Thermal management equipment, thermal management systems and electric vehicles

Abstract

This application discloses a thermal management device, a thermal management system, and an electric vehicle. The thermal management device includes a refrigerant flow path and a coolant system. The coolant system includes a condenser, an evaporator, an electric heater, a first water pump, a second water pump, and a coolant circulation loop. The refrigerant passages of the condenser and evaporator are connected in series in the refrigerant flow path. The condenser and evaporator each have a first coolant passage and a second coolant passage. The first water pump and the second water pump are respectively connected to the first coolant passage and the second coolant passage. The electric heater is selectively connected in series at the outlet of the first coolant passage. The coolant circulation loop can selectively connect the first coolant passage and / or the second coolant passage to form a coolant circulation loop. This application can efficiently utilize the heat pump system, using coolant for heat exchange in the corresponding device, simplifying the piping structure and avoiding the danger caused by refrigerant leakage at the heat exchanger located in the cockpit.

Description

Technical Field

[0001] This application relates to the field of electric heating, and more specifically, to a thermal management device, a thermal management system, and an electric vehicle. Background Technology

[0002] Gasoline-powered vehicles primarily rely on the residual heat of the engine coolant for heating. Since the thermal efficiency of engines generally does not exceed 50%, a significant amount of residual heat can be supplied to the passenger compartment. However, the electric motors of new energy vehicles generate less than 10% of the vehicle's power, and this 10% heat is unlikely to meet the heating needs of the passenger compartment and battery. Using a PTC (electric heater) would consume a large amount of electricity, essentially reducing the driving range by one-third in winter. Using a heat pump air conditioner would be affected by the operating environment (suitable for environments above -15℃, but prone to surface frost when the ambient temperature is between -12.8℃ and 5.8℃ and the relative humidity is greater than 67%), and would also present problems such as complex piping layout and limitations on the types of refrigerants (using propane or carbon dioxide refrigerants poses a safety hazard due to leakage).

[0003] Therefore, how to improve the efficiency of thermal management and reduce the cost of the system is the technical problem that this application needs to solve. Summary of the Invention

[0004] In view of this, this application proposes a thermal management device that balances the efficiency and cost of thermal management.

[0005] According to one aspect of this application, a thermal management device is provided, wherein the thermal management device includes a refrigerant flow path and a coolant system, the coolant system including a condenser, an evaporator, an electric heater, a first water pump, a second water pump, and a coolant circulation loop, the condenser and evaporator each having a refrigerant channel connected in series in the refrigerant flow path, the refrigerant flow path including a connection interface for connecting to a compressor, the condenser and evaporator respectively having a first coolant channel and a second coolant channel, the first water pump and the second water pump respectively connected to the first coolant channel and the second coolant channel, the electric heater selectively connected in series to the outlet of the first coolant channel, and the coolant circulation loop including an interface for communicating with corresponding channels of a first heat exchanger, a second heat exchanger, and a heat dissipation device, so as to selectively connect the first coolant channel and / or the second coolant channel to form a coolant circulation.

[0006] This application also provides a thermal management system, wherein the thermal management system includes a refrigerant flow path, a coolant system, a first heat exchanger, a second heat exchanger, a heat dissipation device, and a compressor. The coolant system includes a condenser, an evaporator, an electric heater, a first water pump, a second water pump, and a coolant circulation loop. The condenser and evaporator each have a refrigerant channel connected in series in the refrigerant flow path. The two ends of the refrigerant flow path are respectively connected to the compressor. The condenser and evaporator each have a first coolant channel and a second coolant channel. The first water pump and the second water pump are respectively connected to the first coolant channel and the second coolant channel. The electric heater is selectively connected in series at the outlet of the first coolant channel. The coolant circulation loop is configured to communicate with the corresponding channels of the first heat exchanger, the second heat exchanger, and the heat dissipation device, so as to selectively connect the first coolant channel and / or the second coolant channel to form a coolant circulation.

[0007] This application also provides an electric vehicle, which includes the thermal management device or thermal management system of this application, and the electric vehicle is a hybrid vehicle or a pure electric vehicle.

[0008] According to the technical solution of this application, a heat pump system can be formed with the compressor through a refrigerant flow path, condenser, and evaporator. The coolant system can be coupled to the heat pump system through the condenser and evaporator, thereby forming the required coolant circulation route as needed. The coolant then selectively dissipates or absorbs heat in the first heat exchanger, second heat exchanger, and heat dissipation device. This application achieves efficient utilization of the heat pump system. Furthermore, by using coolant for heat exchange in the corresponding first heat exchanger, second heat exchanger, and heat dissipation device, the piping structure is simplified, and the danger of refrigerant leakage at the heat exchanger located in the cockpit is avoided.

[0009] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0010] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application, and the illustrative embodiments and descriptions thereof are used to explain this application. In the drawings:

[0011] Figure 1 A schematic diagram of a thermal management system having a thermal management device according to one embodiment of this application;

[0012] Figure 2 This is a schematic diagram of a thermal management system according to another embodiment of this application;

[0013] Figures 3 to 10 for Figure 2 A schematic diagram of the different working modes of the thermal management system. Detailed Implementation

[0014] The technical solution of this application will now be described in detail with reference to the accompanying drawings and embodiments.

