of the thermal management system of an exemplary embodiment of the present application in conjunction with the accompanying drawings. In the absence of conflict, the features of the following embodiments and implementations can complement or be combined with each other.

[0025] According to a specific embodiment of the thermal management system of the present application, Figure 1 As shown, the thermal management system includes a first heat exchanger 6 and a fifth heat exchanger 7. Both heat exchangers are liquid-cooled heat exchangers. The structure and working principle of liquid-cooled heat exchangers are well known to those skilled in the art and will not be described in detail in this application. The first heat exchanger 6 includes a first heat exchange section 61 and a second heat exchange section 62, and the fifth heat exchanger 7 includes a third heat exchange section 71 and a fourth heat exchange section 72. The first heat exchanger 6 and the fifth heat exchanger 7 are respectively used for heat exchange between the refrigerant and the coolant. The first heat exchanger 6 and the fifth heat exchanger 7 can be the same or different.

[0026] The various components of the thermal management system are connected by pipes to form two major systems: a refrigerant system and a coolant system. The refrigerant system and the coolant system are isolated and disconnected. A refrigerant circulates in the refrigerant system, while a coolant circulates in the coolant system. The refrigerant can be R134A, carbon dioxide, or another heat exchange medium, and the coolant can be a mixture of ethanol and water, or another cooling medium. The flow channels of the first heat exchange section 61 and the third heat exchange section 71 are connected to the refrigerant system, while the flow channels of the second heat exchange section 62 and the fourth heat exchange section 72 are connected to the coolant system.

[0027] It should be explained that the phrase "the flow passage of the first heat exchange unit 61 is connected to the refrigerant system" here means that the refrigerant system includes the first heat exchange unit 61, and refrigerant in the refrigerant system can flow into and out of the flow passage of the first heat exchange unit 61. The inlet and outlet of the first heat exchange unit 61 can be connected to other components in the refrigerant system via pipelines, forming a circuit when the thermal management system is operating through these pipelines. The flow passage of the third heat exchange unit 71 is connected to the refrigerant system, and the flow passages of the second and fourth heat exchange units 62 and 72 are connected to the coolant system. Please refer to the above explanation for details.

[0028] In this embodiment, the refrigerant system includes a compressor 1, a first heat exchange part 61, a third heat exchange part 71, a second heat exchanger 101, a third heat exchanger 102, a plurality of throttling devices and a plurality of valve devices. The above components can be indirectly connected through pipes or valves, or can be integrated into an integrated structure.

[0029] In some other embodiments, the refrigerant system is further provided with a gas-liquid separator 5 , which is disposed before the inlet of the compressor 1 and separates the gas and liquid in the refrigerant before entering the compressor 1 , thereby reducing the possibility of liquid hammer in the compressor 1 . For ease of understanding, the following description is based on an example in which the gas-liquid separator 5 is not provided.

[0030] The throttling device has at least two of the following states: a throttling state, a full-pass state, and a cut-off state. When the throttling device is in the full-pass state, the throttling device is used as a pipeline, and the refrigerant flows from the inlet to the outlet of the throttling device. When the throttling device is in the throttling state, the refrigerant flows from the inlet to the outlet of the throttling device, and the refrigerant flowing through the throttling device is cooled and reduced in pressure. When the throttling device is in the cut-off state, the inlet and outlet of the throttling device are not connected, and no refrigerant flows in the branch where the throttling device is located. Optionally, the throttling device is one of an electronic expansion valve, a thermal expansion valve, and a two-way full-pass electronic expansion valve. The plurality of throttling devices include a first throttling device 4, a second throttling device 2, and a third throttling device 3, wherein the second throttling device 2 and the third throttling device 3 have a throttling state and a cut-off state, and the first throttling device 4 has a full-pass state, a cut-off state, and a throttling state. Specifically, the first throttling device 4 includes a one-way unit 41 and a throttling unit 42, which are arranged in parallel. The one-way unit 41 has a one-way full-pass state and a reverse cut-off state, while the throttling unit 42 has a cut-off state and a throttling state. If the throttling unit 42 is in the cut-off state, the refrigerant cannot flow from the second heat exchanger 101 into the first heat exchange portion 61.

[0031] The valve assembly has a shutoff state and a fully open state. When the valve assembly is in the shutoff state, no refrigerant flows through the branch in which the valve assembly is located. When the valve assembly is in the fully open state, refrigerant can flow through the branch in which the valve assembly is located. Optionally, the valve assembly is a shutoff valve. The plurality of valve assemblies include a first valve assembly 8, a second valve assembly 9, and a third valve assembly 10.

[0032] In some other embodiments, the first throttling device 4, the second throttling device 2 and the third throttling device 3 can be other types of valve components, or a combination of at least two valve components respectively, as long as they have the above-mentioned working conditions, and this application is not limited thereto.

[0033] The outlet of compressor 1 is connected to one port of the first valve device 8 and one port of the second valve device 9. The other port of the first valve device 8 is connected to one port of the third valve device 10 and one port of the first heat exchange portion 61. The other port of the first heat exchange portion 61 is connected to one port of the first throttling device 4. The other port of the second valve device 9 is connected to one port of the second heat exchanger 101. The other port of the second heat exchanger 101 is connected to another port of the first throttling device 4, one port of the second throttling device 2, and one port of the third throttling device 3. The other port of the second throttling device 2 is connected to one port of the third heat exchanger 102, and the other port of the third throttling device 3 is connected to one port of the third heat exchange portion 71. The other port of the third valve device 10, the other port of the third heat exchanger 102, and the other port of the third heat exchange portion 71 are all connected to the inlet of compressor 1.

