Thermal management system

Abstract

The application discloses a heat management system, in the heating mode, the outlet of the first throttling device is communicated with the inlet of the first heat exchange part, in the first heating dehumidification mode, the outlet of the first heat exchange part and the outlet of the second heat exchanger are both communicated with the inlet of the second throttling device, and the refrigerant in the first heat exchange part exchanges heat with the cooling liquid in the second heat exchange part. In the first heating dehumidification mode, the heat management system of the application releases heat from the refrigerant to the cooling liquid system through the first heat exchanger; in the heating mode, the refrigerant obtains heat from the cooling liquid system through the first heat exchanger, that is, the heating mode and the first heating dehumidification mode both exchange heat through the first heat exchanger, so that the structure of the heat management system can be simplified.

Description

Technical Field

[0001] This application relates to the field of thermal management technology, and more particularly to a thermal management system. Background Technology

[0002] The thermal management system of a vehicle (such as an electric vehicle) can regulate the ambient temperature of the passenger compartment, the battery temperature, and the motor temperature.

[0003] In the relevant thermal management system, a liquid-cooled heat exchanger is used instead of an air-cooled outdoor heat exchanger. The liquid-cooled heat exchanger achieves heat exchange between the refrigerant and the coolant, and then heat exchange with the atmospheric environment is achieved through a low-temperature water tank. In heating and dehumidification mode, the liquid-cooled heat exchanger is connected in parallel with the indoor condenser. The liquid-cooled heat exchanger shares some of the heat from the indoor condenser, which can adjust the heat exchange effect in the passenger cabin. However, in heating mode, the refrigerant cannot flow through the liquid-cooled heat exchanger, and a separate waste heat recovery unit is needed to obtain heat from the coolant, making the thermal management system more complex. The inventors believe that there is a need for improvement. Summary of the Invention

[0004] In view of the above-mentioned problems existing in related technologies, this application provides a thermal management system with a simple structure.

[0005] To achieve the above objectives, this application adopts the following technical solution: a thermal management system, comprising: a first heat exchanger, the first heat exchanger comprising a first heat exchange section and a second heat exchange section separated from each other; the thermal management system comprising a refrigerant system and a coolant system, the refrigerant system comprising a compressor, a first heat exchange section, a second heat exchanger, a third heat exchanger, a first throttling device and a second throttling device, and the coolant system comprising a second heat exchange section;

[0006] The thermal management system has a heating mode and a first heating and dehumidification mode. In the heating mode, the compressor, the first heat exchange section, the second heat exchanger, and the first throttling device are connected and refrigerant flows through them. The first throttling device is in a throttling state, with its inlet connected to the outlet of the second heat exchanger and its outlet connected to the inlet of the first heat exchange section. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section. In the first heating and dehumidification mode, the compressor, the first heat exchange section, the second heat exchanger, the third heat exchanger, and the second throttling device are connected and refrigerant flows through them. The second throttling device is in a throttling state. The outlet of the compressor is connected to both the inlet of the first heat exchange section and the inlet of the second heat exchanger. The outlets of both the first and second heat exchangers are connected to the inlet of the second throttling device, and the outlet of the second throttling device is connected to the inlet of the third heat exchanger. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section.

[0007] In the thermal management system of this application, in the first heating and dehumidification mode, the refrigerant releases heat to the coolant system through the first heat exchanger; in the heating mode, the refrigerant obtains heat from the coolant system through the first heat exchanger. That is, both the heating mode and the first heating and dehumidification mode exchange heat through the first heat exchanger, which simplifies the structure of the thermal management system. Attached Figure Description

[0008] Figure 1 This is a schematic diagram of an embodiment of the thermal management system of this application;

[0009] Figure 2 This is a schematic diagram of the cooling mode of an embodiment of the thermal management system of this application;

[0010] Figure 3 This is a schematic diagram of a first heating mode of an embodiment of the thermal management system of this application;

[0011] Figure 4 This is a schematic diagram of the second heating mode of an embodiment of the thermal management system of this application;

[0012] Figure 5 This is a schematic diagram of the third heating mode of an embodiment of the thermal management system of this application;

[0013] Figure 6 This is a schematic diagram of the first heating and dehumidification mode of an embodiment of the thermal management system of this application;

[0014] Figure 7 This is a schematic diagram of the second heating and dehumidification mode of an embodiment of the thermal management system of this application;

[0015] Figure 8 This is a schematic diagram of the defrosting mode of an embodiment of the thermal management system of this application;

[0016] Figure 9 This is a schematic diagram of a first battery heating mode according to an embodiment of the thermal management system of this application;

[0017] Figure 10 This is a schematic diagram of the second battery heating mode of an embodiment of the thermal management system of this application;

[0018] Figure 11 This is a schematic diagram of a first battery rapid cooling mode according to an embodiment of the thermal management system of this application;

[0019] Figure 12 This is a schematic diagram of the second battery rapid cooling mode of an embodiment of the thermal management system of this application;

[0020] Figure 13 This is a schematic diagram of another embodiment of the thermal management system of this application. Detailed Implementation

[0021] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0022] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0023] It should be understood that the terms "first," "second," and similar terms used in this application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, "a" or "one," and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one; "multiple" indicates two or more. Unless otherwise stated, terms such as "front," "rear," "lower," and / or "upper" are for illustrative purposes only and are not limited to a location or spatial orientation. Terms such as "comprising" or "including" indicate that the elements or objects preceding "comprising" encompass the elements or objects listed following "comprising" or "including" and their equivalents, but do not exclude other elements or objects.

[0024] The thermal management system of an exemplary embodiment of this application will now be described in detail with reference to the accompanying drawings. Unless otherwise specified, the features of the following embodiments and implementations can complement or combine with each other.

