Thermal management system and vehicle with same

Abstract

The embodiment of the invention provides a thermal management system and a vehicle with the same, the thermal management system comprises a refrigerant loop, an electrically-driven heat dissipation pipeline, a passenger compartment heating pipeline and a passenger compartment cooling pipeline, the electrically-driven heat dissipation pipeline, the passenger compartment heating pipeline and the passenger compartment cooling pipeline are all used for circulation of cooling liquid, the refrigerant loop is used for circulation of refrigerant, and the refrigerant loop is used for circulation of cooling liquid. The refrigerant loop is located in an engine compartment of the vehicle and comprises a water-cooled condenser and a plate heat exchanger, the plate heat exchanger is provided with a first cooling liquid pipeline, the water-cooled condenser is provided with a second cooling liquid pipeline, the first cooling liquid pipeline is selectively connected with any one of the electric heat dissipation pipeline and the passenger compartment cooling pipeline in series, and the second cooling liquid pipeline is selectively connected with the other one of the electric heat dissipation pipeline and the passenger compartment cooling pipeline in series. The second cooling liquid pipeline is selectively connected with any one of the electric heat dissipation pipeline and the passenger compartment heating pipeline in series. The safety problem caused by leakage when the refrigerant enters the passenger compartment in the prior art is solved.

Description

Technical Field

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

[0002] In traditional vehicle thermal management systems, refrigerant undergoes direct heat exchange within the passenger compartment, posing a risk of refrigerant leakage and threatening passenger safety. This risk is exacerbated, especially in new energy vehicles, where the high-pressure nature of the refrigerant further aggravates the problem. While current thermal management systems on the market achieve some degree of heat dissipation for the electric drive system and temperature control in the passenger compartment, their direct contact between the refrigerant and the passenger compartment design fails to effectively prevent potential harm from refrigerant leakage to passengers.

[0003] There is currently no good solution to the above problems. Summary of the Invention

[0004] This application provides a thermal management system and a vehicle having the same, to at least solve the safety problem caused by refrigerant leakage when it enters the passenger compartment in the prior art.

[0005] According to one aspect of the embodiments of this application, a thermal management system is provided, including a refrigerant circuit, an electric drive cooling pipe, a passenger compartment heating pipe, and a passenger compartment cooling pipe. The electric drive cooling pipe, passenger compartment heating pipe, and passenger compartment cooling pipe are all used for circulating coolant. The refrigerant circuit is used for circulating refrigerant. The refrigerant circuit is located in the engine compartment of the vehicle. The refrigerant circuit includes a water-cooled condenser and a plate heat exchanger. The plate heat exchanger has a first coolant pipe, and the water-cooled condenser has a second coolant pipe. The first coolant pipe can be selectively connected in series with either the electric drive cooling pipe or the passenger compartment cooling pipe, and the second coolant pipe can be selectively connected in series with either the electric drive cooling pipe or the passenger compartment heating pipe.

[0006] Furthermore, the thermal management system also includes a battery heat exchange circuit, which includes a battery heat exchanger. The battery heat exchanger has a third coolant line, which can be selectively connected in series with any one of the first coolant line, the second coolant line, and the crew compartment heating line.

[0007] Furthermore, a heater is installed on the crew compartment heating pipes to heat the coolant in the crew compartment heating pipes.

[0008] Furthermore, the thermal management system also includes an engine cooling circuit, which can be optionally connected to the passenger compartment heating piping and is located within the engine compartment.

[0009] Furthermore, the thermal management system also includes intercooler heat exchange piping, which is connected in parallel with the electric drive cooling piping.

[0010] Furthermore, the thermal management system also includes a first three-way valve. The first port of the first three-way valve is connected to the outlet of the electric drive cooling pipe, the second port of the first three-way valve is connected to the inlet of the first coolant pipe, and the third port of the first three-way valve is connected to the inlet of the second coolant pipe. The first three-way valve is used to control the connection between the electric drive cooling pipe and any one of the first coolant pipe and the second coolant pipe.

[0011] Furthermore, the thermal management system also includes a second three-way valve and a sixth three-way valve. The first port of the second three-way valve is connected to the outlet of the first coolant line, the second port of the second three-way valve is connected to the inlet of the electric drive cooling line, the third port of the second three-way valve is connected to the first port of the sixth three-way valve, the second port of the sixth three-way valve is connected to the inlet of the crew compartment cooling line, and the third port of the sixth three-way valve is connected to the inlet of the third coolant line. The second three-way valve is used to control the connection between the first coolant line and any one of the electric drive cooling line and the sixth three-way valve, and the sixth three-way valve is used to control the connection between the second three-way valve and at least one of the crew compartment cooling line and the third coolant line.

