Thermal management system, vehicle and control method of thermal management system

Abstract

The invention discloses a thermal management system, a vehicle and a control method of the thermal management system, relates to the technical field of vehicles, and aims to solve the technical problems that the thermal management system is complex in structure and occupies a large whole vehicle space. The thermal management system comprises a cold plate, a direct cooling system and a liquid cooling system, a direct cooling flow channel and a liquid cooling flow channel are arranged in the cold plate, and the cold plate is suitable for heat exchange with a battery pack; the direct cooling system comprises a compressor and a condenser, and the compressor and the condenser form a refrigerant circulation loop with the direct cooling flow channel through a first channel; the liquid cooling system comprises a pump body, and the pump body and the liquid cooling flow channel form a liquid cooling circulation loop through a second channel; and at least part of the direct cooling flow channel can exchange heat with at least part of the liquid cooling flow channel.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a thermal management system, a vehicle, and a control method for the thermal management system. Background Art

[0002] Current demands for faster charging and longer driving range for new energy vehicles powered by power batteries are increasing, leading to a need for rapid cooling or heating of power batteries. The current mainstream approach is to use coolant to cool and heat batteries. However, due to the low convection heat transfer coefficient of liquid cooling systems, cooling and heating capabilities are limited, and heating efficiency is low, making them unable to meet regulatory requirements and meet some extreme operating conditions.

[0003] In related technologies, the positive and negative current collectors and connectors of power batteries are typically located at both ends. During cooling conditions, high-rate charge and discharge results in a temperature distribution with high temperatures at both ends and low temperatures in the middle. Using a liquid cooling system, it is difficult to control the heat generation at both ends of the battery cell within the designed temperature range, affecting the driving experience and battery pack life. During heating conditions, radiation and convection heat dissipation at both ends of the battery cell are more intense, resulting in a temperature distribution with low temperatures at both ends and high temperatures in the middle. In this case, a more efficient heat exchange method is required to heat the battery cell ends.

[0004] In the related art, CN220021275U discloses a thermal management system comprising: an air conditioning system and a power battery heat exchange system. The air conditioning system comprises: a compressor, a first condenser, an evaporator, and a first heat exchanger. The compressor, the first condenser, and the evaporator are arranged in series, and the first heat exchanger and the first condenser are arranged in parallel. Furthermore, the power battery heat exchange system comprises: a power battery assembly, a direct cooling circuit, and a liquid cooling circuit. The direct cooling circuit is connected to a direct cooling channel. One end of the direct cooling circuit is connected between the first condenser and the evaporator, and the other end is selectively connected to the inlet or outlet of the compressor. The liquid cooling circuit is connected to the liquid cooling channel and is connected to the first heat exchanger. In addition, a cooling plate is proposed. By providing a direct cooling channel in a first region of the cooling plate and a liquid cooling channel in a second region of the cooling plate, the heat exchange uniformity of the heat exchanged device is improved by providing two channels with different cooling effects. However, this thermal management system uses a combination of direct cooling and liquid cooling to cool the battery pack, which is complex in structure, increases the space occupied by the hardware in the vehicle, and increases costs. Summary of the Invention

[0005] The present invention provides a thermal management system, a vehicle, and a control method for the thermal management system, which are used to solve the technical problems that the thermal management system has a complex structure and occupies a large space in the entire vehicle.

[0006] In the first aspect, the present application provides a thermal management system including a cold plate, a direct cooling system and a liquid cooling system, wherein direct cooling channels and liquid cooling channels are provided in the cold plate, and the cold plate is suitable for heat exchange with the battery pack; the direct cooling system includes: a compressor and a condenser, and the compressor and the condenser form a refrigerant circulation loop with the direct cooling channel through a first channel; the liquid cooling system includes a pump body, and the pump body forms a liquid cooling circulation loop with the liquid cooling channel through a second channel; wherein, at least part of the direct cooling channel can exchange heat with at least part of the liquid cooling channel.

[0007] According to the above technical means, since at least part of the direct cooling channel can exchange heat with at least part of the liquid cooling channel, the liquid cooling channel does not need to be equipped with a heat exchanger to exchange heat with the external air, thereby reducing the hardware of the thermal management system, simplifying the thermal management system, and further reducing the cost of the thermal management system and reducing the space occupied by the thermal management system in the vehicle.

[0008] In addition, when the battery pack is under high load conditions, the refrigerant of the direct cooling system can quickly reduce the temperature of the cold plate by absorbing heat through phase change, while the coolant of the liquid cooling system can exchange heat with the direct cooling channel. Then, the liquid cooling system can assist the direct cooling system in transferring cold energy to other areas of the cold plate, thereby avoiding poor temperature uniformity of the cold plate and improving the temperature uniformity of the battery pack.

[0009] In addition, when the direct cooling system is running, the liquid cooling system can recover part of the waste heat or cold of the direct cooling system and use it to cool or heat the coolant, reducing energy waste; and when the battery pack temperature is close to the ideal range, the thermal management system can switch to the liquid cooling operation mode alone, using its low power consumption characteristics to maintain the temperature and avoid energy loss caused by frequent start and stop of the direct cooling compressor.

[0010] In one possible embodiment, the cold plate includes: a flow channel plate and a temperature equalizing plate, wherein the flow channel plate is formed with liquid cooling channels and direct cooling channels; the temperature equalizing plate is used to be arranged between the flow channel plate and the battery pack, and the temperature equalizing plate can exchange heat with the flow channel plate and the battery pack.

