Thermal management system and vehicle with same

Abstract

The invention discloses a heat management system and a vehicle with the heat management system, the heat management system comprises an air duct subsystem, the air duct subsystem comprises a dehumidification device, a first air supply pipeline and a second air supply pipeline, the dehumidification device comprises a dehumidification part used for dehumidifying air, a dehumidification area and a regeneration area, and the first air supply pipeline and the second air supply pipeline are communicated through the dehumidification part. The dehumidification part can move between the dehumidification area and the regeneration area, and the first air supply pipeline communicates with the regeneration area to release moisture absorbed by the dehumidification part; an outlet of the second air supply pipeline is suitable for communicating with a cabin of the vehicle, and an inlet of the second air supply pipeline communicates with the dehumidification area and is located on the air outlet side of the dehumidification part. According to the thermal management system, air can be dehumidified, the dehumidification effect can be guaranteed, and the working performance of the thermal management system is guaranteed to a certain extent.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle thermal management, and in particular to a thermal management system and a vehicle having the same. Background Art

[0002] In the prior art, in order to improve the temperature of the vehicle cabin, a thermal management system is provided on the vehicle. However, the current thermal management system of the vehicle usually uses an evaporator for cooling and dehumidification during winter dehumidification. However, when the temperature of the air entering the evaporator is lower than the cooling temperature of the evaporator, the evaporator cannot effectively dehumidify the air, affecting the dehumidification effect. In addition, there is a risk of frost when using the evaporator for cooling and dehumidification. At the same time, the condensed water generated at the evaporator will cause the growth of mold and bacteria, thereby reducing the air quality in the cabin. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention proposes a thermal management system, which can improve the dehumidification effect while achieving cabin dehumidification, thereby solving the technical problem of poor dehumidification effect of the thermal management system in the prior art.

[0004] The present invention also aims to provide a vehicle having the above thermal management system.

[0005] According to a thermal management system of an embodiment of the present invention, the thermal management system includes an air duct subsystem, and the air duct subsystem includes: a dehumidification device, the dehumidification device includes a dehumidification component, a dehumidification area and a regeneration area for dehumidifying air, and the dehumidification component is movable between the dehumidification area and the regeneration area; a first air supply duct, the first air supply duct is connected to the regeneration area to release moisture absorbed by the dehumidification component; a second air supply duct, the outlet of the second air supply duct is suitable for connecting to the cabin of the vehicle, and the inlet of the second air supply duct is connected to the dehumidification area and is located on the air outlet side of the dehumidification component.

[0006] According to the thermal management system of an embodiment of the present invention, by configuring the dehumidification device to include a dehumidification element, a dehumidification area and a regeneration area, while achieving direct dehumidification of the air, the generation of condensed water can be avoided, thereby ensuring the dehumidification effect of the thermal management system to a certain extent, and further ensuring the working performance of the thermal management system to a certain extent.

[0007] In some embodiments, the dehumidification component includes an adsorption component, and the adsorption component is a metal organic framework material component.

[0008] In some embodiments, the dehumidifying element is a rotatable wheel to rotate between the dehumidification area and the regeneration area, and the dehumidifying element is integrally constructed as the adsorption element.

[0009] In some embodiments, the thermal management system further includes a heater for heating the first air supply duct.

[0010] In some embodiments, the thermal management system further includes a temperature sensor for detecting a temperature of the first air supply duct, wherein the temperature sensor is located between the heater and the regeneration area.

[0011] In some embodiments, the thermal management system includes a cooling subsystem for dissipating heat from the electronic control module, and the first air supply duct exchanges heat with the cooling subsystem to recover waste heat.

[0012] In some embodiments, the air duct subsystem includes a regeneration duct, the thermal management system has a cabin heating mode, and in the cabin heating mode, the regeneration duct is in communication with the cabin and the regeneration area, respectively.

[0013] In some embodiments, one end of the regeneration duct is connected to the air inlet end of the first air supply duct.

[0014] In some embodiments, the air duct subsystem further includes an air inlet duct, which is connected to the inlet of the dehumidification area.

[0015] In some embodiments, the air duct subsystem further includes a bypass air duct, two ends of which are respectively connected to the air inlet duct and the second air supply duct, and the bypass air duct is provided with a first control valve for opening or closing the bypass air duct.

[0016] In some embodiments, the air duct subsystem also includes an exhaust duct, a first end of the exhaust duct is suitable for communicating with the cabin of the vehicle, and the other end of the exhaust duct is suitable for communicating with the external environment, and the exhaust duct and the second air supply duct are heat exchanged.

[0017] In some embodiments, the air duct subsystem also includes an air inlet duct and a return air duct, the air inlet duct is connected to the entrance of the dehumidification area; the two ends of the return air duct are respectively connected to the exhaust duct and the air inlet duct, and the return air duct is provided with a second control valve for opening or closing it.

[0018] In some embodiments, one end of the air inlet duct is connected to the external environment so as to be suitable for introducing fresh air.

[0019] In some embodiments, the thermal management system further includes a refrigerant subsystem for adjusting the cabin temperature, the refrigerant subsystem includes an evaporator and an in-vehicle condenser, and the second air supply duct exchanges heat with the evaporator and the in-vehicle condenser respectively.

[0020] A vehicle according to an embodiment of the present invention includes the aforementioned thermal management system.

[0021] The vehicle according to the embodiment of the present invention adopts the aforementioned thermal management system to achieve dehumidification of the vehicle cabin and ensure the dehumidification quality, thereby improving the vehicle's use comfort.

[0022] Additional aspects and advantages of the invention will become apparent from the following description, or may be learned by practice of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0024] Figure 1 Schematic diagram of a thermal management system according to some embodiments of the present invention.

[0025] Figure 2 Schematic diagram of a cooling subsystem according to some embodiments of the present invention.

[0026] Figure 3 Schematic diagram of an air duct subsystem according to some embodiments of the present invention.

[0027] Figure 4 This is a schematic diagram of the cooperation between the refrigerant subsystem and part of the second air supply duct in some embodiments of the present invention.

[0028] Figure 5 A schematic diagram of a thermal management system according to some embodiments of the present invention operating in an external circulation cabin heating and dehumidification mode.

[0029] Figure 6 A schematic diagram of a thermal management system in some embodiments of the present invention operating in an external circulation cabin heating without dehumidification mode.

[0030] Figure 7 A schematic diagram of a thermal management system according to some embodiments of the present invention operating in a mixed air cabin heating and dehumidification mode.

[0031] Figure 8 A schematic diagram of a thermal management system in some embodiments of the present invention operating in a mixed air cabin heating but not dehumidification mode.

[0032] Fig. 9 A schematic diagram of a thermal management system operating in an internal circulation cabin heating and dehumidification mode according to some embodiments of the present invention.

[0033] Fig.10 A schematic diagram of a thermal management system in some embodiments of the present invention operating in an internal circulation cabin heating but not dehumidification mode.

[0034] Fig.11 A schematic diagram of a thermal management system in some embodiments of the present invention operating in an external circulation cabin cooling and dehumidification mode.

[0035] Fig.12 A schematic diagram of a thermal management system in some embodiments of the present invention operating in an external circulation cabin cooling without dehumidification mode.

[0036] Fig.13 A schematic diagram of a thermal management system according to some embodiments of the present invention operating in a mixed air cabin cooling and dehumidification mode.

[0037] Fig.14 A schematic diagram of a thermal management system in some embodiments of the present invention operating in a mixed air cabin cooling but non-dehumidification mode.

[0038] Fig.15 A schematic diagram of a thermal management system operating in an internal circulation cabin cooling and dehumidification mode according to some embodiments of the present invention.

[0039] Fig.16 A schematic diagram of a thermal management system in some embodiments of the present invention operating in an internal circulation cabin cooling without dehumidification mode.