[0012] Furthermore, the thermal management system also includes a third three-way valve and a fifth three-way valve. The first port of the third three-way valve is connected to the outlet of the second coolant line, the second port of the third three-way valve is connected to the inlet of the electric drive cooling line, and the third port of the third three-way valve is connected to the inlet of the crew compartment heating line. The first port of the fifth three-way valve is connected to the outlet of the crew compartment heating line, the second port of the fifth three-way valve is connected to the inlet of the third coolant line, and the third port of the fifth three-way valve is connected to the inlet of the second coolant line. The third three-way valve is used to control the connection between the second coolant line and any one of the electric drive cooling line and the crew compartment heating line, and the fifth three-way valve is used to control the connection between the crew compartment heating line and any one of the second coolant line and the third coolant line.

[0013] Furthermore, the thermal management system also includes a fourth three-way valve, the first port of which is connected to the outlet of the third coolant line, the second port of which is connected to the inlet of the first coolant line, and the third port of which is connected to the inlet of the second coolant line and the third port of the fifth three-way valve.

[0014] According to another aspect of the embodiments of this application, a vehicle is also provided, including a thermal management system, which is the thermal management system described above.

[0015] In this embodiment, the refrigerant circuit is located in the engine compartment and exchanges heat with the passenger compartment heating and cooling lines through the first coolant line of the plate heat exchanger and the second coolant line of the water-cooled condenser. This achieves indirect heat exchange between the refrigerant circuit and the passenger compartment. Both passenger compartment heating and cooling are carried out through indirect circulation, preventing refrigerant from entering the passenger compartment heating and cooling lines. This solves the safety problem caused by refrigerant leakage when it enters the passenger compartment in the prior art and reduces the hazards of refrigerant leakage. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0017] Figure 1 This is a schematic diagram of an optional thermal management system according to an embodiment of this application;

[0018] Figure 2 This is a schematic diagram illustrating the principle of a thermal management system for passenger compartment cooling and battery cooling modes according to an embodiment of this application.

[0019] Figure 3 This is a schematic diagram illustrating the principle of a crew cabin-only cooling mode of a thermal management system according to an embodiment of this application.

[0020] Figure 4 This is a schematic diagram illustrating the principle of a battery-only cooling mode of a thermal management system according to an embodiment of this application;

[0021] Figure 5 This is a schematic diagram illustrating the principle of passenger compartment heating and battery heating modes in a thermal management system according to an embodiment of this application under heat pump mode.

[0022] Figure 6 This is a schematic diagram illustrating the principle of a heat pump mode for a thermal management system based on an embodiment of this application, where the heating mode is limited to the passenger compartment only.

[0023] Figure 7 This is a schematic diagram illustrating the principle of a thermal management system in a heat pump mode with only battery heating, according to an embodiment of this application.

[0024] Figure 8 This is a schematic diagram illustrating the principle of passenger compartment heating and battery heating modes in a thermal management system according to an embodiment of this application under non-heat pump mode.

[0025] Figure 9 This is a schematic diagram illustrating the principle of a thermal management system in a non-heat pump mode with only the passenger compartment heated, according to an embodiment of this application.

[0026] Figure 10 This is a schematic diagram illustrating the principle of a thermal management system in a non-heat pump mode with only battery heating, according to an embodiment of this application.

[0027] Figure 11 This is a schematic diagram of an optional thermal management system according to an embodiment of this application;

[0028] Figure 12 This is a schematic diagram of an optional thermal management system according to an embodiment of this application;

[0029] Figure 13 This is a schematic diagram of an optional thermal management system according to an embodiment of this application.

[0030] The above figures include the following reference numerals:

[0031] 1. Drive motor (three-in-one); 2. CDU; 3. First radiator; 4. First water pump; 5. Cooling fan; 6. First three-way valve; 7. Second three-way valve; 8. Second water pump; 9. First three-way pipe; 10. Electric compressor; 11. Plate heat exchanger; 12. Water-cooled condenser; 13. Electronic expansion valve; 14. Gas-liquid separator; 15. Heater core; 16. Third water pump; 17. Heater; 18. Third three-way valve; 19. Second three-way pipe; 20. Fourth three-way valve; 21. Cooler core; 22. Fifth three-way valve; 23. Fourth three-way pipe; 24. Sixth three-way valve; 25. Third three-way pipe; 26. Power battery pack; 27. Battery heat exchanger; 28. Fourth water pump; 29. ​​Fifth three-way pipe; 30. Sixth three-way pipe; 31. Engine; 32. Water pump; 33. Intercooler; 34. Second radiator. Detailed Implementation

[0032] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0033] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0034] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0035] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0036] Combination Figures 1 to 13 As shown, an embodiment of this application provides a thermal management system.

[0037] Specifically, the thermal management system includes a refrigerant circuit, an electric drive cooling pipe, a passenger compartment heating pipe, and a passenger compartment cooling pipe. The electric drive cooling pipe, passenger compartment heating pipe, and passenger compartment cooling pipe are all used to circulate coolant. The refrigerant circuit is used to circulate refrigerant. The refrigerant circuit is located in the engine compartment of the vehicle. The refrigerant circuit includes a water-cooled condenser 12 and a plate heat exchanger 11. The plate heat exchanger 11 has a first coolant pipe, and the water-cooled condenser 12 has a second coolant pipe. The first coolant pipe can be selectively connected in series with any one of the electric drive cooling pipe and the passenger compartment cooling pipe, and the second coolant pipe can be selectively connected in series with any one of the electric drive cooling pipe and the passenger compartment heating pipe.