[0015] According to one aspect of this application, a thermal management device is provided, wherein the thermal management device B includes a refrigerant flow path and a coolant system. The coolant system includes a condenser 10, an evaporator 20, an electric heater 30, a first water pump 40, a second water pump 50, and a coolant circulation loop. The condenser 10 and the evaporator 20 each have a refrigerant channel connected in series in the refrigerant flow path. The refrigerant flow path includes a connection interface for connecting to a compressor 100. The condenser 10 and the evaporator 20 each have a first coolant channel and a second coolant channel. The first water pump 40 and the second water pump 50 are respectively connected to the first coolant channel and the second coolant channel. The electric heater 30 is selectively connected in series to the outlet of the first coolant channel. The coolant circulation loop includes an interface for communicating with corresponding channels of a first heat exchanger 60, a second heat exchanger 70, and a heat dissipation device, so as to selectively connect the first coolant channel and / or the second coolant channel to form a coolant circulation loop.

[0016] According to another aspect of this application, a thermal management system is provided, wherein the thermal management system includes a refrigerant flow path, a coolant system, a first heat exchanger 60, a second heat exchanger 70, a heat dissipation device, and a compressor 100. The coolant system includes a condenser 10, an evaporator 20, an electric heater 30, a first water pump 40, a second water pump 50, and a coolant circulation loop. The condenser 10 and the evaporator 20 each have a refrigerant channel and are connected in series in the refrigerant flow path. The two ends of the refrigerant flow path are respectively connected to the compressor 100. The condenser 10 and the evaporator 20 each have a first coolant channel and a second coolant channel. The first water pump 40 and the second water pump 50 are respectively connected to the first coolant channel and the second coolant channel. The electric heater 30 is selectively connected in series to the outlet of the first coolant channel. The coolant circulation loop is configured to communicate with the corresponding channels of the first heat exchanger 60, the second heat exchanger 70, and the heat dissipation device, so as to selectively connect the first coolant channel and / or the second coolant channel to form a coolant circulation.

[0017] Using the thermal management equipment and system of this application, a simple heat pump system can be formed with the compressor 100 through the refrigerant flow path, condenser 10, and evaporator 20. The coolant system can be coupled to the heat pump system through the condenser 10 and evaporator 20, thereby forming the required coolant circulation route as needed. The coolant can then selectively dissipate or absorb heat through the first heat exchanger 60, the second heat exchanger 70, and the heat dissipation device. This application efficiently utilizes the heat pump system, and because heat exchange is performed using coolant in the corresponding first heat exchanger 60, second heat exchanger 70, and heat dissipation device, the piping structure is simplified, and the danger of refrigerant leakage at the heat exchanger located in the cockpit is avoided.

[0018] The thermal management device B of this application, and the parts in the thermal management system that are identical to the thermal management device B, can be integrated into the configuration of various components. For example, they can be configured in the form of a valve island (e.g., Figure 1 As shown), it can be connected to external devices (such as compressor 100) through the corresponding interface.

[0019] The refrigerant system consists of a compressor 100, a condenser 10, an evaporator 20, and corresponding pipelines and related devices (such as a gas-liquid separator 120) to provide a refrigerant circulation loop. The refrigerant system and refrigerant circulation loop have a simple structure.

[0020] The coolant circulation loop can be configured as needed to achieve different operating modes. For example, to achieve multiple heat exchange methods in the first heat exchanger 60 and the second heat exchanger 70, in Figure 1 and Figure 2 In the illustrated embodiment, the coolant circulation loop may include:

[0021] A four-way valve G1, wherein the first port and the second port of the four-way valve G1 are respectively connected to the outlets of the first coolant channel and the second coolant channel, and the electric heater 30 is selectively connected in series between the first coolant channel and the first port of the four-way valve G1;

[0022] Three-way valve I, the first port of which is connected to the third port of four-way valve G1, and the second port of three-way valve I is used to connect to the coolant inlet of the first heat exchanger 60;

[0023] Three-way valve II, the first port of which is connected to the fourth port of four-way valve G1;

[0024] Three-way valve III, the first port of which is connected to the third port of three-way valve I, the second port of which is used to connect to the coolant inlet of the second heat exchanger 70, and the third port of which is connected to the second port of three-way valve II;

[0025] Three-way valve IV, the first port of which is connected to the first water pump 40, and the second port of which is connected to the coolant outlet of the first heat exchanger 60;

[0026] Three-way valve V, the first port of the three-way valve V is connected to the third port of the three-way valve IV through a first connecting pipe, and the second port of the three-way valve V is used to connect to the coolant outlet of the second heat exchanger 70;

[0027] Four-way valve G2, the first port and the second port of the four-way valve G2 are respectively connected to the third port of the three-way valve V and the first connecting pipe, and the third port of the four-way valve G2 and the outlet of the coolant of the heat dissipation device are both connected to the second water pump 50.

[0028] Three-way valve VI, the first port of which is connected to the third port of three-way valve II, the second port of which is connected to the fourth port of four-way valve G2, and the third port of which is used to connect to the coolant inlet of the heat dissipation device.

[0029] Furthermore, the heat dissipation device can be any suitable device that requires or is capable of dissipating heat, and the coolant circulation loop can be configured according to the specific composition of the heat dissipation device to achieve the corresponding heat exchange. For example, in Figure 1 and Figure 2 In the illustrated embodiment, the heat dissipation device may include a main heat sink 110 (e.g., the electric drive cooling unit of an electric vehicle) and a front radiator 80, and the coolant circulation loop includes:

[0030] Three-way valve VII, the first port of which is connected to the third port of three-way valve VI, and the second port of three-way valve VII is connected to the coolant inlet of the front radiator 80;

[0031] Three-way valve VIII, the first port of which is connected to the coolant outlet of the front radiator 80, and the second port of which is connected to the first water pump 40;

[0032] Three-way valve IX, the first port of which is connected to the third port of three-way valve VII, and the second port of which is connected to the coolant inlet of the main heat sink;

[0033] Three-way valve X, the first port of which is connected to the third port of three-way valve IX, the second port of which is connected to the second water pump 50, and the third port of which is connected to the third port of three-way valve VIII.

