Thermal management system for a vehicle

Abstract

The present disclosure relates to a thermal management system for a vehicle, a vehicle comprising such a thermal management system, and a manufacturing method of such a thermal management system. The thermal management system comprises a refrigerant system, a coolant system, and a control unit. The coolant system comprises a first control circuit thermally coupled to an energy storage system, a second control circuit thermally coupled to a driveline system, a third control circuit thermally coupled to a radiator system, a first multi-valve unit and a second multi-valve unit, and a first heat exchanger configured to transfer heat to the refrigerant system. The first control circuit, the second control circuit, and the third control circuit are configured to transfer heat to the first heat exchanger. The first heat exchanger is arranged between the first multi-valve unit and the second multi-valve unit. The control unit is configured to switch the first multi-valve unit and the second multi-valve unit in a first mode to couple the first control circuit with the second control circuit to collectively transfer heat to the first heat exchanger independently of the third control circuit.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a thermal management system for a vehicle, a vehicle comprising such a thermal management system, and a manufacturing method of such a thermal management system. BACKGROUND

[0002] To allow for an efficient use of energy in a battery electric vehicle or a hybrid electric vehicle, a heat pump is often used to heat the vehicle cabin to enable and utilize low temperature heat sources. The refrigerant circuit comprises one or more heat exchangers for transferring heat to / from air to heat or cool the vehicle cabin. To achieve the most efficient heating of the vehicle cabin, it is desirable to enable and use available heat sources in the vehicle, such as waste heat generated from vehicle components and / or thermal inertia of these components. However, in such vehicles, the amount of waste heat is limited and the thermal inertia can be limited by, for example, an optimal operating temperature of the battery system. In addition, the battery system in an electric vehicle requires a reliable thermal management system to ensure that the battery system is kept within its desired operating temperature range. SUMMARY

[0003] Therefore, there can be a need to provide an improved thermal management system that maximizes the number of available heat sources in the vehicle and the flexibility of which heat source to use. The improved thermal management system can also minimize the energy required to heat the vehicle cabin and / or the battery system of the vehicle.

[0004] The subject matter of the independent claims of the present disclosure solves or mitigates at least partially this problem, wherein further embodiments are incorporated in the dependent claims. It should be noted that aspects of the present disclosure described below apply to a thermal management system for a vehicle, a vehicle comprising such a thermal management system, and a manufacturing method of such a thermal management system.

[0005] According to the present disclosure, a thermal management system for a vehicle is presented. The thermal management system comprises a refrigerant system, a coolant system, and a control unit. The coolant system comprises a first control circuit thermally coupled to an energy storage system, a second control circuit thermally coupled to a driveline system, and a third control circuit thermally coupled to a radiator system. The coolant system further comprises a first multi-valve unit, a second multi-valve unit, and a first heat exchanger configured to transfer heat to the refrigerant system. The first control circuit, the second control circuit, and the third control circuit are configured to transfer heat to the first heat exchanger. The first heat exchanger is arranged between the first multi-valve unit and the second multi-valve unit. The control unit is configured to switch the first multi-valve unit and the second multi-valve unit in a first mode to couple the first control circuit with the second control circuit to collectively transfer heat to the first heat exchanger independently of the third control circuit.

[0006] The thermal management system according to the present disclosure allows for a flexible use of heat sources of the vehicle. By providing one or more multi-valve units, the flow direction of the coolant medium, which transfers heat among the first control circuit, the second control circuit, the third control circuit, and the first heat exchanger, can be variably and selectively switched. Thus, in addition to the heat transfer between the coolant system and the refrigerant system via the heat exchanger, heat from the ambient air and / or from the energy storage system can also be used as a common or separate heat source. Thus, a flexible and efficient use of heat sources can be achieved, and the energy efficiency of the thermal management system can be improved.