[0034] In this embodiment, the coolant system includes a first pump 11, a second pump 15, a fourth heat exchanger 103, a battery heat exchange device 105, a motor heat exchange device 104, a heating device 106, a first multi-way device 12, a second multi-way device 14, a third multi-way device 13, a first pipeline 17 and a second pipeline 16. The above components can be indirectly connected through pipelines or valves, or they can be integrated into an integrated structure.

[0035] The first pump 11 and the second pump 15 are used to provide power for the flow of coolant in the coolant system. Optionally, the first pump 11 and the second pump 15 are electronic water pumps, and the types and specifications of the two pumps can be the same or different, depending on the requirements of the thermal management system.

[0036] The first multi-way device 12 includes a first interface 121, a second interface 122, a third interface 123, and a fourth interface 124. The first multi-way device 12 has a first working state and a second working state, and can switch between the two working states according to system requirements. When the first multi-way device 12 is in the first working state, the first interface 121 is connected to the second interface 122, and the third interface 123 is connected to the fourth interface 124. When the first multi-way device 12 is in the second working state, the first interface 121 is connected to the fourth interface 124, and the second interface 122 is connected to the third interface 123. Optionally, the first multi-way device 12 is a four-way valve.

[0037] The second multi-way device 14 includes a fifth port 141, a sixth port 142, and a seventh port 143. When the second multi-way device 14 is in operation, at least two of the fifth port 141, the sixth port 142, and the seventh port 143 are in communication. The third multi-way device 13 includes an eighth port 131, a ninth port 132, and a tenth port 133. When the third multi-way device 13 is in operation, at least two of the eighth port 131, the ninth port 132, and the tenth port 133 are in communication. Optionally, the second multi-way device 14 and the third multi-way device 13 are three-way valves.

[0038] The battery heat exchanger 105 is used to perform thermal management on the battery. Optionally, the battery heat exchanger 105 can be an integrated component with the battery, or a separate component assembled with the battery. The motor heat exchanger 104 is used to perform thermal management on the motor. Optionally, the motor heat exchanger 104 can be an integrated component with the motor, or a separate component assembled with the motor. The heating device 106 is used to heat the coolant. Optionally, the heating device 106 is a PTC heater. The first pipeline 17 and the second pipeline 16 are both hollow pipes that can be used to bypass certain components.

[0039] The coolant system includes a battery branch and a motor branch. The battery branch includes a second pump 15, a second multi-channel device 14, a fourth heat exchange unit 72, a battery heat exchange device 105, a heating device 106 and a first pipeline 17. The motor branch includes a first pump 11, a second heat exchange unit 62, a motor heat exchange device 104, a fourth heat exchanger 103, a third multi-channel device 13 and a second pipeline 16.

[0040] In the battery branch, the inlet of the second pump 15 is connected to the second interface 122, the outlet of the second pump 15 is connected to the sixth interface 142, the fifth interface 141 is connected to a port of the battery heat exchange device 105, and the seventh interface 143 is connected to a port of the first pipeline 17. Another port of the battery heat exchange device 105 and another port of the first pipeline 17 are connected to the inlet of the fourth heat exchange unit 72, the outlet of the fourth heat exchange unit 72 is connected to the inlet of the heating device 106, and the outlet of the heating device 106 is connected to the first interface 121. By adjusting the working state of the second multi-way device 14, at least one of the battery heat exchange device 105 and the first pipeline 17 can be selected for connection. Optionally, the second multi-way device 14 is a three-way proportional valve. When the battery heat exchange device 105 and the first pipeline 17 are connected at the same time, the flow ratio of the two branches can be adjusted.

[0041] In the motor branch, the inlet of the first pump 11 is connected to the fourth port 124, the outlet of the first pump 11 is connected to one port of the motor heat exchanger 104, and the other port of the motor heat exchanger 104 is connected to the ninth port 132. The eighth port 131 is connected to one port of the second pipeline 16, the tenth port 133 is connected to one port of the fourth heat exchanger 103, the other port of the second pipeline 16, the other port of the fourth heat exchanger 103, and one port of the second heat exchange unit 62 are connected, and the other port of the second heat exchange unit 62 is connected to the third port 123. Optionally, the third multi-way device 13 is a three-way proportional valve. When the fourth heat exchanger 103 and the second pipeline 16 are connected simultaneously, the flow ratio of the two branches can be adjusted.

[0042] The battery branch and the motor branch are connected in series or in parallel by switching the operating state of the first multi-channel device 12. Specifically, when the first multi-channel device 12 is in the first operating state, the battery branch and the motor branch are connected in parallel, forming two independent small loops; when the first multi-channel device 12 is in the second operating state, the battery branch and the motor branch are connected in series, forming a large interconnected loop.

[0043] In some other embodiments, the first multi-way device 12, the second multi-way device 14 and the third multi-way device 13 can be replaced by other types of valve components or combinations of other types of valve components according to their functions, such as one-way valves, valve devices, proportional valves or combinations thereof.

