Thermal management system for cooling or heating vehicle components, method for operating thermal management system and vehicle comprising thermal management system

Abstract

A thermal management system for cooling or heating a vehicle component, wherein the thermal management system includes a primary thermal control loop connected to the vehicle component and a secondary thermal control loop connected to the vehicle component. The thermal management system is configured to operate in a normal operating state by means of a main thermal control loop, or in a temporary operating state by means of an auxiliary thermal control loop. A thermal management system includes a valve unit. The main thermal control circuit is connected to the vehicle component via the valve unit in a normal operating state, and the auxiliary thermal control circuit is temporarily connected to the vehicle component via the valve unit in a temporary operating state when a cooling demand or a heating demand of the vehicle component is detected. The thermal management system is configured to temporarily activate the auxiliary thermal control loop to cool or heat the vehicle component in a temporary operating state.

Description

Technical Field

[0001] The present disclosure relates to a thermal management system for cooling or heating a vehicle component. The thermal management system includes a primary thermal control loop connected to the vehicle component and an auxiliary thermal control loop connected to the vehicle component. The thermal management system is configured to operate in a normal operating state by means of the primary thermal control loop. The present disclosure also relates to a method for operating a thermal management system for cooling or heating a vehicle component and a vehicle including a thermal management system for cooling or heating a vehicle component. Background Art

[0002] The cooling and heating systems of vehicles are commonly used in vehicle applications to control the temperature ranges of different key vehicle components, such as vehicle control units, battery units, power electronic units, and other types of vehicle units or components that are part of the vehicle construction. For example, in new energy vehicles (such as hybrid or electric vehicles, including battery electric vehicles, fuel cell electric vehicles, and plug-in hybrid electric vehicles), high-voltage battery components used to provide energy to electric motors and power electronic components and control units need to be temperature controlled. Under normal conditions, temperature control may depend on, for example, the driving conditions of the vehicle, the ambient temperature, and the types of components used in the vehicle system. The thermal management system of the vehicle is constructed to be able to be used to cool or heat the corresponding vehicle system.

[0003] Compared to the systems used in traditional vehicles with internal combustion engines, the thermal management systems for new energy vehicles need to be redesigned. These systems are often complex in design and construction, involving a large number of components that take up space in the vehicle and increase the weight of the vehicle construction. This leads to component installation problems and weight issues, and in addition, the thermal management systems are often expensive and inflexible in construction.

[0004] In new energy vehicle applications, there is a high demand for cooling or heating key vehicle components, and a thermal control loop with a heat transfer fluid is operated to control the temperature level of the vehicle components. An example of a key vehicle component that requires temperature control is the central processing unit (CPU). The exact temperature of the CPU is difficult to predict, and the functionality of the CPU does not decrease with increasing temperature. When overheated, the CPU permanently fails during operation at the high cost and risk of functional loss.

[0005] When the temperature of the CPU or other critical vehicle components increases, it is important to cool the CPU or vehicle components to the appropriate operating temperature. If the thermal control loop that is controlling the temperature of the vehicle component fails or fails to provide adequate temperature regulation, there is a high risk of overheating or damaging the vehicle component.

[0006] A malfunction of a thermal management system may be, for example, a leak or blockage of a thermal control loop, resulting in inefficient cooling of critical vehicle components. However, in currently used systems, it is difficult to detect and quickly act on leaks or blockages of a thermal control loop. Therefore, there is a need for an improved thermal control system, wherein the system is simple in design and construction, having fewer components, than currently used systems. The system should also be designed to be able to quickly act on temperature regulation needs, such as a faulty thermal control loop or inadequate temperature regulation, in order to establish effective temperature regulation of critical vehicle components. Summary of the invention

[0007] The object of the present disclosure is to provide a thermal management system for cooling or heating a vehicle component, a method for operating a thermal management system for cooling or heating a vehicle component, and a vehicle comprising a thermal management system for cooling or heating a vehicle component, wherein the aforementioned problems are avoided. This object is achieved at least in part by the features of the independent claims. The dependent claims contain further developments of the thermal management system for cooling or heating a vehicle component and of the method for operating a thermal management system for cooling or heating a vehicle component.

[0008] The present disclosure relates to a thermal management system for cooling or heating vehicle components. Wherein, the thermal management system includes a main thermal control loop connected to the vehicle component and an auxiliary thermal control loop connected to the vehicle component. The thermal management system is configured to operate in a normal operating state with the help of the main thermal control loop, or to operate in a temporary operating state with the help of the auxiliary thermal control loop. The thermal management system includes a valve unit. The main thermal control loop is connected to the vehicle component via the valve unit in a normal operating state, and the auxiliary thermal control loop is connected to the vehicle component via the valve unit in a temporary operating state. The thermal management system is configured to temporarily enable the auxiliary thermal control loop to cool or heat the vehicle component in a temporary operating state.

[0009] The advantage of these features is that the thermal management system can be simple in design and construction, and when a cooling demand or heating demand for a vehicle component is detected, the auxiliary thermal control loop can effectively cool or heat the vehicle component. The system can be designed so as not to affect the ability of the main thermal control loop to provide flow (fluid) to other vehicle components. If the thermal control loop that controls the temperature of the vehicle component does not provide sufficient temperature regulation, the system is able to perform effective temperature regulation, especially to prevent the risk of overheating or damaging the vehicle component. The use of a valve unit can make the thermal management system simple in design and construction and have fewer components compared to conventional systems that have been used. The system is designed to be able to take action quickly on temperature regulation needs (such as insufficient temperature regulation) in order to establish effective (efficient) temperature regulation for key vehicle components. By using an auxiliary thermal control loop, effective cooling or heating of vehicle components can be achieved.

[0010] In one embodiment, the thermal management system is configured to operate in a temporary operating state with the aid of an auxiliary thermal control loop according to an enhanced cooling or heating demand of a vehicle component. When inefficient cooling or inefficient heating of a vehicle component is detected, an enhanced cooling or heating demand is generated. The thermal management system is designed to be able to quickly act on the enhanced cooling or heating demand of the vehicle component. By using the auxiliary thermal control loop, efficient cooling or heating of the vehicle component can be achieved.

[0011] In one embodiment, the thermal management system includes at least one sensor, the at least one sensor being configured to detect a need for increased cooling or heating of a vehicle component. The at least one sensor is a temperature sensor connected to a primary thermal control loop and / or a vehicle component. The at least one sensor is configured to detect a need for increased cooling or heating so as to cause the thermal management system to change from a normal operating state to a temporary operating state. The at least one sensor is configured to detect a need for increased cooling or heating of a vehicle component. The system is designed to be able to detect a need for increased cooling or heating of a vehicle component through the at least one sensor and to quickly act on the need for increased cooling or heating of the vehicle component.

[0012] In one embodiment, the thermal management system is configured to operate in a temporary operating state with the aid of an auxiliary thermal control loop according to a fault cooling demand of a primary thermal control loop. The fault of the primary thermal control loop is a leakage of a heat transfer fluid from the primary thermal control loop or a blockage of a heat transfer fluid in the primary thermal control loop. Therefore, a fault cooling demand is generated when a leakage or blockage occurs in the primary thermal control loop, resulting in inefficient cooling of vehicle components. The thermal management system is designed to be able to take quick action on a faulty primary thermal control loop. By using the auxiliary thermal control loop, effective cooling of vehicle components can be achieved.

[0013] In one embodiment, the thermal management system includes at least one sensor, and the at least one sensor is configured to detect the fault cooling demand of the main thermal control loop. The at least one sensor is a pressure sensor, a temperature sensor and / or a flow sensor connected to the main thermal control loop. The at least one sensor is configured to detect a leak or a blockage in the main thermal control loop. When a fault occurs, the at least one sensor is configured to be able to detect the fault so that the thermal management system changes from a normal operating state to a temporary operating state. At least one sensor is configured to detect a leak or a blockage in the main thermal control loop. The system is designed to be able to detect a leak or a blockage in the main thermal control loop by at least one sensor and to take quick action on the leak or the blockage in the main thermal control loop. A combination of different types of sensors can be used in the main thermal control loop for effective and quick detection of faults.