[0034] Furthermore, to meet the heat absorption requirements of the coolant when the heat dissipation device is insufficient, the first port of the three-way valve VII is connected to the third port of the three-way valve VI via a second connecting pipe. The coolant system includes a first reservoir 90, which is connected to the second connecting pipe. Thus, the first reservoir 90 can be used for heat storage; when heating is required but the electric drive's heat is insufficient, heat can be absorbed from the coolant in the first reservoir 90.

[0035] Additionally, in this application, the electric heater 30 can be selectively connected in series with the outlet of the first coolant channel in an appropriate manner. For example, in Figure 1 In the illustrated embodiment, the outlet of the first coolant channel is connected to the first port of the four-way valve G1 via a third connecting pipe. The electric heater 30 is connected in parallel to the third connecting pipe. A first valve K1 is installed on the pipe between the electric heater 30 and the outlet of the first coolant channel, and a second valve K2 is installed on the third connecting pipe. Thus, when the electric heater 30 needs to be connected in series, the first valve K1 is opened and the second valve K2 is closed, and the coolant flowing out of the first coolant channel continues to flow through the electric heater 30 for heating. When the electric heater 30 does not need to be connected in series, the first valve K1 is closed and the second valve K2 is opened, and the coolant flowing out of the first coolant channel passes through the third connecting pipe, bypassing the electric heater 30.

[0036] By positioning the aforementioned three-way and four-way valves in their respective states, the thermal management system of this application can be configured to operate in an appropriate mode as needed. For example, the coolant circulation loop is configured to enable the thermal management system to operate in at least one of the following modes:

[0037] In the first mode, the coolant and refrigerant exchange heat in the condenser 10 and evaporator 20. The coolant output from the first coolant channel is used to release heat in the first heat exchanger 60 and the second heat exchanger 70, and the coolant output from the second coolant channel is used to absorb heat in the main heat sink 110.

[0038] In the second mode, the coolant and refrigerant exchange heat in the condenser 10 and evaporator 20. The coolant output from the first coolant channel exchanges heat with the air in the front radiator 80, releasing heat and absorbing heat from the main heat sink 110. The coolant output from the second coolant channel is used to absorb heat in the first heat exchanger 60 and the second heat exchanger 70.

[0039] In the third mode, the coolant and refrigerant exchange heat in the condenser 10 and evaporator 20. The coolant output from the first coolant channel is used to release heat in the first heat exchanger 60, and the coolant output from the second coolant channel is used to absorb heat in the second heat exchanger 70 and absorb the heat from the main heat sink 110.

[0040] In the fourth mode, the coolant and refrigerant exchange heat in the condenser 10 and evaporator 20. The coolant output from the first coolant channel is heated by the electric heater 30 and then used to release heat in the first heat exchanger 60. The coolant output from the second coolant channel is used to absorb heat in the second heat exchanger 70 and absorb the heat from the main heat sink 110.

[0041] In the fifth mode, the coolant and refrigerant exchange heat in the condenser 10 and evaporator 20. The coolant output from the first coolant channel is heated by the electric heater 30 and then used to release heat in the first heat exchanger 60. The coolant output from the second coolant channel is used to absorb heat from the main heat sink 110.

[0042] In the sixth mode, the coolant output from the second coolant channel is used to absorb heat in the second heat exchanger 70 and exchange heat with the air through the front radiator 80, releasing heat while absorbing heat from the main heat sink 110.

[0043] In the seventh mode, the coolant and refrigerant exchange heat in the condenser 10 and evaporator 20. The coolant output from the first coolant channel is used to release heat in the second heat exchanger 70 and absorb heat from the main heat sink 110. The coolant output from the second coolant channel is used to absorb heat in the first heat exchanger 60 and absorb heat from the main heat sink 110.

[0044] According to another aspect of this application, an electric vehicle is provided, which includes the thermal management device or thermal management system of this application, wherein the electric vehicle is a hybrid vehicle or a pure electric vehicle.

[0045] Preferably, the first heat exchanger 60 is a crew compartment heat exchanger, and the second heat exchanger 70 is a battery heat exchanger for the battery liquid cooling system of the battery 130. Additionally, the battery liquid cooling system may be equipped with a third water pump 140 and a second water tank 150 to facilitate the circulation and use of the coolant in the battery liquid cooling system.

[0046] The above working mode is described in detail below with reference to the accompanying drawings. Figure 2In the embodiment shown, the first heat exchanger 60 is the passenger compartment heat exchanger of the electric vehicle, the second heat exchanger 70 is the battery heat exchanger of the battery liquid cooling heat exchange system, and the main heat sink 110 is the electric drive heat dissipation unit.

[0047] First Mode

[0048] like Figure 3 As shown, the first mode is a heating mode for the passenger compartment and battery. In this mode, the electric heater 30 can be selected to participate in heating the coolant by controlling the first valve K1 and the second valve K2. In this mode:

[0049] The compressor 100 compresses the refrigerant gas, which condenses in the condenser 10. The heat released during condensation is absorbed by the coolant. The heated coolant then flows through a four-way valve G1 and a three-way valve I, splitting into the first heat exchanger 60 and the second heat exchanger 70 to heat the passenger compartment and the battery, respectively. The three-way valve I is preferably a flow-distributing type, such as a proportional valve, to distribute the coolant entering the first heat exchanger 60 and the second heat exchanger 70 as needed. The coolant flowing through the first heat exchanger 60 exchanges heat with the air through the passenger compartment's air conditioning fan. After releasing heat, the coolant is pumped back to the condenser through the three-way valve IV and the first water pump 40. The coolant flowing through the second heat exchanger 70 exchanges heat with the battery liquid cooling system. After releasing heat, the coolant is pumped back to the condenser through the three-way valve V and the three-way valve IV and the first water pump 40.