[0038] By applying the technical solution of this embodiment, the refrigerant circuit is placed in the engine compartment and exchanges heat with the passenger compartment heating and cooling pipes in the passenger compartment through the first coolant pipe of the plate heat exchanger 11 and the second coolant pipe of the water-cooled condenser 12. This achieves indirect heat exchange between the refrigerant circuit and the passenger compartment. Both passenger compartment heating and cooling are carried out through indirect circulation, so that the refrigerant does not enter the passenger compartment heating and cooling pipes. This solves the safety problem caused by refrigerant leakage when it enters the passenger compartment in the prior art and reduces the hazards of refrigerant leakage.

[0039] It should be understood that, in the embodiments of this application, the two pipelines connected in series should form a complete loop. For example, when the first coolant pipeline and the electric drive cooling pipeline are connected in series, the first coolant pipeline and the electric drive cooling pipeline form a complete loop. The coolant enters the electric drive cooling pipeline from the first coolant pipeline and eventually returns to the first coolant pipeline, thus realizing the circulation of the coolant.

[0040] In one exemplary embodiment of this application, the refrigerant circuit also includes an electric compressor 10, an electronic expansion valve 13, and a gas-liquid separator 14. After the refrigerant (i.e., the cooling medium) is powered by the electric compressor 10, it flows to the water-cooled condenser 12, the electronic expansion valve 13, the plate heat exchanger 11, and the gas-liquid separator 14, and finally returns to the electric compressor 10. The refrigerant circuit has only five components and connecting pipes, and the structure is simple.

[0041] In one exemplary embodiment of this application, the electric drive cooling pipe is equipped with a drive motor three-in-one unit 1, a CDU2 (CDU, Conversion & Distribution Unit, three-in-one integrated vehicle charging and distribution assembly), a first radiator 3, and a first water pump 4. A cooling fan 5 is located near the first radiator 3 to accelerate the heat dissipation of the first radiator 3. In other embodiments, the first radiator 3 can be arranged in parallel with the drive motor three-in-one unit 1 and CDU2. Preferably, the first radiator 3 is a low-temperature radiator.

[0042] Among them, the three-in-one drive motor refers to a system unit that integrates the three components: drive motor, motor controller (i.e., inverter), and reducer (usually gearbox).

[0043] Optionally, in the crew cabin heating mode, the first coolant line is connected in series with the electric drive heat dissipation line, and the second coolant line is connected in series with the crew cabin heating line. The waste heat from the environment and the electric drive system is absorbed through the plate heat exchanger 11 and the first radiator 3, and then the heat is transferred to the crew cabin through the water-cooled condenser 12.

[0044] Optionally, in the crew compartment cooling mode, the first coolant line is connected in series with the crew compartment cooling line, and the second coolant line is connected in series with the electric drive heat dissipation line. The heat inside the crew compartment is absorbed through the plate heat exchanger 11, and then the heat is transferred to the outside of the cabin through the water-cooled condenser 12 and the first radiator 3.

[0045] In one exemplary embodiment of this application, such as Figure 1 As shown, the first coolant line can be connected in series with either the electric drive cooling line or the crew compartment cooling line via a valve. The second coolant line can be connected in series with either the electric drive cooling line or the crew compartment heating line via a valve. In this embodiment, the thermal management system can utilize the refrigerant circuit to achieve crew compartment heating and cooling.

[0046] In another exemplary embodiment of this application, such as Figure 11 , Figure 12 , Figure 13 As shown, the second coolant line is always connected in series with the electric drive cooling line. The first coolant line can be selected by a valve to be connected in series with the crew compartment cooling line. When the first coolant line is connected in series with the crew compartment cooling line, the thermal management system in this embodiment can use the refrigerant circuit to cool the crew compartment.

[0047] Preferably, the refrigerant circulating in the refrigerant circuit is R290 (propane). R290 (propane), as a natural hydrocarbon refrigerant, has environmental advantages such as zero ODP, low GWP (GWP≈3), and excellent thermodynamic properties. When R290 (propane) is applied to the thermal management system in this embodiment, since the refrigerant circuit is located in the engine compartment, the indirect circulation scheme in this embodiment can prevent flammable R290 refrigerant from entering the passenger compartment, reducing the hazards caused by refrigerant leakage. Optionally, the refrigerant circulating in the refrigerant circuit can also be R1234yf, R744 (carbon dioxide), R134a, etc.

[0048] Furthermore, the thermal management system also includes a battery heat exchange circuit, which includes a battery heat exchanger 27. The battery heat exchanger 27 has a third coolant line, which can be selectively connected in series with any one of the first coolant line, the second coolant line, and the crew compartment heating line.