[0014] In one embodiment, the valve unit is designed and adapted to disconnect the auxiliary thermal control loop from fluid communication with the vehicle component in a normal operating state, and the valve unit is designed and adapted to disconnect the main thermal control loop from fluid communication with the vehicle component in a temporary operating state. Disconnection of the respective loops allows only one loop for cooling or heating the vehicle component for effective operation of the thermal management system, wherein the main thermal control loop is used for cooling or heating the vehicle component in a normal operating state, and the auxiliary thermal control loop is used for cooling or heating the vehicle component in a temporary operating state.

[0015] In one embodiment, the thermal management system includes another thermal control loop connected to the vehicle component and the valve unit. Each of the main thermal control loop and the auxiliary thermal control loop can be connected to the vehicle component via the valve unit and the other thermal control loop. The other thermal control loop is arranged to transport the heat transfer fluid from the valve unit to the vehicle component and to transport the heat transfer fluid from the vehicle component to the valve unit in both normal operating conditions and temporary operating conditions. The other thermal control loop can be formed by a conduit, a pipe or other suitable connection device for transporting the heat transfer fluid from the valve unit to the vehicle component and to transport the heat transfer fluid from the vehicle component to the valve unit. The vehicle component appropriately includes a flow channel or similar arrangement for cooling or heating the vehicle component with a heat transfer fluid.

[0016] In one embodiment, the valve unit comprises a first outflow port and a first inflow port connected to a vehicle component. The valve unit comprises a second inflow port and a second outflow port connected to a primary thermal control loop. The valve unit comprises a third inflow port and a third outflow port connected to an auxiliary thermal control loop.

[0017] In one embodiment, the valve unit includes a valve body. The valve body is arranged in a first valve position in a normal operating state, and the valve body is arranged in a second valve position in a temporary operating state. In the first valve position, the second inlet port is in fluid communication with the first outlet port, and the second outlet port is in fluid communication with the first inlet port. In the second valve position, the third inlet port is in fluid communication with the first outlet port, and the third outlet port is in fluid communication with the first inlet port. The valve body can have any suitable configuration, such as a rotating valve body, a sliding valve body, or a pivoting valve flap member.

[0018] In one embodiment, in the first valve position, the valve body blocks fluid communication between the third inlet port and the first outlet port, and blocks fluid communication between the third outlet port and the first inlet port. In the second valve position, the valve body blocks fluid communication between the second inlet port and the first outlet port, and blocks fluid communication between the second outlet port and the first inlet port.

[0019] In one embodiment, the auxiliary thermal control loop includes a storage unit configured to hold a volume of heat transfer fluid. The volume of heat transfer fluid is arranged as a thermal buffer for cooling or heating the vehicle component in a temporary operating state. The storage unit serves as a volume through which the heat transfer fluid flows. The volume of heat transfer fluid in the storage unit serves as a thermal buffer for a specific cooling or heating requirement of the vehicle component.

[0020] In one embodiment, the auxiliary thermal control loop includes a pump for circulating the heat transfer fluid in the auxiliary thermal control loop to the vehicle component and through the storage unit in a temporary operating state. The thermal management system is configured to actuate the pump when a cooling demand or a heating demand of the vehicle component is detected. The pump can have any suitable configuration for delivering the heat transfer fluid, and the flow rate of the heat transfer fluid from the pump can be determined based on, for example, the volume of the heat transfer fluid in the storage unit, the temperature of the heat transfer fluid in the storage unit, and the temperature of the vehicle component.

[0021] In one embodiment, in a normal operating state, the primary thermal control circuit is completely separated from the auxiliary thermal control circuit by a valve unit, while in a temporary operating state, the auxiliary thermal control circuit is completely separated from the primary thermal control circuit by a valve unit. The separation of the respective circuits prevents flow between the circuits and allows only the primary thermal control circuit to be used for cooling or heating vehicle components in a normal operating state, and only the auxiliary thermal control circuit to be used for cooling or heating vehicle components in a temporary operating state. Depending on the configuration of the valve unit, this separation does not necessarily prevent the respective thermal control circuit from providing flow in its own circuit.

[0022] The present disclosure also relates to a method for operating a thermal management system for cooling or heating a vehicle component. The thermal management system includes a main thermal control loop connected to the vehicle component and an auxiliary thermal control loop connected to the vehicle component. The thermal management system operates in a normal operating state with the help of the main thermal control loop, or operates in a temporary operating state with the help of the auxiliary thermal control loop. The method includes the following steps: arranging the main thermal control loop to be in fluid communication with the vehicle component via a valve unit in a normal operating state; arranging the auxiliary thermal control loop to be in fluid communication with the vehicle component via a valve unit in a temporary operating state when a cooling demand or heating demand of the vehicle component is detected, and starting the auxiliary thermal control loop to cool or heat the vehicle component in the temporary operating state.

[0023] An advantage of having these features is that the thermal management system can be simple in design and construction, and the auxiliary thermal control loop can effectively cool or heat the vehicle component when a cooling need or heating need of the vehicle component is detected. If the thermal control loop that controls the temperature of the vehicle component does not provide sufficient temperature regulation, the system can perform effective temperature regulation, in particular to prevent the risk of overheating or damaging the vehicle component. The use of a valve unit can make the thermal management system simple in design and construction, with fewer components, compared to conventional systems used. The system is designed to be able to act quickly on temperature regulation needs (such as insufficient temperature regulation) in order to establish effective temperature regulation of critical vehicle components. By using an auxiliary thermal control loop, vehicle components can be effectively cooled or heated.

[0024] In one embodiment, the method further comprises the step of operating the thermal management system in a temporary operating state by means of an auxiliary thermal control loop according to an enhanced cooling or heating demand of a vehicle component. Upon detection of inefficient cooling or inefficient heating of a vehicle component, an enhanced cooling or heating demand is generated. The thermal management system is designed to be able to act quickly on the enhanced cooling or heating demand of the vehicle component. By using the auxiliary thermal control loop, efficient cooling or heating of the vehicle component can be achieved.

[0025] In one embodiment, the thermal management system includes at least one sensor, wherein the at least one sensor is a temperature sensor connected to the main thermal control loop and / or the vehicle component. The method also includes the steps of: detecting an enhanced cooling or heating demand of the vehicle component by the at least one sensor. The at least one sensor is configured to detect the enhanced cooling or heating demand so as to change the thermal management system from a normal operating state to a temporary operating state. The at least one sensor is configured to detect the enhanced cooling or heating demand of the vehicle component. The system is designed to detect the enhanced cooling or heating demand of the vehicle component by the at least one sensor and to quickly act on the enhanced cooling or heating demand of the vehicle component.

[0026] In one embodiment, the method further comprises the step of operating the thermal management system in a temporary operating state by means of an auxiliary thermal control loop according to a fault cooling demand of a primary thermal control loop, wherein the fault of the primary thermal control loop is a leakage of a heat transfer fluid from the primary thermal control loop or a blockage of a heat transfer fluid in the primary thermal control loop. Thus, a fault cooling demand is generated when a leakage or blockage occurs in the primary thermal control loop, resulting in inefficient cooling of vehicle components. The thermal management system is designed to be able to take quick action on a faulty primary thermal control loop. By using the auxiliary thermal control loop, effective cooling of vehicle components can be achieved.

[0027] In one embodiment, the thermal management system includes at least one sensor, wherein at least one sensor is a pressure sensor, a temperature sensor and / or a flow sensor connected to the main thermal control loop. The method also includes the following steps: detecting leakage or blockage of the main thermal control loop by at least one sensor. When a fault occurs, at least one sensor detects the fault so that the thermal management system changes from a normal operating state to a temporary operating state. At least one sensor is configured to detect leakage or blockage of the main thermal control loop. The system is designed to be able to detect leakage or blockage of the main thermal control loop by at least one sensor, and to take quick action on leakage or blockage of the main thermal control loop. The main thermal control loop can be designed to have a combination of different types of sensors for effectively and quickly detecting leakage or blockage.