[0044] The thermal management system provided in the embodiments of the present application can be applied to electric vehicles equipped with an air conditioning unit for exchanging heat with air in the passenger compartment. A second heat exchanger 101 and a third heat exchanger 102 are disposed within the air conditioning unit. The second and third heat exchangers 101, 102 are used to exchange heat with the air in the air conditioning unit to regulate the temperature in the passenger compartment. The second heat exchanger 101 is located downstream of the third heat exchanger 102 in the air flow. A fan is provided within the air conditioning unit to direct the flow of air within the air conditioning unit. A fourth heat exchanger 103 is disposed near the front grille of the vehicle and is equipped with a fan to direct the flow of air. The fourth heat exchanger 103 is used to exchange heat with the ambient air, releasing heat to the atmosphere or absorbing heat from the atmosphere. The compressor 1 and the gas-liquid separator 5 are disposed within the front engine compartment of the cab. The second, third, and fourth heat exchangers 101, 102, and 103 are all air-cooled heat exchangers, each used to exchange heat with air. The structure of an air-cooled heat exchanger is well known to those skilled in the art and will not be described in detail herein.

[0045] The thermal management system of this embodiment is not only applicable to vehicles, but also to other heat exchange systems that require thermal management. For the sake of ease of description, the specification of this application takes the application to vehicles as an example.

[0046] Reference Figure 2 When the ambient temperature is high, the passenger compartment or battery requires cooling, and the thermal management system is in cooling mode. When both the passenger compartment and the battery require cooling, compressor 1 is turned on, first valve device 8 and first throttle device 4 are in a fully open state, second throttle device 2 and third throttle device 3 are in a throttle state, and second valve device 9 and third valve device 10 are in a closed state. First pump 11 and second pump 15 are turned on, first multi-way device 12 is in a first operating state, fifth port 141 is connected to sixth port 142, ninth port 132 is connected to tenth port 133, and heating device 106 is closed, serving as a pipeline. The outlet of compressor 1, first heat exchange unit 61, first throttle device 4, second throttle device 2, third heat exchanger 102, and the inlet of compressor 1 are sequentially connected. The outlet of compressor 1, first heat exchange unit 61, first throttle device 4, third throttle device 3, third heat exchange unit 71, and the inlet of compressor 1 are sequentially connected. The outlet of the first pump 11, the motor heat exchange device 104, the fourth heat exchanger 103, the second heat exchange unit 62, and the inlet of the first pump 11 are sequentially connected. The outlet of the second pump 15, the battery heat exchange device 105, the fourth heat exchange unit 72, the heating device 106, and the inlet of the second pump 15 are sequentially connected.

[0047] Specifically, the high-temperature, high-pressure refrigerant discharged from compressor 1 flows into first heat exchanger 61. Within first heat exchanger 6, the refrigerant releases heat to the coolant within second heat exchanger 62. Through the coolant's circulation, the refrigerant releases heat to the atmosphere at fourth heat exchanger 103. The refrigerant then flows through first throttle device 4, which is in a fully open position, and splits into two paths. One path flows through second throttle device 2, which is in a throttled position. The cooled and depressurized refrigerant flows into third heat exchanger 102, where it exchanges heat with the air in the air conditioning unit, cooling the passenger compartment. The other path flows through third throttle device 3, which is in a throttled position. The cooled and depressurized refrigerant flows into third heat exchanger 71. Within fifth heat exchanger 7, the refrigerant absorbs heat from the coolant within fourth heat exchanger 72. The coolant circulates, cooling the battery. Refrigerant flowing from third heat exchanger 102 and third heat exchanger 71 flows into compressor 1 for further compression, repeating the cycle. When the coolant circulates, the heat of the motor is also brought to the fourth heat exchanger 103, thereby cooling the motor.

[0048] When only the battery has a cooling requirement, the connection state of the thermal management system is similar to the above connection state, except that the second throttling device 2 is in the cut-off state.

[0049] When only the passenger compartment has a cooling demand, the connection state of the thermal management system is similar to the above connection state, except that: the third throttle device 3 is in the cut-off state and the first pump 11 is turned off.

[0050] like Figures 3 to 5 As shown, when the ambient temperature is low and the passenger compartment needs to be heated, the thermal management system is in heating mode. Depending on the status of the battery, the motor and the atmospheric environment, heat can be obtained from at least one of the atmospheric environment, the heating device 106, the motor and the battery.

[0051] When the motor has sufficient residual heat, the thermal management system operates in the first heating mode. Figure 3Compressor 1 is turned on, the first valve assembly 8, the second throttle assembly 2, and the third throttle assembly 3 are in the closed state, the second valve assembly 9 and the third valve assembly 10 are in the fully open state, and the first throttle assembly 4 is in the throttle state. The first pump 11 is turned on, the first multi-way assembly 12 is in the first operating state, and the eighth port 131 is connected to the ninth port 132. The outlet of compressor 1, the second heat exchanger 101, the first throttle assembly 4, the first heat exchange section 61, and the inlet of compressor 1 are connected in sequence. The outlet of the first pump 11, the motor heat exchanger 104, the second heat exchange section 62, and the inlet of the first pump 11 are connected in sequence. The refrigerant in the second heat exchanger 101 exchanges heat with the air in the air conditioning unit, thereby heating the passenger compartment. The coolant circulates, transferring heat from the motor heat exchanger 104 to the second heat exchange section 62. In the first heat exchanger 6, the refrigerant in the first heat exchange section 61 absorbs heat from the coolant in the second heat exchange section 62, thereby recovering waste heat from the motor.