[0049] By setting up a battery heat exchange circuit, cooling and heating of the battery can be achieved to improve battery performance under different operating environments. For example, in extremely cold weather, heating the battery can accelerate battery operating efficiency, while in hot weather, cooling the battery can prevent safety accidents. In this embodiment, when the third coolant pipeline is connected in series with the first coolant pipeline, it can achieve battery cooling through heat exchange with the plate heat exchanger 11. When the third coolant pipeline is connected in series with the second coolant pipeline, it can achieve battery heating through heat exchange with the water-cooled condenser 12. When the third coolant pipeline is connected in series with the passenger compartment heating pipeline, it can achieve battery heating through the self-heating function of the passenger compartment heating pipeline. For example, when a heater is installed on the passenger compartment heating pipeline, the heater can be used to heat the battery.

[0050] Specifically, in one exemplary embodiment of this application, the battery heat exchange circuit includes a battery heat exchanger 27, a power battery pack 26, and a fourth water pump 28. It should be understood that the battery heat exchange circuit is used to circulate coolant, and the coolant achieves heat exchange during the flow process. Preferably, the battery heat exchanger 27 is a plate heat exchanger.

[0051] It should be understood that the series connection of the third coolant line with the first coolant line, the second coolant line, and the crew compartment heating line does not affect the series connection of the other lines. For example, when the third coolant line is connected in series with the first coolant line, and the first coolant line is connected in series with the crew compartment cooling line, the refrigerant circuit can be used to achieve both crew compartment cooling and battery cooling. Alternatively, when the third coolant line is connected in series with the second coolant line, and the second coolant line is connected in series with the crew compartment heating line, the refrigerant circuit can be used to achieve both crew compartment heating and battery heating.

[0052] Furthermore, a heater 17 is installed on the crew compartment heating pipes to heat the coolant within the crew compartment heating pipes. By installing the heater 17, the crew compartment can achieve self-heating, that is, without utilizing refrigerant heat exchange, the crew compartment can be heated directly by heating the coolant within the crew compartment heating pipes. This enables self-heating of the crew compartment when the refrigerant circuit is not operating. Alternatively, when the efficiency of heating the crew compartment using the refrigerant circuit is insufficient, the heater 17 can be activated simultaneously to utilize both the refrigerant circuit and the heater 17 for crew compartment heating, thereby improving heating efficiency.

[0053] In one exemplary embodiment of this application, heater 17 is a PTC heater. Preferably, heater 17 is a high-voltage PTC heater connected to the high-voltage platform of the vehicle. Its working voltage is usually 400V or 800V, and its heating power can reach 5KW to 10KW or higher. When applied to electric vehicles, it can achieve rapid heating.

[0054] In one exemplary embodiment of this application, a warm air core 15, a high-pressure heater, and a third water pump 16 are provided on the passenger compartment heating pipe. When the coolant flows through the warm air core 15, the airflow in the passenger compartment enters the warm air core 15 and exchanges heat with the coolant. After the airflow is warmed, it returns to the passenger compartment to achieve passenger compartment heating. Preferably, a blower is arranged around the warm air core 15 to improve the air circulation rate and passenger compartment heating efficiency.

[0055] It should be noted that when only the heater 17 is needed for coolant heating and there is no need for crew cabin heating, only the heater 17 can be turned on without starting the heater core 15. For example, when the third cooling line is connected in series with the crew cabin heating line, the heater 17 can be turned on and the heater core 15 can be turned off to achieve the battery heating function using the heater 17.

[0056] Optionally, the thermal management system also includes an engine cooling circuit, which may be selectively connected to the passenger compartment heating piping. The engine cooling circuit is located within the engine compartment. When the engine cooling circuit is connected to the passenger compartment heating piping, the waste heat from the engine in the engine cooling circuit can be used for passenger compartment heating, fully utilizing the system's heat and achieving efficient energy utilization.

[0057] Optionally, the engine cooling circuit can also be connected in series with the third cooling pipe. When the engine cooling circuit is connected in series with the third cooling pipe, the engine waste heat can be used for battery heating.

[0058] In one exemplary embodiment of this application, the engine cooling circuit includes an engine 31, a water pump 32, and a second radiator 34. The second radiator 34 is arranged adjacent to the first radiator 3 and shares a cooling fan 5 with the first radiator 3. This simplifies the system structure and reduces the number of components. Preferably, the second radiator 34 is a high-temperature radiator. Wherein, as... Figure 12 As shown, the engine cooling circuit can be selectively connected in series with the passenger compartment heating pipes and the third cooling pipes via a valve structure to utilize engine waste heat for passenger compartment heating and battery heating. Alternatively, as... Figure 13 As shown, the engine cooling circuit is always connected in series with the crew compartment heating pipes.

