Thermal Management System

Abstract

The present application discloses a thermal management system, in which the refrigerant system and the coolant system are not connected, and the refrigerant system and the coolant system can exchange heat through a multi-channel heat exchanger, and the coolant system includes a second channel portion, a first heat exchanger and a second heat exchanger, and the first heat exchanger and the second heat exchanger are used for heat exchange with the atmospheric environment. When the thermal management system of the present application is in operation, in the coolant system, the second channel portion, the first heat exchanger and the second heat exchanger can be connected to form a loop, and the outlet of the first heat exchanger is connected to the inlet of the second heat exchanger, and the first heat exchanger and the second heat exchanger can be connected in series, and heat is exchanged twice with the atmospheric environment through the first heat exchanger and the second heat exchanger, thereby improving the heat exchange effect of the thermal management system and making the thermal management system have a better heat exchange effect.

Description

Technical Field

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

[0002] The air conditioning system of a vehicle (such as an electric vehicle) can regulate the ambient temperature in the passenger compartment and perform thermal management on the motor. The thermal management system includes a refrigerant system and a coolant system. The refrigerant in the refrigerant system and the coolant in the coolant system exchange heat with each other through a double-channel heat exchanger.

[0003] In related thermal management systems, the motor heat exchange device performs thermal management on the motor. The evaporator or condenser in the refrigerant system is a dual-channel heat exchanger with a refrigerant channel and a coolant channel. The coolant system includes a first low-temperature water tank and a second low-temperature water tank, both of which can exchange heat with the ambient air. The first and second low-temperature water tanks are not connected. The coolant channel of the dual-channel heat exchanger can connect to the first low-temperature water tank to form a loop, and the motor heat exchange device can connect to the second low-temperature water tank to form a loop.

[0004] When the thermal management system operates in heating mode, the refrigerant system absorbs heat from the atmosphere through the second low-temperature water tank, and the first low-temperature water tank is inoperative. When the thermal management system operates in cooling mode, the refrigerant system releases heat to the atmosphere through the first low-temperature water tank. When the motor does not need to dissipate heat or does not generate significant heat, the second low-temperature water tank is inoperative. Therefore, the inventors believe that there is a need for improvement in thermal management systems. Summary of the Invention

[0005] In view of the above-mentioned problems existing in the related art, the present application provides a thermal management system with better heat exchange effect.

[0006] To achieve the above objectives, the present application adopts the following technical solution: a thermal management system, comprising a multi-channel heat exchanger, wherein the multi-channel heat exchanger comprises a first channel portion and a second channel portion, wherein the first channel portion and the second channel portion are not connected, and a refrigerant in the first channel portion can exchange heat with a coolant in the second channel portion;

[0007] The thermal management system includes a refrigerant system and a coolant system, the refrigerant system and the coolant system are not connected, the refrigerant system includes a first flow channel portion; the coolant system includes a second flow channel portion, a first heat exchanger and a second heat exchanger, the first heat exchanger and the second heat exchanger are used for heat exchange with the atmospheric environment, the outlet of the second flow channel portion can be connected to the inlet of the first heat exchanger, the outlet of the first heat exchanger can be connected to the inlet of the second heat exchanger, and the outlet of the second heat exchanger can be connected to the inlet of the second flow channel portion.

[0008] When the thermal management system of the present application is in operation, in the coolant system, the second flow channel portion, the first heat exchanger and the second heat exchanger can be connected to form a loop, and the outlet of the first heat exchanger is connected to the inlet of the second heat exchanger. The first heat exchanger and the second heat exchanger can be connected in series, and heat exchange is performed twice with the atmospheric environment through the first heat exchanger and the second heat exchanger, thereby improving the heat exchange effect of the thermal management system and making the thermal management system have a better heat exchange effect. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0010] Figure 2 This is a connection diagram of a first cooling mode of an embodiment of a thermal management system of the present application;

[0011] Figure 3 This is a connection diagram of the second cooling mode of an embodiment of the thermal management system of the present application;

[0012] Figure 4 This is a connection diagram of the third cooling mode of an embodiment of the thermal management system of the present application;

[0013] Figure 5 This is a connection diagram of a first heating mode of an embodiment of a thermal management system of the present application;

[0014] Figure 6 This is a connection diagram of the second heating mode of an embodiment of the thermal management system of the present application;

[0015] Figure 7 This is a connection diagram of the third heating mode of an embodiment of the thermal management system of the present application;

[0016] Figure 8 This is a connection diagram of a heating and dehumidification mode of an embodiment of a thermal management system of the present application;

[0017] Figure 9 This is a connection diagram of the defrost mode of an embodiment of the thermal management system of the present application;

[0018] Figure 10 It is a partial perspective schematic diagram of an embodiment of the parallel flow liquid-cooled heat exchanger of the present application;

[0019] Figure 11 It is a schematic cross-sectional view of an embodiment of the gas-liquid separation device of the present application. DETAILED DESCRIPTION

[0020] 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.

[0021] 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.

[0022] 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.

[0023] 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.

[0024] According to a specific embodiment of the thermal management system of the present application, Figure 1As shown, the thermal management system includes a fourth heat exchanger 2, a fifth heat exchanger 4, and a third heat exchanger 5. The fourth heat exchanger 2 includes a third heat exchange section 21 and a fourth heat exchange section 22. The third heat exchange section 21 and the fourth heat exchange section 22 are capable of heat exchange. Both the third heat exchange section 21 and the fourth heat exchange section 22 are provided with flow channels. The flow channels of the third heat exchange section 21 and the fourth heat exchange section 22 are isolated from each other and do not communicate with each other. The fifth heat exchanger 4 includes a fifth heat exchange section 41 and a sixth heat exchange section 42. The fifth heat exchange section 41 and the sixth heat exchange section 42 are capable of heat exchange. Both the fifth heat exchange section 41 and the sixth heat exchange section 42 are provided with flow channels. The flow channels of the fifth heat exchange section 41 and the sixth heat exchange section 42 are isolated from each other and do not communicate with each other. The third heat exchanger 5 includes a first heat exchange section 52 and a second heat exchange section 51, which are capable of heat exchange. Both the first heat exchange section 52 and the second heat exchange section 51 are provided with flow channels, and the flow channels of the first heat exchange section 52 and the second heat exchange section 51 are isolated and disconnected from each other. The refrigerant can exchange heat with the coolant through the fourth heat exchanger 2. The refrigerant can exchange heat with the coolant through the fifth heat exchanger 4. The coolant in one section of a circuit can exchange heat with the coolant in another section of the same circuit through the third heat exchanger 5. The fourth heat exchanger 2, the fifth heat exchanger 4, and the third heat exchanger 5 can be a plate heat exchanger, a shell-and-tube heat exchanger, a parallel-flow liquid-cooled heat exchanger, or other liquid-cooled heat exchanger. The fourth heat exchanger 2, the fifth heat exchanger 4, and the third heat exchanger 5 can be the same or different.

[0025] When the refrigerant uses a high-pressure refrigerant (such as CO2 refrigerant), the fourth heat exchanger 2 and the fifth heat exchanger 4 are both parallel flow heat exchangers. Compared with plate heat exchangers, parallel flow heat exchangers have stronger pressure resistance and lower explosion risk. Figure 10 The parallel flow heat exchanger includes a plurality of microchannel flat tubes 100 arranged in parallel, a first flow collecting member 200 connected to one end of the microchannel flat tubes 100, a second flow collecting member 300 connected to the other end of the microchannel flat tubes 100, and a housing 400 surrounding the microchannel flat tubes 100 and located between the two flow collecting members. The refrigerant can flow from one cavity of the first flow collecting member 200 on one side, then flow through a portion of the microchannel flat tubes 100 to the second flow collecting member 300 on the other side, and then flow through another portion of the microchannel flat tubes 100 before flowing out of the other cavity of the first flow collecting member 200. The coolant flows in the cavity formed by the housing 400 and in the gap between the microchannel flat tubes 100, thereby achieving heat exchange between the refrigerant and the coolant. Due to the low circulation pressure of the coolant, the third heat exchanger 5 can be a plate heat exchanger or a shell and tube heat exchanger. The structures of the plate heat exchanger and the shell and tube heat exchanger are well known to those skilled in the art and will not be described in detail in this application.

[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 from each other and do not communicate with each other. Refrigerant circulates in the refrigerant system, and coolant circulates in the coolant system. The refrigerant can be R134A, carbon dioxide, or other heat exchange medium, and the coolant can be a mixed solution of ethanol and water or other cooling medium. Among them, the flow channel of the fifth heat exchange unit 41 and the flow channel of the third heat exchange unit 21 are connected to the refrigerant system, and the flow channel of the sixth heat exchange unit 42, the flow channel of the fourth heat exchange unit 22, the flow channel of the first heat exchange unit 52, and the flow channel of the second heat exchange unit 51 are connected to the coolant system.