[0052] When the battery also has residual heat or the battery needs to be heated, the thermal management system can operate the second heating mode, refer to Figure 4 , the connection state of the thermal management system is similar to the connection state of the first heating mode, with the difference that: the first multi-pass device 12 is in the second working state, the second pump 15 is turned on, the fifth interface 141 is connected to the sixth interface 142, or the fifth interface 141, the sixth interface 142 and the seventh interface 143 are connected. At least a part of the coolant flows through the battery heat exchange device 105, thereby heating the battery or recovering the waste heat of the battery. Heat is obtained from the coolant system through the first heat exchanger 6. When the heat is insufficient, the heating device 106 can be turned on for auxiliary heating. When the fifth interface 141, the sixth interface 142 and the seventh interface 143 are connected, the conduction ratio of the second multi-pass device 14 is adjusted to adjust the heat exchange effect of the battery heat exchange device 105 and the first heat exchanger 6.

[0053] In some other embodiments, when the battery has no residual heat and the motor heat is insufficient, the thermal management system, based on the second heating mode, sets the second multi-pass device 14 to connect the sixth interface 142 and the seventh interface 143, and the heating device 106 is turned on to obtain heat from the heating device 106 through the first heat exchanger 6.

[0054] When the ambient temperature is high enough, the thermal management system can operate in the third heating mode. Figure 5 The connection state of the thermal management system is similar to that of the first heating mode, except that the ninth interface 132 is connected to the tenth interface 133. Heat is obtained from the atmosphere through the fourth heat exchanger 103, and heat is obtained from the coolant system through the first heat exchanger 6.

[0055] When the ambient temperature is low and the humidity is high, the windshield is prone to fogging, which poses a safety hazard. The passenger compartment needs to be heated and dehumidified. Figure 6 and Figure 7 , the thermal management system is in heating and dehumidification mode.

[0056] In spring and autumn, when the passenger compartment heating demand is low, the thermal management system is in the first heating and dehumidification mode. Figure 6 , compressor 1 is turned on, the third valve device 10 and the third throttling device 3 are in the cut-off state, the first throttling device 4, the first valve device 8 and the second valve device 9 are in the fully open state, and the second throttling device 2 is in the throttling state. The first pump 11 is turned on, the first multi-way device 12 is in the first working state, and the ninth interface 132 is connected to the tenth interface 133. The outlet of compressor 1, the second heat exchanger 101, the second throttling device 2, the third heat exchanger 102, and the inlet of compressor 1 are connected in sequence. The outlet of compressor 1, the first heat exchange part 61, the first throttling device 4, the second throttling device 2, the third heat exchanger 102, and the inlet of compressor 1 are connected in sequence. The outlet of first pump 11, the motor heat exchange device 104, the fourth heat exchanger 103, the second heat exchange part 62, and the inlet of first pump 11 are connected in sequence. The refrigerant flowing out of compressor 1 is split into two paths. One path flows to second heat exchanger 101, where it exchanges heat with the air in the air conditioning unit, heating the passenger compartment. The other path flows to first heat exchanger 61, where the refrigerant releases heat to the coolant in second heat exchanger 62. The coolant circulates, and fourth heat exchanger 103 releases heat to the atmosphere. By using first heat exchanger 6 to share heat with second heat exchanger 101, the passenger compartment temperature can still be adjusted even if the speed of compressor 1 cannot be adjusted. This provides a highly flexible thermal management system with a wide range of applications.

[0057] When the heating demand of the passenger compartment gradually increases, the thermal management system switches to the second heating and dehumidification mode. Figure 6 The thermal management system connection state is similar to that in the first heating and dehumidification mode, except that first throttle device 4 is in a throttled state, first valve device 8 is in a closed state, and third valve device 10 is in a fully open state. In the second heating mode, the coolant system connection state can be adjusted to obtain heat from at least one of the motor, battery, ambient air, and heating device 106 via first heat exchanger 6.

[0058] In some other embodiments, on the basis of the first heating and dehumidification mode, the first throttling device 4 is switched to the cut-off state, and the heat management system is in the internal circulation state to achieve heating and dehumidification.

[0059] In the heating and dehumidification mode, the second heat exchanger 101 and the third heat exchanger 102 both exchange heat with the air in the passenger compartment. Since the second heat exchanger 101 is located on the downwind side of the third heat exchanger 102, the humid air first flows through the third heat exchanger 102, where the water in the cold air is analyzed out and the air is dried. The dried air then flows through the second heat exchanger 101, where the air is heated. The heated and dry air enters the passenger compartment to achieve the effect of heating and dehumidification. It should be understood that, depending on the heating needs of the passenger compartment, the thermal management system can directly operate one of the first heating and dehumidification mode, the second heating and dehumidification mode, and other heating and dehumidification modes. There is no need to operate the first heating and dehumidification mode first and then switch. The above description is only for the purpose of facilitating understanding of the differences between the modes and does not limit the control method of the thermal management system.