[0059] Optionally, the thermal management system also includes intercooler heat exchange piping, which is connected in parallel with the electric drive cooling piping. The intercooler heat exchange piping enables heat dissipation. When the electric drive cooling piping is connected in series with either the first or second cooling piping, the intercooler heat exchange piping is also connected in series with either the first or second cooling piping, thereby improving heat dissipation efficiency.

[0060] like Figure 12 and Figure 13As shown, in an exemplary embodiment of this application, an intercooler 33 is provided on the intercooler heat exchange pipeline. Depending on actual needs, a water pump can also be installed on the intercooler heat exchange pipeline to regulate the liquid flow rate and velocity within the pipeline. Specifically, the intercooler heat exchange pipeline is connected in parallel with the electric drive cooling pipeline, and the electric drive cooling pipeline is always connected in series with the second cooling pipeline. The heat from the water-cooled condenser 12 is discharged through the electric drive cooling pipeline and the intercooler heat exchange pipeline.

[0061] Specifically, the thermal management system also includes a first three-way valve 6. The first port of the first three-way valve 6 is connected to the outlet of the electric drive cooling pipe, the second port of the first three-way valve 6 is connected to the inlet of the first coolant pipe, and the third port of the first three-way valve 6 is connected to the inlet of the second coolant pipe. The first three-way valve 6 is used to control the connection between the electric drive cooling pipe and any one of the first coolant pipe and the second coolant pipe.

[0062] In this embodiment, the connection mode of the first three-way valve 6 can be adjusted by remote electrical signal, thereby adjusting the connection relationship between the electric drive heat dissipation pipeline and the first coolant pipeline and the second coolant pipeline. Furthermore, the valve opening can be adjusted by setting specific electrical signals to control the flow rate inside the circuit.

[0063] Preferably, while a first three-way valve 6 is installed at the outlet end of the electric drive cooling pipe, a sixth three-way pipe 30 can be installed at the inlet end of the first three-way valve 6 to integrate the connection positions of the electric drive cooling pipe with the first coolant pipe and the second coolant pipe, thereby reducing the internal pipe layout and simplifying the system structure.

[0064] Specifically, the thermal management system also includes a second three-way valve 7 and a sixth three-way valve 24. The first port of the second three-way valve 7 is connected to the outlet of the first coolant pipeline, the second port of the second three-way valve 7 is connected to the inlet of the electric drive cooling pipeline, the third port of the second three-way valve 7 is connected to the first port of the sixth three-way valve 24, the second port of the sixth three-way valve 24 is connected to the inlet of the crew compartment cooling pipeline, and the third port of the sixth three-way valve 24 is connected to the inlet of the third coolant pipeline. The second three-way valve 7 is used to control the connection between the first coolant pipeline and any one of the electric drive cooling pipeline and the sixth three-way valve 24, and the sixth three-way valve 24 is used to control the connection between the second three-way valve 7 and at least one of the crew compartment cooling pipeline and the third coolant pipeline.

[0065] In this embodiment, the connection mode of the second three-way valve 7 and the sixth three-way valve 24 can be adjusted by remote electrical signals, thereby adjusting the connection relationship between the first coolant pipeline, the electric drive heat dissipation pipeline, the crew compartment cooling pipeline, and the third coolant pipeline. Furthermore, the valve opening can be adjusted by setting specific electrical signals to control the flow rate inside the circuit. In addition, the combination of the second three-way valve 7 and the sixth three-way valve 24 can centrally control multiple pipelines, simplifying the system structure.

[0066] Furthermore, the thermal management system also includes a third three-way valve 18 and a fifth three-way valve 22. The first port of the third three-way valve 18 is connected to the outlet of the second coolant pipeline, the second port of the third three-way valve 18 is connected to the inlet of the electric drive cooling pipeline, and the third port of the third three-way valve 18 is connected to the inlet of the crew compartment heating pipeline. The first port of the fifth three-way valve 22 is connected to the outlet of the crew compartment heating pipeline, the second port of the fifth three-way valve 22 is connected to the inlet of the third coolant pipeline, and the third port of the fifth three-way valve 22 is connected to the inlet of the second coolant pipeline. The third three-way valve 18 is used to control the connection between the second coolant pipeline and any one of the electric drive cooling pipeline and the crew compartment heating pipeline, and the fifth three-way valve 22 is used to control the connection between the crew compartment heating pipeline and any one of the second coolant pipeline and the third coolant pipeline.

[0067] In this embodiment, the connection mode of the third three-way valve 18 and the fifth three-way valve 22 can be adjusted by remote electrical signals, thereby adjusting the connection relationship between the first coolant pipeline, the electric drive heat dissipation pipeline, the crew compartment heating pipeline, and the third coolant pipeline. Furthermore, the valve opening can be adjusted by setting specific electrical signals to control the flow rate inside the circuit. In addition, the combination of the third three-way valve 18 and the fifth three-way valve 22 can centrally control multiple pipelines and simplify the system structure.