[0028] In one embodiment, the method further comprises the steps of: disconnecting the auxiliary thermal control loop from fluid communication with the vehicle component by the valve unit in the normal operating state; and disconnecting the main thermal control loop from fluid communication with the vehicle component by the valve unit in the temporary operating state. Disconnection of the respective loops allows only one loop to be used for cooling or heating the vehicle component for efficient operation (work) of the thermal management system.

[0029] In one embodiment, the valve unit includes a first outflow port and a first inflow port connected to a vehicle component. The valve unit includes a second inflow port and a second outflow port connected to a main thermal control loop. The valve unit includes a third inflow port and a third outflow port connected to an auxiliary thermal control loop. The valve unit includes a valve body. The method also includes the following steps: arranging the valve body in a first valve position in a normal operating state, wherein in the first valve position, the second inflow port is in fluid communication with the first outflow port, and the second outflow port is in fluid communication with the first inflow port; arranging the valve body in a second valve position in a temporary operating state, wherein in the second valve position, the third inflow port is in fluid communication with the first outflow port, and the third outflow port is in fluid communication with the first inflow port. The valve body can have any suitable configuration, such as a rotating valve body, a sliding valve body, or a pivoting valve flap member.

[0030] In one embodiment, the method further includes the following steps: in a first valve position, blocking the fluid communication between the third inlet port and the first outlet port by the valve body, and blocking the fluid communication between the third outlet port and the first inlet port; in a second valve position, blocking the fluid communication between the second inlet port and the first outlet port by the valve body, and blocking the fluid communication between the second outlet port and the first inlet port.

[0031] In one embodiment, the auxiliary thermal control loop includes a storage unit configured to hold a certain volume of heat transfer fluid. The certain volume of heat transfer fluid is arranged as a thermal buffer for cooling or heating vehicle components in a temporary operating state. The auxiliary thermal control loop includes a pump, which is used to circulate the heat transfer fluid in the auxiliary thermal control loop to the vehicle components and through the storage unit in a temporary operating state. The method also includes the following steps: actuating the pump when a cooling demand or heating demand of the vehicle component is detected. The storage unit serves as a volume through which the heat transfer fluid flows. The certain volume of heat transfer fluid in the storage unit serves as a thermal buffer for a specific cooling temperature or heating temperature of the vehicle component. The thermal management system is configured to actuate the pump when a cooling demand or heating demand of the main thermal control loop is detected. The pump can have any suitable configuration for conveying heat transfer fluid.

[0032] In one embodiment, the method further comprises the following steps: completely separating the main thermal control circuit from the auxiliary thermal control circuit by a valve unit in a normal operating state; completely separating the auxiliary thermal control circuit from the main thermal control circuit by a valve unit in a temporary operating state. The separation of the respective circuits prevents (fluid) flow between the circuits and only allows the main thermal control circuit to cool or heat the vehicle component in a normal operating state, and only allows the auxiliary thermal control circuit to cool or heat the vehicle component in a temporary operating state.

[0033] The present disclosure also relates to a vehicle including a thermal management system for cooling or heating the above-mentioned vehicle components. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The present disclosure will be described in detail below with reference to the accompanying drawings, in which:

[0035] Figure 1 A system layout diagram schematically shows a thermal management system according to an embodiment,

[0036] Figure 2a to Figure 2b A schematic diagram showing the system layout of a thermal management system in a normal operating state and a temporary operating state,

[0037] Figure 3 A perspective view schematically shows a thermal management system according to an embodiment,

[0038] Figure 4a to Figure 4bA perspective view schematically showing a thermal management system in a normal operating state and in a temporary operating state,

[0039] Figure 5a to Figure 5b A perspective view schematically showing a valve unit and a valve body of the valve unit of a thermal management system according to an embodiment,

[0040] Figure 6a to Figure 6b schematically shows a cross-sectional side view of the valve unit in a normal operating state and in a temporary operating state, and

[0041] Figure 7a to Figure 7b A layout diagram of a valve unit of an alternative embodiment is schematically shown in a normal operating state and in a temporary operating state. DETAILED DESCRIPTION

[0042] Various aspects of the disclosure will be described below in conjunction with the accompanying drawings to illustrate rather than limit the disclosure, wherein like reference numerals represent like elements, and variations of the aspects are not limited to the specifically shown embodiments but may be applied to other variations of the disclosure.

[0043] Figure 1 The system layout of a thermal management system S for cooling or heating a vehicle component 1 is schematically shown. The thermal management system S comprises a primary thermal control loop 2 connected to the vehicle component 1 and an auxiliary thermal control loop 3 connected to the vehicle component 1. Figure 3 , a three-dimensional view of a thermal management system S is schematically shown.

[0044] The vehicle component 1 may be any critical component or system of the vehicle that requires cooling or heating during operation. Examples of vehicle components 1 that require temperature control are vehicle control units, which include central processing units (CPUs), battery units, power electronics units, and other types of vehicle units or components that are part of the vehicle configuration. One specific example of a critical vehicle component that requires temperature control is a CPU, where the exact temperature of the CPU is difficult to predict. The functionality of the CPU does not decrease with increasing temperature, and when overheated, the CPU permanently fails during operation at a high cost and risk of functional loss.

[0045] For example, Figure 1 and Figure 3 As shown, the thermal management system S comprises a valve unit 4. The valve unit 4 connects the primary thermal control loop 2 to the vehicle component 1. The valve unit 4 also connects the auxiliary thermal control loop 3 to the vehicle component 1.

[0046] The primary thermal control loop 2 may have any suitable configuration for cooling or heating the vehicle component 1 and may be configured in any suitable manner. Figure 1 and Figure 3 An exemplary embodiment of a system configuration is schematically shown in FIG. Figure 1 In the illustrated embodiment, the main thermal control loop 2 includes a circulation pump 2a for circulating a heat transfer fluid F, a heat exchanger 2b for cooling or heating the transfer fluid F, and an expansion bottle 2c. The circulation pump 2a may have any suitable configuration for conveying the heat transfer fluid F (e.g., a suitable coolant) in the main thermal control loop 2. The heat exchanger 2b may be configured as a radiator, or alternatively may be configured as a heat exchanger connected to a separate, not shown, thermal control loop or refrigerant loop. The expansion bottle 2c may have any suitable configuration that allows the heat transfer fluid F to expand without causing failure of the thermal management system S. The expansion bottle 2c prevents the thermal management system S from becoming over-pressurized as the heat transfer fluid F heats up and expands. However, it should be understood that, depending on the design and construction of the vehicle, the main thermal control loop 2 may include any suitable components required to cool or heat the vehicle components 1, and the components shown merely illustrate possible system layouts. Figure 3 In the embodiment shown, components of the main thermal control loop 2 are omitted, which are indicated by the dashed portion of the thermal control loop.

[0047] Under normal operating conditions of the vehicle, the thermal management system S operates in a normal operating state S via a primary thermal control loop 2 for cooling or heating a vehicle component 1. N The following operations, such as Figure 2a and Figure 4a As shown. In normal operation state S N In the normal operating state S N Under the condition that the heat transfer fluid F is allowed to circulate from the main thermal control loop 2 to the vehicle component 1 via the valve unit 4. The components of the main thermal control loop 2 are fluidly connected with conduits, pipes or other suitable connecting devices, which are used to transport the heat transfer fluid F in the main thermal control loop, transport the heat transfer fluid F from the main thermal control loop 2 to the vehicle component 1 via the valve unit 4, and transport the heat transfer fluid F from the vehicle component 1 to the main thermal control loop 2 via the valve unit 4. The main thermal control loop 2 thus has the function of cooling or heating the vehicle component 1 during normal operation and driving conditions of the vehicle, as will be further described below.