[0040] Reference numerals:

[0041] 1000. Thermal management system;

[0042] 100. Air duct subsystem;

[0043] 110. Dehumidification device;

[0044] 111. Dehumidification area; 1111. Dehumidification control valve;

[0045] 112. Regeneration area;

[0046] 120. a first air supply duct; 121. a first fan;

[0047] 130. Second air supply duct;

[0048] 131. Heating air supply duct; 1311. Heating control valve; 1312. Heating heating element;

[0049] 132. Refrigeration air supply duct; 1321. Refrigeration control valve;

[0050] 133. Temperature and humidity sensor;

[0051] 140. air inlet duct; 141. second fan;

[0052] 150. Bypass air duct; 151. First control valve;

[0053] 160. Exhaust duct; 161. The third fan; 162. Exhaust control valve;

[0054] 172. return air duct; 171. second control valve;

[0055] 173. connecting pipeline; 174. third control valve;

[0056] 180. Regeneration pipeline; 181. Regeneration control valve;

[0057] 190. Heat exchange device;

[0058] 200, cooling subsystem;

[0059] 210, motor heat exchanger; 220, water pump; 230, coolant heat exchanger;

[0060] 240, motor radiator; 250, water tank;

[0061] 300. Heater;

[0062] 400. Temperature sensor;

[0063] 500, refrigerant subsystem;

[0064] 510, evaporator; 520, in-vehicle condenser;

[0065] 530, compressor; 540, external condenser; 550, throttle valve;

[0066] 560, a first solenoid valve; 570, a second solenoid valve;

[0067] 580, fourth solenoid valve; 581, heat exchange branch;

[0068] 590, third solenoid valve;

[0069] 2000. Cockpit. DETAILED DESCRIPTION

[0070] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0071] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0072] The thermal management system 1000 according to an embodiment of the present invention will be described below with reference to the accompanying drawings.

[0073] Combination Figure 1 , Figure 2 and Figure 3 As shown, a thermal management system 1000 according to an embodiment of the present invention includes an air duct subsystem 100 .

[0074] Among them, combined Figure 1 and Figure 3 As shown, the air duct subsystem 100 includes a dehumidification device 110, a first air supply duct 120 and a second air supply duct 130. The dehumidification device 110 includes a dehumidification element for dehumidifying air, a dehumidification area 111 and a regeneration area 112. The dehumidification element is movable between the dehumidification area 111 and the regeneration area 112.

[0075] It should be noted that, by arranging the dehumidifier to be movable between the dehumidification area 111 and the regeneration area 112, when the dehumidifier moves to the dehumidification area 111 and the humid air to be dehumidified passes through the dehumidification area 111, the dehumidifier can absorb water vapor in the humid air to achieve the purpose of dehumidifying the humid air. When the dehumidifier moves to the regeneration area 112, the regeneration area 112 can transport high-temperature air toward the dehumidifier so that the moisture adsorbed on the dehumidifier is desorbed, and then the moisture is discharged to the outside of the room, so that the dehumidifier can restore its moisture absorption capacity, thereby enabling the dehumidifier to circulate and dehumidify, thereby ensuring the working performance of the dehumidifier to a certain extent.

[0076] At the same time, by using a dehumidification device 110 including a dehumidification component, a dehumidification area 111 and a regeneration area 112 to dehumidify the air, compared with the evaporator cooling dehumidification used in the prior art, the generation of condensed water can be avoided, the air quality and passenger comfort in the cabin 2000 can be improved, and the comfort level of the vehicle can be improved.

[0077] Combination Figure 1 and Figure 3As shown, the first air supply duct 120 is connected to the regeneration area 112 to release the moisture absorbed by the dehumidifying element. In other words, the first air supply duct 120 is used to transport high-temperature air toward the regeneration area 112, so that the regeneration area 112 can transport high-temperature air toward the dehumidifying element to release the moisture absorbed by the dehumidifying element, realize the regeneration of the dehumidifying element, so that the dehumidifying element can be circulated for dehumidification of air, and the dehumidification effect of the dehumidifying element is guaranteed to a certain extent.

[0078] Combination Figure 1 and Figure 3 As shown, the outlet of the second air supply duct 130 is suitable for communicating with the cabin 2000 of the vehicle, and the inlet of the second air supply duct 130 is communicated with the dehumidification area 111 and is located at the air outlet side of the dehumidification element. Thus, the second air supply duct 130 is connected between the dehumidification area 111 and the cabin 2000, so that after the dehumidification element dehumidifies the air, the second air supply duct 130 can be used to send the dehumidified air into the cabin 2000 of the vehicle, so as to ensure the quality of the air sent into the cabin 2000 to a certain extent, and improve the air quality and comfort of the people in the cabin 2000.

[0079] It can be seen from the above structure that the thermal management system 1000 of the embodiment of the present invention, by providing a dehumidification device 110, and configuring the dehumidification device 110 to include a dehumidification component, a dehumidification area 111 and a regeneration area 112, can dehumidify the air while avoiding the generation of condensed water, thereby improving the air quality and occupant comfort in the cabin 2000, and further improving the comfort level of the vehicle.

[0080] It can be understood that compared with the prior art, the thermal management system 1000 of the present application utilizes a dehumidification device 110 including a dehumidification component, a dehumidification area 111 and a regeneration area 112 to dehumidify the air. In this way, while achieving dehumidification of the air, it can also ensure the dehumidification effect, thereby ensuring the working performance of the thermal management system 1000 to a certain extent.

[0081] In some embodiments, the air inlet end of the first air supply duct 120 is connected to the external environment to be suitable for introducing fresh air, thereby facilitating the use of the first air supply duct 120 to transport high-temperature air toward the regeneration area 112, thereby ensuring the working performance of the regeneration area 112 to a certain extent.

[0082] In some embodiments, in combination Figure 1 and Figure 3 As shown, a first fan 121 is provided at the air inlet end of the first air supply duct 120. The first fan 121 is used to introduce air from the external environment into the first air supply duct 120, thereby introducing fresh air toward the first air supply duct 120, so as to facilitate the use of the first air supply duct 120 to transport high-temperature air toward the regeneration area 112.

[0083] In some embodiments, the dehumidification element includes an adsorbent element, and the adsorbent element is a metal organic framework material element. The dehumidification element is set as an adsorbent element, mainly by using the adsorbent element to adsorb water vapor in the humid air to achieve the purpose of dehumidification. At the same time, the dehumidification element can also effectively adsorb pollutants such as tiny particles, bacteria, viruses and harmful gases in the air, weakening the problem of strong odor in the cabin 2000 in summer, and improving the air quality and comfort of the passengers in the cabin 2000.

[0084] At the same time, because the metal organic framework material has a higher specific surface area and rich microporous structure than conventional adsorption materials (silica gel, molecular sieves, etc.), the adsorption element increases the opportunity for the dehumidification element to contact with the adsorbent molecules, greatly improving the adsorption efficiency of the dehumidification element. The metal organic framework material has a higher desorption rate at a lower desorption temperature, that is, the regeneration temperature is lower than that of conventional adsorption materials, which can effectively reduce the energy consumption of the system.

[0085] Therefore, by setting the adsorption element as a metal organic framework material, on the one hand, the adsorption capacity of the dehumidification element can be enhanced, the dehumidification effect can be improved, and the tiny particles in the air can be adsorbed to improve the air quality in the cabin 2000. On the other hand, the regeneration temperature of the dehumidification element can be reduced to achieve the purpose of energy saving and further improve the dehumidification effect of the dehumidification element.

[0086] Among them, the metal organic framework materials mentioned here are Metal organic Frameworks, referred to as MOFs.

[0087] In some embodiments, the dehumidifying element is a rotatable wheel that rotates between the dehumidification area 111 and the regeneration area 112, and the dehumidification element is constructed as an adsorption element. By setting the dehumidification element as a rotatable wheel that rotates between the dehumidification area 111 and the regeneration area 112, the dehumidification device 110 can be formed into a rotary dehumidification device. Compared with the evaporator cooling dehumidification in the prior art, the rotary dehumidification device performs isenthalpic heating and dehumidification on the air, which can avoid the generation of condensed water and is also applicable to low temperature and high humidity conditions, thereby improving the air quality and occupant comfort in the cabin 2000, thereby improving the comfort of the vehicle.