[0007] The thermal management system can be configured to monitor and control the temperature of various components arranged in the vehicle, such as the passenger compartment, in other words, the vehicle cabin, of the vehicle. The thermal management system can be divided into a refrigerant system and a coolant system. The refrigerant system can include an air conditioning unit, and it can be configured to cool or heat the vehicle cabin. The refrigerant system can be in fluid communication with the coolant system via a heat exchanger interface.

[0008] The coolant system can include several thermal control circuits through which the coolant medium can flow to transfer heat. Each control circuit can be thermally coupled to different components of the vehicle, such as the energy storage system, the drive train system, the radiator system, etc. The energy storage system can be a battery system that supplies electrical power to various subsystems of the vehicle to operate them. The drive train system can include electric machines, such as inverters, DC converters, power electronics of charging electronics, and computing units, etc. The radiator system can include a coolant-air heat exchanger to allow heat transfer between the coolant system and the ambient air.

[0009] The first control circuit, the second control circuit, and the third control circuit can be connected to the first multi-valve unit and the second multi-valve unit to deliver the coolant medium to different directions inside the coolant system. The term "multi-valve unit" can be understood to include a valve unit comprising a plurality of channels through which the coolant medium can be directed. The plurality of channels can serve as an inlet or an outlet for the coolant medium.

[0010] The first heat exchanger provided between the first multi-valve unit and the second multi-valve unit can form a heat exchanger interface between the coolant system and the refrigerant system. The first heat exchanger can be a refrigerator configured to transfer heat from the coolant system to the refrigerant system to heat the vehicle cabin. In other words, the coolant medium flowing from the first multi-valve unit can release heat in the first heat exchanger and move to the second multi-valve unit.

[0011] The control unit can be an electronic control unit (ECU). The control unit can be configured to switch the first and second multi-valve units to enable the transfer of heat within the coolant system in a desired direction. Thus, the control unit can be configured to implement various operating methods of the thermal management system, such as cabin heating, cabin cooling, radiator system defrosting, energy storage system heating or cooling, driveline cooling, etc.

[0012] Thus, in a first mode of the thermal management system, the first and second multi-valve units can be switched such that the first and second control circuits are thermally connected to each other to collectively transfer heat to the first heat exchanger independently of the third control circuit. In other words, the control unit can allow the circulation of coolant medium between the first control circuit coupled to the energy storage system and the second control circuit coupled to the driveline to release heat in the first heat exchanger. At the same time, the heat transfer through the third control circuit can be bypassed and not connected to the first heat exchanger.

[0013] Alternatively, the control unit can allow the heat transfer from the first control circuit to the second control circuit and the first heat exchanger, or allow the heat transfer from the second control circuit to the first control circuit and the first heat exchanger.

[0014] Thus, the thermal management system can be configured for cabin heating, wherein the first heat exchanger can deliver heat to the refrigerant system, which is collectively transferred from the energy storage system and the driveline.

[0015] In an embodiment, the control unit is further configured to switch the first and second multi-valve units in a second mode to couple the second control circuit with the third control circuit to collectively transfer heat to the first heat exchanger independently of the first control circuit. In the second mode, the first and second multi-valve units of the coolant system can be switched such that the second and third control circuits are in fluid communication while bypassing the first control circuit. In other words, the control unit can allow the circulation of coolant medium between the second control circuit coupled to the driveline and the third control circuit coupled to the radiator system to release heat in the first heat exchanger independently of the first control circuit. Thus, the first heat exchanger can deliver heat to the refrigerant system, which is collectively transferred from the driveline and the radiator system.

[0016] In an embodiment, the control unit is further configured to switch the first and second multi-valve units in a third mode to transfer heat to the first heat exchanger only through one of the first, second and third control circuits isolated from each other. In the third mode, the first and second multi-valve units of the coolant system can be switched such that only one of the energy storage system, the transmission system and the radiator system is thermally coupled to the first heat exchanger to release heat. In other words, the first heat exchanger can be in fluid communication with the first control circuit independent of the second and third control circuits, with the second control circuit independent of the first and third control circuits, or with the third control circuit independent of the first and second control circuits.