[0048] The thermal management system S is also configured to, when a cooling or heating requirement of the vehicle component 1 is detected, control the thermal management system S in the temporary operating state S by means of the auxiliary thermal control loop 3. T In Figure 2b and Figure 4b The temporary operating state S is schematically shown in T , and the thermal management system S is configured to be used in the temporary operating state S T The auxiliary thermal control loop 3 for cooling or heating the vehicle component 1 is activated in the temporary operating state S TIn the temporary operating state S, the auxiliary thermal control circuit 3 is connected to the vehicle component 1 via the valve unit 4 and T When connected to the vehicle component 1 via the valve unit 4 , the auxiliary thermal control loop 3 allows the heat transfer fluid F to circulate from the auxiliary thermal control loop 3 to the vehicle component 1 via the valve unit 4 .

[0049] If the thermal management system S detects a need for increased cooling or heating of the vehicle component 1, for example when the primary thermal control loop 2 is unable to cool or heat the vehicle component to a desired temperature level, a cooling demand or a heating demand is detected. A cooling demand or a heating demand may also be detected when a failure of the primary thermal control loop 2 occurs. The thermal management system S appropriately further comprises a control unit, not shown, and the control unit manipulates and controls the operation of the thermal management system S based on the cooling demand or the heating demand, for example in a normal operating state S N and temporary operating state S T Switch between operating modes.

[0050] The thermal management system S is configured to control the vehicle component 1 in a temporary operating state S by means of the auxiliary thermal control loop 3 according to an increased cooling or heating requirement of the vehicle component 1. T When inefficient cooling or inefficient heating of the vehicle component 1 is detected, an enhanced cooling or heating demand is generated. The thermal management system is designed to be able to act quickly on the enhanced cooling or heating demand of the vehicle component 1, and by using the auxiliary thermal control loop 3, efficient cooling or heating of the vehicle component 1 can be achieved.

[0051] The thermal management system S comprises at least one sensor 7 configured to detect an increased cooling or heating need of a vehicle component 1. The at least one sensor 7 is a temperature sensor connected to the main thermal control loop 2 or alternatively to the vehicle component 1. The system may comprise more than one sensor 7, for example one sensor connected to the main thermal control loop and one sensor connected to the vehicle component 1. The at least one sensor 7 is configured to be able to detect an increased cooling or heating need of the vehicle component 1, so that the thermal management system S is switched from a normal operating state S N Change to temporary operating state S T The at least one sensor 7 is configured to detect the need for increased cooling or heating of the vehicle component 1, and the system is designed to detect the need for increased cooling or heating of the vehicle component 1 through the at least one sensor 7 and to quickly act on the need for increased cooling or heating of the vehicle component 1. It should be understood that the auxiliary thermal control loop 3 may also include a temperature sensor.

[0052] The need for enhanced cooling or heating may depend on different factors, such as vehicle system conditions or ambient conditions. In very cold climates, it may be desirable to temporarily heat vehicle components 1 by using the enhanced heating function of the thermal management system S. The thermal management system S then changes the mode from the normal operating state S to the N Switch to temporary operating state S T , to perform enhanced heating of the vehicle component 1 by means of the auxiliary thermal control loop 3. The enhanced heating is switched on by means of the auxiliary thermal control loop 3 without engaging the main thermal control loop 2. Under thermal load conditions, the system temperature of the main thermal control loop 2 may increase above a desired level for a limited period of time. It may then be desirable to temporarily cool the vehicle component 1 by using the enhanced cooling function of the thermal management system S. The thermal management system S then switches the mode from the normal operating state S N Switch to temporary operating state S T , to provide enhanced cooling of the vehicle component 1 by means of the auxiliary thermal control loop 3. Enhanced cooling is turned on by means of the auxiliary thermal control loop 3 without the need to engage the main thermal control loop 2. It should be understood that the temperature level of the heat transfer fluid F in the auxiliary thermal control loop 3 can be adjusted for the desired enhanced heating or enhanced cooling function.

[0053] The thermal management system S is also configured to cool the primary thermal control loop 2 in a temporary operating state S by means of the auxiliary thermal control loop 3 according to the fault cooling requirement of the primary thermal control loop 2. T The failure of the primary thermal control loop 2 is a leakage of the heat transfer fluid F from the primary thermal control loop 2 or a blockage of the heat transfer fluid F in the primary thermal control loop 2. Therefore, a fault cooling demand is generated when the primary thermal control loop 2 leaks or is blocked, resulting in inefficient cooling of the vehicle component 1. The thermal management system S is designed to be able to take action on a failed primary thermal control loop 2. By using the auxiliary thermal control loop 3, effective cooling of the vehicle component 1 can be achieved.

[0054] A failure of the primary thermal control loop 2 is a leakage of the heat transfer fluid F from the primary thermal control loop 2 or a blockage of the heat transfer fluid F in the primary thermal control loop 2. For example, a leakage of the heat transfer fluid F from the primary thermal control loop 2 may occur if any conduit leaks, if any connection between a component and a conduit leaks, or if any component leaks. A leakage may occur if a conduit, a connection or a component bulges or breaks, or if a seal is damaged. A blockage of the heat transfer fluid F in the primary thermal control loop 2 may occur if the flow of the heat transfer fluid F cannot be delivered (which may be caused by a faulty component), or if an object or contaminant blocks the flow path. A blockage of the heat transfer fluid F in the primary thermal control loop 2 may also occur if the power supply to the component does not function properly, such as in the event of a power outage or a blown fuse. A specific example of a blockage is if the power supply to the circulation pump 2a is blocked, which in turn hinders the delivery of the heat transfer fluid F in the primary thermal control loop 2.

[0055] As mentioned above, the thermal management system S comprises at least one sensor 7, such as Figure 1 As shown. In this embodiment, at least one sensor 7 is arranged to detect a fault cooling demand of the main thermal control loop 2. Therefore, the sensor 7 is configured to detect a fault in the main thermal control loop 2. The at least one sensor 7 for detecting a fault in the main thermal control loop 2 is suitably a pressure sensor, a temperature sensor and / or a flow sensor connected to the main thermal control loop 2, and the at least one sensor 7 is arranged to detect a leak or a blockage in the main thermal control loop 2. When a fault occurs, the at least one sensor 7 detects the fault so that the thermal management system S is switched from a normal operating state S N Change to temporary operating state S T The system is designed to be able to detect leakage or blockage of the main thermal control loop 2 by at least one sensor 7 and to quickly take action on the leakage or blockage of the main thermal control loop 2. A combination of different types of sensors can be used in the main thermal control loop 2 for effective and rapid detection of faults.

[0056] It will be appreciated that the sensor 7 configured to detect a failure of the primary thermal control loop 2 may be the same temperature sensor 7 used to detect an increased cooling or heating demand. Alternatively, the sensor 7 configured to detect a failure of the primary thermal control loop 2 may be a separately arranged sensor.

[0057] For example Figure 2b and Figure 4b As shown, the auxiliary thermal control loop 3 comprises a storage unit 8 configured to contain a volume of heat transfer fluid F. The volume of heat transfer fluid F is arranged to be stored in the temporary operating state S TThe storage unit 8 is used as a volume through which the heat transfer fluid F flows. The storage unit 8 comprises a flow inlet 8a and a flow outlet 8b. The heat transfer fluid F is in a temporary operating state S T , which flows into the storage unit 8 via the flow inlet 8a and flows out of the storage unit 8 via the flow outlet 8b. If the storage unit 8 is placed at a suitable location in the vehicle, the temperature of the heat transfer fluid F in the storage unit 8 can be maintained at the ambient temperature, for example, and for a certain period of time, the volume of the heat transfer fluid F in the storage unit 8 acts as a thermal buffer until a specific cooling or heating temperature of the vehicle component 1 is reached. The storage unit 8 can be cooled by a suitable cooling device, or alternatively heated by a suitable heating device.

[0058] As an example, if the main thermal control loop 2 fails, when the auxiliary thermal control loop 3 is in the temporary operating state S T When the vehicle is activated, the user of the vehicle has enough time to take action. The thermal management system S is therefore appropriately designed to have a certain volume of heat transfer fluid F in the storage unit 8 and a certain flow rate of the heat transfer fluid F in the auxiliary thermal control loop 3 to allow the user to take action and drive the vehicle to a safe position. As a non-limiting example, the actual reaction time of the user may be at least 2 minutes to 4 minutes, allowing the user to safely stop the vehicle in most driving scenarios.