[0088] At the same time, under low temperature and high humidity conditions, a rotary dehumidification device is used to perform isenthalpic heating and dehumidification treatment on the air, thereby increasing the temperature of the air sent to the waste heat recovery device and greatly reducing the risk of frost and condensation in the waste heat recovery device.

[0089] In addition, by constructing the dehumidifying element as an adsorption element as a whole, the adsorption effect of the dehumidifying element can be improved, thereby achieving an improved dehumidification effect of the dehumidifying element.

[0090] Of course, in some other embodiments, the adsorption element may be provided only on the surface of the rotating wheel, and no specific limitation is made here.

[0091] In some embodiments, in combination Figure 1 and Figure 3 As shown, the thermal management system 1000 further includes a heater 300 for heating the first air supply duct 120, so as to increase the air temperature in the first air supply duct 120, so that the hot air transported by the first air supply duct 120 toward the regeneration area 112 can effectively release the moisture absorbed by the dehumidifying element, and to a certain extent ensure the regeneration effect of the dehumidifying element, thereby ensuring the dehumidification performance of the dehumidifying device 110.

[0092] In some embodiments, the heater 300 is a PTC heater.

[0093] In some embodiments, in combination Figure 1 and Figure 3 As shown, the thermal management system 1000 further includes a temperature sensor 400 for detecting the temperature of the first air supply duct 120, and the temperature sensor 400 is located between the heater 300 and the regeneration area 112. Thus, when the first air supply duct 120 delivers hot air toward the regeneration area 112, the temperature sensor 400 can be used to monitor the temperature of the hot air in the first air supply duct 120 first, so as to ensure that the hot air delivered by the first air supply duct 120 toward the regeneration area 112 can effectively release the moisture absorbed by the dehumidifying element.

[0094] In a specific example, when the temperature sensor 400 detects that the temperature of the wind sent into the regeneration area 112 by the first air supply duct 120 is lower than the regeneration temperature of the MOFs material, the heater 300 is turned on; if it is detected that the temperature of the wind sent into the regeneration area 112 by the first air supply duct 120 is higher than the regeneration temperature of the MOFs material, the heater 300 is turned off.

[0095] In some embodiments, in combination Figure 1 , Figure 2 and Figure 3 As shown, the thermal management system 1000 includes a cooling subsystem 200 for dissipating heat from the electric control module, and the first air supply duct 120 exchanges heat with the cooling subsystem 200 to recover waste heat. Thus, the waste heat of the electric control module can be recovered. In this way, when the air supply of the first air supply duct 120 is used to release the moisture absorbed by the dehumidification component, the waste heat of the electric control module can be used to release the moisture absorbed by the dehumidification component. This is a good energy-saving method. While ensuring the regeneration effect of the first air supply duct 120, the regeneration energy consumption can also be reduced, thereby reducing the energy consumption of the thermal management system 1000.

[0096] That is to say, the thermal management system 1000 of the present application can not only dehumidify the air, but also ensure the dehumidification effect and achieve the purpose of energy saving, thereby ensuring the working performance of the thermal management system 1000 to a certain extent.

[0097] In a specific example, during the dehumidification process of the dehumidification device 110, the first fan 121 is operated to introduce air from the external environment into the first air supply duct 120. The air is heat exchanged with the high-temperature coolant in the cooling subsystem 200 in the first air supply duct 120 to recover the waste heat of the electronic control module, thereby increasing the temperature of the air in the first air supply duct 120. After the air temperature is increased, it is sent to the regeneration area 112 through the first air supply duct 120, so that the regeneration area 112 can transport high-temperature air toward the dehumidification component to release the moisture absorbed by the dehumidification component, thereby achieving regeneration of the dehumidification component.

[0098] In some embodiments, in combination Figure 1 and Figure 2 As shown, the cooling subsystem 200 includes a motor heat exchanger 210, a water pump 220, a coolant heat exchanger 230 and a motor radiator 240 connected in sequence. The cooling subsystem 200 is filled with coolant. The water pump 220 is used to drive the coolant to circulate among the motor heat exchanger 210, the water pump 220, the coolant heat exchanger 230 and the motor radiator 240. When the coolant flows through the motor heat exchanger 210, the coolant in the motor heat exchanger 210 is used to exchange heat with the electronic control module to reduce the temperature of the electronic control module, so that the temperature of the electronic control module can be maintained within a suitable temperature range during operation, thereby extending the service life of the electronic control module.

[0099] Optionally, a first heat exchange branch and a second heat exchange branch for mutual heat exchange are provided in the coolant heat exchange component 230, the first heat exchange branch is formed as a part of the cooling subsystem 200, and the second heat exchange branch is formed as a part of the first air supply duct 120, thereby realizing heat exchange between the first air supply duct 120 and the cooling subsystem 200. In this way, when the coolant in the cooling subsystem 200 is heat-exchanged with the electric control module and flows through the first heat exchange branch, it can be heat-exchanged with the air in the second heat exchange branch, thereby increasing the air temperature in the second heat exchange branch, so as to achieve the purpose of increasing the air temperature in the first air supply duct 120. In this way, when the first air supply duct 120 transports air toward the regeneration area 112, the waste heat of the electric control module can be used to release the moisture absorbed by the dehumidification component, so as to achieve the purpose of recovering the waste heat of the electric control module to regenerate the dehumidification device 110, thereby reducing the regeneration energy consumption.

[0100] When the temperature of the coolant is too high, the heat can also be directly dissipated through the motor radiator 240 .

[0101] It should be noted that the coolant mentioned here can be water, ethylene glycol, etc.

[0102] In some embodiments, Figure 2 As shown, the cooling subsystem 200 further includes a water tank 250 , which is used to replenish coolant into the cooling subsystem 200 to ensure the cooling performance of the cooling subsystem 200 to a certain extent.

[0103] It should also be noted that, since the thermal management system 1000 also includes a heater 300 for heating the first air supply duct 120, when the heater 300 is turned off, the waste heat of the recovered electronic control module is mainly utilized to ensure the temperature of the wind sent by the first air supply duct 120 to the regeneration area 112, thereby achieving energy saving; when the heater 300 is turned on, the waste heat of the recovered electronic control module and the heating of the heater 300 are mainly utilized to ensure the temperature of the wind sent by the first air supply duct 120 to the regeneration area 112, so that the temperature of the wind sent by the first air supply duct 120 to the regeneration area 112 can be effectively greater than the regeneration temperature of the MOFs material, thereby achieving the purpose of releasing the moisture absorbed by the dehumidification component, thereby ensuring the dehumidification effect of the dehumidification component.

[0104] In some embodiments, in combination Figure 1 and Figure 3 As shown, the air duct subsystem 100 includes a regeneration duct 180, and the thermal management system 1000 has a cabin heating mode. In the cabin heating mode, the regeneration duct 180 is respectively connected to the cabin 2000 and the regeneration area 112. It can be understood here that when the thermal management system 1000 operates in the cabin heating mode, the regeneration duct 180 controls the cabin 2000 and the regeneration area 112 to be connected, and at this time, part of the hot air in the cabin 2000 can flow to the regeneration area 112 through the regeneration duct 180, so that the regeneration area 112 can effectively release the moisture absorbed by the dehumidification component.

[0105] In some embodiments, Figure 3 As shown, a regeneration control valve 181 is provided on the regeneration pipe 180 , and the regeneration control valve 181 is mainly used to control the on-off of the regeneration pipe 180 , so as to control the connection between the cabin 2000 and the regeneration area 112 , thereby reducing the difficulty of on-off control of the cabin 2000 and the regeneration area 112 .

[0106] In a specific example, when the thermal management system 1000 operates in a cabin heating mode, the regeneration control valve 181 controls the regeneration pipe 180 to be turned on, so as to introduce part of the hot air in the cabin 2000 into the regeneration area 112; when the thermal management system 1000 operates in other modes (such as a cabin cooling mode), the regeneration control valve 181 controls the regeneration pipe 180 to be turned off, so as to cut off the cabin 2000 from the regeneration area 112.