[0017] If the first heat exchanger is connected to the first control circuit only, the heat and / or thermal inertia generated by the energy storage system can be the heat source for the first heat exchanger. If the first heat exchanger is connected to the second control circuit only, the heat generated by the transmission system and / or thermal inertia can be the heat source for the first heat exchanger. If the first heat exchanger is connected to the third control circuit only, the heat source can be the ambient air transferring heat to the first heat exchanger. In this case, the first and second multi-valve units can be additionally configured to either not connect the first and second control circuits or connect the first and second control circuits independent of the third control circuit. This enables the option to use or not use waste heat from the transmission system to heat the energy storage system.

[0018] In an embodiment, the thermal management system further comprises a second heat exchanger arranged between the first and second multi-valve units. The second heat exchanger is configured to absorb heat from the refrigerant system. The second heat exchanger can comprise a water-cooled condenser and it can be configured to transfer heat from the refrigerant system to the coolant system. In other words, the coolant medium circulating in the coolant system can absorb heat from the refrigerant system in the second heat exchanger, wherein the refrigerant system is thermally coupled to the second heat exchanger. Thus, the second heat exchanger can transfer heat in an opposite direction relative to the first heat exchanger.

[0019] In an embodiment, the second heat exchanger is arranged in the second or third control circuit. In other words, the second heat exchanger can be arranged in the second control circuit only or in the third control circuit only. Thus, the heat absorbed from the second heat exchanger can be directed to the transmission system and / or the radiator system to further transfer heat.

[0020] In an embodiment, the second heat exchanger can be arranged in the second control circuit only. An ambient heat source can be available with the third control circuit coupled to the first heat exchanger, and the first and second control circuits can be connected with the second heat exchanger. Thus, the energy storage system can be heated by the second heat exchanger.

[0021] In embodiments, the control unit is further configured to switch the first and second multi-valve units in a fourth mode to couple the second control circuit with the third control circuit to jointly absorb heat from the second heat exchanger independent of the first control circuit. In the fourth mode, the first and second multi-valve units can decouple the first control circuit from the second and third control circuits such that only the first control circuit is coupled with the first heat exchanger while the second and third control circuits are coupled with the second heat exchanger.

[0022] Thus, the coolant media circulating the second and third control circuits can jointly absorb heat from the refrigerant system in the second heat exchanger. Thus, if the vehicle cabin needs to be cooled, heat can be absorbed from the refrigerant system to the coolant system via the second heat exchanger to direct the heat to the radiator system for transferring heat to ambient air. The heat absorbed from the second heat exchanger and / or the driveline system can be directed to the radiator system to release or thaw the radiator system. Further, heat transfer from the radiator system and / or the second heat exchanger to the environment can be rejected. Further, the energy storage system can be cooled by heat transfer via the first heat exchanger.

[0023] In embodiments, the control unit is further configured to switch the first and second multi-valve units in a fifth mode to couple the first control circuit with the second control circuit to jointly absorb heat from the second heat exchanger. In the fifth mode, the first and second multi-valve units can connect the first and second control circuits to the second heat exchanger and the third control circuit can be connected to the first heat exchanger. Thus, the vehicle cabin can be heated via the radiator system by ambient air. Additionally, the energy storage system can be heated by heat transferred from the second heat exchanger and / or waste heat from the driveline.

[0024] In embodiments, the first and second multi-valve units are connected to sub-control circuits to regulate temperature and / or partition heat transfer of the coolant system. In other words, the first and second multi-valve units can partition and / or redirect at least a portion of the coolant media through the sub-control circuits based on current and target temperature levels in the coolant system. The sub-control circuits can allow coolant media / heat to flow separately at the inlets or outlets of the first and second multi-valve units. For example, a portion of inflow from the driveline in the first multi-valve unit can be directed to the energy storage system while the remaining portion of the inflow from the driveline in the first multi-valve unit can bypass the energy storage system via the sub-control circuit. Alternatively, two different inflows from the driveline and the radiator system in the first multi-valve unit can be collected as a single outflow to the energy storage system via the sub-control circuit.