[0059] The auxiliary heat control loop 3 also includes a pump 9, which is used in the temporary operating state S T The heat transfer fluid F in the auxiliary thermal control loop 3 is circulated to the vehicle component 1 and through the storage unit 8. The thermal management system S is configured to actuate the pump 9 when a cooling demand or a heating demand of the vehicle component 1 is detected. The pump 9 can have any suitable configuration for delivering the heat transfer fluid F, and the flow rate of the heat transfer fluid F from the pump can be determined based on, for example, the volume of the heat transfer fluid in the storage unit 8, the temperature of the heat transfer fluid in the storage unit 8, and the temperature of the vehicle component 1. Depending on the design of the thermal management system S, the pump 9 can be arranged in the flow path of the auxiliary thermal control loop 3 before or after the storage unit 8. Figure 3 As shown in the illustrated embodiment, the pump 9 can also be arranged connected to the storage unit 8. In an alternative, not shown, embodiment, the pump 9 can be arranged within the storage unit 8 or structurally integrated with the storage unit 8.

[0060] In the temporary operating state S T The auxiliary thermal control circuit 3 is connected to a vehicle component 1 via a valve unit 4, such as for example Figure 2b and Figure 4b In the temporary operating state S TUnder the condition that the heat transfer fluid F is allowed to circulate from the auxiliary thermal control loop 3 to the vehicle component 1 via the valve unit 4. The components of the auxiliary thermal control loop 3 (such as the storage unit 8 and the pump 9) are fluidly connected with conduits, pipes or other suitable connecting devices, which are used to transport the heat transfer fluid F in the auxiliary thermal control loop 3, transport the heat transfer fluid F from the auxiliary thermal control loop 3 to the vehicle component 1 via the valve unit 4, and transport the heat transfer fluid F from the vehicle component 1 to the auxiliary thermal control loop 3 via the valve unit 4.

[0061] As described above, the thermal management system S suitably also includes a control unit, not shown, which operates and controls the operation of components and circuits of the thermal management system S (eg, the pump 9 and the valve 4 ) based on cooling demand or heating demand.

[0062] The valve unit 4 is designed to be suitable for N The auxiliary thermal control cooling circuit 3 is disconnected from the fluid communication with the vehicle component 1, and in the temporary operating state S T The fluid connection between the main thermal control circuit 2 and the vehicle component 1 is disconnected. When the main thermal control circuit 2 is in the normal operating state S N When the auxiliary thermal control circuit 3 is connected to the vehicle component 1 and is in fluid communication with the vehicle component 1, the valve unit 4 prevents the auxiliary thermal control circuit 3 from being in fluid communication with the vehicle component 1. In this way, in the normal operating state S N In this state, the main thermal control loop 2 and the vehicle component 1 form a closed thermal control loop separated from the auxiliary thermal control loop 3. When the auxiliary thermal control loop 3 is in the temporary operating state S T When the primary thermal control circuit 2 is connected to the vehicle component 1 and is in fluid communication with the vehicle component 1, the valve unit 4 prevents the primary thermal control circuit 2 from being in fluid communication with the vehicle component 1. In this way, in the temporary operating state S T In the normal operating state S N In the temporary operating state S, the main heat control circuit 2 is completely separated from the auxiliary heat control circuit 3 by the valve unit 4, and in the temporary operating state S T In this case, the auxiliary thermal control circuit 3 is completely separated from the main thermal control circuit 2 by the valve unit 4 .

[0063] For example Figure 1 and Figure 3 As shown, the thermal management system S includes another thermal control loop 10 connected to the vehicle component 1 and the valve unit 4. Each of the main thermal control loop 2 and the auxiliary thermal control loop 3 can be connected to the vehicle component 1 via the valve unit 4 and the other thermal control loop 10. Figure 2a to Figure 2b , Figure 4a to Figure 4b and Figure 7a to Figure 7bAs shown by the arrow in FIG. 1 , another thermal control loop 10 is arranged to be in a normal operating state S N and temporary operating state S T The heat transfer fluid F is delivered from the valve unit 4 to the vehicle component 1 and from the vehicle component 1 to the valve unit 4. As can be understood from the figure, another thermal control loop 10 is formed by a conduit, a pipe or other suitable connection device, which is used to deliver the heat transfer fluid F from the valve unit 4 to the vehicle component 1 and to deliver the heat transfer fluid F from the vehicle component 1 to the valve unit 4. The vehicle component 1 appropriately includes a flow channel or similar arrangement not shown, which is used to cool or heat the vehicle component 1 with the heat transfer fluid F. In the illustrated embodiment, the vehicle component 1 includes an inlet port 1a and an outlet port 1b connected to another thermal control loop 10, and the flow channel or similar arrangement of the vehicle component 1 is connected to the inlet port 1a and the outlet port 1b so that the heat transfer fluid F can flow through the vehicle component 1.

[0064] The valve unit 4 may have any suitable configuration for controlling the flow of the heat transfer fluid F to and from the vehicle component 1. Figure 1 , Figure 3 , Figure 4a to Figure 4b and Figure 7a to Figure 7b In the illustrated embodiment, the valve unit 4 includes a first outflow port 6a and a first inflow port 5a connected to the vehicle component 1. The valve unit 4 also includes a second inflow port 5b and a second outflow port 6b connected to the primary thermal control loop 2, and a third inflow port 5c and a third outflow port 6c connected to the auxiliary thermal control loop 3.

[0065] The valve unit 4 includes a valve body 4a, such as Figure 5a to Figure 5b , Figure 6a to Figure 6b and Figure 7a to Figure 7b As shown in the embodiment shown in FIG. Figure 6a and Figure 7a As shown, the valve body 4a is in the normal operating state S N , arranged in the first valve position P V1 In the first valve position P V1 , the second inlet port 5b is in fluid communication with the first outlet port 6a, and the second outlet port 6b is in fluid communication with the first inlet port 5a. Figure 2a , Figure 4a and Figure 7a As shown by the arrow in the figure, the first valve position P V1 The heat transfer fluid is allowed to circulate from the main thermal control circuit 2 via the valve unit 4 to the vehicle component 1 and from the vehicle component 1 to the main thermal control circuit 2. V1The valve body 4a blocks the fluid communication between the third inflow port 5c and the first outflow port 6a, and blocks the fluid communication between the third outflow port 6c and the first inflow port 5a. In this way, the fluid flow from the auxiliary thermal control circuit 3 to the vehicle component 1 is prevented.

[0066] like Figure 6b and Figure 7b As shown, the valve body 4a is in a temporary operating state S T , arranged in the second valve position P V2 In the second valve position P V2 , the third inflow port 5c is in fluid communication with the first outflow port 6a, and the third outflow port 6c is in fluid communication with the first inflow port 5a. Figure 2b , Figure 4b and Figure 7b As shown by the arrow in the figure, the second valve position P V2 The heat transfer fluid is enabled to circulate from the auxiliary thermal control circuit 3 via the valve unit 4 to the vehicle component 1 and from the vehicle component 1 to the auxiliary thermal control circuit 3. V2 The valve body 4a blocks the fluid communication between the second inlet port 5b and the first outlet port 6a, and blocks the fluid communication between the second outlet port 6b and the first inlet port 5a. In this way, the fluid flow from the primary thermal control circuit 2 to the vehicle component 1 is prevented.

[0067] The valve body 4a of the valve unit 4 is appropriately connected to an actuator (not shown) or the like, which is used to move the valve body 4a in the first valve position P V1 and the second valve position P V2 The actuator can be arranged as an electric motor, a stepper motor or other suitable actuation device.

[0068] The valve body 4a may be constructed to have a flap-like configuration, wherein the valve body 4a is configured to be in the first valve position P V1 and the second valve position P V2 Alternatively, the valve body 4a may have a rotational configuration, wherein the valve body is configured for use in the first valve position P V1 With the second valve position P V2 Rotational movement is performed when shifting between them.