[0060] After the vehicle has been operating in heating mode for a period of time, the fourth heat exchanger 103 may be frosted due to the low external temperature and high humidity. At this time, the defrost mode needs to be operated to avoid or delay frosting of the fourth heat exchanger 103, or to defrost the fourth heat exchanger 103. However, the external ambient temperature is low, so the heating effect of the passenger compartment must be ensured.

[0061] Reference Figure 8 Compressor 1 is turned on, the third valve device 10 and the second throttle device 2 are in the closed state, the first throttle device 4, the first valve device 8, and the second valve device 9 are in the fully open state, and the third throttle device 3 is in the throttling state. The first pump 11 and the second pump 15 are turned on, the first multi-way device 12 is in the first operating state, the sixth port 142 is connected to the seventh port 143, the ninth port 132 is connected to the tenth port 133, and the heating device 106 is turned on. The refrigerant flowing out of compressor 1 is divided into two paths. One path flows to the second heat exchanger 101. The refrigerant in the second heat exchanger 101 exchanges heat with the air in the air conditioning unit to heat the passenger compartment. The other path flows to the first heat exchange section 61. In the first heat exchanger 6, the refrigerant in the first heat exchange section 61 releases heat to the coolant in the second heat exchange section 62. The coolant circulates, preventing or delaying frost formation on the fourth heat exchanger 103, or is used to defrost the fourth heat exchanger 103. The heating device 106 heats the coolant, and the coolant circulates. In the fifth heat exchanger 7 , the refrigerant in the third heat exchange part 71 absorbs heat from the coolant in the fourth heat exchange part 72 .

[0062] In some other embodiments, when the heat of the refrigerant system can only be used to heat the passenger compartment, or the waste heat of the motor is sufficient, the first throttling device 4 is switched to the cut-off state, and the waste heat of the motor is used to avoid or delay frosting of the fourth heat exchanger 103, or to defrost the fourth heat exchanger 103.

[0063] Due to their characteristics, batteries need to operate within an appropriate temperature range. Both high and low battery temperatures can affect battery performance. This is especially true when charging a battery. If the battery temperature is too low, charging will be impossible, while if it is too high, it can pose a safety hazard. Therefore, thermal management of the battery is essential.

[0064] When the battery temperature is too low and there is no one in the car, the thermal management system runs the first battery heating mode, refer to Figure 9 , the compressor 1 is turned on, the second valve device 9, the third valve device 10 and the third throttling device 3 are in the cut-off state, the first throttling device 4 and the first valve device 8 are in the full-pass state, and the second throttling device 2 is in the throttling state. The first pump 11 and the second pump 15 are turned on, the first multi-way device 12 is in the second working state, the fifth interface 141 is connected to the sixth interface 142, and the eighth interface 131 is connected to the ninth interface 132. In the first heat exchanger 6, the refrigerant in the first heat exchange part 61 releases heat to the coolant in the second heat exchange part 62, and the coolant circulates to achieve battery heating. Since there is no one in the car, the refrigerant at the third heat exchanger 102 can absorb heat from the air in the air-conditioning box. When there is insufficient heat, the heating device 106 can be turned on for auxiliary heating.

[0065] It should be understood that the first battery heating mode also serves as a waste heat recovery mode for the passenger compartment. Specifically, after the vehicle has been driving for a while, due to the low ambient temperature, the heating mode needs to be activated to meet the heating needs of the passengers. When the passengers exit the vehicle and need to ventilate the vehicle, the heat inside the vehicle is wasted. Therefore, before ventilation, the first battery heating mode is activated to recover heat from the passenger compartment and store it in the battery. When the vehicle resumes driving, the heating mode absorbs heat from the battery, reducing the use of heating device 106, saving power, and improving energy efficiency.

[0066] If there are people in the car, the heat can no longer be absorbed from the air in the air conditioner, which will make the passengers feel uncomfortable. You need to run the second battery heating mode, refer to Figure 10 Compressor 1 is turned off, first multi-channel device 12 is in the first operating state, and heating device 106 heats the coolant, heating the battery through the circulation of the coolant. If the motor has waste heat, first multi-channel device 12 is in the second operating state, and eighth port 131 is connected to ninth port 132 to recycle the motor waste heat.

[0067] If the passenger compartment requires heating, the refrigerant system connection state is switched to the heating mode, and the second heat exchanger 101 releases heat to heat the passenger compartment, while heat is obtained from the coolant via the first heat exchanger 6. Alternatively, the third throttling device 3 can be switched to the throttling state, and heat is obtained from the coolant via the fifth heat exchanger 7.

[0068] When the battery temperature is too high and there is no one in the car, such as when the car is in a fast charging state, the thermal management system runs the first battery fast cooling mode, refer to Figure 11 , compressor 1 is turned on, the third valve device 10 and the second throttle device 2 are in the closed state, the first throttle device 4, the second valve device 9, and the first valve device 8 are in the fully open state, and the third throttle device 3 is in the throttle state. The first pump 11 and the second pump 15 are turned on, the first multi-way device 12 is in the first operating state, the fifth port 141 is connected to the sixth port 142, and the ninth port 132 is connected to the tenth port 133. The refrigerant flowing out of compressor 1 is divided into two paths: one path flows into the second heat exchanger 101 and releases heat to the passenger compartment because no one is in the vehicle; the other path flows into the first heat exchange unit and releases heat to the motor branch through the first heat exchanger. The heat in the motor branch is released to the atmosphere through the fourth heat exchanger. In this mode, both the first heat exchanger 6 and the second heat exchanger 101 release heat, resulting in a lower temperature for the refrigerant flowing to the third throttle device 3. The refrigerant temperature after throttling by the third throttle device 3 is also lower, thus enabling faster battery cooling.