[0027] The thermal management system includes a multi-channel heat exchanger, which includes a first channel portion and a second channel portion, and the first channel portion and the second channel portion are isolated from each other and not connected. The channel of the first channel portion is connected to the refrigerant system, and the channel of the second channel portion is connected to the coolant system. When the thermal management system is in operation, the refrigerant in the first channel portion exchanges heat with the coolant in the second channel portion. It is understood that in this application, the multi-channel heat exchanger includes a fourth heat exchanger 2 and a fifth heat exchanger 4, the first channel portion includes a third heat exchange portion 21 and a fifth heat exchange portion 41, and the second channel portion includes a fourth heat exchange portion 22 and a sixth heat exchange portion 42.

[0028] It should be explained that the phrase "the flow passage of the fifth heat exchange unit 41 and the flow passage of the third heat exchange unit 21 are connected to the refrigerant system" here means that the refrigerant system includes the fifth heat exchange unit 41 and the third heat exchange unit 21, and the refrigerant in the refrigerant system can flow into and out of the flow passage of the fifth heat exchange unit 41 and the flow passage of the third heat exchange unit 21. The inlet and outlet of the fifth heat exchange unit 41 and the inlet and outlet of the third heat exchange unit 21 can be connected to other components in the refrigerant system through pipelines, forming a loop when the thermal management system is operating. Similarly, the flow passage of the sixth heat exchange unit 42, the flow passage of the fourth heat exchange unit 22, the flow passage of the first heat exchange unit 52, and the flow passage of the second heat exchange unit 51 are connected to the coolant system, and reference is made to the above explanation.

[0029] The refrigerant system includes: a compressor 1, a throttling device 3, a fifth heat exchange part 41 and a third heat exchange part 21. The above components can be indirectly connected through pipes or valves, or can be integrated into an integrated structure.

[0030] In some other embodiments, the refrigerant system is further provided with a gas-liquid separation device 10. Figure 11The gas-liquid separation device 10 includes an inner cylinder 201, an outer cylinder 202, a gas-liquid separation assembly 203, and a heat exchange assembly 204. The gas-liquid separation assembly 203 is at least partially located within the inner cavity of the inner cylinder 201, and the heat exchange assembly 204 is at least partially located within the interlayer cavity formed by the inner cylinder 201 and the outer cylinder 202. The gas-liquid separation device 10 includes a first inlet 205, a second inlet 207, a first outlet 206, and a second outlet 208. The gas-liquid separation assembly 203 is used to separate the refrigerant flowing into the first inlet 205 into gas and liquid. The liquid refrigerant after gas-liquid separation is stored in the inner cylinder 201. The gaseous refrigerant flows into the interlayer cavity, exchanges heat with the heat exchange assembly 204, and then exits the gas-liquid separation device 10 through the first outlet 206. The second inlet 207 is the inlet of the heat exchange assembly 204, and the second outlet 208 is the outlet of the heat exchange assembly 204. Refrigerant circulates within the inner cavity of the heat exchange assembly 204. In the refrigerant system, the outlet of the compressor 1 is connected to the inlet of the third heat exchange part 21, the outlet of the third heat exchange part 21 is connected to the second inlet 207, the second outlet 208 is connected to the inlet of the throttling device 3, the outlet of the throttling device 3 is connected to the inlet of the fifth heat exchange part 41, the outlet of the fifth heat exchange part 41 is connected to the first inlet 205, and the first outlet 206 is connected to the inlet of the compressor 1. It can be seen that high-temperature refrigerant circulates in the heat exchange component 204, and the refrigerant flowing in from the first inlet 205 is low-temperature refrigerant. The gas-liquid separation device 10 has the functions of a gas-liquid separator and an intermediate heat exchanger. In some other embodiments, the refrigerant system is provided with a gas-liquid separator and an intermediate heat exchanger. The gas-liquid separator and the intermediate heat exchanger are independent components connected to other components through pipelines. The structure and working principle of the gas-liquid separator and the intermediate heat exchanger are well known to those skilled in the art and will not be described in detail in this application.

[0031] In this embodiment, after compressor 1 is turned on, the refrigerant circulates in the refrigerant system. When the operating mode of the thermal management system is switched, the refrigerant flow direction of the refrigerant system does not switch. The refrigerant flows in the following order: the outlet of compressor 1, the third heat exchange unit 21, the second inlet 207, the second outlet 208, the throttling device 3, the fifth heat exchange unit 41, the first inlet 205, the first outlet 206, and the inlet of compressor 1. The throttling device 3 can throttle the refrigerant. Optionally, the throttling device 3 is an electronic expansion valve or a thermal expansion valve.

[0032] The coolant system includes a sixth heat exchange part 42, a fourth heat exchange part 22, a third heat exchanger 5, a sixth heat exchanger 101, a seventh heat exchanger 102, a first heat exchanger 104, a second heat exchanger 103, a battery heat exchange device 6, a motor heat exchange device 9, a heating device 8, multiple fluid driving devices and multiple flow regulating devices. The above components can be indirectly connected through pipes or valves, or can be integrated into an integrated structure.

[0033] The plurality of fluid-driven devices includes a first pump 11, a second pump 12, and a third pump 13, which are used to provide power for the flow of coolant in the coolant system. Optionally, the first pump 11, the second pump 12, and the third pump 13 are electronic water pumps. The types and specifications of the first pump 11, the second pump 12, and the third pump 13 can be the same or different, depending on the requirements of the thermal management system.

[0034] The battery heat exchange device 6 is used to perform thermal management on the battery. Optionally, the battery heat exchange device 6 can be an integrated component with an integral structure with the motor, or it can be an independent component that is then assembled with the motor. The motor heat exchange device 9 is used to perform thermal management on the motor. Optionally, the motor heat exchange device 9 can be an integrated component with an integral structure with the motor, or it can be an independent component that is then assembled with the motor. The heating device 8 is used to heat the coolant. In this embodiment, the heating device 8 is connected before the inlet of the sixth heat exchange part 42, so that the coolant heated by the heating device 8 passes through the sixth heat exchange part 42 first, making full use of the heating effect of the heating device 8. Optionally, the heating device 8 is a liquid-cooled PTC electric heater.

[0035] The outlet of the first heat exchange unit 52 is connected to the inlet of the battery heat exchange device 6, which in turn is connected to the inlet of the second heat exchange unit 51. During operation of the thermal management system, the coolant before entering the battery heat exchange device 6 exchanges heat with the coolant after exiting the battery heat exchange device 6 in the third heat exchanger 5. This utilizes the battery's inherent heat storage capacity or generated heat to raise or lower the temperature of the coolant before entering the battery heat exchange device 6, eliminating the need for additional heaters or low-temperature water tanks. This simple and effective way to protect the batteries is achieved.

[0036] In addition, due to the large size and specific heat capacity of the battery, the temperature of the coolant flowing through the battery heat exchanger 6 is significantly affected by the battery temperature, and the temperature of the coolant flowing out of the battery heat exchanger 6 may be relatively high or low. If the coolant flowing into the first heat exchanger 52 is a relatively low-temperature coolant, the third heat exchanger 5 is used to increase the temperature of the coolant flowing into the battery heat exchanger 6 and reduce the temperature of the coolant flowing out of the battery heat exchanger 6, thereby improving the cold shock phenomenon caused by low-temperature coolant on the battery and the phenomenon of excessively high coolant temperature after flowing out of the battery heat exchanger 6. If the coolant flowing into the first heat exchanger 52 is a relatively high-temperature coolant, the third heat exchanger 5 is used to reduce the temperature of the coolant flowing into the battery heat exchanger 6 and increase the temperature of the coolant flowing out of the battery heat exchanger 6, thereby improving the thermal shock phenomenon caused by high-temperature coolant on the battery and the phenomenon of excessively low coolant temperature after flowing out of the battery heat exchanger 6. In summary, the third heat exchanger 5 can be used to protect the battery, reduce the damage caused by cold and hot coolant shock to the battery, and reduce the impact of the battery on the coolant temperature.

[0037] Optionally, a fourth pump 14 may be provided between the inlet of the battery heat exchange device 6 and the outlet of the first heat exchange portion 52, or between the outlet of the battery heat exchange device 6 and the inlet of the second heat exchange portion 51, to ensure sufficient power for the coolant flow. Optionally, the fourth pump 14 is an electronic water pump.