[0025] In an embodiment, the control unit is further configured to switch the first and second multi-valve units in a sixth mode to transfer heat from the second heat exchanger only to the third control circuit. In the sixth mode, the first and second multi-valve units can be switched such that the second and third control circuits or only the third control circuit is connected to the second heat exchanger to absorb heat from the refrigerant system. The heat absorbed in the second heat exchanger together with the waste heat from the transmission system can be delivered only to the third control circuit to defrost the radiator system. The first control circuit can not be coupled with the second heat exchanger.

[0026] In an embodiment, the control unit is further configured to switch the first and second multi-valve units in a seventh mode to couple the third control circuit with the first, second control circuits and the second heat exchanger to collectively transfer heat to the third control circuit. Thus, the radiator system can allow cooling of all of the first, second and third control circuits and the refrigerant system, in particular the air conditioning unit.

[0027] In an embodiment, the thermal management system further comprises a high- voltage coolant heater (HVCH) connected to the first heat exchanger. The high- voltage coolant heater can be arranged between the first multi-valve unit and the first heat exchanger and it can act as a heat booster for the first heat exchanger. Thus, the high- voltage coolant heater can transfer heat to the refrigerant system via the first heat exchanger. Additionally, the control unit can switch the first and second multi-valve units such that heat from the HVCH can also be transferred to the first control circuit to heat the energy storage system.

[0028] In an embodiment, the thermal management system can further comprise a high- voltage coolant heater, preferably connected to the first control circuit, to additionally provide heat to the energy storage system and / or the vehicle cabin in case the available heating power of the components in the second control circuit and the heat pump is not sufficient to heat the energy storage system.

[0029] In an embodiment, the first and / or second multi-valve unit comprises a five- way valve element. The five-way valve element can comprise five ports which can be variably and selectively coupled to the first, second and third control circuits. The control unit can actuate the five-way valve element to direct the coolant medium to different control circuits depending on the operating method of the coolant system, such as cooling, heating and defrosting.

[0030] In embodiments, the first and / or second multi-valve unit comprises four-way valve elements and three-way valve elements. As an alternative to five-way valve elements, a combination of four-way valve elements and three-way valve elements is used in the coolant system, which can allow for variable and selective switching between the first, second and third control circuits of the coolant system. However, the first and second multi-valve unit can not be limited to five-way valve elements, four-way valve elements and three-way valve elements, but the number of ports of the first and second multi-valve unit can vary.

[0031] According to the present disclosure, a vehicle is proposed. The vehicle comprises a thermal management system as described above. The vehicle can be a battery electric vehicle or a hybrid electric vehicle. In electric vehicles, the waste heat that can be utilized to heat the cabin and / or the energy storage system is limited. A vehicle comprising a thermal management system according to the present disclosure can facilitate heat utilization by maximizing the number of available heat sources and the flexibility of how they are used to minimize the energy required to heat the cabin and / or the battery system of the vehicle.

[0032] According to the present disclosure, a method of manufacturing a thermal management system for a vehicle is proposed. The method comprises

[0033] - providing a refrigerant system,

[0034] - providing a coolant system, the coolant system comprising a first control circuit, a second control circuit and a third control circuit,

[0035] - providing a control unit,

[0036] - thermally coupling an energy storage system to the first control circuit,

[0037] - thermally coupling a driveline system to the second control circuit,

[0038] - thermally coupling a radiator system to the third control circuit, and

[0039] - arranging a first heat exchanger between the first and second multi-valve unit.

[0040] The first heat exchanger is configured to transfer heat to the refrigerant system. The first, second and third control circuit are configured to transfer heat to the first heat exchanger. The control unit is configured to switch the first and second multi-valve unit in a first mode to couple the first control circuit with the second control circuit to collectively transfer heat to the first heat exchanger independent of the third control circuit.