[0069] In some other embodiments, the thermal management system can also run a second battery rapid cooling mode, referring to Figure 12 , compressor 1 is turned on, first valve device 8 and second throttle device 2 are in the blocked state, second valve device 9 and third valve device 10 are in the fully open state, and first throttle device 4 and third throttle device 3 are in the throttle state. First pump 11 and second pump 15 are turned on, first multi-way device 12 is in the second operating state, fifth port 141 is connected to sixth port 142, and eighth port 131 is connected to ninth port 132. Since no one is inside the vehicle, the second heat exchanger 101 releases heat to the passenger compartment. Refrigerant flowing out of the second heat exchanger 101 is divided into two paths: one path flows through the throttled first throttle device 4 before flowing into the first heat exchange section 61; the other path flows through the throttled third throttle device 3 before flowing into the third heat exchange section 71. In this mode, both the first heat exchanger 6 and the fifth heat exchanger 7 absorb heat from the coolant, keeping the coolant temperature low and enabling faster battery cooling.

[0070] If there are people in the car, the air in the air conditioner can no longer be released into the air, which will make the passengers feel uncomfortable. Figure 2 , adjust the thermal management system status according to whether there is cooling demand in the car.

[0071] When only the motor and battery need to dissipate heat, compressor 1 is turned off, and the thermal management system runs in the heat dissipation mode. Compressor 1 is turned off, and the refrigerant system does not run. Heat is exchanged with the atmospheric environment through the fourth heat exchanger 103, the coolant temperature is reduced, and the coolant circulates to achieve heat dissipation of the battery and motor.

[0072] In some other embodiments, at least one of the first throttling device 4 and the second valve device 9 is replaced by a component with a flow regulation function. When the outlet of the compressor 1 is connected to the first heat exchange part 61 and the second heat exchanger 101 at the same time, and the component with the flow regulation function is in a flow regulation state, the flow ratio regulation of the two branches can be achieved.

[0073] According to another specific embodiment of the thermal management system of the present application, refer to Figure 13 This embodiment is substantially the same as the first embodiment, differing in that the refrigerant system does not include the first valve device 8, the second valve device 9, and the third valve device 10, but does include a fourth multi-way device 18, a fourth valve device 19, and a fifth valve device 20. The connection state of the thermal management system of this embodiment under various operating conditions is substantially the same as that of the aforementioned embodiment. The differences are described below with examples, and the similarities are discussed with reference to the relevant description of the aforementioned embodiment.

[0074] The fourth multi-channel device 18 includes a first connection port 181, a second connection port 182, a third connection port 183, and a fourth connection port 184. The fourth multi-channel device 18 has a first operating mode and a second operating mode, and the fourth multi-channel device 18 can switch between the two modes. When the fourth multi-channel device 18 is in the first operating mode, the first connection port 181 and the second connection port 182 are connected, and the third connection port 183 and the fourth connection port 184 are connected. When the fourth multi-channel device 18 is in the second operating mode, the first connection port 181 and the fourth connection port 184 are connected, and the second connection port 182 and the third connection port 183 are connected.

[0075] One port of the fifth valve device 20 is connected to the outlet of the compressor 1 and the first connecting port 181, while the other port of the fifth valve device 20 is connected to the second connecting port 182 and the inlet of the second heat exchanger 101. The third connecting port 183 is connected to one port of the fourth valve device 19, while the other port of the fourth valve device 19 is connected to the inlet of the compressor 1, the outlet of the third heat exchanger 102, and the outlet of the third heat exchange unit 71. The fourth connecting port 184 is connected to one port of the first heat exchange unit 61, while the other port of the first heat exchange unit 61 is connected to one port of the first throttle device 4.

[0076] In this embodiment, the fourth valve device 19 and the fifth valve device 20 are cut-off valves, which have a cut-off state and a full-open state.

[0077] In this embodiment, the fourth multi-way device 18, the fourth valve device 19, and the first throttling device 4 can be used to control whether refrigerant flows through the first heat exchange portion 61 and whether the first heat exchanger 6 functions as an evaporator or a condenser. Specifically, when the first throttling device 4 and the fourth valve device 19 are both in the off state, no refrigerant flows through the second branch; when the fourth multi-way device 18 is in the second working mode, if the first throttling device 4 is not in the off state, the refrigerant discharged from the compressor 1 can flow into the first heat exchange portion 61, and the first heat exchanger 6 functions as a condenser; when the fourth multi-way device 18 is in the first working mode, the fourth valve device 19 is in the full-pass state, and if the first throttling device 4 is not in the off state, the refrigerant flowing out of the second heat exchanger 101 can flow into the first heat exchange portion 61, and the first heat exchanger 6 functions as an evaporator.

[0078] In some other embodiments, the fifth valve device 20 is a flow proportional valve. When the first heat exchanger 6 and the second heat exchanger 101 are connected in parallel, the flow ratio of the refrigerant in the two branches is adjusted by the fifth valve device 20 to control the heat exchange effect.