[0050] After passing through the evaporator 20, the coolant enters the main heat sink 110 through four-way valve G1, three-way valve II, three-way valve VI, three-way valve VII, and three-way valve IX to absorb heat. Then, it is pumped back to the evaporator 20 through three-way valve VIII and three-way valve X via the second water pump 50, releasing the heat into the refrigerant.

[0051] In the first mode, the heat from the electric drive is transferred to the coolant, which then transfers the heat to the refrigerant in the evaporator 20. After being compressed by the compressor 100, the refrigerant releases heat in the condenser 10, transferring the heat to the coolant, which then carries it to the crew compartment and battery.

[0052] If the crew compartment and battery require high levels of heat, the coolant output from the condenser 10 can be further heated by connecting an electric heater 30 in series. Additionally, the first reservoir 90 can be used for heat storage; when heating is needed but the electric drive's heat output is insufficient, heat can be absorbed from the coolant in the first reservoir 90 (the first reservoir 90 can be used similarly in other modes described below). Furthermore, when the electric drive's heat output is insufficient, the coolant can be divided into two streams via a three-way valve VII (preferably a type capable of distributing flow, such as a proportional valve), flowing through the main radiator 110 and the front radiator 80 respectively. To avoid pressure differential issues when the two coolant streams merge, a check valve or similar device can be added to the piping to prevent coolant backflow.

[0053] Second Mode

[0054] like Figure 4 As shown, the second mode provides cooling for both the crew compartment and the battery. In this mode, the first valve K1 is closed and the second valve K2 is open, and the electric heater 30 is not connected in series with the first coolant passage of the condenser. In this mode:

[0055] The compressor 100 compresses the refrigerant gas and condenses it in the condenser 10. The heat released during condensation is absorbed by the coolant. The heated coolant enters the front radiator 80 through the four-way valve G1, three-way valve II, three-way valve VI, and three-way valve VII for heat dissipation. The heat in the coolant is carried away by the air. The coolant then flows to the main heat sink 110 for heat dissipation. Subsequently, it is pumped back to the condenser 10 through the first water pump 40 via the three-way valve IX and three-way valve X to exchange heat with the refrigerant.

[0056] After passing through evaporator 20, the low-temperature coolant is diverted through four-way valve G1 and three-way valve I to the first heat exchanger 60 and the second heat exchanger 70 to cool the passenger compartment and the battery respectively (the flow can be allocated according to cooling demand via three-way valve I). The coolant flowing through the first heat exchanger 60 can exchange heat with the air through the passenger compartment's air conditioning fan. After absorbing heat, the coolant is pumped back to evaporator 20 through three-way valve IV, three-way valve V, and four-way valve G2 via the second water pump 50. The coolant flowing through the second heat exchanger 70 exchanges heat with the battery liquid cooling system. After absorbing heat, the coolant is pumped back to evaporator 20 through three-way valve V and four-way valve G2 via the second water pump 50.

[0057] In the second mode, the battery's heat is transferred to the coolant in the battery liquid cooling system, then flows to the second heat exchanger 70, where it exchanges heat with the coolant flowing from the evaporator 20. This transfers the battery's heat to the external circulating system's coolant. As the temperature rises, the coolant returns to the evaporator 20, transferring heat to the refrigerant. The refrigerant is then compressed by the compressor 100 and releases heat in the condenser 10, transferring the heat back to the coolant. Finally, it passes through the pre-heating radiator 80, transferring the heat to the outside air. Waste heat from the electric drive can be transferred to the outside air via the external radiator. At this time, the electric drive operates at a relatively high temperature, for example, above 60°C, and the external radiator can dissipate heat from the silicon carbide components of the electric drive.

[0058] Third Mode

[0059] like Figure 5 As shown, the third mode is a working mode that cools the battery and heats the crew compartment, suitable for situations where the battery and electric drive generate a lot of heat and there is excess heat that needs to be removed. In this mode, the first valve K1 is closed and the second valve K2 is open, and the electric heater 30 is not connected in series to the first coolant passage of the condenser. In this mode:

[0060] The compressor 100 compresses the refrigerant, which releases heat into the coolant in the condenser 10. The coolant enters the first heat exchanger 60 through the second valve K2, the four-way valve G1, and the three-way valve I to heat the crew compartment, and then returns to the condenser through the first water pump 40 via the three-way valve IV.

[0061] The low-temperature coolant output from the evaporator 20 enters the second heat exchanger 70 through four-way valve G1, three-way valve II, and three-way valve III to absorb heat from the battery. Then, it flows to the main heat sink 110 through four-way valve G2, three-way valve VI, three-way valve VII, and three-way valve IX to absorb heat. Finally, it returns to the evaporator through three-way valve VIII and three-way valve X via the second water pump 50 to release heat to the refrigerant in the evaporator.

[0062] In the third mode, the battery heat enters the coolant through the second heat exchanger 70, and the coolant then flows to the electric drive for further heat absorption. The high-temperature coolant flows into the evaporator 20, releasing heat from the coolant to the refrigerant. The refrigerant is then compressed by the compressor 100 and releases heat in the condenser 10, transferring the heat back to the coolant, which then carries it to the passenger compartment. In this mode, the waste heat from the electric drive and battery can be used to heat the passenger compartment, while also saving system energy consumption and increasing the driving range in winter.