[0025] According to a specific embodiment of the thermal management system of this application, such as Figure 1 As shown, the thermal management system includes a first heat exchanger 6 and a fifth heat exchanger 7. Both heat exchangers are liquid-cooled heat exchangers. The structure and working principle of liquid-cooled heat exchangers are well known to those skilled in the art and will not be described in detail here. The first heat exchanger 6 includes a first heat exchange section 61 and a second heat exchange section 62, and the fifth heat exchanger 7 includes a third heat exchange section 71 and a fourth heat exchange section 72. The first heat exchanger 6 and the fifth heat exchanger 7 are used for heat exchange between the refrigerant and the coolant, respectively. The first heat exchanger 6 and the fifth heat exchanger 7 may be the same or different.

[0026] The various components of the thermal management system are connected by piping to form two main systems: a refrigerant system and a coolant system. These two systems are isolated and not interconnected. Refrigerant flows through the refrigerant system, while coolant flows through the coolant system. The refrigerant can be R134A, carbon dioxide, or other heat exchange media, and the coolant can be a mixture of ethanol and water or other cooling media. Specifically, the flow channels of the first heat exchange section 61 and the third heat exchange section 71 are connected to the refrigerant system, while the flow channels of the second heat exchange section 62 and the fourth heat exchange section 72 are connected to the coolant system.

[0027] It should be explained that "the flow channel of the first heat exchange section 61 is connected to the refrigerant system" means that the refrigerant system includes the first heat exchange section 61, and the refrigerant in the refrigerant system can flow into and out of the flow channel of the first heat exchange section 61. The inlet and outlet of the first heat exchange section 61 can be connected to other components in the refrigerant system through pipelines, forming a loop after being connected through the pipelines when the thermal management system is working. The flow channel of the third heat exchange section 71 is connected to the refrigerant system, and the flow channels of the second heat exchange section 62 and the fourth heat exchange section 72 are connected to the coolant system, as explained above.

[0028] In this embodiment, the refrigerant system includes a compressor 1, a first heat exchange unit 61, a third heat exchange unit 71, a second heat exchanger 101, a third heat exchanger 102, several throttling devices, and several valve devices. The components can be indirectly connected to each other through pipelines or valves, or they can be integrated into a single structure.

[0029] In some other embodiments, the refrigerant system also includes a gas-liquid separator 5, which is located before the inlet of the compressor 1 to separate the refrigerant into gas and liquid before it enters the compressor 1, thereby reducing the possibility of liquid slugging in the compressor 1. For ease of understanding, the following description assumes that no gas-liquid separator 5 is provided.

[0030] The throttling device has at least two of the following states: throttling, full-flow, and shut-off. When the throttling device is in the full-flow state, it functions as a pipeline, with refrigerant flowing from its inlet to its outlet. When the throttling device is in the throttling state, refrigerant flows from its inlet to its outlet, experiencing a cooling and pressure reduction as it passes through the device. When the throttling device is in the shut-off state, its inlet and outlet are not connected, and no refrigerant flows in the branch containing the device. Optionally, the throttling device is one of an electronic expansion valve, a thermostatic expansion valve, and a bidirectional full-flow electronic expansion valve. Several throttling devices include a first throttling device 4, a second throttling device 2, and a third throttling device 3, wherein the second throttling device 2 and the third throttling device 3 have throttling and shut-off states, and the first throttling device 4 has a full-flow, shut-off, and throttling state. Specifically, the first throttling device 4 includes a unidirectional unit 41 and a throttling unit 42 arranged in parallel. The unidirectional unit 41 has a unidirectional fully open state and a reverse closed state, and the throttling unit 42 has a closed state and a throttling state. If the throttling unit 42 is in the closed state, the refrigerant cannot flow from the second heat exchanger 101 into the first heat exchange section 61.

[0031] The valve device has a shut-off state and a fully open state. If the valve device is in the shut-off state, no refrigerant flows in the branch where the valve device is located; if the valve device is in the fully open state, refrigerant can flow in the branch where the valve device is located. Optionally, the valve device is a shut-off valve. The valve device includes a first valve device 8, a second valve device 9, and a third valve device 10.

[0032] In some other embodiments, the first throttling device 4, the second throttling device 2, and the third throttling device 3 can be other types of valves, or combinations of at least two valves, as long as they have the above-described working state, and this application does not impose any restrictions.

[0033] The outlet of compressor 1 is connected to one port of the first valve device 8 and one port of the second valve device 9. The other port of the first valve device 8 is connected to one port of the third valve device 10 and one port of the first heat exchange section 61. The other port of the first heat exchange section 61 is connected to one port of the first throttling device 4. The other port of the second valve device 9 is connected to one port of the second heat exchanger 101. The other port of the second heat exchanger 101 is connected to the other port of the first throttling device 4, one port of the second throttling device 2, and one port of the third throttling device 3. The other port of the second throttling device 2 is connected to one port of the third heat exchanger 102. The other port of the third throttling device 3 is connected to one port of the third heat exchange section 71. The other ports of the third valve device 10, the third heat exchanger 102, and the third heat exchange section 71 are all connected to the inlet of compressor 1.

[0034] In this embodiment, the coolant system includes a first pump 11, a second pump 15, a fourth heat exchanger 103, a battery heat exchange device 105, a motor heat exchange device 104, a heating device 106, a first multi-port device 12, a second multi-port device 14, a third multi-port device 13, a first pipeline 17, and a second pipeline 16. The components can be indirectly connected to each other through pipelines or valves, or they can be integrated into a single structure.

[0035] The first pump 11 and the second pump 15 are used to power the flow of coolant in the coolant system. Optionally, the first pump 11 and the second pump 15 are electric water pumps. The two pumps can be the same or different in type and specification, depending on the requirements of the thermal management system.

[0036] The first multi-way device 12 includes a first interface 121, a second interface 122, a third interface 123, and a fourth interface 124. The first multi-way device 12 has a first operating state and a second operating state, and can switch between the two operating states according to system requirements. In the first operating state, the first interface 121 is connected to the second interface 122, and the third interface 123 is connected to the fourth interface 124. In the second operating state, the first interface 121 is connected to the fourth interface 124, and the second interface 122 is connected to the third interface 123. Optionally, the first multi-way device 12 is a four-way valve.