[0011] According to the above-mentioned technical means, when the liquid-cooled cooling channel or the direct-cooled cooling channel produces local temperature differences in the channel plate, the temperature homogenizer can quickly conduct the heat from the high-temperature area to the low-temperature area through heat conduction and phase change heat transfer (if it is a heat pipe structure), so that the temperature difference on the surface of the battery pack can be controlled within a lower temperature, thereby effectively eliminating local hot spots caused by uneven flow channel distribution or differences in heat generation of battery cells, and improving the temperature consistency of the battery pack.

[0012] In a possible implementation, the liquid cooling channel and the direct cooling channel are both arranged to zigzag back and forth along the plane where the channel plate is located.

[0013] According to the above technical means, the embodiment of the present application realizes the reciprocating extension of the flow channel on a plane. Compared with the linear flow channel, the length of the planar reciprocating flow channel can be greatly increased under the same projected area, thereby increasing the contact area between the refrigerant (direct cooling system) and the coolant (liquid cooling system). This allows the refrigerant in the direct cooling system to exchange heat more fully with the flow channel plate during the phase change process, while also extending the residence time of the coolant in the liquid cooling system and enhancing the convective heat transfer effect.

[0014] In one possible embodiment, the direct cooling channel includes: an inlet section, a heat exchange section and an outflow section connected in sequence, the inlet section and the outflow section are both connected to the first channel, and the heat exchange section is arranged in contact with the temperature equalizing plate; the liquid cooling channel includes: a first sub-channel section, the first sub-channel section is located on the peripheral side of the heat exchange section, and the first sub-channel section is arranged in contact with the temperature equalizing plate.

[0015] According to the above technical means, since the first sub-channel section of liquid cooling is arranged around the circumference of the direct cooling heat exchange section, a composite temperature control mode of "direct cooling core cooling + liquid cooling peripheral regulation" is formed. When the direct cooling system is running, the coolant in the liquid cooling sub-channel can exchange heat with the direct cooling heat exchange section through the channel plate: under high temperature conditions, the coolant absorbs excess heat around the direct cooling heat exchange section to avoid local overcooling; under low temperature conditions, the heated coolant can preheat the direct cooling heat exchange section to improve the refrigerant vaporization efficiency. The synergistic effect of the direct cooling system and the liquid cooling system makes the surface temperature field of the cold plate more evenly distributed, further improving the consistency of the battery pack temperature.

[0016] In a possible embodiment, the liquid-cooled cooling channel also includes: a second sub-channel section, which is connected to the first sub-channel section, and the second sub-channel section is located on the side of the heat exchange section away from the temperature equalizing plate, and the second sub-channel section can exchange heat with the heat exchange section.

[0017] With this technical approach, when the direct cooling system is operating, both sides of the heat exchange section conduct heat simultaneously with the vapor chamber and the liquid-cooled sub-channel. This allows the cooling / heating generated by the refrigerant phase change to be transferred bidirectionally: dissipating heat / supplying heat to the battery pack through the vapor chamber, while regulating the heat through the coolant in the second sub-channel section. This improves the thermal response of the cold plate and prevents localized overheating or overheating of the cold plate, which helps maintain consistent battery pack temperature.

[0018] In a possible implementation, the area on the plane where the heat exchange section is located is the first area, the area on the plane where the first sub-channel is located is the second area, and the second area is arranged around the first area.

[0019] Specifically, the heat exchange section and the second sub-flow channel section can both be located in the first area, and the first sub-flow channel section is located in the second area. The first area is located in the middle position of the cold plate, which is suitable for heat exchange for the middle part of the battery pack; the second area is located at the peripheral position of the cold plate, which is suitable for heat exchange for the peripheral area of ​​the battery pack.

[0020] It is understandable that the center temperature of the battery pack is usually higher. In the embodiment of the present application, by setting the second area around the first area, the layout of the second area around the first area can form a temperature gradient distribution of "central direct cooling core + peripheral liquid cooling control" on the surface of the cold plate. The first area where the heat exchange section is located serves as the temperature control core area (that is, the area with higher temperature), and achieves precise cooling / heating through the phase change of the direct cooling refrigerant; while the second area surrounding it forms a buffer thermal barrier through the temperature regulation of the liquid cooling channel: under high temperature conditions, the peripheral liquid cooling channel absorbs excess cold overflowing from the core area to prevent the edge of the battery pack from overcooling; under low temperature conditions, the heated liquid cooling channel provides preheating for the core area, reduces the heat loss of the refrigerant vaporization, and effectively solves the temperature imbalance problem between the corners and the center area of ​​the battery pack.

[0021] Furthermore, the refrigerant rapidly cools the central area of ​​the battery pack through the direct cooling channel, while the coolant cools the surrounding areas of the battery pack through the liquid cooling channel. The coolant in the liquid cooling channel is driven solely by a pump, without requiring an external battery cooler. It flows through a second sub-channel in the central area of ​​the cold plate, where it exchanges heat with the refrigerant in the direct cooling heat exchange channel. After cooling, it flows through the low-heat zones surrounding the battery pack, maintaining the battery pack's operating temperature within the target range.

[0022] In a possible embodiment, the thermal management system further includes: a first temperature detection device and a second temperature detection device, wherein the first temperature detection device is suitable for detecting the battery pack temperature in the first area; and the second temperature detection device is suitable for detecting the battery pack temperature in the second area.