[0063] Fourth Mode

[0064] like Figure 6 As shown, the fourth mode is a working mode that cools the battery and heats the crew compartment, suitable for situations where the battery and electric drive have residual heat but it is insufficient to meet the heating needs of the crew compartment. In this mode, the first valve K1 is open and the second valve K2 is closed, and the electric heater 30 participates in heating the coolant. In this mode:

[0065] The compressor 100 compresses the refrigerant, which releases heat into the coolant in the condenser 10. The coolant enters the first heat exchanger 60 through the first valve K1, the four-way valve G1, and the three-way valve I to heat the crew compartment, and then returns to the condenser through the first water pump 40 via the three-way valve IV.

[0066] The low-temperature coolant output from the evaporator 20 enters the second heat exchanger 70 through four-way valve G1, three-way valve II, and three-way valve III to absorb heat from the battery. Then, it flows to the main heat sink 110 through four-way valve G2, three-way valve VI, three-way valve VII, and three-way valve IX to absorb heat. Finally, it returns to the evaporator through three-way valve VIII and three-way valve X via the second water pump 50 to release heat to the refrigerant in the evaporator.

[0067] In the fourth mode, the battery heat enters the coolant through the second heat exchanger 70, and the coolant then flows to the electric drive for further heat absorption. The high-temperature coolant flows into the water evaporator 20, releasing heat from the coolant to the refrigerant. The refrigerant is compressed by the compressor 100 and releases heat in the condenser 10, transferring the heat back to the coolant. The coolant then passes through the electric heater 30 for further temperature increases before being transported to the passenger compartment. Defrosting and defogging can be rapidly performed using the heating from the electric heater 30.

[0068] Fifth Mode

[0069] like Figure 7 As shown, the fifth mode is a heating mode for the crew compartment, suitable for situations where the electric drive generates a lot of heat but the residual heat is insufficient to meet the heating requirements of the crew compartment, and the battery is at a suitable temperature and does not require heating or cooling. In this mode, the first valve K1 is open and the second valve K2 is closed, and the electric heater 30 participates in heating the coolant. In this mode:

[0070] The compressor 100 compresses the refrigerant, which releases heat into the coolant in the condenser 10. The coolant is further heated by the electric heater 30 and then enters the first heat exchanger 60 through the four-way valve G1 and the three-way valve I to heat the crew compartment. It then returns to the condenser through the three-way valve IV and the first water pump 40.

[0071] The low-temperature coolant output from the evaporator 20 flows through four-way valve G1, three-way valve II, three-way valve VI, three-way valve VII, and three-way valve IX to the main heat sink 110 to absorb heat, and then returns to the evaporator through three-way valve VIII and three-way valve X via the second water pump 50.

[0072] In the fifth mode, the heat from the electric drive is released to the coolant through the main heat sink 110. The coolant releases heat to the refrigerant in the evaporator 20. After being compressed by the compressor 100, the refrigerant releases heat in the condenser 10, releasing the heat into the coolant. The coolant is further heated by the electric heater 30 and then carried to the crew compartment.

[0073] In this mode, the flow can be distributed through three-way valve II so that the required flow of coolant can enter the second heat exchanger 70 through three-way valve II, three-way valve III, three-way valve V, four-way valve G2 and three-way valve VI to provide cooling to the battery when the battery has a small cooling demand.

[0074] Sixth Mode

[0075] like Figure 8 As shown, the sixth mode is a normal cooling mode for the battery, suitable for situations where the passenger compartment does not require cooling, the battery cooling requirements are low, and the refrigerant system does not need to be activated. In this mode, the first valve K1 is closed and the second valve K2 is open. In this mode:

[0076] The compressor is not working and the refrigerant system is not starting.

[0077] The low-temperature coolant output from the evaporator 20 enters the second heat exchanger 70 through four-way valve G1, three-way valve II, and three-way valve III to absorb heat from the battery. Then, it enters the front radiator 80 through three-way valve V, four-way valve G2, three-way valve VI, and three-way valve VII for heat dissipation, allowing the heat in the coolant to be carried away by the air. The coolant then flows to the main heat sink 110 to absorb heat and cool the electric drive. Subsequently, it is pumped back to the evaporator 20 through three-way valve IX and three-way valve X via the second water pump 50.

[0078] In the sixth mode, the heat from the battery is released into the coolant through the first heat exchanger 60. The coolant then transfers its heat to the outside air through the front radiator 80, before flowing to the electric drive section to absorb the residual heat from the electric drive, and then flowing back to the battery.

[0079] Seventh Mode

[0080] like Figure 9 As shown, the seventh mode provides cooling for the passenger compartment and heating for the battery, suitable for situations where the battery temperature is low and the passenger compartment requires cooling. In this mode, the electric heater 30 can be selected to participate in heating the coolant by controlling the first valve K1 and the second valve K2. In this mode:

[0081] The compressor 100 compresses the refrigerant, which releases heat into the coolant in the condenser 10. The coolant (selectively further heated by the electric heater 30) enters the second heat exchanger 70 through the four-way valve G1, three-way valve II, and three-way valve III to heat the battery. Then, it enters the main heat sink 110 through the three-way valve V, four-way valve G2, three-way valve VI, three-way valve VII, and three-way valve IX to absorb heat from the electric drive. Finally, it is pumped back to the condenser 10 through the first water pump 40 via the three-way valve VIII.