[0079] In this embodiment, when the first heat exchanger 6 and the second heat exchanger 101 are connected in parallel, the fourth multi-way device 18 is in the second working mode, and the fourth valve device 19 needs to be in the cut-off state to prevent the refrigerant flowing out of the compressor 1 from directly returning to the inlet of the compressor 1.

[0080] In some other embodiments, by designing the structure of the fourth multi-way device 18, when the fourth multi-way device 18 is in the second working mode, the first connection port 181 and the fourth connection port 184 are connected, but the second connection port 182 and the third connection port 183 are not connected. At this time, the fourth valve device 19 may not be provided, and the third connection port 183 is connected to the inlet of the compressor 1, the outlet of the third heat exchanger 102 and the outlet of the first heat exchange part 61.

[0081] In the present application, the second valve device 9 or the fifth valve device 20 is arranged on the inlet side of the second heat exchanger 101. In the cooling mode, the second valve device 9 or the fifth valve device 20 is in a cut-off state, so that the outlet of the compressor 1 is disconnected from the second heat exchanger 101. After the outlet of the second heat exchanger 101 is connected to the outlet of the first heat exchange part 61, the refrigerant temperature here is already relatively low, so the problem of heat radiation can be better improved, thereby ensuring the cooling effect and improving the comfort of the passenger compartment.

[0082] In this application, the term "connection" between two components can be a direct connection or a connection via a pipeline. The two components can be connected by only a pipeline or by a valve or other components in addition to the pipeline. Similarly, the term "communication" between two components can be a direct connection or a connection via a pipeline. The two components can be connected by only a pipeline or by a valve or other components in addition to the pipeline.

[0083] The present application also provides a control method for a thermal management system. The control method in the present application is applied to the thermal management system of the above-mentioned embodiment. The thermal management system also includes a control system 200, which can be used to control the working state of the refrigerant system and the working state of the coolant system.

[0084] Reference Figure 1 The control system 200 includes a controller and multiple sensors. The multiple sensors can be used to obtain operating information of the first heat exchanger 6, the second heat exchanger 101, the third heat exchanger 102, the fifth heat exchanger 7, the fourth heat exchanger 103, the motor and the battery. Optionally, the operating information includes temperature and pressure. The controller is electrically connected to components such as the compressor 1, the fan in the air-conditioning box, the fan device at the air intake grille, multiple throttling devices, multiple valve devices, multiple pumps, multiple multi-pass devices and multiple sensors. The controller can be used to obtain operating information obtained by the sensors. The controller can be used to adjust the operating status of the components of the thermal management system. The adjustment of the operating status includes at least one of opening the component, closing the component, speed adjustment, opening adjustment and power adjustment. The controller can be used to execute the control method of the thermal management system.

[0085] The control methods of the thermal management system include:

[0086] Obtain passenger needs and working information obtained by sensors;

[0087] Based on passenger needs and operating information obtained from sensors, the controller adjusts the operating status of each component in the thermal management system, enabling the thermal management system to execute the appropriate air conditioning operating mode, thereby achieving thermal management of the passenger compartment, motor and battery.

[0088] The thermal management system also includes an interaction device, with the controller electrically connected to the interaction device. Through the interaction device, the controller can obtain passenger requests, such as the passenger's desired target temperature or operating mode. Optionally, the interaction device can be a control panel of the electric vehicle. Air Conditioning Operation Mode The operating modes of the thermal management system described above, and the connection status of the thermal management system in these operating modes, can be found in the previous description and will not be repeated here.

[0089] The above description is merely a preferred embodiment of the present application and does not constitute any form of limitation to the present application. Although the present application has been disclosed as above with preferred embodiments, it is not intended to limit the present application. Any technician familiar with this profession can make slight changes or modifications to equivalent embodiments with equivalent changes using the technical contents disclosed above without departing from the scope of the technical solution of the present application. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A thermal management system, characterized in that: include: a first heat exchanger, the first heat exchanger comprising a first heat exchange portion and a second heat exchange portion separated from each other; The thermal management system includes a refrigerant system and a coolant system, the refrigerant system includes a compressor, a first heat exchange part, a second heat exchanger, a third heat exchanger, a first throttling device and a second throttling device, and the coolant system includes a second heat exchange part; The thermal management system has a heating mode and a first heating and dehumidification mode. In the heating mode, the compressor, the first heat exchange part, the second heat exchanger, and the first throttling device are connected and refrigerant flows through the compressor, the first throttling device is in a throttling state, the inlet of the first throttling device is connected to the outlet of the second heat exchanger, and the outlet of the first throttling device is connected to the inlet of the first heat exchange part. The refrigerant in the first heat exchange part exchanges heat with the coolant in the second heat exchange part. In the first heating and dehumidification mode, the compressor, the first heat exchange part, the second heat exchanger, the third heat exchanger, and the second throttling device are connected and refrigerant flows through them, the second throttling device is in a throttling state, the outlet of the compressor is connected to the inlet of the first heat exchange part and the inlet of the second heat exchanger, respectively, the outlet of the first heat exchange part and the outlet of the second heat exchanger are both connected to the inlet of the second throttling device, the outlet of the second throttling device is connected to the inlet of the third heat exchanger, and the refrigerant in the first heat exchange part exchanges heat with the coolant in the second heat exchange part; The thermal management system includes a fifth heat exchanger, the fifth heat exchanger includes a third heat exchange portion and a fourth heat exchange portion separated from each other, the coolant system includes a first pump, a second pump, a fourth heat exchanger, a heating device and the fourth heat exchange portion, and the refrigerant system includes a third throttling device and the third heat exchange portion; The thermal management system has a defrost mode. In the defrost mode, the compressor, the first heat exchange part, the second heat exchanger, the third heat exchange part and the third throttling device are connected and the refrigerant circulates. The first pump, the second heat exchange part and the fourth heat exchanger are connected and the coolant circulates. The second pump, the heating device and the fourth heat exchange part are connected and the coolant circulates. The first throttling device is in a full-pass mode and the third throttling device is in a throttling state. The outlet of the compressor is respectively connected to the inlet of the first heat exchange part and the inlet of the second heat exchanger. The outlet of the first heat exchange part and the outlet of the second heat exchanger are both connected to the inlet of the third throttling device. The outlet of the third throttling device is connected to the inlet of the third heat exchange part. The refrigerant in the first heat exchange part exchanges heat with the coolant in the second heat exchange part, and the refrigerant in the third heat exchange part exchanges heat with the coolant in the fourth heat exchange part.