[0023] According to the above technical means, the temperature of the middle area and the temperature of the corner area of ​​the battery pack can be detected by the first temperature detection device and the second temperature detection device, so that the battery pack can be dissipated or heated in a targeted manner.

[0024] In a second aspect, the present application further provides a vehicle, comprising: the thermal management system described in the first aspect;

[0025] In a third aspect, the present application also provides a control method for a thermal management system, comprising obtaining a battery pack temperature in a first area and a battery pack temperature in a second area; if the battery pack temperature in the first area is greater than a first preset temperature, and the battery pack temperature in the second area is greater than a second preset temperature, controlling both the liquid cooling system and the direct cooling system to start in the second gear; if the battery pack temperature in the first area is less than or equal to the first preset temperature, and the battery pack temperature in the second area is greater than the second preset temperature, controlling the liquid cooling system to stop and the direct cooling system to start in the second gear; if the battery pack temperature in the first area is greater than the first preset temperature, and the battery pack temperature in the second area is less than or equal to the second preset temperature, controlling the liquid cooling system to start in the second gear and the direct cooling system to start in the first gear; wherein the direct cooling effect of the second gear is greater than the direct cooling effect of the first gear; if the battery pack temperature in the first area is less than or equal to the first preset temperature, and the battery pack temperature in the second area is less than or equal to the second preset temperature; determining whether the average temperature of the first area and the second area is greater than a third preset temperature, if so, controlling both the liquid cooling system and the direct cooling system to start in the first gear; if not, ending.

[0026] This technical approach, through independent temperature sampling and coordinated control of the first and second zones, enables targeted regulation based on the varying conditions of the battery pack, significantly improving both temperature consistency and battery life. Furthermore, this method automatically selects the optimal operating mode based on the four combined dual-zone temperature states, avoiding the energy waste of traditional fixed-gear control.

[0027] In one possible embodiment, the first area is provided with multiple first temperature detection devices, and the second area is provided with multiple second temperature detection devices; obtaining the battery pack temperature of the first area and the battery pack temperature of the second area includes: obtaining the temperature values ​​detected by the multiple first temperature detection devices in the first area and the multiple second temperature detection devices in the second area; taking the highest temperature detected by the multiple first temperature detection devices as the battery pack temperature of the first area; and taking the highest temperature detected by the multiple second temperature detection devices as the battery pack temperature of the second area.

[0028] According to the above technical means, the embodiment of the present application adopts the maximum temperature of the region as the input parameter of the control logic, rather than the average value or single point value. In this way, when there is a local hot spot in a certain area (such as abnormal internal resistance of individual battery cells leading to increased heat generation), the maximum temperature value method can ensure that the system responds to the most dangerous temperature state first, avoid delays in temperature control due to the average temperature not reaching the threshold, and effectively prevent the occurrence of thermal runaway. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The drawings herein are incorporated into and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute an improper limitation on the present application.

[0030] Figure 1 A schematic structural diagram of a vehicle provided in an embodiment of the present application;

[0031] Figure 2 A schematic diagram of the structure of a thermal management system provided in an embodiment of the present application;

[0032] Figure 3 A top view of a direct cooling channel and a liquid cooling channel provided in an embodiment of the present application;

[0033] Figure 4 Provided in the embodiments of this application Figure 3 Cross-sectional view along AA direction;

[0034] Figure 5 A schematic structural diagram of a power battery assembly provided in an embodiment of the present application.

[0035] Figure Number:

[0036] 1000-Vehicle; 100-Body; 200-Wheels; 300-Thermal Management System; 400-Power Battery Assembly; 401-Battery Cell; 402-Frame;

[0037] 10-cold plate; 10A-first area; 10B-second area; 11-direct cooling channel; 111-inflow section; 112-heat exchange section; 113-outflow section; 12-liquid cooling channel; 121-first sub-channel section; 122-second sub-channel section;

[0038] 13-flow channel plate; 14-temperature balancing plate; 15-bottom guard plate;

[0039] 20-direct cooling system; 21-compressor; 22-condenser; 23-first evaporator; 24-first electronic expansion valve; 25-second electronic expansion valve; 26-first channel;

[0040] 30-Liquid cooling system; 31-Pump body; 32-Second channel. DETAILED DESCRIPTION

[0041] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0042] It should be noted that all directional indications in the embodiments of the present invention (such as up, down, left, right, front, back, etc.) are only used to explain the relative position relationship, movement status, etc. between the various components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0043] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of such features. Throughout this application, unless otherwise specified, "plurality" means two or more.

[0044] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "connected" and "connect" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances. Furthermore, when describing pipelines, the terms "connected" and "connected" used in this application have the meaning of conducting electricity. The specific meanings need to be understood in the context.

[0045] In the embodiments of this application, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of this application should not be interpreted as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0046] In the description of this specification, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0047] The present application provides a vehicle 1000. The vehicle 1000 may be a pure electric vehicle 1000, a hybrid electric vehicle 1000, a plug-in hybrid electric vehicle 1000, an extended-range electric vehicle 1000, a fuel vehicle, etc. The vehicle 1000 may also be a car, a van, a bus, a truck, a trailer, etc.

[0048] See also Figure 1 , Figure 1This is a schematic diagram of the structure of a vehicle provided in some embodiments of the present application. Vehicle 1000 includes a body 100 and wheels 200. A passenger compartment may be formed within body 100 for seating the driver and passengers. Wheels 200 are mounted below body 100 to support the body 100 and are capable of rolling on the road to enable vehicle 1000 to travel.