[0082] The cryogenic coolant output from the evaporator 20 enters the first heat exchanger 60 through the four-way valve G1 and the three-way valve I to provide cooling to the crew compartment, and then is pumped back to the evaporator 20 through the three-way valve IV and the four-way valve G2 via the second water pump 50.

[0083] In the seventh mode, the heat from the electric drive is transferred to the coolant, which then flows into the evaporator 20 to transfer the heat to the refrigerant. After being compressed by the compressor, the refrigerant releases heat in the condenser 10, transferring the heat to the coolant, which then carries it to the battery.

[0084] Furthermore, by installing a baffle in the crew compartment to selectively allow air to enter the crew compartment or be exhausted to the atmosphere at the first heat exchanger 60, more operating modes can be achieved. For example, the following eighth mode can be implemented.

[0085] Eighth Mode

[0086] like Figure 10 As shown, the eighth mode is a forced cooling mode that only provides cooling to the battery, suitable for electric drive cooling and situations where the passenger compartment does not require cooling or is not refrigerated. In this mode, the first valve K1 is closed and the second valve K2 is open, and the electric heater 30 does not participate in heating the coolant. In this mode:

[0087] Compressor 100 compresses the refrigerant, which releases heat into the coolant in condenser 10. The coolant enters the first heat exchanger 60 through four-way valve G1 and three-way valve I, and then returns to the condenser through three-way valve IV and first water pump 40. A baffle in the crew compartment is closed to prevent heated air from entering the crew compartment from the first heat exchanger 60, allowing the heated air to flow to the outside atmosphere.

[0088] The low-temperature coolant output from the evaporator 20 enters the second heat exchanger 70 through four-way valve G1, three-way valve II, and three-way valve III to absorb heat from the battery. Then, it enters the front radiator 80 through three-way valve V, four-way valve G2, three-way valve VI, and three-way valve VII for heat dissipation, allowing the heat in the coolant to be carried away by the air. The coolant then flows to the main heat sink 110 for heat dissipation, and is subsequently pumped back to the evaporator 20 through three-way valve IX and three-way valve X via the second water pump 50 to exchange heat with the refrigerant.

[0089] In the eighth mode, the heat from the battery is released to the coolant through the second heat exchanger 70. The coolant then flows into the front radiator 80, transferring some of the heat to the outside atmosphere, further cooling the electric drive. The temperature is then reduced by the evaporator 20, transferring the heat to the refrigerant. The heat in the refrigerant is transferred to the coolant in the condenser 10, and then transferred to the outside air through the first heat exchanger 60.

[0090] Furthermore, in this application, to achieve switching between different operating modes, each valve (including each four-way valve, three-way valve, first valve K1, and second valve K2) can be controlled by a control unit. Preferably, each four-way valve and three-way valve can be configured to adjust the flow rate. Additionally, as... Figure 2 As shown, the thermal management system of this application can monitor the corresponding temperature at appropriate locations and feed the monitoring results back to the control unit, so that the control unit can determine the corresponding working mode based on the monitoring results and switch accordingly.

[0091] For example, a first temperature sensor T1 can be set to monitor the temperature of the coolant flowing into the first heat exchanger 60 through the three-way valve III, a second temperature sensor T2 can monitor the temperature of the coolant flowing into the second heat exchanger 70 through the three-way valve III, a third temperature sensor T3 can monitor the battery temperature, a fourth temperature sensor T4 can monitor the electric drive temperature, and a fifth temperature sensor Ta can monitor the ambient temperature.

[0092] When the battery and passenger compartment temperatures are low, the thermal management system activates the corresponding heating mode, such as the first mode. If the temperature rise reported by the first temperature sensor T1 and the second temperature sensor T2 is not significant, the electric heater 30 can be activated to participate in heating. By adjusting the flow distribution of the three-way valve I, the target heating temperature of the passenger compartment and battery can be achieved.

[0093] When the third temperature sensor T3 reports a high temperature, the system can switch to the third mode. When the first temperature sensor T1 still reports a temperature that is not safe, the system can switch to the fourth mode to allow the electric heater 30 to participate in heating. When the third temperature sensor T3 reports a battery temperature that is slightly higher than the operating range, but the residual heat is insufficient to heat the passenger compartment, the system can switch to the fifth mode. If the third temperature sensor T3 still reports a battery temperature that is not sufficient, and the passenger compartment does not require heating, the system can switch to the eighth mode. If the passenger compartment temperature is high and requires cooling, the system can switch to the second mode to adjust the refrigerant system so that the first temperature sensor T1 reports a cooling requirement. When the fourth sensor T4 reports an excessively high temperature, indicating insufficient electric drive cooling, the system can switch to the eighth mode to allow the electric drive to cool. If the passenger compartment does not require heating, but the third temperature sensor T3 reports a temperature higher than the battery's operating temperature requirement, and the battery's heat dissipation is not very high, the system can switch to the sixth mode for external circulation cooling. When the third temperature sensor T3 reports a temperature lower than the battery's operating temperature requirement, and the passenger compartment requires cooling, the system can switch to the seventh mode.

[0094] In this application, a three-way valve indicates that the valve has at least three ports, and a four-way valve indicates that the valve has at least four ports. That is, the embodiments of this application can be replaced in the following ways to reduce the intermediate piping arrangement:

[0095] A multi-way valve with more ports can be used to replace a multi-way valve with fewer ports. For example, a suitable four-way valve can be used to replace three-way valve I. When using it, the three ports of the four-way valve are used as the three ports of three-way valve I.