[0038] The plurality of flow regulating devices include a tenth valve 15, an eleventh valve 16, a twelfth valve 17, a thirteenth valve 18, a fourteenth valve 19, a fifteenth valve 20, a seventh valve 23, an eighth valve 24, a ninth valve 25, a sixth valve 26, a fifth valve 27, a third valve 28, a fourth valve 29, a first valve 30, and a second valve 31. By adjusting the operating states of the plurality of flow regulating devices, the coolant system can be configured to form at least two mutually disconnected coolant circuits. In this embodiment, the flow regulating devices are all three-way valves, each having at least port a, port b, and port c. When the flow regulating valve is in the operating state, at least two of ports a, port b, and port c are connected. Optionally, the flow regulating device is a three-way proportional valve.

[0039] In some other embodiments, the flow regulating device can replace other types of valves or combinations of other types of valves according to their functions, such as a one-way valve, a stop valve, or a combination thereof. In some other embodiments, the at least two flow regulating devices can be integrated into an integral structure.

[0040] The outlet of the first pump 11 is connected to port a of the tenth valve 15. Port b of the tenth valve 15 is connected to the first port of the first heat exchanger 104, port a of the first valve 30, and port c of the eighth valve 24. Port c of the tenth valve 15 is connected to port a of the eleventh valve 16. The tenth valve 15 can adjust the flow direction of the coolant flowing out of the first pump 11.

[0041] The outlet of the second pump 12 is connected to port b of the eighth valve 24, port a of the eighth valve 24 is connected to the inlet of the seventh heat exchanger 102, and port c of the eighth valve 24, port b of the tenth valve 15, port a of the first valve 30, and the first port of the first heat exchanger 104 are connected. The eighth valve 24 can adjust the flow direction of the coolant flowing out of the second pump 12.

[0042] The outlet of the third pump 13 is connected to port a of the sixth valve 26. Port b of the sixth valve 26 is connected to port c of the second valve 31. Port c of the sixth valve 26, port a of the twelfth valve 17, and port b of the fourth valve 29 are connected. The sixth valve 26 can adjust the flow direction of the coolant flowing out of the third pump 13.

[0043] Port b of the eleventh valve 16 is connected to the inlet of the sixth heat exchanger 101 and port c of the fourteenth valve 19. Port c of the eleventh valve 16 is connected to the inlet of the first heat exchange unit 52 and port b of the twelfth valve 17. Port a of the twelfth valve 17 is connected to port c of the sixth valve 26 and port b of the fourth valve 29. Port c of the twelfth valve 17 is connected to port b of the seventh valve 23. Port a of the thirteenth valve 18 is connected to the outlet of the second heat exchange unit 51. Port b of the thirteenth valve 18 is connected to port a of the fourteenth valve 19. Port c of the thirteenth valve 18 is connected to the inlet of the fourth heat exchange unit 22 and port a of the seventh valve 23.

[0044] The eleventh valve 16 can adjust the flow direction of the coolant flowing out of the port c of the tenth valve 15, and can proportionally divert the coolant to the battery heat exchange device 6 and the sixth heat exchanger 101 through the eleventh valve 16. Whether coolant flows through the battery heat exchange device 6 can be controlled by the eleventh valve 16, the twelfth valve 17, and the thirteenth valve 18. The eleventh valve 16 and the twelfth valve 17 can select whether the coolant flowing into the first heat exchange part 52 comes from the outlet of the sixth heat exchange part 42 or the outlet of the fourth heat exchange part 22. The thirteenth valve 18 can adjust the flow direction of the coolant flowing out of the second heat exchange part 51, and can select whether the coolant flowing out flows to the inlet of the sixth heat exchange part 42 or the inlet of the fourth heat exchange part 22.

[0045] Port a of the fourteenth valve 19 is connected to port b of the thirteenth valve 18, and port b of the fourteenth valve 19 is connected to port c of the fifteenth valve 20. Port c of the fourteenth valve 19, the inlet of the sixth heat exchanger 101, and port b of the tenth valve 15 are connected. Port b of the fifteenth valve 20 is connected to the outlet of the sixth heat exchanger 101, and port a of the fifteenth valve 20 is connected to port a of the ninth valve 25. Whether coolant flows into the sixth heat exchanger 101 can be controlled by the eleventh valve 16, the fourteenth valve 19, and the fifteenth valve 20, as well as the source of the coolant flowing into the sixth heat exchanger 101 can be selected.

[0046] Port a of the seventh valve 23 is connected to port c of the thirteenth valve 18 and the inlet of the fourth heat exchange section 22. Port b of the seventh valve 23 is connected to port c of the twelfth valve 17. Port c of the seventh valve 23 is connected to the outlet of the seventh heat exchanger 102. The seventh valve 23 and the eighth valve 24 control whether coolant flows into the seventh heat exchanger 102 and whether the coolant flowing out of the seventh heat exchanger 102 flows entirely into the fourth heat exchange section 22, or is split so that a portion flows directly into the fourth heat exchange section 22 while the remaining portion flows through the battery heat exchange device 6 before entering the fourth heat exchange section 22.

[0047] Port c of the ninth valve 25 is connected to the inlet of the heating device 8, the outlet of the heating device 8 is connected to the inlet of the sixth heat exchange portion 42, port a of the ninth valve 25 is connected to port a of the fifteenth valve 20, and port b of the ninth valve 25 is connected to port a of the third valve 28. The ninth valve 25 can control whether coolant flows into the sixth heat exchange portion 42 and select the source of the coolant flowing into the sixth heat exchange portion 42.

[0048] Port a of the first valve 30 is connected to the first port of the first heat exchanger 104, port b of the tenth valve 15, and port c of the eighth valve 24. Port b of the first valve 30 is connected to the first port of the second heat exchanger 103, and port c of the first valve 30 is connected to port b of the second valve 31. Port c of the third valve 28 is connected to the second port of the first heat exchanger 104, port c of the fourth valve 29 is connected to the second port of the second heat exchanger 103, and port c of the fifth valve 27, port b of the third valve 28, and port a of the second valve 31 are connected.

[0049] Port a of the fifth valve 27 is connected to the inlet of the motor heat exchanger 9, the outlet of the motor heat exchanger 9 is connected to the inlet of the third pump 13, and port b of the fifth valve 27 is connected to port a of the fourth valve 29. Port b of the fourth valve 29, port c of the sixth valve 26, and port a of the twelfth valve 17 are connected. Port c of the second valve 31 is connected to port b of the sixth valve 26, and port a of the third valve 28 is connected to port b of the ninth valve 25.

[0050] The sixth valve 26 and the fifth valve 27 can be used to control whether coolant flows through the motor heat exchanger 9 and select the source of the coolant flowing into the motor heat exchanger 9. The sixth valve 26, the fifth valve 27, the third valve 28, the fourth valve 29, the first valve 30, and the second valve 31 can be used to control how the first heat exchanger 104 and the second heat exchanger 103 are used in the system. For example, the coolant flowing through the first heat exchanger 104 and the coolant flowing through the second heat exchanger 103 can be controlled to come from the same circuit or from different circuits; the connection between the first heat exchanger 104 and the second heat exchanger 103 can also be controlled to be in series or in parallel; and the connection between the first heat exchanger 104, the second heat exchanger 103, and the motor heat exchanger 9 can be controlled.

[0051] The thermal management system provided in the embodiments of the present application can be applied to an electric vehicle having an air conditioning unit 20 for exchanging heat with the air in the passenger compartment. A sixth heat exchanger 101 and a seventh heat exchanger 102 are disposed within the air conditioning unit 20. The sixth and seventh heat exchangers 101, 102 are used to exchange heat with the air in the air conditioning unit 20 to regulate the temperature in the passenger compartment. The seventh heat exchanger 102 is located downstream of the sixth heat exchanger 101 in the air flow. A fan is provided within the air conditioning unit 20 to direct the flow of air within the unit. A first heat exchanger 104 and a second heat exchanger 103 are disposed near the front grille of the vehicle. These first and second heat exchangers 104, 103 are used to exchange heat with the ambient air, releasing heat to the atmosphere or absorbing heat from the atmosphere. The first heat exchanger 104 is located downstream of the second heat exchanger 103 in the air flow and is equipped with a fan to direct the flow of air. The compressor 1 and the gas-liquid separator 7 are disposed within the front engine compartment of the cab.

[0052] The seventh heat exchanger 102, the sixth heat exchanger 101, the first heat exchanger 104 and the second heat exchanger 103 are all air-cooled heat exchangers, all used for heat exchange with air. The structure of the air-cooled heat exchanger is well known to those skilled in the art and will not be described in detail in this application.