[0049] The vehicle 1000 may also include a battery pack and a drive assembly, both of which are arranged on the vehicle body 100. The battery pack is electrically connected to the drive assembly to provide power to the drive assembly. The drive assembly is used to convert electrical energy into mechanical energy and transmit the mechanical energy to the wheels to drive the wheels 200 of the vehicle 1000 to rotate, so that the vehicle 1000 can move.

[0050] The drive assembly can be set in the front cabin of the vehicle 1000 to drive the front wheels of the vehicle 1000 to rotate, or it can be set in the rear cabin of the vehicle 1000 to drive the rear wheels of the vehicle 1000 to rotate. The drive assembly can also be set in the front cabin and the rear cabin of the vehicle 1000 to drive the front and rear wheels simultaneously or selectively.

[0051] The vehicle 1000 may also include a thermal management system 300, which is in thermal communication with the battery pack to cool or heat the battery pack to increase the battery life. Furthermore, the thermal management system 300 can control the temperature of the passenger compartment to enhance the driving comfort of the vehicle 1000.

[0052] See also Figure 2 、 Figure 3 and Figure 4 The thermal management system 300 includes a cold plate 10, a direct cooling system 20, and a liquid cooling system 30. The cold plate 10 is suitable for heat exchange with the battery pack; the cold plate 10 is provided with direct cooling channels 11 and liquid cooling channels 12. Both the direct cooling channels 11 and the liquid cooling channels 12 are capable of heat exchange with the cold plate 10. Thus, both the direct cooling system 20 and the liquid cooling system 30 can cool or heat the battery pack.

[0053] The direct cooling system 20 may include a compressor 21, a condenser 22, a first evaporator 23, a first electronic expansion valve 24, and a second electronic expansion valve 25. The compressor 21 and condenser 22 form a refrigerant circulation loop with the direct cooling channel 11 via a first channel 26. The first evaporator 23 is connected in parallel with the direct cooling channel 11 via the first channel 26. The first electronic expansion valve 24 is connected in series with the first evaporator 23 and in parallel with the direct cooling channel 11. The second electronic expansion valve 25 is connected in series with the direct cooling channel 11 and in parallel with the first evaporator 23. Specifically, the second electronic expansion valve 25 is located in the branch of the direct cooling channel 11, and the first electronic expansion valve 24 is located in the branch of the first evaporator 23. The first evaporator 23 may be a passenger compartment evaporator. This means that the direct cooling system 20 can provide cooling or heating energy to the passenger compartment through the first evaporator 23 without the need for a separate compressor 21, thus reducing the vehicle space occupied by the thermal management system 300.

[0054] In addition, the liquid cooling system 30 includes a pump body 31, which forms a liquid cooling circulation loop with the liquid cooling channel 12 through the second channel 32. The pump body 31 can be a centrifugal pump, an axial flow pump, or a gear pump, etc., which is not limited in this embodiment of the application.

[0055] It should be noted that, for the thermal management system 300 with heating requirements, the direct cooling system 20 can be heated by a heat pump air conditioner, and the liquid cooling system 30 can be heated by providing a heating device.

[0056] In addition, the coolant in the liquid cooling system 30 can be a water-based coolant or an oil-based coolant, etc. Exemplarily, the water-based coolant can be deionized water, distilled water or a mixture of ethylene glycol, preservatives, etc. Exemplarily, the oil-based coolant can be mineral oil, synthetic hydrocarbons or silicone oil, etc., which is not limited in the embodiment of the present application. Optionally, the type of refrigerant in the direct cooling system 20 can be a fluorine-containing refrigerant, such as R134a (tetrafluoroethane), R410A (HFC mixture) or R22 (difluorochloromethane), etc. Optionally, the type of refrigerant in the refrigeration system can also be a natural refrigerant, such as R744 (carbon dioxide, CO2), R717 (ammonia, NH3) hydrocarbons (R600a / R290), etc., which is not limited in the embodiment of the present application.

[0057] In this way, since at least part of the direct cooling channel 11 can exchange heat with at least part of the liquid cooling channel 12, the liquid cooling channel 12 does not need to be equipped with a heat exchanger to exchange heat with the external air, thereby reducing the hardware of the thermal management system 300, simplifying the thermal management system 300, and further reducing the cost of the thermal management system 300 and reducing the space occupied by the thermal management system 300 in the entire vehicle.

[0058] In addition, when the battery pack is under high load, the refrigerant of the direct cooling system 20 can quickly reduce the temperature of the cold plate 10 by absorbing heat through phase change, and the coolant of the liquid cooling system 30 can exchange heat with the direct cooling channel 11. Then, the liquid cooling system 30 can assist the direct cooling system 20 in transferring cold energy to other areas of the cold plate 10, thereby avoiding poor temperature uniformity of the cold plate 10 and improving the temperature uniformity of the battery pack.

[0059] In addition, when the direct cooling system 20 is running, the liquid cooling system 30 can recover part of the waste heat or waste cold of the direct cooling system 20 for cooling or heating the coolant, thereby reducing energy waste; and when the battery pack temperature is close to the ideal range, the thermal management system 300 can switch to the liquid cooling standalone operation mode, using its low power consumption characteristics to maintain the temperature, thereby avoiding energy loss caused by frequent start and stop of the direct cooling compressor 21.