[0069] Figure 5a to Figure 5b and Figure 6a to Figure 6b The valve unit 4 of the illustrated embodiment has a valve body with a valve flap configuration, and the valve unit 4 includes a first chamber 11a and a second chamber 11b, as shown in FIG. Figure 5aAs shown. The first chamber 11a and the second chamber 11b are separated from each other, so there is no fluid transfer between the chambers. The first chamber 11a is in fluid communication with the first inflow port 5a, the second outflow port 6b and the third outflow port 6c. The second chamber 11b is in fluid communication with the second inflow port 5b, the third inflow port 5c and the first outflow port 6a.

[0070] exist Figure 5a to Figure 5b and Figure 6a to Figure 6b In the illustrated embodiment, the valve body 4a has a double valve flap configuration, which has a first valve flap 4a1 and a second valve flap 4a2. The first valve flap 4a1 and the second valve flap 4a2 are connected to each other via a shaft structure 4b, and the valve body 4a having the valve flaps is in the first valve position P V1 and the second valve position P V2 When shifting, it pivots around the axis structure 4b.

[0071] In the first valve position P V1 , the valve body 4a is arranged in the first angular position, and in the second valve position P V2 , the valve body 4a is arranged in the second angular position, such as from Figure 6a to Figure 6b As an example, the valve body 4a is in the first valve position P V1 With the second valve position P V2 The angular difference therebetween may be in the range of 10° to 180°, preferably in the range of 20° to 45°.

[0072] During normal operating conditions of the vehicle, the valve unit 4 is in the normal operating state S N and arranged as follows Figure 6a The first valve position P shown V1 When a cooling or heating demand of the vehicle component 1 is detected, the auxiliary thermal control loop 3 is activated for the temporary operating state S T The actuator is used to actively change the position from the first valve position P V1 Move to the second valve position P V2 The actuator thus operates the valve unit 4 to connect the auxiliary thermal control loop 3 into fluid communication with the vehicle component 1 and to disconnect the primary thermal control loop 2 from fluid communication with the vehicle component 1 .

[0073] In an alternative embodiment, Figure 5a to Figure 5b and Figure 6a to Figure 6bThe valve unit 4 shown in is constructed as a pressure-operated passive valve, in which the valve body 4a is arranged as a valve flap member operated by fluid pressure. If the thermal management system S is designed not to have an enhanced cooling or heating function and only includes detecting a fault of the main thermal control loop 2, then this configuration is suitable, in which the valve unit is constructed without an actuator. The fluid pressure from the circulating heat transfer fluid F in the auxiliary thermal control loop 3 operates the valve unit 4 to connect the auxiliary thermal control loop 3 to fluid communication with the vehicle component 1 and to disconnect the main thermal control loop 2 from fluid communication with the vehicle component 1. The pressure from the circulating heat transfer fluid F in the auxiliary thermal control loop 3 is generated by operating the pump 9, and the generated pressure in the auxiliary thermal control loop 3 forces the valve body 4a of the valve unit 4 from the first valve position P V1 Move to the second valve position P V2 It should be understood that when a fault occurs, the pressure in the main thermal control circuit 2 may decrease due to leakage or blockage, and the higher pressure in the auxiliary thermal control circuit 3 than in the main thermal control circuit 2 forces the valve body 4a to move from the first valve position P V1 Move to the second valve position P V2 In the event of a fault in the main heat control loop 2 , for example if a blockage occurs, the circulation pump 2 a can be shut down to reduce the pressure in the main heat control loop 2 .

[0074] exist Figure 7a to Figure 7b In the embodiment shown, the valve unit 4 is arranged with a valve body 4a having a rotational configuration, wherein the valve body 4a is in a first valve position P V1 and the second valve position P V2 The valve body 4a includes a first flow passage 12a, a second flow passage 12b and a third flow passage 12c arranged to fluidly connect the inflow port and the outflow port of the valve unit 4.

[0075] like Figure 7a As shown, the valve body 4a is in the normal operating state S N , is arranged in the first valve position P V1 In the first valve position P V1 , the second inflow port 5b is in fluid communication with the first outflow port 6a via the first flow channel 12a, and the second outflow port 6b is in fluid communication with the first inflow port 5a via the second flow channel 12b. Figure 7a As shown by the arrow in the figure, the first valve position P V1 The heat transfer fluid is allowed to circulate from the main thermal control circuit 2 via the valve unit 4 to the vehicle component 1 and from the vehicle component 1 to the main thermal control circuit 2. In the first valve position P V1, the valve body 4a blocks the fluid communication between the third inflow port 5c and the first outflow port 6a, and blocks the fluid communication between the third outflow port 6c and the first inflow port 5a. In this way, flow from the auxiliary thermal control circuit 3 to the vehicle component 1 is prevented. In the first valve position P V1 , blocking the fluid communication of the third flow channel 12c, such as Figure 7a shown.

[0076] like Figure 7b As shown, the valve body 4a is in a temporary operating state S T , is arranged in the second valve position P V2 In the second valve position P V2 , the third inflow port 5c is in fluid communication with the first outflow port 6a via the first flow channel 12a, and the third outflow port 6c is in fluid communication with the first inflow port 5a via the second flow channel 12b. Figure 7b As shown by the arrow in the figure, the second valve position P V2 The heat transfer fluid is allowed to circulate from the auxiliary thermal control circuit 3 via the valve unit 4 to the vehicle component 1 and from the vehicle component 1 to the auxiliary thermal control circuit 3. V2 , the valve body 4a blocks the fluid communication between the second inflow port 5b and the first outflow port 6a, and blocks the fluid communication between the second outflow port 6b and the first inflow port 5a. In this way, the flow from the main thermal control circuit 2 to the vehicle component 1 is blocked. However, with this valve configuration, the second inflow port 5b is in fluid communication with the second outflow port 6b via the third flow channel 12c. In this way, the second valve position P V2 Allowing fluid to circulate in the main thermal control loop 2 during enhanced cooling or enhanced heating operations, such as Figure 7b As indicated by the arrow in .

[0077] The valve unit may have other configurations different from the configuration described. The valve body may also be arranged as a sliding valve body, which allows or blocks fluid delivery through a chamber. The valve unit may be arranged with two valves rather than a valve body with two chambers, wherein each of the two valves is provided with a chamber. The valve unit may be actuated with fluid pressure or by an actuator (e.g., an electric motor, a stepper motor or other suitable actuating device). In other alternative embodiments, the valve unit may be arranged as a magnetic flow valve enabled by supplying current.

[0078] When in normal operating state S N When the thermal management system S is operated, the main thermal control loop 2 cools or heats the vehicle component 1, such as Figure 2a and Figure 4a As shown, the auxiliary thermal control loop 3 is disconnected from the vehicle component 1. In the normal operating state S NIn this case, the primary thermal control loop 2 is arranged in fluid communication with the vehicle component 1 via the valve unit 4 , and the auxiliary thermal control loop 3 is disconnected from the fluid communication with the vehicle component 1 by the valve unit 4 .

[0079] pass Figure 5a to Figure 5b , Figure 6a to Figure 6b and Figure 7a to Figure 7b The configuration of the valve unit 4 shown in FIG. 4 is shown in FIG. 4 , in the normal operating state S N The valve body 4a is arranged in the first valve position P V1 , and in the first valve position P V1 , the second inlet port 5b is in fluid communication with the first outlet port 6a, and the second outlet port 6b is in fluid communication with the first inlet port 5a. V1 , the fluid communication between the third inflow port 5c and the first outflow port 6a is blocked by the valve unit 4, and the fluid communication between the third outflow port 6c and the first inflow port 5a is blocked by the valve body 4a. N In this case, the valve unit 4 completely separates the main thermal control loop 2 from the auxiliary thermal control loop 3 .