[0053] The thermal management system of this embodiment has multiple operating modes, including heating, cooling, heating and dehumidification, battery preheating, battery cooling, and defrosting. In all operating modes, the fourth heat exchanger 2 functions as a condenser, and the fifth heat exchanger 4 functions as an evaporator. The sixth heat exchanger 101 functions as a cooling core, lowering the temperature of the air entering the passenger compartment, while the seventh heat exchanger 102 functions as a heating core, raising the temperature of the air entering the passenger compartment.

[0054] 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.

[0055] like Figures 2 to 4 As shown, when the ambient temperature is high, the connectivity of multiple flow regulating devices can be adjusted according to whether the passenger compartment and battery have cooling requirements, thereby achieving the functions of cooling the passenger compartment alone, cooling the battery alone, or cooling both the passenger compartment and the battery.

[0056] Reference Figure 2 When only the battery requires cooling, the thermal management system is in the first cooling mode. Compressor 1 is on, the refrigerant system is in operation, the refrigerant in the fifth heat exchange section 41 absorbs the heat of the coolant in the sixth heat exchange section 42, and the refrigerant in the third heat exchange section 21 releases heat to the coolant in the fourth heat exchange section 22.

[0057] In the coolant system, at least one of the first pump 11 and the fourth pump 14 is turned on, and at least one of the second pump 12 and the third pump 13 is turned on. The coolant system forms two disconnected coolant circuits through multiple flow regulating devices.

[0058] In the first coolant circuit, the first pump 11, the fourth pump 14, the third heat exchanger 5, the battery heat exchange device 6, the heating device 8, and the sixth heat exchange unit 42 are connected to form a loop. Port a of the tenth valve 15 is connected to port c, port a of the eleventh valve 16 is connected to port c, port a of the twelfth valve 17 is connected to port c, port a of the thirteenth valve 18 is connected to port b, port a of the fourteenth valve 19 is connected to port b, port a of the fifteenth valve 20 is connected to port c, and port a of the ninth valve 25 is connected to port c. The coolant flowing out of the outlet of the first pump 11 flows through the first heat exchange unit 52, the battery heat exchange device 6, the fourth pump 14, the second heat exchange unit 51, the heating device 8, and the sixth heat exchange unit 42 in sequence, and then returns to the inlet of the first pump 11, repeating the cycle. The heating device 8 is closed and used as a pipeline. After cooling in the sixth heat exchange section 42, the coolant first flows to the first heat exchange section 52. In the third heat exchanger 5, the coolant in the first heat exchange section 52 exchanges heat with the coolant in the second heat exchange section 51, raising the coolant's temperature. The coolant flowing out of the first heat exchange section 52 flows to the battery heat exchange device 6, where it exchanges heat with the battery, thereby cooling the battery. The temperature of the coolant further rises after flowing through the battery heat exchange device 6. The heated coolant then flows through the second heat exchange section 51 and then flows to the sixth heat exchange section 42, where it is cooled again, repeating the cycle.

[0059] In the first coolant loop, the coolant flowing out of the sixth heat exchange unit 42 has a relatively low temperature, and the third heat exchanger 5 protects the battery to prevent the coolant from being too low in temperature from damaging the battery.

[0060] In the second coolant circuit, the second pump 12, the first heat exchanger 104, the motor heat exchange device 9, the third pump 13, the second heat exchanger 103, and the fourth heat exchange unit 22 are connected to form a loop. Port a of the seventh valve 23 is connected to port b, port b of the eighth valve 24 is connected to port c, port a of the sixth valve 26 is connected to port b, port a of the fifth valve 27 is connected to port c, port b of the third valve 28 is connected to port c, port b of the fourth valve 29 is connected to port c, port b of the first valve 30 is connected to port c, and port b of the second valve 31 is connected to port c. The coolant flowing out of the outlet of the second pump 12 flows through the first heat exchanger 104, the motor heat exchange device 9, the third pump 13, the second heat exchanger 103, and the fourth heat exchange unit 22 in sequence, then returns to the inlet of the second pump 12, repeating the cycle. The coolant heated in the fourth heat exchange part 22 first flows to the first heat exchanger 104, exchanges heat with the atmospheric environment, and the coolant is cooled for the first time. The cooled coolant flows to the motor heat exchange device 9, exchanges heat with the motor to achieve motor cooling. After flowing through the motor heat exchange device 9, the coolant is heated. The heated coolant flows to the second heat exchanger 103, exchanges heat with the atmospheric environment again, and the coolant is cooled for the second time. The cooled coolant flows to the fourth heat exchange part 22 and is heated again, and the flow cycle is repeated.

[0061] In the second coolant circuit, the coolant is cooled twice, via the second heat exchanger 103 and the first heat exchanger 104, ensuring sufficient cooling of the coolant in the second coolant circuit. Furthermore, the motor heat exchange device 9 is connected between the first heat exchanger 104 and the second heat exchanger 103, enabling segmented heat management and reducing the impact of heat from the fourth heat exchange unit 22 on motor heat dissipation.

[0062] Reference Figure 3 When both the passenger compartment and the battery require cooling, the thermal management system operates in the second cooling mode. Compressor 1 is turned on, and the refrigerant system is operating. The refrigerant in the fifth heat exchange section 41 absorbs the heat from the coolant in the sixth heat exchange section 42, while the refrigerant in the third heat exchange section 21 releases heat to the coolant in the fourth heat exchange section 22.

[0063] The coolant system in the second cooling mode is substantially the same as the coolant system in the first cooling mode. The coolant system forms two disconnected coolant circuits through a plurality of flow regulating devices. The similarities can be referred to the relevant description of the first cooling mode and will not be repeated here. The difference is that port a of the eleventh valve 16 is connected to port b and port c, and port a of the fifteenth valve 20 is connected to port b and port c. In the first coolant circuit, the first pump 11, the fourth pump 14, the third heat exchanger 5, the battery heat exchange device 6, and the sixth heat exchange unit 42 and the heating device 8 are connected to form a circuit, and the first pump 11, the sixth heat exchanger 101, the heating device 8, and the sixth heat exchange unit 42 are connected to form a circuit.

[0064] The coolant flowing out of the outlet of the first pump 11 is split into two paths by the eleventh valve 16. One path flows to the battery heat exchanger 6 to cool the battery and increase the coolant temperature. The other path flows to the sixth heat exchanger 101, where it exchanges heat with the air from the air conditioning unit 20, thereby cooling the passenger compartment and increasing the coolant temperature. The heated coolant from the two paths is then combined by the fifteenth valve 20 and then flows again to the sixth heat exchange unit 42 for cooling, thus completing the cycle.

[0065] To ensure the cooling effect of the passenger compartment, the outlet coolant temperature of the sixth heat exchange part 42 is relatively low. If the third heat exchanger 5 is not provided, the inlet of the battery heat exchange device 6 is directly connected to the outlet of the sixth heat exchange part 42. On the one hand, the coolant temperature is too low and may cause damage to the battery. On the other hand, due to the large volume of the battery, after the battery heat exchange device 6 exchanges heat with the battery, the temperature of the coolant flowing out of the battery heat exchange device 6 is relatively high, which may make the inlet coolant temperature of the sixth heat exchange part 42 higher. The heat exchange capacity of the fifth heat exchanger 4 is certain, and it cannot ensure that the outlet coolant temperature from the sixth heat exchange part 42 is low enough again, which may affect the cooling effect of the passenger compartment.

[0066] In this embodiment, a third heat exchanger 5 is provided before the inlet and after the outlet of the battery heat exchange device 6 to increase the temperature of the coolant before flowing into the battery heat exchange device 6 to protect the battery, and at the same time reduce the temperature of the coolant after flowing out of the battery heat exchange device 6, thereby ensuring that the outlet coolant temperature of the sixth heat exchange part 42 can be sufficiently low, thereby ensuring the cooling effect of the passenger compartment.

[0067] Reference Figure 4 When only the passenger compartment requires cooling, the thermal management system operates in the third cooling mode. Compressor 1 is on, the refrigerant system is operating, and the refrigerant in the fifth heat exchange section 41 absorbs heat from the coolant in the sixth heat exchange section 42. The refrigerant in the third heat exchange section 21 releases heat to the coolant in the fourth heat exchange section 22.

[0068] The coolant system in the third cooling mode is substantially the same as the coolant system in the first cooling mode. The coolant system forms two disconnected coolant circuits through multiple flow control devices. The similarities can be found in the description of the first cooling mode and will not be repeated here. The differences are: port a of the eleventh valve 16 is connected to port b, port a of the fifteenth valve 20 is connected to port b, and at least one of the thirteenth valve 18 and the fourteenth valve 19 disconnects the battery heat exchange device 6 from the sixth heat exchanger 101. In the first coolant circuit, the first pump 11, the sixth heat exchanger 101, the heating device 8, and the sixth heat exchange unit 42 are connected to form a loop. After cooling in the sixth heat exchange unit 42, the coolant flows into the sixth heat exchanger 101, where it exchanges heat with the air in the air conditioning unit 20, thereby cooling the passenger compartment. The heated coolant, after flowing through the sixth heat exchanger 101, flows into the sixth heat exchange unit 42 to be cooled again, and the cycle continues.