[0107] The regeneration control valve 181 mentioned here can be understood as a normally open valve or a normally closed valve.

[0108] In some embodiments, Figure 3 As shown, one end of the regeneration duct 180 is connected to the air inlet end of the first air supply duct 120. Thus, the regeneration duct 180 is connected to the regeneration area 112, and the difficulty of connecting the regeneration duct 180 to the regeneration area 112 is reduced, so that part of the hot air in the cabin 2000 is introduced into the regeneration area 112 by using the regeneration duct 180.

[0109] Alternatively, if Figure 3 As shown, the other end of the regeneration duct 180 is connected to the air outlet end of the second air supply duct 130. Since the air outlet end of the second air supply duct 130 is connected to the vehicle's cabin 2000, the regeneration duct 180 is connected with the cabin 2000 and the regeneration area 112. In this way, when the second air supply duct 130 is used to deliver hot air into the vehicle's cabin 2000, the regeneration duct 180 can be used to introduce part of the hot air into the regeneration area 112, so that the regeneration area 112 can effectively release the moisture absorbed by the dehumidification component.

[0110] In some embodiments, in combination Figure 1 and Figure 3 As shown, the air duct subsystem 100 further includes an air inlet duct 140, which is connected to the inlet of the dehumidification area 111. The air inlet duct 140 is used to supply air toward the dehumidification area 111, so as to facilitate dehumidification of the humid air by the dehumidification element.

[0111] It should be noted that since the second air supply duct 130 is connected between the dehumidification area 111 and the cabin 2000, when the air inlet duct 140 supplies air toward the dehumidification area 111 and uses the dehumidification element to dehumidify the humid air, the dehumidified air can be transported to the cabin 2000 through the second air supply duct 130, thereby achieving the purpose of supplying air to the cabin 2000 and ensuring the air quality in the cabin 2000.

[0112] In some embodiments, in combination Figure 1 and Figure 3 As shown, one end of the air inlet duct 140 is connected to the external environment to be suitable for introducing fresh air. In this way, when the air inlet duct 140 supplies air to the dehumidification area 111 and uses the dehumidification element to dehumidify the humid air, and then the dehumidified air is transported to the cabin 2000 through the second air supply duct 130, the purpose of introducing fresh air to the cabin 2000 can be achieved, and the air quality in the cabin 2000 can be further guaranteed.

[0113] In some embodiments, in combination Figure 1 and Figure 3As shown, a second fan 141 is provided at the air inlet end of the air inlet duct 140, and the second fan 141 is used to introduce air in the external environment into the air inlet duct 140, thereby introducing fresh air toward the air inlet duct 140, so as to facilitate the use of the air inlet duct 140 to introduce fresh air toward the cabin 2000.

[0114] In some embodiments, in combination Figure 1 and Figure 3 As shown, a dehumidification control valve 1111 is provided at the entrance of the dehumidification area 111, and the dehumidification control valve 1111 is connected to the air inlet duct 140 to control the connection between the air inlet duct 140 and the dehumidification area 111, thereby facilitating control of whether fresh air is introduced into the dehumidification area 111.

[0115] In a specific example, when the thermal management system 1000 operates in a dehumidification mode, the dehumidification control valve 1111 is used to control the connection between the air inlet duct 140 and the dehumidification area 111; when the thermal management system 1000 operates in a non-dehumidification mode, the dehumidification control valve 1111 is used to control the disconnection between the air inlet duct 140 and the dehumidification area 111.

[0116] The dehumidification control valve 1111 mentioned here can be a normally open valve or a normally closed valve.

[0117] In some embodiments, in combination Figure 1 and Figure 3 As shown, the air duct subsystem 100 also includes a bypass air duct 150, and the two ends of the bypass air duct 150 are respectively connected to the air inlet duct 140 and the second air supply duct 130, and the bypass air duct 150 is provided with a first control valve 151 for connecting or closing it. Because the two ends of the bypass air duct 150 are respectively connected to the air inlet duct 140 and the second air supply duct 130, when the bypass air duct 150 is connected by the first control valve 151, the bypass air duct 150 can be used to directly connect the air inlet duct 140 and the second air supply duct 130, so that the air inlet duct 140 and the second air supply duct 130 are connected through the dehumidification area 111 and the bypass air duct 150 at the same time, that is, the fresh air introduced by the air inlet duct 140 can enter the second air supply duct 130 in two ways, while realizing the dehumidification of the fresh air, it is also convenient to ensure the fresh air volume in the dehumidification mode.

[0118] At the same time, the above arrangement also facilitates controlling the bypass air duct 150 to conduct the fresh air introduced by the air inlet duct 140 to the cabin 2000 when the thermal management system 1000 operates in a non-dehumidification mode, thereby achieving the purpose of conveying fresh air toward the cabin 2000.

[0119] In addition, when the first control valve 151 is used to control the bypass air duct 150 to be cut off, the air inlet duct 140 and the second air supply duct 130 are connected through the dehumidification area 111. At this time, all the fresh air introduced by the air inlet duct 140 is dehumidified by the dehumidification area 111 and then enters the second air supply duct 130, thereby ensuring the dehumidification effect of the fresh air.

[0120] Because the above can also be understood that, by providing the bypass air duct 150, the thermal management system 1000 of the present application can have a dehumidification mode and a non-dehumidification mode when introducing fresh air.

[0121] Optionally, the first control valve 151 may be a normally open valve or a normally closed valve.

[0122] In some embodiments, in combination Figure 1 and Figure 3 As shown, the air duct subsystem 100 also includes an exhaust duct 160, a first end of which is suitable for communicating with the vehicle's cabin 2000, and the other end of which is suitable for communicating with the external environment, and the exhaust duct 160 and the second air supply duct 130 are heat exchanged. Among them, by setting the exhaust duct 160, part of the air in the vehicle cabin 2000 can be discharged, which is convenient for introducing fresh air into the cabin 2000, and to a certain extent, the air quality in the cabin 2000 is guaranteed, and the driver and passenger experience is improved; by heat exchanging the exhaust duct 160 with the second air supply duct 130, the air in the cabin 2000 is recycled, the waste heat is recovered, and the energy consumption of the thermal management system 1000 is reduced.

[0123] That is to say, with respect to the technical problem that when the thermal management system 1000 in the prior art is turned on, a large amount of air rich in surplus energy in the cabin 2000 is directly discharged out of the cabin without performing waste heat recovery of the exhaust air, resulting in high energy consumption of the thermal management system 1000, the present application provides an exhaust duct 160, and configures the exhaust duct 160 to perform heat exchange with the second air supply duct 130, so as to achieve the purpose of recovering the exhaust waste heat.

[0124] In some embodiments, in combination Figure 1 and Figure 3 As shown, the thermal management system 1000 includes a heat exchange device 190, which is arranged in the exhaust duct 160 and the second air supply duct 130. The heat exchange device 190 is used to recover the heat or cold in the exhaust duct 160, and is used to preheat or precool the air in the second air supply duct 130, so as to achieve the purpose of exhaust waste heat recovery, reduce the load of the thermal management system 1000, and improve the energy efficiency of the thermal management system 1000.

[0125] The heat exchange device 190 mentioned here may be a heat exchanger, such as a heat pipe heat exchanger, an intermediate heat medium heat recovery device, a plate heat exchanger or a rotary heat exchanger.

[0126] In some embodiments, in combination Figure 1 and Figure 3 As shown, a third fan 161 is provided near the first end of the exhaust duct 160. The operation of the third fan 161 can discharge part of the air in the vehicle cabin 2000 to achieve the purpose of exhaust, thereby ensuring the working performance of the exhaust duct 160 to a certain extent.

[0127] In some embodiments, in combination Figure 1 and Figure 3 As shown, an exhaust control valve 162 is provided at the other end of the exhaust duct 160. The exhaust control valve 162 is used to control the on-off of the exhaust duct 160 so as to control whether the air flowing to the other end of the exhaust duct 160 is discharged.