[0060] In some embodiments of the present application, the cold plate 10 includes a flow plate 13 and a temperature averaging plate 14. The flow plate 13 includes liquid cooling channels 12 and direct cooling channels 11. The temperature averaging plate 14 is positioned between the flow plate 13 and the battery pack, and is capable of heat exchange with the flow plate 13 and the battery pack. The temperature averaging plate 14 can be positioned in contact with both the flow plate 13 and the battery pack, thereby enabling heat exchange between the temperature averaging plate 14, the flow plate 13, and the battery pack.

[0061] In addition, the temperature equalizing plate 14 can be arranged below the battery pack. The temperature equalizing plate 14 can be a stamped flat metal plate, and the temperature equalizing plate 14 can be coated with insulating or anti-corrosion materials. In this way, the service life of the temperature equalizing plate 14 can be improved. In addition, the flow channel plate 13 can be a stamped flow channel plate 13, which is arranged below the temperature equalizing plate 14. In addition, the cold plate 10 can also include a bottom guard plate 15, which is arranged on the side of the flow channel plate 13 away from the temperature equalizing plate 14. The bottom guard plate 15 can be fixedly connected to the flow channel plate 13. Exemplarily, the bottom guard plate 15 can include but is not limited to being connected to the flow channel plate 13 by welding, threaded connection, riveting, etc. The bottom guard plate 15 can be coated with insulating or anti-corrosion materials. In this way, the service life of the bottom guard plate 15 can be improved.

[0062] In this way, when the liquid-cooled cooling channel 12 or the direct-cooled cooling channel 11 produces a local temperature difference in the channel plate 13, the temperature equalizing plate 14 can quickly conduct the heat from the high-temperature area to the low-temperature area through the mechanism of heat conduction and phase change heat transfer (if it is a heat pipe structure), so that the temperature difference on the surface of the battery pack can be controlled within a lower temperature, thereby effectively eliminating the local hot spots caused by uneven distribution of the flow channel or differences in heat generation of battery cells, and improving the temperature consistency of the battery pack.

[0063] In some embodiments of the present application, the liquid cooling channel 12 and the direct cooling channel 11 are both arranged to zigzag along the plane where the channel plate 13 is located. Figure 3 As shown, the liquid cooling channel 12 and the direct cooling channel 11 can be arranged to reciprocate and rotate along the plane of the channel plate 13. In this way, the length of the liquid cooling channel 12 and the direct cooling channel 11 can be increased.

[0064] In this way, the embodiment of the present application realizes the reciprocating extension of the flow channel on the plane. Compared with the linear flow channel, the length of the planar reciprocating flow channel can be greatly increased under the same projected area, thereby increasing the contact area between the refrigerant (direct cooling system 20) and the coolant (liquid cooling system 30), thereby allowing the refrigerant in the direct cooling system 20 to more fully exchange heat with the flow channel plate 13 during the phase change process, while extending the residence time of the coolant in the liquid cooling system 30 and enhancing the convective heat transfer effect.

[0065] In some embodiments of the present application, the direct cooling channel 11 includes: an inlet section 111, a heat exchange section 112 and an outflow section 113 connected in sequence, the inlet section 111 and the outflow section 113 are both connected to the first channel 26, and the heat exchange section 112 is in contact with the temperature equalizing plate 14; the liquid cooling channel 12 includes: a first sub-channel section 121, the first sub-channel section 121 is located on the peripheral side of the heat exchange section 112, and the first sub-channel section 121 is in contact with the temperature equalizing plate 14.

[0066] In this way, since the liquid-cooled first sub-channel section 121 is arranged around the side of the direct-cooling heat exchange section 112, a composite temperature control mode of "direct-cooling core cooling + liquid-cooling peripheral regulation" is formed. When the direct-cooling system 20 is in operation, the coolant in the liquid-cooling sub-channel can exchange heat with the direct-cooling heat exchange section 112 through the channel plate 13: under high-temperature conditions, the coolant absorbs excess heat around the direct-cooling heat exchange section 112 to avoid local overcooling; under low-temperature conditions, the heated coolant can preheat the direct-cooling heat exchange section 112 to improve the refrigerant vaporization efficiency. The synergistic effect of the direct-cooling system 20 and the liquid-cooling system 30 makes the surface temperature field of the cold plate 10 more uniform, further improving the consistency of the battery pack temperature.

[0067] In some embodiments of the present application, the liquid-cooled cooling channel 12 also includes: a second sub-channel section 122, which is connected to the first sub-channel section 121, and the second sub-channel section 122 is located on the side of the heat exchange section 112 away from the temperature equalizing plate 14, and the second sub-channel section 122 can exchange heat with the heat exchange section 112.

[0068] In this way, when the direct cooling system 20 operates, both sides of the heat exchange section 112 conduct heat with the heat spreader 14 and the liquid cooling sub-channel simultaneously, enabling the cooling / heating capacity generated by the phase change of the refrigerant to be transferred through a two-way path: on the one hand, it dissipates heat / supplies heat to the battery pack through the heat spreader 14, and on the other hand, it adjusts the heat through the coolant in the second sub-channel. This improves the heat response speed of the cold plate 10 and can prevent the local temperature of the cold plate 10 from being too high or too low, which is beneficial to improving the consistency of the battery pack temperature.