[0037] The second multi-way device 14 includes a fifth interface 141, a sixth interface 142, and a seventh interface 143. When the second multi-way device 14 is in operation, at least two of the fifth interface 141, the sixth interface 142, and the seventh interface 143 are connected. The third multi-way device 13 includes an eighth interface 131, a ninth interface 132, and a tenth interface 133. When the third multi-way device 13 is in operation, at least two of the eighth interface 131, the ninth interface 132, and the tenth interface 133 are connected. Optionally, the second multi-way device 14 and the third multi-way device 13 are three-way valves.

[0038] The battery heat exchanger 105 is used for thermal management of the battery. Optionally, the battery heat exchanger 105 can be an integrated component with the battery, or it can be a separate component assembled with the battery. The motor heat exchanger 104 is used for thermal management of the motor. Optionally, the motor heat exchanger 104 can be an integrated component with the motor, or it can be a separate component assembled with the motor. The heating device 106 is used to heat the coolant; optionally, the heating device 106 is a PTC heater. The first pipe 17 and the second pipe 16 are both hollow pipes that can be used to bypass certain components.

[0039] The coolant system includes a battery branch and a motor branch. The battery branch includes a second pump 15, a second multi-port device 14, a fourth heat exchange section 72, a battery heat exchange device 105, a heating device 106, and a first pipeline 17. The motor branch includes a first pump 11, a second heat exchange section 62, a motor heat exchange device 104, a fourth heat exchanger 103, a third multi-port device 13, and a second pipeline 16.

[0040] In the battery branch, the inlet of the second pump 15 is connected to the second interface 122, the outlet of the second pump 15 is connected to the sixth interface 142, the fifth interface 141 is connected to one port of the battery heat exchange device 105, and the seventh interface 143 is connected to one port of the first pipeline 17. The other port of the battery heat exchange device 105 and the other port of the first pipeline 17 are connected to the inlet of the fourth heat exchange section 72, the outlet of the fourth heat exchange section 72 is connected to the inlet of the heating device 106, and the outlet of the heating device 106 is connected to the first interface 121. By adjusting the operating state of the second multi-way device 14, at least one of the battery heat exchange device 105 and the first pipeline 17 can be selectively connected. Optionally, the second multi-way device 14 is a three-way proportional valve, which can adjust the flow ratio of the two branches when the battery heat exchange device 105 and the first pipeline 17 are connected simultaneously.

[0041] In the motor branch, the inlet of the first pump 11 is connected to the fourth interface 124, the outlet of the first pump 11 is connected to one port of the motor heat exchanger 104, and the other port of the motor heat exchanger 104 is connected to the ninth interface 132. The eighth interface 131 is connected to one port of the second pipeline 16, the tenth interface 133 is connected to one port of the fourth heat exchanger 103, the other port of the second pipeline 16 and the other port of the fourth heat exchanger 103 are connected to one port of the second heat exchange section 62, and the other port of the second heat exchange section 62 is connected to the third interface 123. Optionally, the third multi-way device 13 is a three-way proportional valve, which can adjust the flow ratio of the two branches when the fourth heat exchanger 103 and the second pipeline 16 are connected simultaneously.

[0042] By switching the operating state of the first multi-channel device 12, the battery branch and the motor branch can be connected in series or in parallel. Specifically, when the first multi-channel device 12 is in the first operating state, the battery branch and the motor branch are connected in parallel, forming two independent small loops; when the first multi-channel device 12 is in the second operating state, the battery branch and the motor branch are connected in series, forming a large loop that is interconnected.

[0043] In some other embodiments, the first multi-way device 12, the second multi-way device 14, and the third multi-way device 13 described above can be replaced with other types of valves or combinations of other types of valves, such as check valves, valve devices, proportional valves, or combinations thereof, depending on their functions.

[0044] The thermal management system provided in this application embodiment can be applied to electric vehicles. The electric vehicle has an air conditioning unit that exchanges heat with the air in the passenger compartment. A second heat exchanger 101 and a third heat exchanger 102 are disposed within the air conditioning unit. The second and third heat exchangers 101 and 102 are used for heat exchange with the air in the air conditioning unit to regulate the temperature of the passenger compartment. The second heat exchanger 101 is located downstream of the third heat exchanger 102 in the airflow. A fan is provided within the air conditioning unit to guide the airflow within it. A fourth heat exchanger 103 is disposed near the front grille of the vehicle and is equipped with a fan device to guide the airflow. The fourth heat exchanger 103 is used for heat exchange with the atmospheric environment, releasing heat into or absorbing heat from the atmospheric environment. A compressor 1 and a gas-liquid separator 5 are disposed in the engine compartment in front of the driver's cab. The second, third, and fourth heat exchangers 101, 102, and 103 are all air-cooled heat exchangers, all used for heat exchange with air. The structure of air-cooled heat exchangers is well known to those skilled in the art and will not be described in detail here.

[0045] The thermal management system of this embodiment is not only applicable to vehicles, but also to other heat exchange systems that require thermal management. For ease of description, the specification of this application uses vehicles as an example.

[0046] Reference Figure 2 When the ambient temperature is high, the passenger cabin or battery requires cooling, and the thermal management system is in cooling mode. When both the passenger cabin and battery require cooling, compressor 1 is activated, the first valve device 8 and the first throttling device 4 are fully open, the second throttling device 2 and the third throttling device 3 are throttling, and the second valve device 9 and the third valve device 10 are closed. The first pump 11 and the second pump 15 are activated, the first multi-way device 12 is in its first working state, the fifth port 141 and the sixth port 142 are connected, the ninth port 132 and the tenth port 133 are connected, and the heating device 106 is closed and used as a pipeline. The outlet of compressor 1, the first heat exchange section 61, the first throttling device 4, the second throttling device 2, the third heat exchanger 102, and the inlet of compressor 1 are connected sequentially. The outlet of compressor 1, the first heat exchange section 61, the first throttling device 4, the third throttling device 3, the third heat exchange section 71, and the inlet of compressor 1 are connected sequentially. The outlet of the first pump 11, the motor heat exchanger 104, the fourth heat exchanger 103, the second heat exchange section 62, and the inlet of the first pump 11 are connected in sequence. The outlet of the second pump 15, the battery heat exchanger 105, the fourth heat exchange section 72, the heating device 106, and the inlet of the second pump 15 are connected in sequence.