[0128] Optionally, the exhaust control valve 162 is a normally open valve or a normally closed valve. When the exhaust control valve 162 controls the exhaust duct 160 to be turned on, the air in the exhaust duct 160 can be discharged; when the exhaust control valve 162 controls the exhaust duct 160 to be turned off, it is convenient to recover the air in the exhaust duct 160. After recovery, the air can be transported to the cabin 2000 separately, so that the thermal management system 1000 has an internal circulation mode to achieve energy saving. At the same time, after recovery, the recovered air can be mixed with fresh air and transported to the cabin 2000, so that the thermal management system 1000 has a mixed air mode.

[0129] In some embodiments, in combination Figure 1 and Figure 3 As shown, the air duct subsystem 100 further includes an air inlet duct 140 and a return duct 172. The air inlet duct 140 is connected to the inlet of the dehumidification area 111. The two ends of the return duct 172 are respectively connected to the exhaust duct 160 and the air inlet duct 140. The return duct 172 is provided with a second control valve 171 for opening or closing the return duct 172. Since the two ends of the return duct 172 are respectively connected to the exhaust duct 160 and the air inlet duct 140, when the second control valve 171 is used to control the opening of the return duct 172, the return duct 172 can be used to control the exhaust duct 160 and the air inlet duct 140, so that the air in the exhaust duct 160 is transported to the air inlet duct 140, so that the exhaust air in the cabin 2000 is mixed with the fresh air introduced by the air inlet duct 140, so that the thermal management system 1000 has a mixed air mode, which is convenient for achieving the purpose of energy saving.

[0130] At the same time, when the air inlet duct 140 does not introduce fresh air, since the exhaust duct 160 is connected to the air inlet duct 140, the air in the exhaust duct 160 can also be directly transported to the cabin 2000 through the air inlet duct 140 and the second air supply duct 130, thereby realizing the internal circulation of the thermal management system 1000.

[0131] The second control valve 171 mentioned here may be a normally open valve or a normally closed valve.

[0132] It should be noted that since the air inlet duct 140 is connected to the entrance of the dehumidification area 111, the exhaust duct 160 and the air inlet duct 140 are connected by utilizing the return air duct 172, so that the mixture of exhaust air and fresh air can be dehumidified and then transported to the cabin 2000 after dehumidification, so that the thermal management system 1000 of the present application has a mixed air dehumidification mode.

[0133] At the same time, since the air inlet duct 140 is also connected to the bypass air duct 150, the exhaust duct 160 and the air inlet duct 140 are connected by utilizing the return air duct 172, so that the exhaust air and the fresh air can be directly mixed and delivered to the cabin 2000 through the bypass air duct 150 without dehumidification, so that the thermal management system 1000 of the present application has a mixed air without dehumidification mode.

[0134] That is, by utilizing the return air duct 172 to achieve communication between the exhaust duct 160 and the inlet duct 140 , the thermal management system 1000 can have both a mixed air dehumidification mode and a mixed air non-dehumidification mode.

[0135] In some embodiments, in combination Figure 1 and Figure 3 As shown, the air duct subsystem 100 further includes a connecting pipe 173, the two ends of which are respectively connected to the exhaust duct 160 and the second air supply duct 130, and the connecting pipe 173 is provided with a third control valve 174 for opening or closing the connecting pipe. Since the two ends of the connecting pipe 173 are respectively connected to the exhaust duct 160 and the second air supply duct 130, when the connecting pipe 173 is controlled to be opened by the third control valve 174, the connecting pipe 173 can be used to control the exhaust duct 160 and the second air supply duct 130, so as to transport the air in the exhaust duct 160 to the air inlet duct 140, so that the exhaust air in the cabin 2000 is mixed with the fresh air, so that the thermal management system 1000 has a mixed air mode, which is convenient for achieving the purpose of energy saving.

[0136] It should be noted that since the second air supply duct 130 is connected to the outlet of the dehumidification area 111, compared with using the return air duct 172 to connect the exhaust duct 160 and the air inlet duct 140 to allow exhaust air and fresh air to be directly mixed, in the non-dehumidification mode, the flow path of the air in the exhaust duct 160 can be shortened and heat loss can be reduced.

[0137] Therefore, by setting up the return air duct 172 and the connecting duct 173, when the thermal management system 1000 operates in the mixed air dehumidification mode, the return air duct 172 can be used to connect the exhaust duct 160 and the air inlet duct 140 to achieve mixed air. When the thermal management system 1000 operates in the mixed air non-dehumidification mode, the connecting duct 173 can be used to connect the exhaust duct 160 and the second air supply duct 130 to achieve mixed air.

[0138] The third control valve 174 mentioned here may be a normally open valve or a normally closed valve.

[0139] In some embodiments, in combination Figure 1 , Figure 3 and Figure 4 As shown, the thermal management system 1000 further includes a refrigerant subsystem 500 for adjusting the temperature of the cabin 2000. The refrigerant subsystem 500 includes an evaporator 510 and an in-car condenser 520. The second air supply duct 130 respectively exchanges heat with the evaporator 510 and the in-car condenser 520. In this way, the heat or cold generated by the evaporator 510 and the in-car condenser 520 can be transported to the cabin 2000 through the second air supply duct 130 to change the temperature of the cabin 2000 and improve the comfort of the cabin 2000.

[0140] In some embodiments, in combination Figure 1 , Figure 3 and Figure 4 As shown, the refrigerant subsystem 500 also includes a compressor 530, an outdoor condenser 540 and a throttle valve 550. A first solenoid valve 560 is provided at one end of the indoor condenser 520, a second solenoid valve 570 is provided at one end of the evaporator 510, and a third solenoid valve 590 is provided at one end of the outdoor condenser 540. When the first solenoid valve 560 and the second solenoid valve 570 are turned on and the third solenoid valve 590 is turned off, the refrigerant circulates among the compressor 530, the indoor condenser 520, the throttle valve 550 and the evaporator 510, and the refrigerant subsystem 500 operates in heating mode.

[0141] In some embodiments, in combination Figure 1 , Figure 3 and Figure 4 As shown, the second air supply duct 130 has a heating air supply duct 131 and a cooling air supply duct 132 connected in parallel. The heating air supply duct 131 exchanges heat with the in-vehicle condenser 520, and the cooling air supply duct 132 exchanges heat with the evaporator 510. The heating air supply duct 131 is provided with a heating control valve 1311 for controlling its on-off, and the cooling air supply duct 132 is provided with a cooling control valve 1321 for controlling its on-off.

[0142] It should be noted that when the refrigerant subsystem 500 operates in the heating mode, the heating control valve 1311 is used to control the heating air supply duct 131 to be turned on, and the cooling control valve 1321 is used to control the cooling air supply duct 132 to be turned off. At this time, the heating air supply duct 131 exchanges heat with the in-vehicle condenser 520 to realize the delivery of hot air to the cabin 2000 through the heating air supply duct 131, thereby improving the comfort of the cabin 2000.

[0143] In some embodiments, when the third solenoid valve 590 and the second solenoid valve 570 are turned on and the first solenoid valve 560 is turned off, the refrigerant circulates between the compressor 530, the external condenser 540, the throttle valve 550 and the evaporator 510, and the refrigerant subsystem 500 operates in a cooling mode.

[0144] It should be noted that when the refrigerant subsystem 500 operates in the cooling mode, the heating control valve 1311 is used to control the heating air supply duct 131 to be disconnected, and the cooling control valve 1321 is used to control the cooling air supply duct 132 to be connected. At this time, the cooling air supply duct 132 exchanges heat with the evaporator 510 to realize the delivery of cold air to the cabin 2000 through the cooling air supply duct 132, thereby improving the comfort of the cabin 2000.