[0069] It should be noted that the height of the first sub-channel section 121 (i.e., the dimension along the thickness direction of the battery cold plate 10) is h1, and the width of the first sub-channel section 121 (i.e., the dimension perpendicular to the thickness direction of the cold plate 10 on the cross-section of the first sub-channel) is b1; the height of the heat exchange section 112 (i.e., the dimension along the thickness direction of the battery cold plate 10) is h2, and the width of the heat exchange section 112 (i.e., the dimension perpendicular to the thickness direction of the cold plate 10 on the cross-section of the heat exchange section 112) is b2; the height of the second sub-channel section 122 (i.e., the dimension along the thickness direction of the battery cold plate 10) is h3, and the width of the second sub-channel section 122 (i.e., the dimension perpendicular to the thickness direction of the cold plate 10 on the cross-section of the second sub-channel) is b3; where 2b2 ≤ b3 = b1, and h2 = h3 < h1.

[0070] Due to the equal-height design of the direct cooling heat exchange section 112 (h2) and the liquid cooling second sub-channel (h3 = h2), a symmetric heat exchange surface is formed in the direction perpendicular to the cold plate 10. Since 2b2 ≤ b3, the heat dissipation area of the second sub-channel section 122 is larger than that of the heat exchange section 112. Thus, in the central area of the battery pack, the direct cooling heat exchange section 112 enhances heat dissipation through the high-flow-rate design with h2 < h1; in the peripheral area, the annular liquid cooling channel ensures a sufficient heat exchange area with a larger b3 width, providing uniformity in the heat flux density distribution.

[0071] In some embodiments of the present application, the area of the plane where the heat exchange section 112 is located is the first area 10A, and the area of the plane where the first sub-channel section 121 is located is the second area 10B, and the second area 10B surrounds the first area 10A.

[0072] It is understandable that the center temperature of the battery pack is usually higher. In the embodiment of the present application, by setting the second area 10B around the first area 10A, the layout of the second area 10B around the first area 10A can form a temperature gradient distribution of "central direct cooling core + peripheral liquid cooling control" on the surface of the cold plate 10. The first area 10A where the heat exchange section 112 is located serves as the temperature control core area (that is, the area with a higher temperature), and achieves precise cooling / heating through the phase change of the direct cooling refrigerant; while the second area 10B surrounding it forms a buffer thermal barrier through the temperature regulation of the liquid cooling channel 12: under high temperature conditions, the peripheral liquid cooling channel 12 absorbs excess cold overflowing from the core area to prevent the edge of the battery pack from overcooling; under low temperature conditions, the heated liquid cooling channel 12 provides preheating for the core area, reducing the heat loss of the refrigerant vaporization, and effectively solving the temperature imbalance problem between the corners and the center area of ​​the battery pack.

[0073] In some embodiments of the present application, the thermal management system 300 further includes: a first temperature detection device and a second temperature detection device, the first temperature detection device being suitable for detecting the battery pack temperature in the first area 10A; and the second temperature detection device being suitable for detecting the battery pack temperature in the second area 10B.

[0074] The first and second temperature detection devices can be provided in multiple locations, thereby enabling multi-point detection of the battery pack. Thus, the first and second temperature detection devices can be used to detect the temperature in the center and corner areas of the battery pack, thereby enabling targeted heat dissipation or heating of the battery pack.

[0075] See also Figure 5 In some embodiments of the present application, the vehicle 1000 further includes a power battery assembly 400, which includes: a battery pack, which includes a plurality of battery cells 401, a frame 402 and a cold plate 10. The plurality of battery cells 401 are placed side by side on the cold plate 10, and the frame 102 can accommodate a plurality of battery cells 401. The temperature of the battery cells 401 in the middle of the battery pack is high, and the temperature of the edge battery cells 401 close to the frame 402 is low. The middle battery cells 401 have a good heat exchange effect through the direct cooling channel 11, and the temperature drops or heats up quickly, while the edge battery cells 401 exchange heat through the liquid cooling channel 12. The heat exchange effect of the liquid cooling channel 12 is lower than that of the direct cooling channel 11. In this way, the temperature difference between the middle battery cells 404 and the edge battery cells 401 can be increased.

[0076] In some embodiments of the present application, the present application further provides a control method for a thermal management system 300, the control method comprising:

[0077] S101 : A controller obtains the battery pack temperature of a first area 10A and the battery pack temperature of a second area 10B.

[0078] Among them, the controller can be a vehicle controller, which can be electrically connected to both the first temperature detection device and the second temperature detection device. The vehicle controller obtains the temperatures of the first area 10A and the second area 10B respectively through the first temperature detection device and the second temperature detection device.

[0079] In some embodiments of the present application, step S101, obtaining the battery pack temperature of the first area 10A and the battery pack temperature of the second area 10B, includes:

[0080] S1011, obtaining temperature values ​​detected by multiple first temperature detection devices in the first area 10A and multiple second temperature detection devices in the second area 10B;

[0081] S1012 , using the highest temperature detected by the multiple first temperature detection devices as the battery pack temperature of the first area 10A; and using the highest temperature detected by the multiple second temperature detection devices as the battery pack temperature of the second area 10B.

[0082] In this way, the embodiment of the present application adopts the maximum temperature of the region as the input parameter of the control logic, rather than the average value or single point value. In this way, when there is a local hot spot in a certain area (such as abnormal internal resistance of individual battery cells leading to increased heat generation), the maximum temperature value method can ensure that the system responds to the most dangerous temperature state first, avoid delays in temperature control due to the average temperature not reaching the threshold, and effectively prevent the occurrence of thermal runaway.