[0047] Specifically, the high-temperature, high-pressure refrigerant discharged from compressor 1 flows into the first heat exchange section 61. In the first heat exchanger 61, the refrigerant releases heat to the coolant in the second heat exchange section 62. Through the circulation of the coolant, the heat is released to the atmosphere at the fourth heat exchanger 103. Then, the refrigerant flows through the first throttling device 4 in a fully open state and splits into two paths: one path flows through the second throttling device 2 in a throttling state, and the cooled and depressurized refrigerant flows into the third heat exchanger 102, where it exchanges heat with the air in the air conditioning unit to cool the passenger compartment; the other path flows through the third throttling device 3 in a throttling state, and the cooled and depressurized refrigerant flows into the third heat exchange section 71. In the fifth heat exchanger 7, the refrigerant in the third heat exchange section 71 absorbs heat from the coolant in the fourth heat exchange section 72, and the coolant circulates to cool the battery. The refrigerant flowing out of the third heat exchanger 102 and the third heat exchange section 71 flows back into compressor 1 and is compressed again, thus completing the cycle. When the coolant circulates, it also carries the heat from the motor to the fourth heat exchanger 103, thereby cooling the motor.

[0048] When only the battery requires cooling, the thermal management system connection status is similar to the connection status described above, except that the second throttling device 2 is in the off state.

[0049] When only the passenger cabin has cooling requirements, the thermal management system connection status is similar to the connection status described above, except that the third throttling device 3 is in the off state and the first pump 11 is shut down.

[0050] like Figures 3 to 5 As shown, when the ambient temperature is low, the passenger cabin has a heating requirement, and the thermal management system is in heating mode. Depending on the status of the battery, motor, and atmospheric environment, heat can be obtained from at least one of the atmospheric environment, heating device 106, motor, and battery.

[0051] When there is sufficient residual heat from the motor, the thermal management system operates in the first heating mode, referring to... Figure 3When compressor 1 is turned on, the first valve device 8, the second throttling device 2, and the third throttling device 3 are in the off state, the second valve device 9 and the third valve device 10 are in the fully open state, and the first throttling device 4 is in the throttling state. The first pump 11 is turned on, the first multi-port device 12 is in the first working state, and the eighth port 131 and the ninth port 132 are connected. The outlet of compressor 1, the second heat exchanger 101, the first throttling device 4, the first heat exchange section 61, and the inlet of compressor 1 are sequentially connected. The outlet of first pump 11, the motor heat exchanger 104, the second heat exchange section 62, and the inlet of first pump 11 are sequentially connected. The refrigerant in the second heat exchanger 101 exchanges heat with the air in the air conditioning unit to achieve passenger cabin heating. The coolant circulates, carrying the heat from the motor heat exchanger 104 to the second heat exchange section 62. In the first heat exchanger 6, the refrigerant in the first heat exchange section 61 absorbs heat from the coolant in the second heat exchange section 62, achieving motor waste heat recovery.

[0052] When the battery also has residual heat or needs to be heated, the thermal management system can operate in a second heating mode, as described above. Figure 4 The connection status of the thermal management system is similar to that of the first heating mode, except that the first multi-port device 12 is in the second working state, the second pump 15 is turned on, and the fifth port 141 is connected to the sixth port 142, or the fifth port 141, the sixth port 142, and the seventh port 143 are connected. At least a portion of the coolant flows through the battery heat exchange device 105, thereby heating the battery or recovering waste heat from the battery. Heat is obtained from the coolant system through the first heat exchanger 6. When the heat is insufficient, the heating device 106 can be turned on for auxiliary heating. When the fifth port 141, the sixth port 142, and the seventh port 143 are connected, the conduction ratio of the second multi-port device 14 is adjusted, thereby adjusting the heat exchange effect of the battery heat exchange device 105 and the first heat exchanger 6.

[0053] In some other embodiments, when the battery has no residual heat and the motor has insufficient heat, the thermal management system, based on the second heating mode, sets the second multi-port device 14 to connect the sixth interface 142 and the seventh interface 143, and the heating device 106 is turned on, so that heat is obtained from the heating device 106 through the first heat exchanger 6.

[0054] When there is sufficient heat in the atmospheric environment, the thermal management system can operate in the third heating mode, as per [reference needed]. Figure 5 The connection status of the thermal management system is similar to that of the first heating mode, except that the ninth interface 132 and the tenth interface 133 are connected. Heat is obtained from the atmospheric environment through the fourth heat exchanger 103 and from the coolant system through the first heat exchanger 6.

[0055] When the ambient temperature is low and the humidity is high, the windshield is prone to fogging, posing a safety hazard. Passenger cabins require heating and dehumidification. (Refer to...) Figure 6 and Figure 7 The thermal management system is in heating and dehumidification mode.