[0096] Different three-way valves and / or four-way valves can be replaced by a single multi-way valve with the corresponding ports. For example, a six-way valve with six ports can be used to replace three-way valve I and three-way valve IV. When in use, the six ports of the six-way valve can be used as three ports of three-way valve I and three ports of three-way valve IV, respectively. Of course, a multi-way valve with the corresponding number of ports can also be used to replace all three-way valves and four-way valves.

[0097] The preferred embodiments of this application have been described in detail above. However, this application is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this application, various simple modifications can be made to the technical solution of this application, and these simple modifications all fall within the protection scope of this application.

[0098] It should also be noted that the various specific technical features described in the above embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this application will not describe the various possible combinations separately.

[0099] Furthermore, various different implementations of this application can be combined in any way, as long as they do not violate the spirit of this application, they should also be regarded as the content disclosed in this application.

Claims

1. A thermal management device, characterized in that, The thermal management device (B) includes a refrigerant flow path and a coolant system. The coolant system includes a condenser (10), an evaporator (20), an electric heater (30), a first water pump (40), a second water pump (50), and a coolant circulation loop. The condenser (10) and the evaporator (20) each have a refrigerant channel and are connected in series in the refrigerant flow path. The refrigerant flow path includes a connection interface for connecting to a compressor (100). The condenser (10) and the evaporator (20) each have a first coolant channel and a second coolant channel. The first water pump (40) and the second water pump (50) are respectively connected to the first coolant channel and the second coolant channel. The electric heater (30) is selectively connected in series to the outlet of the first coolant channel. The coolant circulation loop includes an interface for communicating with the corresponding channels of the first heat exchanger (60), the second heat exchanger (70), and the heat dissipation device, so that the first coolant channel and / or the second coolant channel can be selectively connected to form a coolant circulation loop. The coolant circulation loop includes a four-way valve G1. The first port and the second port of the four-way valve G1 are respectively connected to the outlets of the first coolant channel and the second coolant channel. The first heat exchanger (60) and the second heat exchanger (70) selectively absorb and release heat through the four-way valve G1. The coolant circulation loop includes: Three-way valve I, the first port of which is connected to the third port of four-way valve G1, and the second port of which is used to connect to the coolant inlet of the first heat exchanger (60); Three-way valve II, the first port of which is connected to the fourth port of four-way valve G1; Three-way valve III, the first port of which is connected to the third port of three-way valve I, the second port of which is used to connect to the coolant inlet of the second heat exchanger (70), and the third port of which is connected to the second port of three-way valve II; Three-way valve IV, the first port of which is connected to the first water pump (40), and the second port of which is connected to the coolant outlet of the first heat exchanger (60); Three-way valve V, the first port of the three-way valve V is connected to the third port of the three-way valve IV through a first connecting pipe, and the second port of the three-way valve V is used to connect to the coolant outlet of the second heat exchanger (70); Four-way valve G2, the first port and the second port of the four-way valve G2 are respectively connected to the third port of the three-way valve V and the first connecting pipe, and the third port of the four-way valve G2 and the outlet of the coolant of the heat dissipation device are both connected to the second water pump (50). Three-way valve VI, the first port of which is connected to the third port of three-way valve II, the second port of which is connected to the fourth port of four-way valve G2, and the third port of which is used to connect to the coolant inlet of the heat dissipation device.

2. The thermal management device according to claim 1, characterized in that, The heat dissipation device includes a main heat sink (110) and a front heat sink (80), and the coolant circulation loop includes: Three-way valve VII, the first port of which is connected to the third port of three-way valve VI, and the second port of which is connected to the coolant inlet of the front radiator (80); Three-way valve VIII, the first port of which is connected to the coolant outlet of the front radiator (80), and the second port of which is connected to the first water pump (40). Three-way valve IX, the first port of which is connected to the third port of three-way valve VII, and the second port of which is connected to the coolant inlet of the main heat sink; Three-way valve X, the first port of the three-way valve X is connected to the third port of the three-way valve IX, the second port of the three-way valve X is connected to the second water pump (50), and the third port of the three-way valve X is connected to the third port of the three-way valve VIII.

3. The thermal management device according to claim 2, characterized in that, The first port of the three-way valve VII is connected to the third port of the three-way valve VI via a second connecting pipe. The coolant system includes a first water tank (90), which is connected to the second connecting pipe.

4. The thermal management device according to any one of claims 1-3, characterized in that, The outlet of the first coolant channel is connected to the first port of the four-way valve G1 through the third connecting pipe. The electric heater (30) is connected in parallel to the third connecting pipe. A first valve K1 is provided on the pipeline between the electric heater (30) and the outlet of the first coolant channel. A second valve K2 is provided on the third connecting pipe.