[0083] In some embodiments of the present application, step S101, obtaining the battery pack temperature of the first area 10A and the battery pack temperature of the second area 10B, may further include:

[0084] S1013, obtaining temperature values ​​detected by multiple first temperature detection devices in the first area 10A and multiple second temperature detection devices in the second area 10B;

[0085] S1014: The average of the temperatures detected by the multiple first temperature detection devices is used as the battery pack temperature for the first region 10A; the average of the temperatures detected by the multiple second temperature detection devices is used as the battery pack temperature for the second region 10B. This prevents the thermal management system 300 from frequently starting and stopping due to a temperature detected by a single first temperature detection device exceeding a threshold.

[0086] S102: If the battery pack temperature in the first region 10A is greater than a first preset temperature, and the battery pack temperature in the second region 10B is greater than a second preset temperature, control the liquid cooling system 30 and the direct cooling system 20 to start at the second gear. The first preset temperature is a pre-set temperature value, and this embodiment of the present application does not limit this temperature value.

[0087] When the battery pack temperatures in both the first and second regions 10A, 10B exceed their respective preset values, the system determines that the battery pack is in a high-load, heat-generating state (such as during fast charging or continuous hill climbing) and immediately activates the second gear of the liquid and direct cooling systems. The direct cooling system 20 operates at high power, rapidly absorbing heat from the core area through a phase change of the refrigerant, while the liquid cooling system 30 circulates at a high flow rate, effectively preventing the risk of thermal runaway.

[0088] S103: If the battery pack temperature in the first region 10A is less than or equal to a first preset temperature, and the battery pack temperature in the second region 10B is greater than a second preset temperature, the liquid cooling system 30 is stopped and the direct cooling system 20 is started at the second gear. The second preset temperature is a pre-set temperature value, which is not limited in this embodiment of the present application.

[0089] If the temperature of first region 10A is less than or equal to the first preset temperature but the temperature of second region 10B is greater than the second preset temperature, this indicates that the temperature in the center of the battery pack is controllable, but the outer regions (i.e., the surrounding areas) are experiencing localized overheating (possibly due to uneven battery arrangement or poor heat dissipation at the edges). At this point, thermal management system 300 automatically shuts down pump 31 to reduce energy consumption. Meanwhile, direct cooling system 20 maintains its second gear, distributing cooling energy from the core region through heat conduction between heat exchange section 112 and vapor chamber 14 to the surrounding high-temperature areas.

[0090] S104. If the battery pack temperature in the first region 10A is greater than a first preset temperature, and the battery pack temperature in the second region 10B is less than or equal to a second preset temperature, control the liquid cooling system 30 to start in the second gear and the direct cooling system 20 to start in the first gear; wherein the operating power in the second gear is greater than the operating power in the first gear. The operating power may include the operating power of the compressor 21 and the operating power of the pump 31. For example, in the first gear, the operating power of the compressor 21 of the direct cooling system 20 may be 1500W, and in the second gear, the operating power of the compressor 21 of the direct cooling system 20 may be 2500W. For example, in the first gear, the coolant flow rate output by the pump 31 is relatively slow, and the operating power of the pump 31 may be 200W; in the second gear, the coolant flow rate output by the pump 31 is relatively fast, and the operating power of the pump 31 may be 300W.

[0091] When the temperature of first region 10A is greater than the first preset temperature and the temperature of second region 10B is less than or equal to the second preset temperature, it indicates that the central region of the battery pack is overheated due to high load heat generation, but the temperature of the peripheral regions is still within a safe range. Direct cooling system 20 operates in the first gear to reduce the core region temperature, avoiding energy waste caused by overcooling. Liquid cooling system 30 operates in the second gear at a high flow rate, precisely removing excess heat from the core region through heat exchange between the second sub-channel and heat exchange section 112. Simultaneously, low-temperature coolant from the peripheral region pre-cools heat exchange section 112, enhancing the direct cooling effect.

[0092] S105. If the battery pack temperature of the first area 10A is less than or equal to the first preset temperature, and the battery pack temperature of the second area 10B is less than or equal to the second preset temperature; determine whether the average temperature of the first area 10A and the second area 10B is greater than the third preset temperature. If so, control the liquid cooling system 30 and the direct cooling system 20 to start at the first gear; if not, end.

[0093] If the temperatures in both zones are ≤ their respective preset values, the thermal management system 300 further determines whether the global average temperature is > a third preset temperature. If the average temperature is greater than the third preset temperature, indicating that the battery pack is within the specified operating temperature range but needs to maintain a suitable operating temperature, both the liquid cooling system 30 and the direct cooling system 20 operate at low power in the first gear. The direct cooling system 20 operates at a lower power level to prevent temperature rise, while the liquid cooling system 30 maintains temperature uniformity at a low flow rate, ensuring that the battery pack operates within the desired temperature range and preventing capacity degradation due to low temperatures.

[0094] The above-described technical approach, through independent temperature sampling and coordinated control of the first and second regions 10A, 10B, enables targeted regulation based on the varying conditions of the battery pack, significantly improving both temperature consistency and battery life. Furthermore, this method automatically selects the optimal operating mode based on the four combined temperature states of the two regions, avoiding the energy waste of traditional fixed-gear control.