[0056] During spring and autumn, when the heating demand in the passenger cabin is lower, the thermal management system operates in the primary heating and dehumidification mode. (Refer to...) Figure 6 When compressor 1 is turned on, the third valve device 10 and the third throttling device 3 are in the closed state, the first throttling device 4, the first valve device 8 and the second valve device 9 are in the fully open state, and the second throttling device 2 is in the throttling state. When first pump 11 is turned on, the first multi-port device 12 is in the first working state, and the ninth port 132 and the tenth port 133 are connected. The outlet of compressor 1, the second heat exchanger 101, the second throttling device 2, the third heat exchanger 102, and the inlet of compressor 1 are connected in sequence. The outlet of compressor 1, the first heat exchange section 61, the first throttling device 4, the second throttling device 2, the third heat exchanger 102, and the inlet of compressor 1 are connected in sequence. The outlet of first pump 11, the motor heat exchange device 104, the fourth heat exchanger 103, the second heat exchange section 62, and the inlet of first pump 11 are connected in sequence. The refrigerant flowing out of compressor 1 is divided into two paths. One path flows to the second heat exchanger 101, where the refrigerant exchanges heat with the air in the air conditioning unit to heat the passenger cabin. The other path flows to the first heat exchange section 61, where the refrigerant releases heat to the coolant in the second heat exchange section 62. The coolant circulates, and the fourth heat exchanger 103 releases heat to the atmosphere. By using the first heat exchanger 6 to share the heat from the second heat exchanger 101, the temperature of the passenger cabin can still be adjusted even when the speed of compressor 1 cannot be adjusted. This demonstrates the high flexibility of the thermal management system and its applicability to a wide range of scenarios.

[0057] As the heating demand in the passenger cabin gradually increases, the thermal management system switches to the second heating and dehumidification mode. (Refer to...) Figure 6 The connection status of the thermal management system is similar to that of the first heating and dehumidification mode, except that the first throttling device 4 is in a throttling state, the first valve device 8 is in a shut-off state, and the third valve device 10 is in a fully open state. In the second heating mode, the connection status of the coolant system can be adjusted, and heat can be obtained from at least one of the motor, battery, atmospheric environment, and heating device 106 through the first heat exchanger 6.

[0058] In some other embodiments, based on the first heating and dehumidification mode, the first throttling device 4 is switched to the cut-off state, and the internal circulation state of the thermal management system is activated to achieve heating and dehumidification.

[0059] In heating and dehumidification mode, both the second heat exchanger 101 and the third heat exchanger 102 exchange heat with the air in the passenger cabin. Since the second heat exchanger 101 is located on the leeward side of the third heat exchanger 102, the humid air first flows through the third heat exchanger 102, where it encounters the cool air and the water in the air is precipitated, thus drying the air. The dried air then flows through the second heat exchanger 101, where it is heated, and the heated, dry air enters the passenger cabin to achieve the effect of heating and dehumidification. It should be understood that, depending on the heating needs of the passenger cabin, the thermal management system can directly operate one of the first heating and dehumidification modes, the second heating and dehumidification mode, or other heating and dehumidification modes, without needing to first operate the first heating and dehumidification mode and then switch. The above description is only for the purpose of understanding the differences between modes and does not limit the control method of the thermal management system.

[0060] After the vehicle has been operating in heating mode for a period of time, the fourth heat exchanger 103 may frost due to the low ambient temperature and high humidity. At this time, it is necessary to run the defrosting mode to avoid or delay the frost formation on the fourth heat exchanger 103, or to defrost the fourth heat exchanger 103. However, the ambient temperature is low, so it is necessary to ensure the heating effect of the passenger compartment.

[0061] Reference Figure 8 Compressor 1 is turned on, the third valve device 10 and the second throttling device 2 are in the off state, the first throttling device 4, the first valve device 8 and the second valve device 9 are in the fully open state, and the third throttling device 3 is in the throttling state. The first pump 11 and the second pump 15 are turned on, the first multi-port device 12 is in the first working state, the sixth port 142 and the seventh port 143 are connected, the ninth port 132 and the tenth port 133 are connected, and the heating device 106 is turned on. The refrigerant flowing out of compressor 1 is divided into two paths. One path flows to the second heat exchanger 101, where the refrigerant in the second heat exchanger 101 exchanges heat with the air in the air conditioning unit to achieve passenger cabin heating; the other path flows to the first heat exchange section 61, where the refrigerant in the first heat exchange section 61 releases heat to the coolant in the second heat exchange section 62. The coolant circulates to prevent or delay the frosting of the fourth heat exchanger 103, or to defrost the fourth heat exchanger 103. The heating device 106 heats the coolant, which circulates. In the fifth heat exchanger 7, the refrigerant in the third heat exchange section 71 absorbs heat from the coolant in the fourth heat exchange section 72.

[0062] In some other embodiments, when the heat from the refrigerant system is only sufficient to heat the passenger compartment, or when there is sufficient residual heat from the motor, the first throttling device 4 is switched to the off state to use the residual heat from the motor to prevent or delay frost formation on the fourth heat exchanger 103, or to defrost the fourth heat exchanger 103.

[0063] Due to the characteristics of batteries, they need to operate within a suitable temperature range. Both excessively high and low battery temperatures can negatively impact battery performance. Especially during charging, if the battery temperature is too low, it won't charge, while excessively high temperatures can pose safety hazards. Therefore, thermal management of batteries is necessary.

[0064] When the battery temperature is too low and no one is in the vehicle, the thermal management system activates the first battery heating mode, referring to... Figure 9 When compressor 1 is turned on, the second valve device 9, the third valve device 10, and the third throttling device 3 are in the off state, the first throttling device 4 and the first valve device 8 are in the fully open state, and the second throttling device 2 is in the throttling state. The first pump 11 and the second pump 15 are turned on, the first multi-port device 12 is in the second working state, the fifth port 141 is connected to the sixth port 142, and the eighth port 131 is connected to the ninth port 132. In the first heat exchanger 6, the refrigerant in the first heat exchange section 61 releases heat to the coolant in the second heat exchange section 62, and the coolant circulates to heat the battery. Since there is no one in the vehicle, at the third heat exchanger 102, the refrigerant can absorb heat from the air in the air conditioning unit. When the heat is insufficient, the auxiliary heating device 106 can be turned on.