[0069] In the third cooling mode, if the battery does not require thermal management, the connection method of the second coolant circuit in this mode is the same as the connection method of the second coolant circuit in the first cooling mode. If the battery has not reached the cooling limit, that is, the battery temperature does not need to be cooled, or even needs to be heated, refer to Figure 4 , the twelfth valve 17 can be switched to connect port a with port b, and the thirteenth valve 18 can be switched to connect port a with port c. The coolant flowing out of the second heat exchanger 103 flows sequentially through the first heat exchange section 52, the battery heat exchange device 6, the fourth pump 14, and the second heat exchange section 51 before returning to the fourth heat exchange section 22. The battery's heat storage capacity is utilized to further reduce the temperature of the coolant flowing back to the fourth heat exchange section 22, thereby improving the heat dissipation capacity of the second coolant circuit.

[0070] In the related art, the first heat exchanger 104 is connected to the fourth heat exchange part 22 to form a loop, and the second heat exchanger 103 is connected to the motor heat exchange device 9 to form another loop. The two loops are not connected, and the first heat exchanger 104 releases the heat brought by the fourth heat exchange part 22, and the second heat exchanger 103 releases the heat of the motor. If the heat dissipation capacity of the first heat exchanger 104 is insufficient, the heat exchange capacity at the fourth heat exchanger 2 is poor, resulting in poor cooling effect of the battery. In this case, even if the heat exchange capacity of the second heat exchanger 103 is sufficient, it can only achieve sufficient cooling of the motor, and the heat exchange capacity of the second heat exchanger 103 will be wasted. In the first cooling mode, the second cooling mode and the third cooling mode of the present application, the first heat exchanger 104 and the second heat exchanger 103 are connected in series, and two coolings are performed through the first heat exchanger 104 and the second heat exchanger 103, making full use of the heat exchange capacity of the first heat exchanger 104 and the second heat exchanger 103, and improving the heat exchange capacity of the fourth heat exchanger 2, thereby ensuring the cooling effect, but not affecting the cooling effect of the motor.

[0071] like Figures 5 to 7As shown, when the ambient temperature is low, the connectivity of multiple flow regulating devices can be adjusted according to whether the passenger compartment and battery have heating requirements to achieve the functions of heating the passenger compartment alone, heating the battery alone, or heating the passenger compartment and battery simultaneously.

[0072] Reference Figure 5 When only the battery needs to be heated, the thermal management system is in the first heating mode. Compressor 1 is on, the refrigerant system is in operation, the refrigerant in the fifth heat exchange unit 41 absorbs the heat of the coolant in the sixth heat exchange unit 42, and the refrigerant in the third heat exchange unit 21 releases heat to the coolant in the fourth heat exchange unit 22.

[0073] In the coolant system, the first pump 11 is turned on, and at least one of the second pump 12 and the fourth pump 14 is turned on. The coolant system forms two disconnected coolant circuits through multiple flow regulating devices.

[0074] In the first coolant circuit, the first pump 11, first heat exchanger 104, heating device 8, and sixth heat exchange section 42 are connected to form a circuit. Furthermore, the first pump 11, second heat exchanger 103, heating device 8, and sixth heat exchange section 42 are connected to form a circuit. Ports a and b of the tenth valve 15 are connected, port b and c of the ninth valve 25 are connected, port b and c of the fifth valve 27 are connected, port a of the third valve 28 is connected, port a and port c of the fourth valve 29 are connected, and port a and port b of the first valve 30 are connected. The coolant flowing out of the outlet of the first pump 11 is divided into two paths: one path flows to the first heat exchanger 104, and the other path flows to the second heat exchanger 103. Each path absorbs heat from the ambient air. The heated coolant is then collected by the third valve 28, flows through the heating device 8, and flows into the sixth heat exchange section 42. The coolant temperature is lowered again before flowing back to the inlet of the first pump 11, repeating the cycle. If the heat obtained from the first heat exchanger 104 and the second heat exchanger 103 can meet the demand at the fifth heat exchanger 4, the heating device 8 can be turned off to reduce energy consumption; otherwise, if it cannot meet the demand, the heating device 8 can be turned on to supplement the heat.

[0075] In the first coolant loop, heat is obtained from the atmospheric environment simultaneously through the first heat exchanger 104 and the second heat exchanger 103, making full use of the external environmental heat, reducing the use of the heating device 8, reducing energy consumption, and thus improving endurance.

[0076] In the second coolant circuit, the second pump 12, the seventh heat exchanger 102, the third heat exchanger 5, the battery heat exchange device 6, the fourth pump 14, and the fourth heat exchange unit 22 are connected to form a loop. Port b of the twelfth valve 17 is connected to port c, port a of the thirteenth valve 18 is connected to port c, port b of the seventh valve 23 is connected to port c, and port a of the eighth valve 24 is connected to port b. The coolant flowing out of the outlet of the second pump 12 flows through the seventh heat exchanger 102, the first heat exchange unit 52, the battery heat exchange device 6, the fourth pump 14, the second heat exchange unit 51, and the fourth heat exchange unit 22 in sequence, then returns to the inlet of the second pump 12, repeating the cycle. The coolant heated in the fourth heat exchange unit 22 flows through the seventh heat exchanger 102 and then into the first heat exchange unit 52. At this time, the seventh heat exchanger 102 acts as a pipeline, and no heat exchange occurs at the seventh heat exchanger 102. In the third heat exchanger 5, the coolant in the first heat exchange section 52 exchanges heat with the coolant in the second heat exchange section 51, reducing the coolant's temperature. The coolant flowing out of the first heat exchange section 52 flows to the battery heat exchange device 6, where it exchanges heat with the battery, heating the battery and further reducing the coolant's temperature. The coolant flowing out of the battery heat exchange device 6 flows through the second heat exchange section 51 before flowing into the fourth heat exchange section 22, where it is heated again, and the cycle continues.

[0077] In the second coolant circuit, the coolant flowing out of the fourth heat exchange portion 22 has a relatively high temperature, and the third heat exchanger 5 protects the battery to prevent the coolant from being too hot from damaging the battery.

[0078] In the first heating mode, the motor is not operating, so there is no need for thermal management. By controlling the multiple flow control devices, neither the first coolant loop nor the second coolant loop flows through the motor heat exchanger 9. In this mode, heat is absorbed from the ambient air to achieve battery heating, which is more energy-efficient.

[0079] Reference Figure 6 When both the passenger compartment and the battery require heating, the thermal management system is in the second heating mode. Compressor 1 is turned on, the refrigerant system is in operation, the refrigerant in the fifth heat exchange section 41 absorbs the heat of the coolant in the sixth heat exchange section 42, and the refrigerant in the third heat exchange section 21 releases heat to the coolant in the fourth heat exchange section 22.

[0080] In the coolant system, the first pump 11 and the third pump 13 are turned on, and at least one of the second pump 12 and the fourth pump 14 is turned on. The coolant system forms three disconnected coolant circuits through multiple flow regulating devices.

[0081] In the first coolant circuit, the first pump 11, the first heat exchanger 104, the heating device 8, and the sixth heat exchange unit 42 are connected to form a circuit. In the second coolant circuit, the third pump 13, the second heat exchanger 103, and the motor heat exchange device 9 are connected to form a circuit. Ports a and b of the tenth valve 15 are connected, ports b and c of the ninth valve 25 are connected, ports a and b of the sixth valve 26 are connected, ports a and b of the fifth valve 27 are connected, ports a and c of the third valve 28 are connected, ports a and c of the fourth valve 29 are connected, ports b and c of the first valve 30 are connected, and ports b and c of the second valve 31 are connected.

[0082] In the first coolant circuit, the coolant flowing out of the outlet of the first pump 11 flows through the first heat exchanger 104, the heating device 8 and the sixth heat exchange part 42 in sequence, and then returns to the inlet of the first pump 11, and the cycle continues. The coolant cooled in the sixth heat exchange part 42 flows into the first heat exchanger 104, absorbs heat from the atmosphere and the second heat exchanger 103, and the coolant temperature increases. The coolant flowing out of the first heat exchanger 104 flows through the heating device 8, and then flows into the sixth heat exchange part 42, where the coolant temperature decreases again, and the cycle continues. If the heat obtained from the atmosphere and the second heat exchanger 103 can meet the demand of the fifth heat exchanger 4, the heating device 8 can be turned off to reduce energy consumption; on the contrary, if it cannot meet the demand, the heating device 8 can be turned on to supplement heat.