5. A thermal management system, characterized in that, The thermal management system includes a refrigerant flow path, a coolant system, a first heat exchanger (60), a second heat exchanger (70), a heat dissipation device, and a compressor (100). The coolant system includes a condenser (10), an evaporator (20), an electric heater (30), a first water pump (40), a second water pump (50), and a coolant circulation loop. Both the condenser (10) and the evaporator (20) have refrigerant channels connected in series in the refrigerant flow path. The two ends of the refrigerant flow path are respectively connected to the compressor (100). The condenser (10) and... The evaporator (20) has a first coolant channel and a second coolant channel respectively. The first water pump (40) and the second water pump (50) are respectively connected to the first coolant channel and the second coolant channel. The electric heater (30) is selectively connected in series to the outlet of the first coolant channel. The coolant circulation loop is configured to be able to communicate with the corresponding channels of the first heat exchanger (60), the second heat exchanger (70), and the heat dissipation device, so as to selectively connect the first coolant channel and / or the second coolant channel to form a coolant circulation. The coolant circulation loop includes a four-way valve G1. The first port and the second port of the four-way valve G1 are respectively connected to the outlets of the first coolant channel and the second coolant channel. The first heat exchanger (60) and the second heat exchanger (70) selectively absorb and release heat through the four-way valve G1. The coolant circulation loop includes: Three-way valve I, the first port of which is connected to the third port of four-way valve G1, and the second port of which is used to connect to the coolant inlet of the first heat exchanger (60); Three-way valve II, the first port of which is connected to the fourth port of four-way valve G1; Three-way valve III, the first port of which is connected to the third port of three-way valve I, the second port of which is used to connect to the coolant inlet of the second heat exchanger (70), and the third port of which is connected to the second port of three-way valve II; Three-way valve IV, the first port of which is connected to the first water pump (40), and the second port of which is connected to the coolant outlet of the first heat exchanger (60); Three-way valve V, the first port of the three-way valve V is connected to the third port of the three-way valve IV through a first connecting pipe, and the second port of the three-way valve V is used to connect to the coolant outlet of the second heat exchanger (70); Four-way valve G2, the first port and the second port of the four-way valve G2 are respectively connected to the third port of the three-way valve V and the first connecting pipe, and the third port of the four-way valve G2 and the outlet of the coolant of the heat dissipation device are both connected to the second water pump (50). Three-way valve VI, the first port of which is connected to the third port of three-way valve II, the second port of which is connected to the fourth port of four-way valve G2, and the third port of which is used to connect to the coolant inlet of the heat dissipation device.

6. The thermal management system according to claim 5, characterized in that, The heat dissipation device includes a main heat sink (110) and a front heat sink (80), and the coolant circulation loop includes: Three-way valve VII, the first port of which is connected to the third port of three-way valve VI, and the second port of which is connected to the coolant inlet of the front radiator (80); Three-way valve VIII, the first port of which is connected to the coolant outlet of the front radiator (80), and the second port of which is connected to the first water pump (40). Three-way valve IX, the first port of which is connected to the third port of three-way valve VII, and the second port of which is connected to the coolant inlet of the main heat sink; Three-way valve X, the first port of the three-way valve X is connected to the third port of the three-way valve IX, the second port of the three-way valve X is connected to the second water pump (50), and the third port of the three-way valve X is connected to the third port of the three-way valve VIII.

7. The thermal management system according to claim 6, characterized in that, The first port of the three-way valve VII is connected to the third port of the three-way valve VI via a second connecting pipe. The coolant system includes a first water tank (90), which is connected to the second connecting pipe.

8. The thermal management system according to claim 6 or 7, characterized in that, The outlet of the first coolant channel is connected to the first port of the four-way valve G1 through the third connecting pipe. The electric heater (30) is connected in parallel to the third connecting pipe. A first valve K1 is provided on the pipeline between the electric heater (30) and the outlet of the first coolant channel. A second valve K2 is provided on the third connecting pipe.

9. The thermal management system according to claim 6 or 7, characterized in that, The coolant circulation loop is configured to enable the thermal management system to have at least one of the following operating modes: In the first mode, the coolant and refrigerant exchange heat in the condenser (10) and evaporator (20), the coolant output from the first coolant channel is used to release heat in the first heat exchanger (60) and the second heat exchanger (70), and the coolant output from the second coolant channel is used to absorb heat in the main heat sink (110). In the second mode, the coolant and refrigerant exchange heat in the condenser (10) and evaporator (20), the coolant output from the first coolant channel exchanges heat with the air in the front radiator (80), releases heat and absorbs heat from the main heat sink (110), and the coolant output from the second coolant channel is used to absorb heat in the first heat exchanger (60) and the second heat exchanger (70). In the third mode, the coolant and refrigerant exchange heat in the condenser (10) and evaporator (20). The coolant output from the first coolant channel is used to release heat in the first heat exchanger (60), and the coolant output from the second coolant channel is used to absorb heat in the second heat exchanger (70) and absorb the heat of the main heat sink (110). In the fourth mode, the coolant and refrigerant exchange heat in the condenser (10) and evaporator (20). The coolant output from the first coolant channel is heated by the electric heater (30) and used to release heat in the first heat exchanger (60). The coolant output from the second coolant channel is used to absorb heat in the second heat exchanger (70) and absorb the heat of the main heat sink (110). In the fifth mode, the coolant and refrigerant exchange heat in the condenser (10) and evaporator (20). The coolant output from the first coolant channel is heated by the electric heater (30) and used to release heat in the first heat exchanger (60). The coolant output from the second coolant channel is used to absorb heat from the main heat sink (110). In the sixth mode, the coolant output from the second coolant channel is used to absorb heat in the second heat exchanger (70) and exchange heat with the air through the front radiator (80) to release heat, while absorbing heat from the main heat sink (110). In the seventh mode, the coolant and refrigerant exchange heat in the condenser (10) and evaporator (20). The coolant output from the first coolant channel is used to release heat in the second heat exchanger (70) and absorb heat from the main heat sink (110). The coolant output from the second coolant channel is used to absorb heat in the first heat exchanger (60) and absorb heat from the main heat sink (110).

10. An electric vehicle, characterized in that, The electric vehicle includes a thermal management device as described in any one of claims 1-4 or a thermal management system as described in any one of claims 5-9, wherein the electric vehicle is a hybrid vehicle or a pure electric vehicle.

Images