[0080] When a cooling demand or a heating demand of the vehicle component 1 occurs, the cooling demand or the heating demand of the vehicle component 1 is detected by at least one sensor 7. When the at least one sensor 7 detects the cooling demand or the heating demand, the thermal management system S changes from the normal operating state S N Change to temporary operating state S T ,like Figure 2b and Figure 4b When the normal operating state S N Change to temporary operating state S T , the auxiliary thermal control loop 3 cools or heats the vehicle component 1 instead, and the main thermal control loop 2 is disconnected from the vehicle component 1. T In the state of the auxiliary thermal control loop 3, the auxiliary thermal control loop 3 is arranged to be in fluid communication with the vehicle component 1 via the valve unit 4, and the auxiliary thermal control loop 3 is activated to cool or heat the vehicle component 1. Activation of the auxiliary thermal control loop 3 includes activation of a pump 9 for circulating the heat transfer fluid F in the auxiliary thermal control loop 3 to the vehicle component 1 and through the storage unit 8. The pump 9 is activated when a cooling demand or a heating demand of the vehicle component 1 is detected. The heat transfer fluid F stored in the storage volume 8 is arranged to be in the temporary operating state S T The heat transfer fluid F in the storage volume 8 is drawn into the conduit of the auxiliary thermal control loop 3 and delivered to the vehicle component 1 for cooling or heating the vehicle component 1. In addition, in the temporary operating state S T In this case, the main thermal control circuit 2 is disconnected from the fluid connection with the vehicle component 1 by means of the valve unit 4. Figure 5a to Figure 5b , Figure 6a to Figure 6b and Figure 7a to Figure 7b In the configuration of the valve unit 4 shown in FIG. 1 , the valve body 4 a is in the temporary operating state S T The lower valve is arranged in the second valve position P V2 , and in the second valve position P V2 , the third inflow port 5c is in fluid communication with the first outflow port 6a, and the third outflow port 6c is in fluid communication with the first inflow port 5a. V2 , the fluid communication between the second inflow port 5b and the first outflow port 6a is blocked by the valve unit 4, and the fluid communication between the second outflow port 6b and the first inflow port 5a is blocked by the valve body 4a. The valve unit 4 is in the temporary operation state S T The auxiliary thermal control loop 3 is completely separated from the main thermal control loop 2.

[0081] As described above, the valve unit 4 is constructed as an active valve operated by an actuator or a passive valve operated by pressure, and is enabled in the auxiliary thermal control circuit 3 for use in the temporary operating state S T When cooling or heating the vehicle component 1, the valve unit 4 is operated by an actuator or pressure from the circulating heat transfer fluid F in the auxiliary thermal control loop 3. In this way, the valve unit 4 connects the auxiliary thermal control loop 3 to fluid communication with the vehicle component 1 and disconnects the main thermal control loop 2 from fluid communication with the vehicle component 1.

[0082] It should be understood that the above description is merely exemplary in nature and is not intended to limit the present disclosure and its application or use. Although specific examples have been described in the specification and shown in the drawings, it should be understood by those of ordinary skill in the art that various changes may be made and their elements may be replaced with equivalents without departing from the scope of the present disclosure as defined in the claims. In addition, modifications may be made to adapt specific circumstances or materials to the teachings of the present disclosure without departing from its basic scope. Therefore, the present disclosure is not limited to the specific examples shown in the drawings and described in the specification as the best modes currently expected to be used to implement the teachings of the present disclosure, but the scope of the present disclosure will include any embodiment that falls within the foregoing description and the appended claims. The figure marks mentioned in the claims should not be regarded as limiting the scope of the claims, and their only function is to make the claims easier to understand.

[0083] Reference numerals

[0084] 1: Vehicle parts

[0085] 1a: Ingress port

[0086] 1b: Egress port

[0087] 2: Main heat control loop

[0088] 2a: Circulation pump

[0089] 2b: Heat exchanger

[0090] 2c: Expansion bottle

[0091] 3: Auxiliary thermal control loop

[0092] 4: Valve unit

[0093] 4a: Valve body

[0094] 4a1: First valve disc

[0095] 4a2: Second valve disc

[0096] 4b: Axis structure

[0097] 5a: First inflow port

[0098] 5b: Second inflow port

[0099] 5c: Third inflow port

[0100] 6a: First outflow port

[0101] 6b: Second outflow port

[0102] 6c: Third outflow port

[0103] 7: Sensor

[0104] 8: Storage unit

[0105] 8a: Flow Inlet

[0106] 8b: Flow outlet

[0107] 9: Pump

[0108] 10: Another thermal control loop

[0109] 11a: First chamber

[0110] 11b: Second chamber

[0111] 12a: First flow channel

[0112] 12b: Second flow channel

[0113] 12c: Third flow channel

[0114] F: Heat transfer fluid

[0115] S: Thermal management system

[0116] P V1 : First valve position

[0117] P V2 : Second valve position

[0118] S N : Normal operating status

[0119] S T : Temporary operation status

Claims

1. A thermal management system (S) for cooling or heating a vehicle component (1), wherein: The thermal management system (S) comprises a primary thermal control loop (2) connected to the vehicle component (1) and an auxiliary thermal control loop (3) connected to the vehicle component (1), The thermal management system (S) is configured to control the thermal management system (S) in a normal operating state (S) by means of the main thermal control loop (2). N ) or in a temporary operating state (S T ) The thermal management system (S) comprises a valve unit (4), wherein the main thermal control loop (2) is in the normal operating state (S N ) is connected to the vehicle component (1) via the valve unit (4), and wherein, when a cooling demand or a heating demand of the vehicle component (1) is detected, the auxiliary thermal control loop (3) is in the temporary operating state (S T ) is temporarily connected to the vehicle component (1) via the valve unit (4), The thermal management system (S) is configured to temporarily enable the auxiliary thermal control loop (3) to operate in the temporary operating state (S T ) to cool or heat the vehicle component (1).

2. The thermal management system (S) according to claim 1, wherein: The thermal management system (S) is configured to control the vehicle component (1) in the temporary operating state (S) by means of the auxiliary thermal control loop (3) according to the enhanced cooling or heating demand of the vehicle component (1). T ) 3. The thermal management system (S) according to claim 2, wherein: The thermal management system (S) comprises at least one sensor (7) configured to detect an increased cooling or heating demand of the vehicle component (1), wherein the at least one sensor (7) is a temperature sensor connected to the main thermal control loop (2) and / or the vehicle component (1).

4. The thermal management system (S) according to any one of claims 1 to 3, wherein: The thermal management system (S) is configured to cool the primary thermal control circuit (2) in the temporary operating state (S) by means of the auxiliary thermal control circuit (3). T ) is operated under the condition that the failure of the main thermal control loop (2) is leakage of the heat transfer fluid (F) from the main thermal control loop (2) or blockage of the heat transfer fluid (F) in the main thermal control loop (2).

5. The thermal management system (S) according to claim 4, wherein: The thermal management system (S) comprises at least one sensor (7), which is configured to detect a fault cooling requirement of the main thermal control loop (2), wherein the at least one sensor (7) is a pressure sensor, a temperature sensor and / or a flow sensor connected to the main thermal control loop (2), wherein the at least one sensor (7) is configured to detect a leak or a blockage of the main thermal control loop (2).

6. A thermal management system (S) according to any one of the preceding claims, wherein: The valve unit (4) is designed to be suitable for N ) disconnects the auxiliary thermal control circuit (3) from fluid communication with the vehicle component (1), and wherein the valve unit (4) is designed to be suitable for disconnecting the auxiliary thermal control circuit (3) from fluid communication with the vehicle component (1) in the temporary operating state (S T ) disconnects the main thermal control circuit (2) from fluid communication with the vehicle component (1).

7. A thermal management system (S) according to any one of the preceding claims, wherein: The thermal management system (S) comprises a further thermal control circuit (10) connected to the vehicle component (1) and the valve unit (4), wherein each of the primary thermal control circuit (2) and the auxiliary thermal control circuit (3) is connectable to the vehicle component (1) via the valve unit (4) and the further thermal control circuit (10).