[0068] Furthermore, the thermal management system also includes a fourth three-way valve 20, the first port of which is connected to the outlet of the third coolant pipeline, the second port of which is connected to the inlet of the first coolant pipeline, and the third port of which is connected to the inlet of the second coolant pipeline and the third port of the fifth three-way valve 22.

[0069] In this embodiment, the connection mode of the fourth three-way valve 20 can be adjusted by remote electrical signals, thereby adjusting the connection relationship between the first coolant pipeline, the second coolant pipeline, and the third coolant pipeline. Furthermore, the valve opening can be adjusted by setting specific electrical signals to control the flow rate inside the circuit. In addition, the combination of the fourth three-way valve 20 can centrally control multiple pipelines, simplifying the system structure.

[0070] Preferably, in an exemplary embodiment of this application, the thermal management system further includes a first tee pipe 9, a second tee pipe 19, a fourth tee pipe 23, a third tee pipe 25, and a fifth tee pipe 29. The first tee pipe 9 is connected to the second tee pipe 19, the first tee valve 6, and the inlet end of the first coolant pipeline. The second tee pipe 19 is connected to the first tee pipe 9, the passenger compartment cooling pipeline, and the fourth tee valve 20. The fifth tee pipe 29 is connected to the first tee valve 6, the second coolant pipeline, and the fourth tee pipe 23. The fourth tee pipe 23 is connected to the fifth tee pipe 29, the fifth tee valve 22, and the fourth tee valve 20. The third tee pipe 25 is connected to the third coolant pipeline, the sixth tee valve 24, and the fifth tee valve 22. By setting up multiple tee pipes, the various pipelines can be connected in a centralized manner, simplifying the system structure.

[0071] Embodiments of this application also provide a vehicle, including a thermal management system, which is the thermal management system described in the above embodiments.

[0072] This application also provides an automotive thermal management system using R290 refrigerant. The system uses R290 as the refrigerant and comprises an electric compressor 10, a water-cooled condenser 12, an electronic expansion valve 13, a plate heat exchanger 11, and a gas-liquid separator 14 to form an air conditioning system. The coolant circuit includes a cooling fan 5, a heat exchanger, a heater 17, a warm air core 15, a cold air core 21, a battery heat exchanger 27, a water pump, and valves. In cooling mode, the plate heat exchanger 11 absorbs heat from the passenger compartment and battery, and then transfers the heat to the outside through the water-cooled condenser 12 and the first radiator 3. In heating mode, the plate heat exchanger 11 and the first radiator 3 absorb ambient heat and waste heat from the electric drive system, and then transfer the heat to the passenger compartment or battery through the water-cooled condenser 12. The high-pressure heater 17 provides auxiliary heating. When the battery is cooling or heating, the battery heat exchanger 27 transfers heat from the battery to the coolant.

[0073] The air conditioning system uses a refrigerant loop with R290, including an electric compressor 10, a water-cooled condenser 12, an electronic expansion valve 13, a plate heat exchanger 11, and a gas-liquid separator 14. After the refrigerant is powered by the electric compressor 10, it flows to the water-cooled condenser 12, the electronic expansion valve 13, the plate heat exchanger 11, and the gas-liquid separator 14, and finally returns to the electric compressor 10. The refrigerant system has only five components and connecting pipes, and the structure is simple.

[0074] Both heating and cooling utilize indirect circulation. The system's electric cooling, crew compartment heating, crew compartment cooling, battery heating, and battery cooling functions are all achieved through a coolant circuit. The coolant circuit includes a first radiator 3, a battery heat exchanger 27, a high-pressure heater 17, a warm air core 15, a cold air core 21, three water pumps, six three-way valves, six three-way pipes, and connecting pipes. The water pumps drive the coolant circulation, achieving efficient heat transfer and distribution, while simultaneously regulating flow and pressure to ensure stable system operation, eliminate air bubbles, and prevent air lock.

[0075] Specifically, such as Figures 2 to 10 As shown, the dashed lines represent unconnected pipes. The thermal management system in this embodiment has the following operating modes:

[0076] Mode 1: Passenger cabin cooling + battery cooling mode;

[0077] In this mode, the coolant circuit has three circulations, as shown in the attached diagram. Figure 2 As shown. The first cycle includes a first water pump 4, a first radiator 3, a CDU 2, a drive motor three-in-one 1, a first three-way valve 6, a sixth three-way pipe 30, a water-cooled condenser 12, a third three-way valve 18, and a three-way pipe. The water-cooled condenser 12 and the first radiator 3 transfer heat from the air conditioning system to the outside of the vehicle.

[0078] The first radiator 3 of the system is arranged in series with CDU2 and drive motor 1. Depending on the system characteristics, a parallel arrangement can be considered.

[0079] The second cycle includes a plate heat exchanger 11, a second water pump 8, a second three-way valve 7, a sixth three-way valve 24, a cold air core 21, a second three-way pipe 19, a fourth three-way pipe 23, a battery heat exchanger 27, a fourth three-way valve 20, and a first three-way pipe 9.