[0041] It should be noted that the above-described embodiments can be combined with each other, independent of the aspects involved. Thus, the method can be combined with structural features and, similarly, the system can be combined with features described above in relation to the method.

[0042] These and other aspects of the proposed embodiments will become apparent from the embodiments described below and will be clarified by reference to these embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0043] Exemplary embodiments will be described below with reference to the accompanying drawings.

[0044] Figure 1 An embodiment of a thermal management system according to the present disclosure is schematically and exemplarily shown.

[0045] Figure 2 An embodiment of a thermal management system according to the present disclosure is schematically and exemplarily shown.

[0046] Figure 3 An embodiment of a thermal management system for vehicle cabin cooling according to the present disclosure is schematically and exemplarily shown.

[0047] Figure 4 An embodiment of a thermal management system for vehicle cabin cooling according to the present disclosure is schematically and exemplarily shown.

[0048] Figure 5 An embodiment of a thermal management system for vehicle cabin heating according to the present disclosure is schematically and exemplarily shown.

[0049] Figure 6 An embodiment of a thermal management system for vehicle cabin heating according to the present disclosure is schematically and exemplarily shown.

[0050] Figure 7 An embodiment of a thermal management system for vehicle cabin heating according to the present disclosure is schematically and exemplarily shown.

[0051] Figure 8 An embodiment of a thermal management system for vehicle cabin heating according to the present disclosure is schematically and exemplarily shown.

[0052] Figure 9 An embodiment of a thermal management system for vehicle cabin heating according to the present disclosure is schematically and exemplarily shown.

[0053] Figure 10 An embodiment of a thermal management system for thawing according to the present disclosure is schematically and exemplarily shown.

[0054] Figure 11 An embodiment of a thermal management system for thawing according to the present disclosure is schematically and exemplarily shown.

[0055] Figure 12 An embodiment of a thermal management system for energy storage heating according to the present disclosure is schematically and exemplarily shown.

[0056] Figure 13 Embodiments of a thermal management system according to the present disclosure are schematically and exemplarily shown.

[0057] Figure 14 Embodiments of a thermal management system according to the present disclosure are schematically and exemplarily shown.

[0058] Figure 15 Embodiments of a thermal management system according to the present disclosure are schematically and exemplarily shown. DETAILED DESCRIPTION

[0059] Figures 1 to 15 A thermal management system 100 is shown, which can be installed in a battery electric vehicle (BEV) or a hybrid electric vehicle (HEV). The thermal management system 100 comprises a refrigerant system 300, a coolant system 200 and a control unit (not shown). The refrigerant system 300 is configured to cool or heat a vehicle cabin. The coolant system 200 is thermally connected to the refrigerant system 300.

[0060] The coolant system 200 comprises a first control circuit 11, a second control circuit 12 and a third control circuit 13. The first control circuit 11 is thermally coupled to an energy storage system 1 of the vehicle. The second control circuit 12 is thermally coupled to a drive train system 2 comprising an electric machine 4, power electronics 5, etc. The third control circuit 13 is thermally coupled to a radiator system 3, which is a coolant of an ambient air heat exchanger. The coolant system 200 further comprises two pump components 41, 42. The first pump component 41 is arranged in the second control circuit 12 and the second pump component 42 is arranged between a first valve unit 21 and a second valve unit 22.

[0061] The thermal management system 100 further comprises a first multi-valve unit 21, a second multi-valve unit 22, a first heat exchanger 31 and a second heat exchanger 32. The first heat exchanger 31 can be a chiller configured to transfer heat from the coolant system 200 to the refrigerant system 300. The second heat exchanger 32 can be a water-cooled condenser configured to transfer heat from the refrigerant system 300 to the coolant system 200. The first heat exchanger 31 can be thermally coupled to an evaporator of the refrigerant system 300 and the second heat exchanger 32 can be thermally coupled to a condenser of the refrigerant system 300. Thus, the first heat exchanger 31 and the second heat exchanger 32 form a thermal interface between the refrigerant system 300 and the coolant system 200.