[0095] Although the present application is described herein in conjunction with various embodiments, in the process of implementing the claimed application, those skilled in the art may understand and implement other variations of the disclosed embodiments by reviewing the drawings, the disclosure, and the appended claims. In the claims, the word "comprising" does not exclude other components or steps, and "a" or "an" does not exclude multiple situations. A single processor or other unit may implement several functions listed in the claims. Certain measures are recorded in different dependent claims, but this does not mean that these measures cannot be combined to produce good results.

[0096] Although the present application has been described with reference to specific features and embodiments thereof, it is apparent that various modifications and combinations may be made thereto without departing from the spirit and scope of the present application. Accordingly, this specification and the drawings are merely illustrative of the present application as defined by the appended claims and are deemed to cover any and all modifications, variations, combinations or equivalents within the scope of the present application. Obviously, those skilled in the art may make various modifications and variations to the present application without departing from the spirit and scope of the present application. Thus, the present application is intended to include such modifications and variations as fall within the scope of the claims of the present application and their equivalents.

[0097] The above are only specific embodiments of the present application, but the scope of protection of the present application is not limited thereto. Any changes or replacements within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A thermal management system, characterized in that: include: A cold plate (10), wherein a direct cooling channel (11) and a liquid cooling channel (12) are provided in the cold plate (10), and the cold plate (10) is suitable for heat exchange with the battery pack; A direct cooling system (20) comprises: a compressor (21) and a condenser (22), wherein the compressor (21) and the condenser (22) form a refrigerant circulation loop with the direct cooling channel (11) through a first channel (26); A liquid cooling system (30) includes a pump body (31), wherein the pump body (31) forms a liquid cooling circulation loop with the liquid cooling channel (12) through a second channel (32); Wherein, at least a portion of the direct cooling channel (11) is capable of heat exchange with at least a portion of the liquid cooling channel (12).

2. The thermal management system according to claim 1, characterized in that The cold plate (10) comprises: A flow channel plate (13), wherein the liquid cooling flow channel (12) and the direct cooling flow channel (11) are formed in the flow channel plate (13); A temperature averaging plate (14) is used to be arranged between the flow channel plate (13) and the battery pack, and the temperature averaging plate (14) is capable of heat exchange with the flow channel plate (13) and the battery pack.

3. The thermal management system according to claim 2, characterized in that: The liquid cooling channel (12) and the direct cooling channel (11) are both arranged in a rotating and zigzag manner along the plane where the channel plate (13) is located.

4. The thermal management system according to claim 2, characterized in that: The direct cooling channel (11) comprises: an inflow section (111), a heat exchange section (112), and an outflow section (113) which are connected in sequence, the inflow section (111) and the outflow section (113) are both connected to the first channel (26), and the heat exchange section (112) is arranged in contact with the temperature homogenizing plate (14); The liquid-cooling channel (12) comprises: a first sub-channel section (121), the first sub-channel section (121) being located on the peripheral side of the heat exchange section (112), and the first sub-channel section (121) being arranged in contact with the temperature equalizing plate (14).

5. The thermal management system according to claim 4, characterized in that: The liquid-cooling channel (12) further includes: a second sub-channel section (122) connected to the first sub-channel section (121); the second sub-channel section (122) is located on a side of the heat exchange section (112) away from the temperature equalizing plate (14); and the second sub-channel section (122) is capable of heat exchange with the heat exchange section (112).

6. The thermal management system according to claim 5, characterized in that: The area on the plane where the heat exchange section (112) is located is the first area (10A), the area on the plane where the first sub-channel section (121) is located is the second area (10B), and the second area (10B) is arranged around the first area (10A).

7. The thermal management system according to claim 6, characterized in that: The thermal management system further comprises: a first temperature detection device, adapted to detect the temperature of the battery pack in the first area (10A); The second temperature detection device is suitable for detecting the battery pack temperature in the second area (10B).

8. A vehicle, characterized in that: include: The thermal management system according to any one of claims 1 to 7.

9. A control method for a thermal management system, characterized in that: include: Acquire the battery pack temperature of the first area and the battery pack temperature of the second area; If the battery pack temperature in the first area is greater than a first preset temperature, and the battery pack temperature in the second area is greater than a second preset temperature, both the liquid cooling system and the direct cooling system are controlled to start at the second gear; If the battery pack temperature in the first area is less than or equal to the first preset temperature, and the battery pack temperature in the second area is greater than the second preset temperature, the liquid cooling system is stopped and the direct cooling system is started at the second gear; If the battery pack temperature in the first area is greater than a first preset temperature and the battery pack temperature in the second area is less than or equal to a second preset temperature, the liquid cooling system is controlled to start at the second gear and the direct cooling system is controlled to start at the first gear; wherein the direct cooling effect of the second gear is greater than the direct cooling effect of the first gear; If the battery pack temperature in the first area is less than or equal to the first preset temperature, and the battery pack temperature in the second area is less than or equal to the second preset temperature; determine whether the average temperature of the first area and the second area is greater than the third preset temperature. If so, control the liquid cooling system and the direct cooling system to start in the first gear; if not, end.

10. The control method according to claim 9, characterized in that: The first area is provided with a plurality of first temperature detection devices, and the second area is provided with a plurality of second temperature detection devices; The acquiring the battery pack temperature of the first area and the battery pack temperature of the second area includes: Acquire temperature values ​​detected by a plurality of first temperature detection devices in the first area and a plurality of second temperature detection devices in the second area; The highest temperature detected by the multiple first temperature detection devices is used as the battery pack temperature of the first area; the highest temperature detected by the multiple second temperature detection devices is used as the battery pack temperature of the second area.

Images