[0080] After the coolant exchanges heat with the refrigerant in the plate heat exchanger 11, it splits into two branches at the sixth three-way valve 24. The first branch flows to the cold air core 21, where it exchanges heat with the hot air in the passenger compartment to cool the passenger compartment. The second branch flows to the battery heat exchanger 27 to cool the battery.

[0081] The third cycle is the battery cooling cycle, which includes the fourth water pump 28, the power battery pack 26 and the battery heat exchanger 27. The battery heat exchanger 27 exchanges heat with the second cycle coolant to cool the power battery pack 26.

[0082] Mode 2: Passenger cabin cooling mode only;

[0083] In this mode, the coolant circuit has two cycles, as shown in the attached diagram. Figure 3As shown. The first cycle includes a first water pump 4, a first radiator 3, a CDU 2, a drive motor three-in-one 1, a first three-way valve 6, a sixth three-way pipe 30, a water-cooled condenser 12, a third three-way valve 18, and a three-way pipe. The water-cooled condenser 12 and the first radiator 3 transfer heat from the air conditioning system to the outside of the vehicle.

[0084] The second cycle includes a plate heat exchanger 11, a second water pump 8, a second three-way valve 7, a sixth three-way valve 24, a cold air core 21, a second three-way pipe 19, and a first three-way pipe 9.

[0085] After the coolant exchanges heat with the refrigerant through the plate heat exchanger 11, it flows to the cold air core 21, where it exchanges heat with the hot air in the crew compartment, thus cooling the crew compartment.

[0086] Mode 3: Battery cooling only;

[0087] In this mode, the coolant circuit has three circulations, as shown in the attached diagram. Figure 4 As shown. The first cycle includes a first water pump 4, a first radiator 3, a CDU 2, a drive motor three-in-one 1, a first three-way valve 6, a sixth three-way pipe 30, a water-cooled condenser 12, a third three-way valve 18, and a three-way pipe. The water-cooled condenser 12 and the first radiator 3 transfer heat from the air conditioning system to the outside of the vehicle.

[0088] The second cycle includes a plate heat exchanger 11, a second water pump 8, a second three-way valve 7, a sixth three-way valve 24, a fourth three-way pipe 23, a battery heat exchanger 27, a fourth three-way valve 20, a second three-way pipe 19, and a first three-way pipe 9.

[0089] After the coolant exchanges heat with the refrigerant in the plate heat exchanger 11, it flows to the battery heat exchanger 27 to cool the battery.

[0090] The third cycle is the battery cooling cycle, which includes the fourth water pump 28, the power battery pack 26 and the battery heat exchanger 27. The battery heat exchanger 27 exchanges heat with the second cycle coolant to cool the power battery pack 26.

[0091] Mode 4: In heat pump mode, the passenger compartment is heated by a combination of heating and battery heating.

[0092] In this mode, the coolant circuit has three circulations, as shown in the attached diagram. Figure 5 As shown. The first cycle includes a first water pump 4, a heat exchanger, a CDU2, a three-in-one drive motor 1, a first three-way valve 6, a first three-way pipe 9, a plate heat exchanger 11, a second water pump 8, a second three-way valve 7, and a sixth three-way pipe 30.

[0093] The circulation includes two pumps. The second pump 8 is not in operation as a passageway, and can also be moved between the second tee pipe 19 and the sixth tee pipe 30.

[0094] The second cycle includes a water-cooled condenser 12, a third three-way valve 18, a high-pressure heater 17, a third water pump 16, a heater core 15, a fifth three-way valve 22, a third three-way pipe 25, a battery heat exchanger 27, a fourth three-way valve 20, a fourth three-way pipe 23, and a fifth three-way pipe 29. The coolant heats the passenger compartment air in the heater core 15 and then splits into two branches at the fifth three-way valve 22. The first branch flows to the fourth three-way pipe 23, while the second branch flows to the third three-way pipe 25, the battery heat exchanger 27, and the fourth three-way valve 20. The two branches converge at the fourth three-way pipe 23 and then return to the water-cooled condenser 12 via the fifth three-way pipe 29. The second branch heats the battery circuit coolant and the power battery pack 26 via the battery heat exchanger 27.

[0095] When the heat pump system cannot meet the heating requirements, the high-pressure heater 17 is used for auxiliary heating through PID intelligent control.

[0096] The third cycle is the battery heating cycle, which includes the fourth water pump 28, the power battery pack 26 and the battery heat exchanger 27. The battery heat exchanger 27 exchanges heat with the second cycle coolant to heat the power battery pack 26.

[0097] Mode 5: In heat pump mode, only the passenger compartment is heated;

[0098] In this mode, the coolant circuit has two circulations, as shown in the attached diagram. Figure 6 As shown. The first cycle includes a first water pump 4, a heat exchanger, a CDU2, a three-in-one drive motor 1, a first three-way valve 6, a first three-way pipe 9, a plate heat exchanger 11, a second water pump 8, a second three-way valve 7, and a sixth three-way pipe 30.