[0065] It's important to understand that the first battery heating mode also functions as a passenger compartment waste heat recovery mode. Specifically, after the vehicle has been traveling for a period of time, the ambient temperature is low, necessitating the activation of the heating mode to meet the passengers' heating needs. When passengers disembark, ventilation is required, which would otherwise waste heat. Therefore, the first battery heating mode is activated before ventilation to recover heat from the passenger compartment and store it in the battery. When the vehicle resumes operation, the heating mode absorbs heat from the battery, reducing the use of the heating device 106, saving electricity, and improving energy efficiency.

[0066] If there are people inside the vehicle, it can no longer absorb heat from the air conditioning unit, which will make the passengers uncomfortable. The second battery heating mode needs to be activated, see [link / reference]. Figure 10 When compressor 1 is turned off, the first multi-port device 12 is in its first working state, and the heating device 106 heats the coolant, thereby heating the battery through the circulation of the coolant. If the motor has residual heat, the first multi-port device 12 is in its second working state, and the eighth interface 131 and the ninth interface 132 are connected to recover and utilize the residual heat of the motor.

[0067] If the passenger cabin requires heating, the refrigerant system connection status is switched to the heating mode. The second heat exchanger 101 releases heat to heat the passenger cabin, obtaining heat from the coolant through the first heat exchanger 6. Alternatively, the third throttling device 3 can be switched to throttling mode, obtaining heat from the coolant through the fifth heat exchanger 7.

[0068] When the battery temperature is too high and no one is in the vehicle, such as during fast charging when no one is in the vehicle, the thermal management system activates the first battery rapid cooling mode, as per [reference needed]. Figure 11 Compressor 1 is turned on, the third valve device 10 and the second throttling device 2 are in the off state, the first throttling device 4, the second valve device 9 and the first valve device 8 are in the fully open state, and the third throttling device 3 is in the throttling state. The first pump 11 and the second pump 15 are turned on, the first multi-port device 12 is in the first working state, the fifth port 141 is connected to the sixth port 142, and the ninth port 132 is connected to the tenth port 133. The refrigerant flowing out of compressor 1 is divided into two paths: one path flows into the second heat exchanger 101, where it releases heat to the passenger compartment since there is no one in the vehicle; the other path flows into the first heat exchange section, where it releases heat to the motor branch through the first heat exchanger, and the heat from the motor branch is released to the atmosphere through the fourth heat exchanger. In this mode, both the first heat exchanger 6 and the second heat exchanger 101 release heat, resulting in a lower temperature of the refrigerant flowing to the third throttling device 3. The refrigerant temperature after being throttled by the third throttling device 3 is also lower, thus enabling faster battery cooling.

[0069] In some other embodiments, the thermal management system may also operate a second battery rapid cooling mode, see reference. Figure 12 Compressor 1 is turned on, first valve device 8 and second throttling device 2 are in the off state, second valve device 9 and third valve device 10 are in the fully open state, and first throttling device 4 and third throttling device 3 are in the throttling state. First pump 11 and second pump 15 are turned on, first multi-port device 12 is in the second working state, fifth port 141 is connected to sixth port 142, and eighth port 131 is connected to ninth port 132. Since there is no one in the vehicle, heat is released to the passenger compartment from the second heat exchanger 101. The refrigerant flowing out of the second heat exchanger 101 is divided into two paths: one path flows through the first throttling device 4 in the throttling state and then flows into the first heat exchange section 61; the other path flows through the third throttling device 3 in the throttling state and then flows into the third heat exchange section 71. In this mode, both the first heat exchanger 6 and the fifth heat exchanger 7 absorb heat from the coolant, resulting in a lower coolant temperature, which enables faster battery cooling.

[0070] If there are people inside the vehicle, heat should not be released into the air conditioning unit, as this will make the passengers uncomfortable. Cooling mode must be used; refer to [the relevant instructions]. Figure 2 The thermal management system adjusts its status based on whether there is a need for cooling inside the vehicle.

[0071] When only the motor and battery require heat dissipation, compressor 1 is turned off, the thermal management system operates in heat dissipation mode, compressor 1 is turned off, the refrigerant system does not operate, heat is exchanged with the atmospheric environment through the fourth heat exchanger 103, the coolant temperature decreases, and the coolant circulates to achieve heat dissipation for the battery and motor.

[0072] In some other embodiments, at least one of the first throttling device 4 and the second valve device 9 is replaced with a component with a flow regulation function. When the outlet of the compressor 1 is simultaneously connected to the first heat exchange section 61 and the second heat exchanger 101, and the component with the flow regulation function is in a flow regulation state, the flow ratio regulation of the two branches can be realized.

[0073] According to another specific embodiment of the thermal management system of this application, refer to Figure 13 This embodiment is basically the same as the first specific embodiment, except that the refrigerant system does not have the first valve device 8, the second valve device 9, and the third valve device 10, but it does have a fourth multi-way device 18, a fourth valve device 19, and a fifth valve device 20. The connection status of the thermal management system in this embodiment under various operating conditions is basically the same as that in the above specific embodiment. The differences are illustrated below, while the similarities are described in the relevant descriptions of the above embodiments.

[0074] The fourth multi-port device 18 includes a first connection port 181, a second connection port 182, a third connection port 183, and a fourth connection port 184. The fourth multi-port device 18 has a first operating mode and a second operating mode, and can switch between the two modes. In the first operating mode, the first connection port 181 and the second connection port 182 are connected, and the third connection port 183 and the fourth connection port 184 are connected. In the second operating mode, the first connection port 181 and the fourth connection port 184 are connected, and the second connection port 182 and the third connection port 183 are connected.

[0075] One port of the fifth valve device 20 is connected to the outlet of the compressor 1 and the first connection port 181, and the other port of the fifth valve device 20 is connected to the second connection port 182 and the inlet of the second heat exchanger 101. The third connection port 183 is connected to one port of the fourth valve device 19, and the other port of the fourth valve device 19 is connected to the inlet of the compressor 1, the outlet of the third heat exchanger 102, and the outlet of the third heat exchange section 71. The fourth connection port 184 is connected to one port of the first heat exchange section 61, and the other port of the first heat exchange section 61 is connected to one port of the first throttling device 4.