[0083] In the second coolant circuit, in the motor heat exchange device 9, the coolant exchanges heat with the motor, thereby cooling the motor and increasing the coolant temperature. The heated coolant flows to the second heat exchanger 103, where the heat is released into the atmosphere, and the coolant temperature decreases. After the temperature is reduced, the coolant flows to the motor heat exchange device 9 again, absorbing the heat of the motor again to cool the motor, and the cycle continues. Since the first heat exchanger 104 and the second heat exchanger 103 are placed side by side, and the second heat exchanger 103 is placed on the upwind side of the first heat exchanger 104, the air in the atmosphere will first exchange heat with the coolant in the second heat exchanger 103, and the air will be heated. Then, the heated air flows through the first heat exchanger 104, and the coolant in the first heat exchanger 104 absorbs the heat in the air. Such an arrangement allows the coolant in the first heat exchanger 104 to obtain heat not only from the atmospheric environment, but also from the second heat exchanger 103, that is, to recover the waste heat of the motor, thereby improving the heat exchange capacity of the fifth heat exchanger 4 and thus improving the heating effect of the passenger compartment.

[0084] The reason for connecting the motor heat exchanger 9 and the sixth heat exchange unit 42 to two separate, unconnected circuits is that the temperature of the coolant flowing out of the motor heat exchanger 9 differs significantly from that of the sixth heat exchange unit 42. Directly flowing the coolant from the sixth heat exchange unit 42 into the motor heat exchanger 9 would damage the motor, and the coolant temperature at the outlet of the motor heat exchanger 9 would be unstable. To avoid high-frequency fluctuations in the system, a second coolant circuit is used to dissipate heat from the motor independently. However, the second heat exchanger 103 serves to preheat the incoming air, which helps the first heat exchanger 104 absorb more heat from the outside.

[0085] In the third coolant circuit, the second pump 12, the seventh heat exchanger 102, the third heat exchanger 5, the battery heat exchange device 6, the fourth pump 14, and the fourth heat exchange unit 22 are connected to form a loop. Port b of the twelfth valve 17 is connected to port c, port a of the thirteenth valve 18 is connected to port c, port b of the seventh valve 23 is connected to port c, and port a of the eighth valve 24 is connected to port b. The coolant flowing out of the outlet of the second pump 12 flows through the seventh heat exchanger 102, the first heat exchange unit 52, the battery heat exchange device 6, the fourth pump 14, the second heat exchange unit 51, and the fourth heat exchange unit 22 in sequence, before returning to the inlet of the second pump 12, repeating the cycle. The coolant heated in the fourth heat exchange unit 22 flows to the seventh heat exchanger 102, where it exchanges heat with the air in the air conditioning unit 20, thereby heating the passenger compartment and reducing the coolant temperature. The coolant flowing out of the seventh heat exchanger 102 flows into the first heat exchange part 52. In the third heat exchanger 5, the coolant in the first heat exchange part 52 exchanges heat with the coolant in the second heat exchange part 51, and the temperature of the coolant is further reduced. The coolant flowing out of the first heat exchange part 52 flows to the battery heat exchange device 6. The coolant exchanges heat with the battery to achieve battery heating, and the temperature of the coolant is reduced again. The coolant flowing out of the battery heat exchange device 6 flows through the second heat exchange part 51 and then flows to the fourth heat exchange part 22. It is heated again in the fourth heat exchange part 22 and circulates in this way. The third heat exchanger 5 protects the battery to prevent the coolant from being damaged by excessively high temperatures.

[0086] In some other embodiments, the seventh valve 23 can be switched so that port a communicates with port b and port c. This allows a portion of the coolant flowing out of the seventh heat exchanger 102 to flow directly to the fourth heat exchange portion 22, while another portion flows to the battery heat exchange device 6 and then to the fourth heat exchange portion 22. With this arrangement, only a portion of the coolant flows through the battery heat exchange device 6, minimizing thermal shock to the battery. It also increases the coolant temperature at the inlet of the fourth heat exchange portion 22, ensuring a sufficiently high coolant temperature at the outlet of the fourth heat exchange portion 22, thereby ensuring a heating effect in the passenger compartment.

[0087] Reference Figure 7When only the passenger compartment requires heating, the thermal management system is in the third heating mode. Compressor 1 is on, the refrigerant system is in operation, the refrigerant in the fifth heat exchange section 41 absorbs the heat of the coolant in the sixth heat exchange section 42, and the refrigerant in the third heat exchange section 21 releases heat to the coolant in the fourth heat exchange section 22.

[0088] The coolant system in the third heating mode is roughly the same as the coolant system in the first heating mode. The coolant system forms two non-connected coolant circuits through a plurality of flow regulating devices. The similarities can be referred to the relevant description of the first heating mode and will not be repeated here. The difference is that port a of the seventh valve 23 is connected to port c. In the second coolant circuit, the second pump 12, the seventh heat exchanger 102 and the fourth heat exchange part 22 are connected to form a loop. The coolant heated by the fourth heat exchange part 22 flows into the seventh heat exchanger 102, and the coolant exchanges heat with the air in the air-conditioning box 20 to achieve passenger compartment heating. The coolant cooled after flowing through the seventh heat exchanger 102 flows into the fourth heat exchange part 22 to be heated again, and the circulation is repeated in this way.

[0089] In this embodiment, the motor and the battery do not require thermal management. The connection method of the first coolant circuit in this mode is the same as the connection method of the first coolant circuit in the first heating mode, absorbing heat from the atmospheric environment through the first heat exchanger 104 and the second heat exchanger 103.

[0090] In some other embodiments, when the motor has residual heat and the battery has not reached the heat supplement limit, or when the battery has residual heat and needs to be cooled, refer to Figure 7 , the twelfth valve 17 can be switched to connect port a with port b, the thirteenth valve 18 can be switched to connect port a with port b, the fourteenth valve 19 can be switched to connect port a with port b, the fifteenth valve 20 can be switched to connect port a with port c, the ninth valve 25 can be switched to connect port a with port c, the sixth valve 26 can be switched to connect port a with port c, the fifth valve 27 can be switched to connect port a with port b, the third valve 28 can be switched to connect port b with port c, the fourth valve 29 can be switched to connect port a with port c, the first valve 30 can be switched to connect port b with port c, and the second valve 31 can be switched to connect port a with port b.

[0091] The coolant flowing out of the outlet of the second pump 12 flows sequentially through the first heat exchanger 104, the second heat exchanger 103, the motor heat exchange device 9, the third pump 13, the first heat exchange unit 52, the battery heat exchange device 6, the fourth pump 14, the second heat exchange unit 51, the heating device 8, and the sixth heat exchange unit 42 before returning to the inlet of the second pump 12, repeating the cycle. The coolant cooled in the fourth heat exchange unit 22 first absorbs heat from the ambient air, then from the motor and battery, thereby fully utilizing the ambient heat and recycling the waste heat from the motor and battery.

[0092] At this time, the fourteenth valve 19 can be switched to connect port a with port b and port c, and the fifteenth valve 20 can be switched to connect port a with port b and port c, or the fourteenth valve 19 can be switched to connect port a with port c, and the fifteenth valve 20 can be switched to connect port a with port b. This allows the higher-temperature coolant flowing out of the second heat exchange unit 51 to flow through the sixth heat exchanger 101. Since the sixth heat exchanger 101 is located on the upwind side of the seventh heat exchanger 102, it can be used to preheat the air in the air conditioning unit 20, thereby improving the heating effect.

[0093] In some other embodiments, only when the motor generates waste heat, refer to Figure 6 The coolant system can switch the states of multiple flow regulating devices, release the waste heat of the motor through the second heat exchanger 103, and absorb heat from the second heat exchanger 103 and the atmospheric environment through the first heat exchanger 104.

[0094] In the first heating mode and the third heating mode of the present application, the first heat exchanger 104 and the second heat exchanger 103 are connected in series or in parallel, and absorb heat from the atmospheric environment through the first heat exchanger 104 and the second heat exchanger 103, fully utilizing the heat exchange capacity of the first heat exchanger 104 and the second heat exchanger 103, and improving the heat exchange capacity of the fifth heat exchanger 4, thereby ensuring the heating effect.

[0095] like Figure 8 As shown, when the ambient temperature is low and the humidity is high, the passenger compartment requires heating and dehumidification. The thermal management system is in heating and dehumidification mode, compressor 1 is on, and the refrigerant system is in operation. The refrigerant in the fifth heat exchange unit 41 absorbs the heat of the coolant in the sixth heat exchange unit 42, and the refrigerant in the third heat exchange unit 21 releases heat to the coolant in the fourth heat exchange unit 22.