[0062] The first heat exchanger 31 and the second heat exchanger 32 can be arranged between the first multi-valve unit 21 and the second multi-valve unit 22. Furthermore, the first multi-valve unit 21 and the second multi-valve unit 22 selectively connect the first control circuit 11, the second control circuit 12 and the third control circuit 13.

[0063] The control unit is configured to actuate the first and second multi-valve units 21, 22 to control the inflow and outflow of the coolant medium circulating in the coolant system 200 to transfer heat. In particular, the control unit individually switches the ports connected to the first and second multi-valve units 21, 22 to variably direct the coolant medium according to an operating method of the thermal management system 100. The operating method is, for example, vehicle cabin cooling, vehicle cabin heating, energy storage system heating, and radiator system defrosting.

[0064] As shown in Figure 1 , the first and second multi-valve units 21, 22 comprise five-way valve elements having five ports for directing the coolant medium. Alternatively, the five-way valve elements can be replaced by a combination of four-way valve elements and three-way valve elements to variably direct the coolant medium, as shown in Figure 2 . However, the first and second multi-valve units 21, 22 can not be limited to the five-way valve elements, four-way valve elements, and three-way valve elements, but the number of ports of the first and second multi-valve units 21, 22 can vary.

[0065] Figure 3 and Figure 4 The thermal management system 100 is shown switched for vehicle cabin cooling. In the thermal management system 100, heat is transferred from the refrigerant system 300 to the coolant system 200 to cool the vehicle cabin. In Figure 3 , the first and second multi-valve units 21, 22 couple the second control circuit 12 with the third control circuit 13 to jointly absorb heat from the second heat exchanger 32 and / or from the second control circuit 12 independently of the first control circuit 11. Thus, the first control circuit 11 is not connected to the second heat exchanger 32, but transfers heat to the refrigerant system 300 via the first heat exchanger 31.

[0066] Depending on the current and target temperature levels in the coolant system 200, the sub-control circuit 15 can be connected to the first and / or second multi-valve units 21, 22. Figure 4 An alternative method for vehicle cabin cooling is shown, in which the first control circuit 11 is coupled with the second control circuit 12 to jointly absorb heat from the second heat exchanger 32. The sub-control circuit 15 can allow the coolant medium to flow through the inlet and outlet of the first and second multi-valve units 21, 22.

[0067] Figures 5 to 7 The thermal management system 100 is shown configured for vehicle cabin heating. The first and second multi-valve units 21, 22 are switched such that only one of the first, second, and third control circuits 11, 12, 13 transfers heat to the first heat exchanger 31. In particular, in Figure 5In this case, only the third control circuit 13 is coupled to the first heat exchanger 31 for transferring heat from the ambient air to the refrigerant system 300 via the first heat exchanger 31. Additionally, the first control circuit 11 and the second control circuit 12 can or can not be connected to each other for selecting whether waste heat generated in the driveline 2 should be utilized for heating the energy storage system 1.

[0068] Furthermore, only the second control circuit 12 can be connected to the first heat exchanger 31 for transferring heat from the driveline 2 to the refrigerant system 300 (see Figure 6 ), or only the first control circuit 11 can be connected to the first heat exchanger 31 for transferring heat from the energy storage system 1 to the refrigerant system 300 (see Figure 7 ).

[0069] Furthermore, the control unit switches the first and second multi-valve units 21, 22 for cabin heating such that the first and second control circuits 11, 12 are coupled for jointly transferring heat to the first heat exchanger 31 independently of the third control circuit 13. Thus, heat is transferred from the driveline 2 and the energy storage system 1 (see Figure 8 ).

[0070] Alternatively, as shown in Figure 9 , the second and third control circuits 12, 13 can be coupled by the first and second multi-valve units 21, 22 for jointly transferring heat to the first heat exchanger 31 independently of the first control circuit 11. Thus, heat is transferred from the driveline 2 and the radiator system 3 to the first heat exchanger 31 independently of the energy storage system 1.