[0145] In some embodiments, in combination Figure 1 , Figure 3 and Figure 4 As shown, a temperature and humidity sensor 133 is provided on one end of the second air supply duct 130 close to the cabin 2000, and a heating heater 1312 is provided on the heating air supply duct 131. When the temperature and humidity sensor 133 detects that the temperature in the second air supply duct 130 has not reached the heating temperature, the heating heater 1312 is controlled to heat the air in the heating air supply duct 131, so that the air transported by the heating air supply duct 131 to the cabin 2000 can meet the heating demand of the cabin 2000, thereby further improving the comfort of the cabin 2000.

[0146] In some embodiments, the heating element 1312 is a PTC heater.

[0147] In some embodiments, in combination Figure 1 and Figure 4 As shown, the refrigerant subsystem 500 further includes a heat exchange branch 581, and the heat exchange branch 581 exchanges heat with the cooling subsystem 200 to recover waste heat, thereby further achieving the purpose of energy saving.

[0148] In some embodiments, Figure 4 As shown, a fourth solenoid valve 580 is provided on the heat exchange branch 581 , and the fourth solenoid valve 580 is used to control the on-off of the heat exchange branch 581 .

[0149] In the description of the present invention, features limited to "first", "second", "third" and "fourth" may explicitly or implicitly include one or more of the features, and are used to distinguish and describe the features, without any order or importance.

[0150] In some embodiments, when the thermal management system 1000 operates in a heating but not dehumidifying mode, the fourth solenoid valve 580 controls the heat exchange branch 581 to be turned on, and the second solenoid valve 570 to be turned off. At this time, the heat of the electronic control module can be recovered to improve the heating effect of the thermal management system 1000; when the thermal management system 1000 operates in a heating and dehumidifying mode, the fourth solenoid valve 580 controls the heat exchange branch 581 to be turned off, and the second solenoid valve 570 to be turned on, so as to preferentially recover the heat of the electronic control module to control the regeneration of the dehumidification component, thereby ensuring the dehumidification effect of the dehumidification component to a certain extent.

[0151] In summary, the thermal management system 1000 of the present application is a new air-conditioning system that integrates rotary dehumidification technology, exhaust heat recovery technology, MOFs material, motor waste heat recovery technology and heat pump technology into a set.

[0152] In some embodiments, the thermal management system 1000 also includes a controller, which is electrically connected to the control valves (dehumidification control valve 1111, heating control valve 1311, refrigeration control valve 1321, first control valve 151, exhaust control valve 162, second control valve 171, third control valve 174, regeneration control valve 181, first solenoid valve 560, second solenoid valve 570, third solenoid valve 590 and fourth solenoid valve 580), respectively, for controlling the on and off of the control valves, so that the thermal management system 1000 can switch between multiple modes, thereby improving user experience and ensuring battery performance.

[0153] In a specific example, the above-mentioned settings can enable the thermal management system 1000 of the present application to have at least multiple operating modes, including an external circulation cabin heating and dehumidification mode, an external circulation cabin heating without dehumidification mode, a mixed air cabin heating and dehumidification mode, a mixed air cabin heating without dehumidification mode, an internal circulation cabin heating and dehumidification mode, an internal circulation cabin heating without dehumidification mode, an external circulation cabin cooling and dehumidification mode, an external circulation cabin cooling without dehumidification mode, a mixed air cabin cooling and dehumidification mode, a mixed air cabin cooling without dehumidification mode, an internal circulation cabin cooling and dehumidification mode, and an internal circulation cabin cooling without dehumidification mode, which are described in detail below with reference to the drawings in the specification.

[0154] in, Figure 5 FIG. 1 shows a schematic diagram of the thermal management system 1000 operating in an external circulation cabin heating and dehumidification mode. Figure 5As shown, the first fan 121, the second fan 141 and the third fan 161 are running, the dehumidification control valve 1111, the first control valve 151, the exhaust control valve 162, the heating control valve 1311, the first solenoid valve 560, the second solenoid valve 570 and the regeneration control valve 181 are turned on, and the second control valve 171, the third control valve 174, the cooling control valve 1321, the third solenoid valve 590 and the fourth solenoid valve 580 are turned off. At this time, in the cooling subsystem 200 (the specific structure of the cooling subsystem 200 can be seen in Figure 2 ), the coolant flows through the motor heat exchanger 210 to absorb the waste heat of the electronic control module, and then obtains power through the water pump 220 to be transported to the coolant heat exchanger 230, so that the coolant heat exchanger 230 can be used to exchange heat with the air in the first air supply duct 120 to realize the waste heat recovery of the electronic control module; in the refrigerant subsystem 500 (the specific structure of the refrigerant subsystem 500 can be seen in Figure 4 ), the low-temperature and low-pressure gaseous refrigerant is compressed into a high-temperature and high-pressure gaseous refrigerant by the compressor 530, and enters the in-vehicle condenser 520 through the first solenoid valve 560 to facilitate heat exchange with the air in the heating air supply duct 131. At the same time, the refrigerant in the in-vehicle condenser 520 becomes a medium-temperature and medium-pressure liquid refrigerant, and then flows through the throttle valve 550 to become a low-temperature and low-pressure liquid refrigerant, and finally enters the evaporator 510 after passing through the second solenoid valve 570 to absorb heat and become a low-temperature and low-pressure gaseous refrigerant, and then flows back to the compressor 530 to form a cycle; in the air duct subsystem 100 (the specific structure of the air duct subsystem 100 can be seen in Figure 3 or Figure 5 ), the exhaust air in the cabin 2000 enters the heat exchange device 190 through the exhaust duct 160 to preheat the fresh air, and the preheated exhaust air is directly discharged to the external environment. Before entering the heat exchange device 190, a part of the fresh air in the air inlet duct 140 passes through the dehumidification area 111 of the dehumidification device 110 for dehumidification, and the other part of the fresh air directly enters the heat exchange device 190 through the bypass air duct 150. The fresh air after heat exchange in the heat exchange device 190 is sent to the condenser 520 in the vehicle through the heating air supply duct 131 for heat exchange and heating again, and most of it is sent to the cabin 2000 for heating. When the temperature and humidity sensor 133 (the specific location of the temperature and humidity sensor 133 can be found in Figure 4 ) When it is detected that the air supply temperature of the second air supply duct 130 does not meet the heating requirement, the heating element 1312 is turned on (the specific location of the heating element 1312 can be found in Figure 4 ) assists heating the air in the second air supply duct 130 to meet the heating demand, and a small portion of the air in the second air supply duct 130 is sent to the regeneration area 112 of the dehumidifier 110 through the regeneration duct 180 to regenerate the dehumidifier, completing the cycle. When the temperature sensor 400 (the specific location of the temperature sensor 400 can be found in Figure 3) When the temperature of the wind sent to the regeneration area 112 is detected to be lower than the regeneration temperature of the dehumidifying element, the heater 300 is turned on (the specific setting position of the heater 300 can be found in Figure 3 ), if the temperature sensor 400 detects that the temperature of the wind sent to the regeneration area 112 is greater than the regeneration temperature of the dehumidification element, the heater 300 is turned off.

[0155] Figure 6 FIG. 1 shows a schematic diagram of the thermal management system 1000 operating in an external circulation cabin heating without dehumidification mode, as shown in FIG. Figure 6 As shown, the first fan 121 is not running, the second fan 141 and the third fan 161 are running, the first control valve 151, the exhaust control valve 162, the heating control valve 1311, the first solenoid valve 560 and the fourth solenoid valve 580 are turned on, and the second control valve 171, the dehumidification control valve 1111, the third control valve 174, the cooling control valve 1321, the third solenoid valve 590, the second solenoid valve 570 and the regeneration control valve 181 are turned off. Different from the operation of the external circulation cabin heating and dehumidification mode, The fourth solenoid valve 580 is turned on to allow heat exchange between the refrigerant and the coolant. In the air duct subsystem 100, the exhaust air in the cabin 2000 enters the heat exchange device 190 through the exhaust duct 160 to preheat the fresh air. The preheated exhaust air is directly discharged to the external environment. The fresh air in the air inlet duct 140 directly enters the heat exchange device 190 through the bypass air duct 150. The fresh air after heat exchange in the heat exchange device 190 is sent to the in-vehicle condenser 520 through the heating air supply duct 131 for heat exchange and heating again, and then is sent to the cabin 2000 for heating.