[0076] In this embodiment, the fourth valve device 19 and the fifth valve device 20 are shut-off valves, having a shut-off state and a fully open state.

[0077] In this embodiment, the flow of refrigerant through the first heat exchange section 61 can be controlled by the fourth multi-way device 18, the fourth valve device 19, and the first throttling device 4, and the first heat exchanger 6 can be controlled to function as an evaporator or a condenser. Specifically, when both the first throttling device 4 and the fourth valve device 19 are in the closed state, no refrigerant flows through the second branch; when the fourth multi-way device 18 is in the second operating mode, if the first throttling device 4 is not in the closed state, the refrigerant discharged from the compressor 1 can flow into the first heat exchange section 61, and the first heat exchanger 6 functions as a condenser; when the fourth multi-way device 18 is in the first operating mode and the fourth valve device 19 is in the fully open state, if the first throttling device 4 is not in the closed state, the refrigerant flowing out from the second heat exchanger 101 can flow into the first heat exchange section 61, and the first heat exchanger 6 functions as an evaporator.

[0078] In some other embodiments, the fifth valve device 20 is a flow proportional valve. When the first heat exchanger 6 and the second heat exchanger 101 are connected in parallel, the flow ratio of the refrigerant in the two branches is adjusted by the fifth valve device 20, thereby controlling the heat exchange effect.

[0079] In this embodiment, when the first heat exchanger 6 and the second heat exchanger 101 are connected in parallel, the fourth multi-way device 18 is in the second working mode, and the fourth valve device 19 needs to be in the shut-off state to prevent the refrigerant flowing out of the compressor 1 from directly returning to the inlet of the compressor 1.

[0080] In some other embodiments, the design of the fourth multi-port device 18 is such that when the fourth multi-port device 18 is in the second working mode, the first connection port 181 and the fourth connection port 184 are connected, but the second connection port 182 and the third connection port 183 are not connected. At this time, the fourth valve device 19 can be omitted, and the third connection port 183 is connected to the inlet of the compressor 1, the outlet of the third heat exchanger 102 and the outlet of the first heat exchange section 61.

[0081] In this application, the second valve device 9 or the fifth valve device 20 is disposed on the inlet side of the second heat exchanger 101. In the cooling mode, the second valve device 9 or the fifth valve device 20 is in the closed state, which disconnects the outlet of the compressor 1 from the second heat exchanger 101. After the outlet of the second heat exchanger 101 is connected to the outlet of the first heat exchange section 61, the refrigerant temperature here is already low, so the problem of heat radiation can be better improved, thereby ensuring the cooling effect and improving the comfort of the passenger cabin.

[0082] In this application, the "connection" between two components can be a direct connection or a connection via a pipeline. The two components may only have a pipeline between them, or they may have valves or other components in addition to a pipeline. Similarly, the "connection" between two components in this application can be a direct connection or a connection via a pipeline. The two components may only have a pipeline connection, or they may have valves or other components in addition to a pipeline connection.

[0083] This application also provides a control method for a thermal management system. The control method in this application is applied to the thermal management system of the above-described embodiments. The thermal management system also includes a control system 200, which can be used to control the working state of the refrigerant system and the working state of the coolant system.

[0084] Reference Figure 1 The control system 200 includes a controller and multiple sensors. These sensors acquire operational information from the first heat exchanger 6, the second heat exchanger 101, the third heat exchanger 102, the fifth heat exchanger 7, the fourth heat exchanger 103, the motor, and the battery. Optionally, the operational information includes temperature and pressure. The controller is electrically connected to components such as the compressor 1, the fan in the air conditioning unit, the fan assembly at the air intake grille, multiple throttling devices, multiple valve assemblies, multiple pumps, multiple multi-way devices, and multiple sensors. The controller acquires operational information from the sensors. The controller regulates the operational states of the components of the thermal management system, including at least one of opening components, closing components, speed regulation, opening degree regulation, and power regulation. The controller executes control methods for the thermal management system.

[0085] The control methods of the thermal management system include:

[0086] Acquire passenger needs and operational information obtained from sensors;

[0087] Based on passenger demand and operational information obtained from sensors, the controller adjusts the operating status of various components in the thermal management system, enabling the thermal management system to execute appropriate air conditioning operation modes, thereby achieving thermal management of the passenger cabin, motors, and batteries.

[0088] The thermal management system also includes an interactive device. The controller is electrically connected to the interactive device, and the controller can obtain passenger needs through the interactive device, such as the passenger's desired target temperature or operating mode. Optionally, the interactive device can be the electric vehicle's control panel. The air conditioning operating modes described above refer to the connection status of the thermal management system under these operating modes, as described above, and will not be repeated here.