[0071] Figure 10 and Figure 11 shows a thermal management system 100, wherein the radiator system 3 can be heated. In Figure 10 , the first and second multi-valve units 21, 22 are switched such that the second control circuit 12 is connected to the third control circuit 13 independently of the first control circuit 11. Thus, heat transfer can be performed from the driveline 2 and the second heat exchanger 32, which absorbs heat from the refrigerant system 300. Additionally, the radiator system 3 can also be heated by using the first heat exchanger thermal interface to the first control circuit. Alternatively, as shown in Figure 11 , the third control circuit 13 can be connected to the first and second heat exchangers 31, 32 independently of the first and second control circuits 11, 12. Thus, a heat pump from ambient air can be utilized and the radiator system 3 can be defrosted by heat transferred from the refrigerant system 300.

[0072] Alternatively, the second heat exchanger 32 can be arranged only in the second control circuit 12 (see Figure 12 ). The ambient heat source can be obtained with a third control circuit coupled to the first heat exchanger, and the first and second control circuits can be connected with the second heat exchanger. Thus, the energy storage system 1 can be heated by the second heat exchanger 32.

[0073] Additionally, the first heat exchanger 31 can be connected to a high- voltage coolant heater (HVCH) 33 to increase the heating power (see Figure 13 and Figure 14 ). Thus, the high-voltage coolant heater 33 transfers heat to the refrigerant system 300 via the first heat exchanger 31 and the air conditioning unit of the refrigerant system 300. Furthermore, the control unit can switch the first and second multi-valve units 21, 22 such that heat from the HVCH 33 can be transferred to the first control circuit 11 to heat the energy storage system 1. Additionally or alternatively, the first control circuit can comprise the HVCH 33 to increase the battery heating power, as shown in Figure 15 .

[0074] It has to be noted that embodiments of the disclosure are described with reference to different special-embodiments. In particular, some embodiments are described with reference to method type claims whereas other embodiments are described with reference to device type claims. However, a person skilled in the art will gather from the above and the following description that, unless otherwise notified, in addition to any combination of features belonging to one type of special-embodiment, also any combination between features

[0075] While the disclosure has been illustrated and described in detail in the drawings and the foregoing description, such illustration and description are to be considered illustrative or exemplary only. The disclosure is not limited to the disclosed embodiments. Other variations that are within the spirit of the disclosed disclosure will occur to those skilled in the art from a study of the drawings, the disclosure and the associated

[0076] In the claims, the word "comprising" does not exclude other elements or steps, the word "a" or "an" does not exclude a plurality, a single processor or other unit can fulfil the functions of several items recited in the claims, the mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures can not be used to advantage, the references in the claims to an apparatus should not be construed as containing something unless the opposite intention is explicitly stated.

Claims

1. A thermal management system (100) for a vehicle, comprising: - Refrigerant system (300), - Coolant system (200), and -Control unit The coolant system (200) includes - First control loop (11), which is thermally coupled to energy storage system (1), - The second control loop (12), which is thermally coupled to the transmission system (2), - The third control loop (13) is thermally coupled to the radiator system (3). - First multi-valve unit (21) and second multi-valve unit (22), and - A first heat exchanger (31) is configured to transfer heat to the refrigerant system (300). The first control loop (11), the second control loop (12), and the third control loop (13) are configured to transfer heat to the first heat exchanger (31). The first heat exchanger (31) is arranged between the first multi-valve unit (21) and the second multi-valve unit (22), and The control unit is configured to switch the first multi-valve unit (21) and the second multi-valve unit (22) in a first mode to couple the first control loop (11) with the second control loop (12) to transfer heat to the first heat exchanger (31) independently of the third control loop (13). The thermal management system (100) further includes a second heat exchanger (32) disposed between the first multi-valve unit (21) and the second multi-valve unit (22), the second heat exchanger (32) being configured to absorb heat from the refrigerant system (300).