[0156] Figure 7 FIG. 1 shows a schematic diagram of the thermal management system 1000 operating in a mixed air cabin heating and dehumidification mode. Figure 7 As shown, the first fan 121, the second fan 141 and the third fan 161 are running, the second control valve 171, the dehumidification control valve 1111, the first control valve 151, the exhaust control valve 162, the heating control valve 1311, the first solenoid valve 560, the second solenoid valve 570 and the regeneration control valve 181 are turned on, and the third control valve 174, the cooling control valve 1321, the third solenoid valve 590 and the fourth solenoid valve 580 are turned off. Different from the operation in the external circulation cabin heating and dehumidification mode, the second control valve 171 is used to control the return air duct 172 to be turned on so as to achieve the mixing of exhaust air and fresh air.

[0157] Figure 8 FIG. 1 shows a schematic diagram of the thermal management system 1000 operating in a mixed air cabin heating but not dehumidifying mode. Figure 8As shown, the first fan 121 is not running, the second fan 141 and the third fan 161 are running, the first control valve 151, the exhaust control valve 162, the heating control valve 1311, the third control valve 174, the first solenoid valve 560 and the fourth solenoid valve 580 are turned on, and the second control valve 171, the dehumidification control valve 1111, the cooling control valve 1321, the third solenoid valve 590, the second solenoid valve 570 and the regeneration control valve 181 are turned off. Different from the external circulation cabin heating without dehumidification mode, the third control valve 174 is used to control the connection of the connecting pipe 173 to achieve the mixing of exhaust air and fresh air.

[0158] Fig. 9 FIG. 1 shows a schematic diagram of the thermal management system 1000 operating in an internal circulation cabin heating and dehumidification mode. Fig. 9 As shown, the second fan 141 is not running, the first fan 121 and the third fan 161 are running, the second control valve 171, the dehumidification control valve 1111, the heating control valve 1311, the first solenoid valve 560 and the second solenoid valve 570 are turned on, the first control valve 151, the exhaust control valve 162, the third control valve 174, the cooling control valve 1321, the third solenoid valve 590, the fourth solenoid valve 580 and the regeneration control valve 181 are turned off. Different from the operation of the external circulation cabin heating and dehumidification mode, the second control valve 171 is opened to the maximum opening, the exhaust control valve 162 is closed, and the exhaust air is all sent to the dehumidification device 110 for dehumidification, and then passes through the heat exchange device 190, and then passes through the second air supply duct 130 and the vehicle condenser 520 for heat exchange, and then is all sent to the cabin 2000. The fresh air outside the vehicle enters the first air supply duct 120 through the first fan 121, exchanges heat with the coolant, and is sent to the regeneration area 112 to regenerate the dehumidification element.

[0159] Fig.10 FIG. 1 shows a schematic diagram of the thermal management system 1000 operating in an internal circulation cabin heating without dehumidification mode, as shown in FIG. Fig.10 As shown, the first fan 121 and the second fan 141 are not running, the third fan 161 is running, the third control valve 174, the heating control valve 1311, the first solenoid valve 560 and the fourth solenoid valve 580 are turned on, the second control valve 171, the dehumidification control valve 1111, the first control valve 151, the exhaust control valve 162, the cooling control valve 1321, the third solenoid valve 590, the second solenoid valve 570 and the regeneration control valve 181 are turned off. Different from the external circulation cabin heating without dehumidification mode, the exhaust air in the cabin 2000 enters the connecting duct 173 through the exhaust duct 160, and is successively sent to the in-vehicle condenser 520 through the connecting duct 173 and the heating air supply duct 131 for heat exchange and heating again, and then is sent to the cabin 2000 for heating.

[0160] Fig.11 FIG. 1 shows a schematic diagram of the thermal management system 1000 operating in an external circulation cabin cooling and dehumidification mode. Fig.11 As shown, the first fan 121, the second fan 141 and the third fan 161 are running, the dehumidification control valve 1111, the exhaust control valve 162, the cooling control valve 1321, the third solenoid valve 590 and the second solenoid valve 570 are turned on, and the second control valve 171, the first control valve 151, the third control valve 174, the first solenoid valve 560, the heating control valve 1311, the fourth solenoid valve 580 and the regeneration control valve 181 are turned off. At this time, in the cooling subsystem 200 (the specific structure of the cooling subsystem 200 can be seen in Figure 2 ), the coolant flows through the motor heat exchanger 210 to absorb the waste heat of the electronic control module, and then obtains power through the water pump 220 to be transported to the coolant heat exchanger 230, so that the coolant heat exchanger 230 can be used to exchange heat with the air in the first air supply duct 120 to realize the waste heat recovery of the electronic control module; in the refrigerant subsystem 500 (the specific structure of the refrigerant subsystem 500 can be seen in Figure 4 ), the low-temperature and low-pressure gaseous refrigerant is compressed into a high-temperature and high-pressure gaseous refrigerant by the compressor 530, passes through the third solenoid valve 590 to the outside condenser 540, and then flows through the throttle valve 550 to become a low-temperature and low-pressure liquid refrigerant, and finally enters the evaporator 510 after passing through the second solenoid valve 570 to absorb heat and become a low-temperature and low-pressure gaseous refrigerant, so as to facilitate heat exchange with the air in the refrigeration air supply duct 132, and at the same time, the refrigerant in the evaporator 510 flows back to the compressor 530 to form a cycle; in the air duct subsystem 100 (the specific structure of the air duct subsystem 100 can be seen in Figure 3 or Fig.11 ), the exhaust air in the cabin 2000 enters the heat exchange device 190 through the exhaust duct 160 to pre-cool the fresh air, and the preheated exhaust air is directly discharged to the external environment. The fresh air in the air inlet duct 140 passes through the dehumidification area 111 of the dehumidification device 110 for dehumidification before entering the heat exchange device 190. The fresh air after heat exchange in the heat exchange device 190 is sent to the evaporator 510 through the cooling air supply duct 132 for heat exchange and heating again, and most of it is sent to the cabin 2000 for cooling. At the same time, the air in the first air supply duct 120 exchanges heat with the coolant and is sent to the regeneration area 112 of the dehumidification device 110 to regenerate the dehumidification element to complete the cycle. When the temperature sensor 400 is set, the specific location of the temperature sensor 400 can be found in Figure 3 ) When the temperature of the wind sent to the regeneration area 112 is detected to be lower than the regeneration temperature of the dehumidifying element, the heater 300 is turned on (the specific setting position of the heater 300 can be found in Figure 3 ), if the temperature sensor 400 detects that the temperature of the wind sent to the regeneration area 112 is greater than the regeneration temperature of the dehumidification element, the heater 300 is turned off.

[0161] Fig.12 FIG. 1 shows a schematic diagram of the thermal management system 1000 operating in an external circulation cabin cooling mode without dehumidification, such as Fig.12As shown, the first fan 121 is not running, the second fan 141 and the third fan 161 are running, the first control valve 151, the exhaust control valve 162, the refrigeration control valve 1321, the third solenoid valve 590 and the second solenoid valve 570 are turned on, the dehumidification control valve 1111, the second control valve 171, the third control valve 174, the heating control valve 1311, the first solenoid valve 560, the fourth solenoid valve 580 and the regeneration control valve 181 are turned off. Different from the operation of the external circulation cabin refrigeration and dehumidification mode, in the air duct subsystem 100, the fresh air in the air inlet duct 140 directly enters the heat exchange device 190 through the bypass air duct 150, and the fresh air after heat exchange in the heat exchange device 190 is sent to the evaporator 510 through the refrigeration air supply duct 132 for heat exchange and heating again, and then sent to the cabin 2000 for refrigeration.