8. A thermal management system (S) according to any one of the preceding claims, wherein: The valve unit (4) comprises a first outflow port (6a) and a first inflow port (5a) connected to the vehicle component (1), wherein the valve unit (4) comprises a second inflow port (5b) and a second outflow port (6b) connected to the primary thermal control loop (2), and wherein the valve unit (4) comprises a third inflow port (5c) and a third outflow port (6c) connected to the auxiliary thermal control loop (3).

9. The thermal management system (S) according to claim 8, wherein: The valve unit (4) comprises a valve body (4a), wherein in a normal operating state (S N ) is arranged in a first valve position (P V1 ), and wherein, in the temporary operating state (S T ) is arranged in the second valve position (P V2 ), Wherein, in the first valve position (P V1 ), the second inflow port (5b) is fluidically connected to the first outflow port (6a), and the second outflow port (6b) is fluidically connected to the first inflow port (5a), Wherein, in the second valve position (P V2 ), the third inflow port (5c) is fluidically connected to the first outflow port (6a), and the third outflow port (6c) is fluidically connected to the first inflow port (5a).

10. The thermal management system (S) according to claim 9, wherein: In the first valve position (P V1 ), the valve body (4a) blocks the fluid communication between the third inlet port (5c) and the first outlet port (6a), and blocks the fluid communication between the third outlet port (6c) and the first inlet port (5a), Wherein, in the second valve position (P V2 ), the valve body (4a) blocks the fluid communication between the second inflow port (5b) and the first outflow port (6a), and blocks the fluid communication between the second outflow port (6b) and the first inflow port (5a).

11. A thermal management system (S) according to any one of the preceding claims, wherein: The auxiliary thermal control loop (3) comprises a storage unit (8) configured to contain a volume of heat transfer fluid (F), wherein the volume of heat transfer fluid (F) is arranged to be stored in the temporary operating state (S T ) to cool or heat a thermal buffer body of the vehicle component (1).

12. The thermal management system (S) according to claim 11, wherein: The auxiliary heat control circuit (3) comprises a pump (9) for T ) circulates the heat transfer fluid (F) in the auxiliary thermal control loop (3) to the vehicle component (1) and through the storage unit (8), wherein the thermal management system (S) is configured to actuate the pump (9) when a cooling demand or a heating demand of the vehicle component (1) is detected.

13. A thermal management system (S) according to any one of the preceding claims, wherein: In the normal operating state (S N ), the main thermal control circuit (2) is completely separated from the auxiliary thermal control circuit (3) by the valve unit (4), and wherein, in the temporary operating state (S T ), the auxiliary thermal control circuit (3) is completely separated from the main thermal control circuit (2) by the valve unit (4).

14. A method for operating a thermal management system (S) for cooling or heating a vehicle component (1), wherein: The thermal management system (S) comprises a primary thermal control loop (2) connected to the vehicle component (1) and an auxiliary thermal control loop (3) connected to the vehicle component (1), The thermal management system (S) is controlled by the main thermal control loop (2) in a normal operating state (S N ) or in a temporary operating state (S T ), wherein the method comprises the following steps: The main thermal control loop (2) is arranged to be in the normal operating state (S N ) is fluidly connected to the vehicle component (1) via a valve unit (4); When a cooling demand or a heating demand of the vehicle component (1) is detected, the auxiliary thermal control loop (3) is arranged to operate in the temporary operating state (S T ) is temporarily fluidically connected to the vehicle component (1) via the valve unit (4) and the auxiliary thermal control circuit (3) is temporarily enabled to operate in the temporary operating state (S T ) to cool or heat the vehicle component (1).

15. The method according to claim 14, wherein: The method further comprises the following steps: According to the enhanced cooling or heating requirement of the vehicle component (1), the auxiliary thermal control circuit (3) is used in the temporary operating state (S T ) operates the thermal management system (S) under.

16. The method according to claim 15, wherein: The thermal management system (S) comprises at least one sensor (7), wherein the at least one sensor (7) is a temperature sensor connected to the primary thermal control loop (2) and / or the vehicle component (1), wherein the method further comprises the following steps: An increased cooling or heating requirement of the vehicle component (1) is detected by the at least one sensor (7).

17. The method according to any one of claims 14 to 16, wherein: The method further comprises the following steps: According to the fault cooling requirement of the main thermal control circuit (2), the auxiliary thermal control circuit (3) is used in the temporary operation state (S T ) is operated under the condition that the thermal management system (S) is under the condition that the fault of the main thermal control loop (2) is the leakage of the heat transfer fluid (F) from the main thermal control loop (2) or the blockage of the heat transfer fluid (F) in the main thermal control loop (2).

18. The method according to claim 17, wherein: The thermal management system (S) comprises at least one sensor (7), wherein the at least one sensor (7) is a pressure sensor, a temperature sensor and / or a flow sensor connected to the primary thermal control loop (2), wherein the method further comprises the following steps: Leakage or blockage of the main heat control circuit (2) is detected by the at least one sensor (7).

19. The method according to any one of claims 14 to 18, wherein: The method further comprises the following steps: In the normal operating state (S N ), disconnecting the auxiliary thermal control circuit (3) from fluid communication with the vehicle component (1) through the valve unit (4); In the temporary operating state (S T ), the main thermal control circuit (2) is disconnected from fluid communication with the vehicle component (1) by the valve unit (4).

20. The method according to any one of claims 14 to 19, wherein: The valve unit (4) comprises a first outflow port (6a) and a first inflow port (5a) connected to the vehicle component (1), wherein the valve unit (4) comprises a second inflow port (5b) and a second outflow port (6b) connected to the primary thermal control loop (2), wherein the valve unit (4) comprises a third inflow port (5c) and a third outflow port (6c) connected to the auxiliary thermal control loop (3), wherein the valve unit (4) comprises a valve body (4a), wherein the method further comprises the following steps: In the normal operating state (S N ), the valve body (4a) is arranged in the first valve position (P V1 ), wherein, in the first valve position (P V1 ), the second inflow port (5b) is in fluid communication with the first outflow port (6a), and the second outflow port (6b) is in fluid communication with the first inflow port (5a); In the temporary operating state (S T ), the valve body (4a) is arranged in the second valve position (P V2 ), wherein in the second valve position (P V2 ), the third inflow port (5c) is fluidically connected to the first outflow port (6a), and the third outflow port (6c) is fluidically connected to the first inflow port (5a).

21. The method according to claim 20, wherein: The method further comprises the following steps: In the first valve position (P V1 ), blocking the fluid communication between the third inlet port (5c) and the first outlet port (6a) through the valve body (4a), and blocking the fluid communication between the third outlet port (6c) and the first inlet port (5a); In the second valve position (P V2 ), blocking the fluid communication between the second inlet port (5b) and the first outlet port (6a) through the valve body (4a), and blocking the fluid communication between the second outlet port (6b) and the first inlet port (5a).

22. The method according to any one of claims 14 to 21, wherein: The auxiliary thermal control loop (3) comprises a storage unit (8) configured to contain a volume of heat transfer fluid (F), wherein the volume of heat transfer fluid (F) is arranged to be stored in the temporary operating state (S T ), wherein the auxiliary thermal control circuit (3) comprises a pump (9) for cooling or heating the thermal buffer of the vehicle component (1) in the temporary operating state (S T ) circulates the heat transfer fluid (F) in the auxiliary thermal control loop (3) to the vehicle component (1) and through the storage unit (8), wherein the method further comprises the following steps: The pump (9) is activated when a cooling requirement or a heating requirement of the vehicle component (1) is detected.

23. The method according to any one of claims 14 to 22, wherein: The method further comprises the following steps: In the normal operating state (S N ), the main heat control circuit (2) and the auxiliary heat control circuit (3) are completely separated by the valve unit (4); In the temporary operating state (S T ), the auxiliary thermal control circuit (3) is completely separated from the main thermal control circuit (2) by the valve unit (4).

24. A vehicle comprising a thermal management system (S) for cooling or heating a vehicle component (1) according to any one of claims 1 to 13.

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