[0096] In the coolant system, the first pump 11 and the second pump 12 are turned on, and the third pump 13 and the fourth pump 14 can be selectively turned on. The coolant system forms two disconnected coolant circuits through multiple flow regulating devices.

[0097] In the first coolant circuit, the first pump 11, the first heat exchanger 104, the second heat exchanger 103, the motor heat exchange device 9, the third pump 13, the third heat exchanger 5, the battery heat exchange device 6, the fourth pump 14, the heating device 8 and the sixth heat exchange part 42 are connected to form a circuit, and the first pump 11, the sixth heat exchanger 101, the heating device 8 and the sixth heat exchange part 42 are connected to form a circuit. Port a of the tenth valve 15 is connected with port b and port c, port a of the eleventh valve 16 is connected with port b, port a of the twelfth valve 17 is connected with port b, port a of the thirteenth valve 18 is connected with port b, port a of the fourteenth valve 19 is connected with port b, port a of the fifteenth valve 20 is connected with port b and port c, port a of the ninth valve 25 is connected with port c, port a of the sixth valve 26 is connected with port c, port a of the fifth valve 27 is connected with port b, port b of the third valve 28 is connected with port c, port a of the fourth valve 29 is connected with port c, port b of the first valve 30 is connected with port c, and port a of the second valve 31 is connected with port b.

[0098] The coolant flowing out of the outlet of the first pump 11 is divided into two paths. One path flows to the sixth heat exchanger 101, where it exchanges heat with the air in the air conditioning unit 20 to achieve dehumidification. The other path flows sequentially through the first heat exchanger 104, the second heat exchanger 103, the motor heat exchange device 9, the third pump 13, the first heat exchange unit 52, the battery heat exchange device 6, the fourth pump 14, and the second heat exchange unit 51. It absorbs heat from the ambient air through the first heat exchanger 104 and the second heat exchanger 103, then flows through the motor heat exchange device 9 and the battery heat exchange device 6 to recover waste heat from the motor and battery. The coolant flowing out of the sixth heat exchanger 101 is combined with the coolant flowing out of the second heat exchange unit 51, flows through the heating device 8 and the sixth heat exchange unit 42, and then flows back to the inlet of the first pump 11, repeating the cycle. Depending on the system status, the third pump 13 and the fourth pump 14 can be turned on or off, and the heating device 8 can be turned on or off.

[0099] In the second coolant circuit, the second pump 12, the seventh heat exchanger 102, and the fourth heat exchange unit 22 are connected to form a loop. Port a of the seventh valve 23 is connected to port c, and port a of the eighth valve 24 is connected to port b. After being heated in the fourth heat exchange unit 22, the coolant flows into the seventh heat exchanger 102, where it exchanges heat with the air in the air conditioning unit 20, thereby heating the passenger compartment. The coolant, cooled after passing through the seventh heat exchanger 102, flows into the fourth heat exchange unit 22 to be heated again, and the cycle continues.

[0100] In the air conditioning unit 20, the sixth heat exchanger 101 and the seventh heat exchanger 102 are arranged side by side, with the seventh heat exchanger 102 located downwind of the sixth heat exchanger 101. Humid air first flows through the sixth heat exchanger 101, which has a lower surface temperature. The moisture in the air is then cooled and precipitated. After passing through the sixth heat exchanger 101, the air is dried. The dried air then exchanges heat with the seventh heat exchanger 102, heating it. Guided by the fan, the heated, dry air is blown into the passenger compartment, thereby achieving heating and dehumidification in the passenger compartment.

[0101] In some other embodiments, in the heating and dehumidification mode, when the battery has no residual heat and the motor has residual heat, the states of the multiple flow regulating devices can be switched, referring to Figure 6 and Figure 8 , so that the coolant flowing out of the outlet of the first pump 11 is divided into two paths: one flows to the sixth heat exchanger 101, and the other flows to the first heat exchanger 104. After being combined, they flow through the heating device 8 and the sixth heat exchange unit 42 and return to the inlet of the first pump 11, repeating the cycle. Furthermore, the third pump 13, the motor heat exchange device 9, and the second heat exchanger 103 are connected to form a loop. The waste heat of the motor is released into the air through the second heat exchanger 103 and then recycled by the first heat exchanger 104.

[0102] In some other embodiments, in the heating and dehumidification mode, when there is no residual heat in the battery and the motor, the states of the multiple flow regulating devices can be switched, referring to Figure 5 and Figure 8 , so that the coolant flowing out of the outlet of the first pump 11 is divided into two paths, one path flows to the sixth heat exchanger 101 to achieve dehumidification of the passenger compartment; the other path is again divided to the first heat exchanger 104 and the second heat exchanger 103, absorbing heat from the atmospheric environment, and then gathered and flowed through the heating device 8 and the sixth heat exchange part 42, and returned to the inlet of the first pump 11, and the cycle is repeated.

[0103] After the vehicle has been operating in the first heating mode, the second heating mode or the third heating mode for a period of time, due to the low ambient temperature and high humidity, the first heat exchanger 104 and the second heat exchanger 103 may be frosted. At this time, it is necessary to run the defrost mode to delay the frosting of the first heat exchanger 104 and the second heat exchanger 103, or to defrost the first heat exchanger 104 and the second heat exchanger 103. At this time, the thermal management system is in the defrost mode, refer to Figure 9 , the compressor 1 is turned on, the refrigerant system is in working state, the refrigerant in the fifth heat exchange part 41 absorbs the temperature of the coolant in the sixth heat exchange part 42, and the refrigerant in the third heat exchange part 21 releases heat to the coolant in the fourth heat exchange part 22.

[0104] In the coolant system, the first pump 11, the second pump 12 and the third pump 13 are turned on, and the four pumps can be turned on selectively. The coolant system forms three disconnected coolant circuits through multiple flow regulating devices.

[0105] In the first coolant circuit, the second pump 12, the seventh heat exchanger 102, and the fourth heat exchange unit 22 are connected to form a loop. Port a of the seventh valve 23 is connected to port c, and port a of the eighth valve 24 is connected to port b. After being heated in the fourth heat exchange unit 22, the coolant flows into the seventh heat exchanger 102, where it exchanges heat with the air in the air conditioning unit 20, thereby heating the passenger compartment. The cooled coolant then flows through the seventh heat exchanger 102 and flows back to the fourth heat exchange unit 22, where it is heated again, thus continuing the cycle.

[0106] In the second coolant circuit, the first pump 11, the third heat exchanger 5, the battery heat exchange device 6, the fourth pump 14, the heater 8, and the sixth heat exchange unit 42 are connected to form a circuit. Ports a and c of the tenth valve 15 are connected, as are ports a and c of the eleventh valve 16, ports a and b of the thirteenth valve 18, ports a and b of the fourteenth valve 19, ports a and c of the fifteenth valve 20, and ports a and c of the ninth valve 25. The third heat exchanger 5 protects the batteries and, depending on the system status, can activate the heater 8 to provide additional heat.

[0107] In the third coolant circuit, the third pump 13, the first heat exchanger 104, and the motor heat exchanger 9 are connected to form a loop, and the third pump 13, the second heat exchanger 103, and the motor heat exchanger 9 are also connected to form a loop. Port a of the sixth valve 26 is connected to port b, port a of the fifth valve 27 is connected to port b and port c, port b of the third valve 28 is connected to port c, port a of the fourth valve 29 is connected to port c, port a of the first valve 30 is connected to port b and port c, and port b of the second valve 31 is connected to port c. In the motor heat exchanger 9, the coolant exchanges heat with the motor, increasing the coolant temperature. The heated coolant flows to the first heat exchanger 104 and the second heat exchanger 103, respectively, defrosting the first heat exchanger 104 and the second heat exchanger 103, and reducing the coolant temperature. The cooled coolant flows back to the motor heat exchanger 9, absorbing heat from the motor again, and the cycle continues. The heat of the motor is used to achieve defrosting, effectively utilizing waste heat, reducing energy consumption, and thus improving endurance.

[0108] In some other embodiments, in the defrost mode, the connectivity state of the first valve 30 can be switched, and the defrost of the first heat exchanger 104 can be achieved first, and then the defrost of the second heat exchanger 103 can be achieved alone; or the defrost of the second heat exchanger 103 can be achieved first, and then the defrost of the first heat exchanger 104 can be achieved alone, thereby improving the defrost efficiency.

[0109] 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.

[0110] 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, which can be used to control the working state of the refrigerant system and the working state of the coolant system.