2. A thermal management system according to claim 1, characterized in that: The thermal management system has a cooling mode. In the cooling mode, the compressor, the first heat exchange part, the third heat exchanger and the second throttling device are connected and refrigerant flows through them. The second throttling device is in a throttling state. The outlet of the first heat exchange part is connected to the inlet of the second throttling device, and the outlet of the second throttling device is connected to the inlet of the third heat exchanger. The refrigerant in the first heat exchange part exchanges heat with the coolant in the second heat exchange part.

3. A thermal management system according to claim 2, characterized in that: The thermal management system has a second heating and dehumidification mode. In the second heating and dehumidification mode, the compressor, the first heat exchange part, the second heat exchanger, the third heat exchanger, the first throttling device and the second throttling device are connected and refrigerant circulates. The first throttling device and the second throttling device are in a throttling state. The outlet of the compressor is connected to the inlet of the second heat exchanger, and the outlet of the second heat exchanger is connected to the inlet of the first throttling device and the inlet of the second throttling device respectively. The outlet of the first throttling device is connected to the inlet of the first heat exchange part, and the outlet of the second throttling device is connected to the inlet of the third heat exchanger. The refrigerant in the first heat exchange part exchanges heat with the coolant in the second heat exchange part.

4. A thermal management system according to claim 3, characterized in that: The coolant system includes a battery heat exchange device and a motor heat exchange device; In the heating mode and the second heating and dehumidifying mode, the first pump and the second heat exchange unit are in communication with at least one of the battery heat exchange device, the motor heat exchange device, and the fourth heat exchanger, and coolant flows therethrough.

5. A thermal management system according to claim 4, characterized in that: In the first heating and dehumidification mode and the cooling mode, the first pump, the second heat exchange unit, and the fourth heat exchanger are in communication.

6. A thermal management system according to claim 4, characterized in that: The thermal management system has a first battery rapid cooling mode. In the first battery rapid cooling mode, the compressor, the first heat exchange part, the second heat exchanger, the third heat exchange part and the third throttling device are connected and the refrigerant circulates, the first pump, the second heat exchange part and the fourth heat exchanger are connected, the second pump, the battery heat exchange device and the fourth heat exchange part are connected and the coolant circulates, the third throttling device is in a throttling state, the outlet of the compressor is connected to the inlet of the first heat exchange part and the inlet of the second heat exchanger respectively, the outlet of the first heat exchange part and the outlet of the second heat exchanger are both connected to the inlet of the third throttling device, the outlet of the third throttling device is connected to the inlet of the third heat exchange part, the refrigerant in the first heat exchange part exchanges heat with the coolant in the second heat exchange part, and the refrigerant in the third heat exchange part exchanges heat with the coolant in the fourth heat exchange part.

7. A thermal management system according to claim 4, characterized in that: The thermal management system has a first battery heating mode. In the first battery heating mode, the compressor, the first heat exchange part, the third heat exchanger and the second throttling device are connected and the refrigerant circulates, the first pump, the second heat exchange part and the battery heat exchange device are connected and the coolant circulates, the second throttling device is in a throttling state, the outlet of the first heat exchange part is connected to the inlet of the second throttling device, the outlet of the second throttling device is connected to the inlet of the third heat exchanger, and the refrigerant in the first heat exchange part exchanges heat with the coolant in the second heat exchange part.

8. A thermal management system according to claim 4, characterized in that: The coolant system includes a second pump and a heating device; The thermal management system has a second battery heating mode. In the second battery heating mode, the second pump, the battery heat exchange device, and the heating device are connected and coolant flows through them.

9. The thermal management system according to claim 6, wherein: The coolant system includes a motor branch and a battery branch, the motor branch includes the first pump, the second heat exchange unit, the fourth heat exchanger and the motor heat exchange device, and the battery branch includes the second pump, the fourth heat exchange unit and the battery heat exchange device; The coolant system includes a first multi-way device, which is used to connect or separate the motor branch and the battery branch.

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