[0089] The above description is merely a preferred embodiment of this application and is not intended to limit this application in any way. Although this application has disclosed the preferred embodiment as above, it is not intended to limit this application. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the technical solution of this application. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the content of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A thermal management system, characterized in that, include: The first heat exchanger includes a first heat exchange section and a second heat exchange section that are separated from each other. The thermal management system includes a refrigerant system and a coolant system. The refrigerant system includes a compressor, a first heat exchange section, a second heat exchanger, and a first throttling device. The coolant system includes a second heat exchange section. The thermal management system has a heating mode. In the heating mode, the compressor, the first heat exchange section, the second heat exchanger, and the first throttling device are connected and refrigerant flows through them. The first throttling device is in a throttling state. The inlet of the first throttling device is connected to the outlet of the second heat exchanger. The outlet of the first throttling device is connected to the inlet of the first heat exchange section. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section. The thermal management system includes a fifth heat exchanger, which comprises a third heat exchange section and a fourth heat exchange section separated from each other. The coolant system includes a first pump, a second pump, a fourth heat exchanger, a heating device, and the fourth heat exchange section. The refrigerant system includes a third throttling device and the third heat exchange section. The thermal management system has a defrosting mode. In the defrosting mode, the compressor, the first heat exchange section, the second heat exchanger, the third heat exchange section, and the third throttling device are connected and refrigerant flows through them. The first pump, the second heat exchange section, and the fourth heat exchanger are connected and coolant flows through them. The heating device and the fourth heat exchange section are connected and circulated with coolant. The first throttling device is in a fully open state, and the third throttling device is in a throttling state. The outlet of the compressor is connected to the inlet of the first heat exchange section and the inlet of the second heat exchanger, respectively. The outlets of the first heat exchange section and the second heat exchanger are both connected to the inlet of the third throttling device. The outlet of the third throttling device is connected to the inlet of the third heat exchange section. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section, and the refrigerant in the third heat exchange section exchanges heat with the coolant in the fourth heat exchange section. The coolant system includes a battery heat exchange device and a motor heat exchange device; the heating modes include a first heating mode, a second heating mode, and a third heating mode. When the motor has sufficient waste heat, the thermal management system operates in the first heating mode, and the first pump and the second heat exchange section are connected to the motor heat exchange device and circulate coolant. When the battery also has residual heat, the thermal management system operates the second heating mode, and the first pump and the second heat exchange section are connected to the battery heat exchange device and the motor heat exchange device and are circulated with coolant. When there is sufficient heat in the atmospheric environment, the thermal management system operates in the third heating mode, and the first pump and the second heat exchange unit are connected to the motor heat exchange device and the fourth heat exchanger and are circulated with coolant.

2. A thermal management system as described in claim 1, characterized in that, The refrigerant system includes a third heat exchanger and a second throttling device. The thermal management system has a cooling mode. In the cooling mode, the compressor, the first heat exchange section, the third heat exchanger, and the second throttling device are connected and refrigerant flows through them. The second throttling device is in a throttling state. The outlet of the first heat exchange section is connected to the inlet of the second throttling device. The outlet of the second throttling device is connected to the inlet of the third heat exchanger. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section.

3. A thermal management system as described in claim 1, characterized in that, The refrigerant system includes a third heat exchanger and a second throttling device. The thermal management system has a second heating and dehumidification mode. In the second heating and dehumidification mode, the compressor, the first heat exchange section, the second heat exchanger, the third heat exchanger, the first throttling device, and the second throttling device are connected and refrigerant flows through them. The first throttling device and the second throttling device are in a throttling state. The outlet of the compressor is connected to the inlet of the second heat exchanger. The outlet of the second heat exchanger is connected to the inlet of the first throttling device and the inlet of the second throttling device, respectively. The outlet of the first throttling device is connected to the inlet of the first heat exchange section. The outlet of the second throttling device is connected to the inlet of the third heat exchanger. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section.

4. A thermal management system as described in claim 3, characterized in that, In the second heating and dehumidification mode, the first pump and the second heat exchange section are connected to the motor heat exchange device and the fourth heat exchanger and are circulated with coolant.

5. A thermal management system as described in claim 2, characterized in that, In the cooling mode, the first pump, the second heat exchange section, and the fourth heat exchanger are connected.

6. A thermal management system as described in any one of claims 1 to 5, characterized in that, The thermal management system has a first battery rapid cooling mode. In the first battery rapid cooling mode, the compressor, the first heat exchange section, the second heat exchanger, the third heat exchange section, and the third throttling device are connected and refrigerant flows through them. The first pump, the second heat exchange section, and the fourth heat exchanger are connected. The second pump, the battery heat exchange device, and the fourth heat exchange section are connected and coolant flows through them. The third throttling device is in a throttling state. The outlet of the compressor is connected to the inlet of the first heat exchange section and the inlet of the second heat exchanger, respectively. The outlet of the first heat exchange section and the outlet of the second heat exchanger are both connected to the inlet of the third throttling device. The outlet of the third throttling device is connected to the inlet of the third heat exchange section. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section, and the refrigerant in the third heat exchange section exchanges heat with the coolant in the fourth heat exchange section.

7. A thermal management system as described in any one of claims 1 to 5, characterized in that, The refrigerant system includes a third heat exchanger and a second throttling device. The thermal management system has a first heating and dehumidification mode. In the first heating and dehumidification mode, the compressor, the first heat exchange section, the second heat exchanger, the third heat exchanger, and the second throttling device are connected and refrigerant flows through them. The second throttling device is in a throttling state. The outlet of the compressor is connected to the inlet of the first heat exchange section and the inlet of the second heat exchanger, respectively. The outlets of the first heat exchange section and the second heat exchanger are both connected to the inlet of the second throttling device. The outlet of the second throttling device is connected to the inlet of the third heat exchanger. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section. The first pump, the second heat exchange section, and the fourth heat exchanger are connected.

8. A thermal management system as described in any one of claims 1 to 5, characterized in that, The refrigerant system includes a third heat exchanger and a second throttling device. The thermal management system has a first battery heating mode. In the first battery heating mode, the compressor, the first heat exchange section, the third heat exchanger, and the second throttling device are connected and refrigerant flows through them. The first pump, the second heat exchange section, and the battery heat exchange device are connected and coolant flows through them. The second throttling device is in a throttling state. The outlet of the first heat exchange section is connected to the inlet of the second throttling device. The outlet of the second throttling device is connected to the inlet of the third heat exchanger. The refrigerant in the first heat exchange section exchanges heat with the coolant in the second heat exchange section.

9. A thermal management system as described in any one of claims 1 to 5, characterized in that, The thermal management system has a second battery heating mode, in which the second pump, the battery heat exchange device, and the heating device are connected and circulated with coolant.

10. A thermal management system as described in any one of claims 1 to 5, characterized in that, The coolant system includes a motor branch and a battery branch. The motor branch includes a first pump, a motor heat exchange device, a fourth heat exchanger, and a second heat exchange section. The battery branch includes a second pump and a battery heat exchange device. The coolant system includes a first multi-port device for connecting or separating the motor branch from the battery branch.

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