[0111] Reference Figure 1 The control system includes a controller 301 and multiple sensors. The multiple sensors can be used to obtain operating information from the seventh heat exchanger 102, the sixth heat exchanger 101, the first heat exchanger 104, the second heat exchanger 103, the motor, and the battery. Optionally, the operating information includes temperature. The controller 301 is electrically connected to components such as the compressor 1, the throttle device 3, the fan within the air conditioning unit 20, the fan device at the air intake grille, multiple fluid drive devices, multiple flow control devices, and multiple sensors. The controller 301 can be used to obtain operating information obtained by the sensors. The controller 301 can be used to adjust the operating status of the compressor 1, the throttle device 3, the fan within the air conditioning unit 20, the fan device at the air intake grille, multiple fluid drive devices, and multiple flow control devices. The operating status adjustment includes at least one of opening and closing components, speed adjustment, opening adjustment, and power adjustment. The controller 301 can be used to execute the control method of the thermal management system.

[0112] The control methods of the thermal management system include:

[0113] Obtain passenger needs and working information obtained by sensors;

[0114] Based on passenger needs and operating information obtained from sensors, controller 301 adjusts the operating status of various components in the thermal management system so that the thermal management system executes the appropriate air-conditioning operating mode, thereby achieving thermal management of the passenger compartment, motor, and battery.

[0115] The thermal management system also includes an interactive device, and the controller 301 is electrically connected to the interactive device. The controller 301 can obtain the passenger's needs, such as the target temperature or operating mode required by the passenger, through the interactive device. Optionally, the interactive device can be a control panel of an electric vehicle. The air conditioning operating modes include a first cooling mode, a second cooling mode, a third cooling mode, a first heating mode, a second heating mode, a third heating mode, a heating and dehumidification mode, and a defrost mode. The connection status of the thermal management system in the first cooling mode, the second cooling mode, the third cooling mode, the first heating mode, the second heating mode, the third heating mode, the heating and dehumidification mode, and the defrost mode can be referred to the previous description and will not be repeated here.

[0116] 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: The thermal management system includes a multi-channel heat exchanger, the multi-channel heat exchanger including a first channel portion and a second channel portion, the first channel portion and the second channel portion are not connected, and the refrigerant in the first channel portion can exchange heat with the coolant in the second channel portion; The thermal management system includes a refrigerant system and a coolant system, wherein the refrigerant system and the coolant system are not connected. The refrigerant system includes a first flow channel; the coolant system includes a second flow channel, a first heat exchanger, and a second heat exchanger. The first heat exchanger and the second heat exchanger are used to exchange heat with the atmospheric environment. The outlet of the second flow channel can be connected to the inlet of the first heat exchanger, the outlet of the first heat exchanger can be connected to the inlet of the second heat exchanger, and the outlet of the second heat exchanger can be connected to the inlet of the second flow channel. The coolant system includes a motor heat exchange device, a first valve, a second valve, a third valve, a fourth valve, a fifth valve, and a sixth valve, wherein the first valve, the second valve, the third valve, the fourth valve, the fifth valve, and the sixth valve each include a port a, a port b, and a port c, and at least two of the ports a, b, and c are in communication; The outlet of the second flow channel portion is capable of communicating with port a of the first valve and the inlet of the first heat exchanger, port b of the first valve is communicated with the inlet of the second heat exchanger, the outlet of the first heat exchanger is communicated with port c of the third valve, the outlet of the second heat exchanger is communicated with port c of the fourth valve, and port c of the first valve is communicated with port b of the second valve; Port c of the fifth valve, port b of the third valve, and port a of the second valve are in communication, port b of the fifth valve is in communication with port a of the fourth valve, port a of the fifth valve is in communication with the inlet of the motor heat exchange device, and the outlet of the motor heat exchange device is in communication with port a of the sixth valve; The port c of the second valve is in communication with the port b of the sixth valve, and the port b of the fourth valve and the port c of the sixth valve are capable of communicating with the inlet of the second flow channel portion.

2. A thermal management system according to claim 1, characterized in that: The coolant system includes a third heat exchanger and a battery heat exchange device, the third heat exchanger includes a first heat exchange portion and a second heat exchange portion, the first heat exchange portion and the second heat exchange portion are not connected in the third heat exchanger; The outlet of the second flow channel portion can be connected to the inlet of the first heat exchange portion, the outlet of the first heat exchange portion is connected to the inlet of the battery heat exchange device, the outlet of the battery heat exchange device is connected to the inlet of the second heat exchange portion, and the outlet of the second heat exchange portion can be connected to the inlet of the second flow channel portion.

3. A thermal management system according to claim 1 or 2, characterized in that: The thermal management system includes a fourth heat exchanger, the fourth heat exchanger includes a third heat exchange portion and a fourth heat exchange portion, the multi-channel heat exchanger includes the fourth heat exchanger, the first channel portion includes the third heat exchange portion, and the second channel portion includes the fourth heat exchange portion; The refrigerant system includes a compressor, the third heat exchange unit, a throttling device, and a fifth heat exchanger, wherein the outlet of the compressor is connected to the inlet of the third heat exchange unit, the outlet of the third heat exchange unit is connected to the inlet of the throttling device, the outlet of the throttling device is connected to the inlet of the fifth heat exchanger, and the outlet of the fifth heat exchanger is connected to the inlet of the compressor, and the throttling device has a throttling function; The coolant system includes the fourth heat exchange portion, and an outlet of the fourth heat exchange portion is communicable with an inlet of the first heat exchanger.

4. A thermal management system according to claim 3, characterized in that: The thermal management system includes an air conditioning box, a fifth heat exchanger, and a sixth heat exchanger, the sixth heat exchanger being disposed in the air conditioning box, the fifth heat exchanger including a fifth heat exchange portion and a sixth heat exchange portion, the fifth heat exchange portion being disconnected from the sixth heat exchange portion, the outlet of the throttling device being connected to the inlet of the fifth heat exchange portion, and the outlet of the fifth heat exchange portion being connected to the inlet of the compressor; The coolant system includes the sixth heat exchanger and the sixth heat exchange portion, and the outlet of the sixth heat exchange portion can communicate with the inlet of the sixth heat exchanger.

5. A thermal management system according to claim 3, characterized in that: The thermal management system includes an air conditioning box, a fifth heat exchanger, and a seventh heat exchanger, wherein the seventh heat exchanger is disposed in the air conditioning box, the fifth heat exchanger includes a fifth heat exchange portion and a sixth heat exchange portion, the fifth heat exchange portion is not connected to the sixth heat exchange portion, the outlet of the throttling device is connected to the inlet of the fifth heat exchange portion, and the outlet of the fifth heat exchange portion is connected to the inlet of the compressor; The coolant system includes the seventh heat exchanger and the sixth heat exchange unit, the outlet of the sixth heat exchange unit can be communicated with the inlet of the first heat exchanger or the inlet of the second heat exchanger, and the outlet of the first heat exchanger or the outlet of the second heat exchanger can be communicated with the inlet of the sixth heat exchange unit; the outlet of the fourth heat exchange unit can be communicated with the inlet of the seventh heat exchanger, and the outlet of the seventh heat exchanger can be communicated with the inlet of the fourth heat exchange unit.

6. A thermal management system according to claim 1, characterized in that: Port a of the first valve is connected to port b of the first valve, the outlet of the second flow channel can be connected to the inlet of the first heat exchanger and the inlet of the second heat exchanger, and the outlet of the first heat exchanger and the outlet of the second heat exchanger can be connected to the inlet of the second flow channel.

7. The thermal management system according to claim 1, wherein: Port b of the first valve is connected to port c of the first valve, port a of the second valve is connected to port b of the second valve, port b of the third valve is connected to port c of the third valve, and the outlet of the first heat exchanger is connected to the inlet of the second heat exchanger.

8. A thermal management system according to claim 7, characterized in that: The port a of the fourth valve is in communication with the port c of the fourth valve, the port a of the fifth valve is in communication with the port b of the fifth valve, and the outlet of the second heat exchanger is in communication with the inlet of the motor heat exchange device; Alternatively, the port c of the fourth valve is communicated with the port b of the fourth valve, and the outlet of the second heat exchanger can be communicated with the inlet of the second flow channel.

9. The thermal management system according to claim 1, wherein: Port b of the first valve is communicated with port c of the first valve, port b of the second valve is communicated with port c of the second valve, port b of the third valve is communicated with port c of the third valve, port b of the fourth valve is communicated with port c of the fourth valve, port a of the fifth valve is communicated with port c of the fifth valve, port a of the sixth valve is communicated with port b of the sixth valve, the outlet of the first heat exchanger is communicated with the inlet of the motor heat exchanger, and the outlet of the motor heat exchanger is communicated with the inlet of the second heat exchanger.

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