2. The thermal management system (100) according to claim 1, wherein the control unit is further configured to switch the first multi-valve unit (21) and the second multi-valve unit (22) in a second mode to couple the second control loop (12) with the third control loop (13) to transfer heat to the first heat exchanger (31) independently of the first control loop (11).

3. The thermal management system (100) according to claim 1 or 2, wherein the control unit is further configured to switch the first multi-valve unit (21) and the second multi-valve unit (22) in a third mode to transfer heat to the first heat exchanger (31) only through one of the first control loop (11), the second control loop (12) and the third control loop (13) which are separate from each other.

4. The thermal management system (100) according to claim 1, wherein the second heat exchanger (32) is arranged in the second control loop (12) or the third control loop (13).

5. The thermal management system (100) according to claim 4, wherein the control unit is further configured to switch the first multi-valve unit (21) and the second multi-valve unit (22) in a fourth mode to couple the second control loop (12) with the third control loop (13) to absorb heat from the second heat exchanger (32) independently of the first control loop (11).

6. The thermal management system (100) according to any one of claims 4 to 5, wherein the control unit is further configured to switch the first multi-valve unit (21) and the second multi-valve unit (22) in a fifth mode to couple the first control loop (11) with the second control loop (12) to jointly absorb heat from the second heat exchanger (32).

7. The thermal management system (100) according to claim 4, wherein the control unit is further configured to switch the first multi-valve unit (21) and the second multi-valve unit (22) in a sixth mode to transfer heat from the second heat exchanger (32) only to the third control loop (13).

8. The thermal management system (100) according to any one of claims 1, 2, 4-5 and 7, The control unit is also configured to switch the first multi-valve unit (21) and the second multi-valve unit (22) in a seventh mode to couple the third control loop with the first control loop (11), the second control loop (12) and the second heat exchanger (32) to jointly transfer heat to the third control loop (13).

9. The thermal management system (100) according to any one of claims 1, 2, 4-5 and 7 further includes a high-pressure coolant heater (33) connected to the first heat exchanger (31) and / or arranged in the first control loop.

10. The thermal management system (100) according to any one of claims 1, 2, 4-5 and 7, wherein the first multi-valve unit (21) and the second multi-valve unit (22) are connected to a sub-control loop (15) to regulate the temperature of the coolant system (200) and / or divide heat transfer.

11. The thermal management system (100) according to any one of claims 1, 2, 4-5 and 7, wherein the first multi-valve unit and / or the second multi-valve unit comprises a five-way valve element.

12. The thermal management system (100) according to any one of claims 1, 2, 4-5 and 7, wherein the first multi-valve unit and / or the second multi-valve unit comprises a four-way valve element and a three-way valve element.

13. A vehicle comprising a thermal management system (100) according to any one of claims 1 to 12.

14. A method for manufacturing a thermal management system (100) for a vehicle, comprising: - Provides a refrigerant system (300), - A coolant system (200) is provided, the coolant system (200) including a first control loop (11), a second control loop (12) and a third control loop (13), -Provide a control unit, - Thermally couple the energy storage system (1) to the first control loop (11), - Thermally couple the transmission system (2) to the second control loop (12), - Thermally couple the radiator system (3) to the third control loop (13), and -A first heat exchanger (31) is arranged between the first multi-valve unit (21) and the second multi-valve unit (22). -A second heat exchanger (32) is arranged between the first multi-valve unit (21) and the second multi-valve unit (22). The first heat exchanger (31) is configured to transfer heat to the refrigerant system (300). The first control loop (11), the second control loop (12), and the third control loop (13) are configured to transfer heat to the first heat exchanger (31). The control unit is configured to switch the first multi-valve unit (21) and the second multi-valve unit (22) in a first mode to couple the first control loop (11) with the second control loop (12) to transfer heat to the first heat exchanger (31) independently of the third control loop (13). The second heat exchanger (32) is configured to absorb heat from the refrigerant system (300).

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