[0162] Fig.13 FIG. 1 shows a schematic diagram of the thermal management system 1000 operating in a mixed air cabin cooling and dehumidification mode. Fig.13 As shown, the first fan 121, the second fan 141 and the third fan 161 are running, the dehumidification control valve 1111, the second control valve 171, the exhaust control valve 162, the refrigeration control valve 1321, the third solenoid valve 590 and the second solenoid valve 570 are turned on, and the first control valve 151, the third control valve 174, the heating control valve 1311, the first solenoid valve 560, the fourth solenoid valve 580 and the regeneration control valve 181 are turned off. Different from the operation in the external circulation cabin refrigeration and dehumidification mode, the second control valve 171 is used to control the return air duct 172 to be turned on so as to achieve the mixing of exhaust air and fresh air.

[0163] Fig.14 FIG. 1 shows a schematic diagram of the thermal management system 1000 operating in a mixed air cabin cooling but non-dehumidification mode. Fig.14 As shown, the first fan 121 is not running, the second fan 141 and the third fan 161 are running, the exhaust control valve 162, the first control valve 151, the third control valve 174, the refrigeration control valve 1321, the third solenoid valve 590 and the second solenoid valve 570 are turned on, the dehumidification control valve 1111, the second control valve 171, the heating control valve 1311, the first solenoid valve 560, the fourth solenoid valve 580 and the regeneration control valve 181 are turned off. Different from the external circulation cabin refrigeration without dehumidification mode, the third control valve 174 is used to control the connection of the connecting pipe 173 to achieve the mixing of exhaust air and fresh air.

[0164] Fig.15 FIG. 1 shows a schematic diagram of the thermal management system 1000 operating in an internal circulation cabin cooling and dehumidification mode. Fig.15As shown, the second fan 141 is not running, the first fan 121 and the third fan 161 are running, the dehumidification control valve 1111, the second control valve 171, the cooling control valve 1321, the third solenoid valve 590 and the second solenoid valve 570 are turned on, and the exhaust control valve 162, the first control valve 151, the third control valve 174, the heating control valve 1311, the first solenoid valve 560, the fourth solenoid valve 580 and the regeneration control valve 181 are turned off. Different from the operation of the external circulation cabin cooling and dehumidification mode, the second control valve 171 is opened to the maximum opening, the exhaust control valve 162 is closed, and all the exhaust air is sent to the dehumidification device 110 for dehumidification, and then passes through the heat exchange device 190, and then is sent to the cabin 2000 through the second air supply duct 130 and the evaporator 510 for heat exchange.

[0165] Fig.16 FIG. 1 shows a schematic diagram of the thermal management system 1000 operating in an internal circulation cabin cooling mode without dehumidification, as shown in FIG. Fig.15 As shown, the first fan 121 and the second fan 141 are not running, the third fan 161 is running, the third control valve 174, the cooling control valve 1321, the third solenoid valve 590 and the second solenoid valve 570 are turned on, the dehumidification control valve 1111, the second control valve 171, the exhaust control valve 162, the first control valve 151, the heating control valve 1311, the first solenoid valve 560, the fourth solenoid valve 580 and the regeneration control valve 181 are turned off. Different from the operation mode of external circulation cabin cooling without dehumidification, the exhaust air in the cabin 2000 enters the connecting duct 173 through the exhaust duct 160, and is successively sent to the evaporator 510 through the connecting duct 173 and the heating air supply duct 131 for heat exchange and heating again, and then is sent to the cabin 2000 for cooling.

[0166] Next, a vehicle according to an embodiment of the present invention will be described.

[0167] A vehicle according to an embodiment of the present invention includes: a thermal management system 1000 .

[0168] The thermal management system 1000 is the aforementioned thermal management system 1000 , and the specific structure of the thermal management system 1000 is not described in detail here.

[0169] It can be seen from the above structure that the vehicle according to the embodiment of the present invention adopts the aforementioned thermal management system 1000 to achieve dehumidification of the vehicle cabin 2000 and ensure the dehumidification quality, thereby improving the comfort of the vehicle.

[0170] The vehicle mentioned here may be a family car, a large truck or a passenger car, etc.

[0171] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0172] The thermal management system 1000 according to the embodiment of the present invention and other components of a vehicle having the same are well known to those skilled in the art and will not be described in detail herein.

[0173] In the description of this specification, the description with reference to the terms "embodiment", "example", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0174] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A thermal management system, characterized in that: The thermal management system comprises an air duct subsystem (100), wherein the air duct subsystem (100) comprises: A dehumidification device (110), the dehumidification device (110) comprising a dehumidification element for dehumidifying air, a dehumidification area (111) and a regeneration area (112), the dehumidification element being movable between the dehumidification area (111) and the regeneration area (112); a first air supply duct (120), the first air supply duct (120) being in communication with the regeneration area (112) to release moisture absorbed by the dehumidifying element; A second air supply duct (130), wherein the outlet of the second air supply duct (130) is adapted to be in communication with the cabin (2000) of the vehicle, and the inlet of the second air supply duct (130) is in communication with the dehumidification area (111) and is located on the air outlet side of the dehumidification element.

2. The thermal management system according to claim 1, characterized in that: The dehumidification component includes an adsorption component, and the adsorption component is a metal organic framework material component.

3. The thermal management system according to claim 2, characterized in that: The dehumidifying element is a rotatable wheel that rotates between the dehumidifying area (111) and the regeneration area (112), and the dehumidifying element is integrally constructed to form the adsorption element.

4. The thermal management system according to claim 1, characterized in that: It also includes a heater (300) for heating the first air supply duct (120).

5. The thermal management system according to claim 4, characterized in that: It also includes a temperature sensor (400) for detecting the temperature of the first air supply duct (120), wherein the temperature sensor (400) is located between the heater (300) and the regeneration area (112).

6. The thermal management system according to claim 1, characterized in that: The thermal management system comprises a cooling subsystem (200) for dissipating heat from the electric control module, and the first air supply duct (120) exchanges heat with the cooling subsystem (200) to recover waste heat.

7. The thermal management system according to claim 1, characterized in that: The air duct subsystem (100) further includes a regeneration duct (180), and the thermal management system has a cabin heating mode. In the cabin heating mode, the regeneration duct (180) is respectively connected to the cabin (2000) and the regeneration area (112).

8. The thermal management system according to claim 7, characterized in that: One end of the regeneration duct (180) is connected to the air inlet end of the first air supply duct (120).

9. The thermal management system according to claim 1, characterized in that: The air duct subsystem (100) further comprises an air inlet duct (140), wherein the air inlet duct (140) is in communication with an inlet of the dehumidification area (111).

10. The thermal management system according to claim 9, characterized in that: The air duct subsystem (100) also has a bypass air duct (150), the two ends of which are respectively connected to the air inlet duct (140) and the second air supply duct (130), and the bypass air duct (150) is provided with a first control valve (151) for opening or closing the bypass air duct (150).

11. The thermal management system according to any one of claims 1 to 10, characterized in that: The air duct subsystem (100) further comprises an exhaust duct (160), a first end of the exhaust duct (160) being adapted to communicate with the cabin (2000) of the vehicle, and another end of the exhaust duct (160) being adapted to communicate with the external environment, and the exhaust duct (160) and the second air supply duct (130) being heat exchanged.

12. The thermal management system according to claim 11, characterized in that: The air duct subsystem (100) further comprises an air inlet duct (140) and an air return duct (172); the air inlet duct (140) is in communication with the inlet of the dehumidification area (111); two ends of the return duct (172) are respectively connected to the exhaust duct (160) and the air inlet duct (140); and the return duct (172) is provided with a second control valve (171) for opening or closing the return duct.

13. The thermal management system according to claim 12, characterized in that: One end of the air inlet duct (140) is in communication with the external environment so as to be suitable for introducing fresh air.

14. The thermal management system according to claim 1, characterized in that: It also includes a refrigerant subsystem (500) for adjusting the temperature of the cabin (2000), wherein the refrigerant subsystem (500) includes an evaporator (510) and an in-vehicle condenser (520), and the second air supply duct (130) respectively exchanges heat with the evaporator (510) and the in-vehicle condenser (520).

15. A vehicle, characterized in that: Comprising a thermal management system according to any one of claims 1-14.

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