[0099] The second cycle includes a water-cooled condenser 12, a third three-way valve 18, a high-pressure heater 17, a third water pump 16, a heater core 15, a fifth three-way valve 22, a fourth three-way pipe 23, and a fifth three-way pipe 29. The coolant heats the cabin air in the heater core 15. When the heat pump system cannot meet the heating requirements, the high-pressure heater 17 is used for auxiliary heating through PID intelligent control.

[0100] Mode 6: In heat pump mode, only the battery heats up;

[0101] In this mode, the coolant circuit has three circulations, as shown in the attached diagram. Figure 7 As shown. The first cycle includes a first water pump 4, a heat exchanger, a CDU2, a three-in-one drive motor 1, a first three-way valve 6, a first three-way pipe 9, a plate heat exchanger 11, a second water pump 8, a second three-way valve 7, and a sixth three-way pipe 30.

[0102] The second cycle includes a water-cooled condenser 12, a third three-way valve 18, a high-pressure heater 17, a third water pump 16, a heater core 15, a fifth three-way valve 22, a third three-way pipe 25, a battery heat exchanger 27, a fourth three-way valve 20, a fourth three-way pipe 23, and a fifth three-way pipe 29. Since the blower stops operating due to the lack of heating requests in the passenger compartment, the coolant in the heater core 15 does not heat the passenger compartment air. After flowing out, it flows through the fifth three-way valve 22 to the third three-way pipe 25, the battery heat exchanger 27, the fourth three-way valve 20, the fourth three-way pipe 23, and the fifth three-way pipe 29, finally returning to the water-cooled condenser 12. The battery heat exchanger 27 heats the battery circuit coolant, thus heating the power battery pack 26. When the heat pump system cannot meet the heating requirements, the high-pressure heater 17 is used for auxiliary heating via PID intelligent control.

[0103] The third cycle is the battery heating cycle, which includes the fourth water pump 28, the power battery pack 26 and the battery heat exchanger 27. The battery heat exchanger 27 exchanges heat with the second cycle coolant to heat the power battery pack 26.

[0104] Mode 7: Passenger cabin heating + battery heating in non-heat pump mode;

[0105] In this mode, the coolant circuit has two circulations, as shown in the attached diagram. Figure 8 As shown, the high-pressure heater 17 is the sole heat source. The first cycle includes a water-cooled condenser 12, a third three-way valve 18, a high-pressure heater 17, a third water pump 16, a heater core 15, a fifth three-way valve 22, a third three-way pipe 25, a battery heat exchanger 27, a fourth three-way valve 20, a fourth three-way pipe 23, and a fifth three-way pipe 29. The coolant heats the passenger compartment air in the heater core 15 and then splits into two branches at the fifth three-way valve 22. The first branch flows to the fourth three-way pipe 23, while the second branch flows to the third three-way pipe 25, the battery heat exchanger 27, and the fourth three-way valve 20 respectively. The two branches converge at the fourth three-way pipe 23 and then return to the water-cooled condenser 12 via the fifth three-way pipe 29. The second branch heats the battery circuit coolant through the battery heat exchanger 27, thus heating the power battery pack 26.

[0106] The second cycle is the battery heating cycle, which includes the fourth water pump 28, the power battery pack 26 and the battery heat exchanger 27. The battery heat exchanger 27 exchanges heat with the second cycle coolant to heat the power battery pack 26.

[0107] Mode 8: Crew cabin heating in non-heat pump mode;

[0108] In this mode, the coolant circuit has one loop, as shown in the attached diagram. Figure 9As shown, the high-pressure heater 17 is the sole heat source. The circulation system includes a water-cooled condenser 12, a third three-way valve 18, a high-pressure heater 17, a third water pump 16, a heater core 15, a fifth three-way valve 22, a fourth three-way pipe 23, and a fifth three-way pipe 29. The coolant heats the cabin air in the heater core 15.

[0109] Mode 9: Battery heating in non-heat pump mode;

[0110] In this mode, the coolant circuit has two circulations, as shown in the attached diagram. Figure 10 As shown, the high-pressure heater 17 is the sole heat source. The first cycle includes a water-cooled condenser 12, a third three-way valve 18, a high-pressure heater 17, a third water pump 16, a heater core 15, a fifth three-way valve 22, a third three-way pipe 25, a battery heat exchanger 27, a fourth three-way valve 20, a fourth three-way pipe 23, and a fifth three-way pipe 29. Since there is no heating request in the passenger compartment, the blower stops working. The coolant in the heater core 15 does not heat the passenger compartment air. After flowing out, it flows through the fifth three-way valve 22 to the third three-way pipe 25, the battery heat exchanger 27, the fourth three-way valve 20, the fourth three-way pipe 23, and the fifth three-way pipe 29, finally returning to the water-cooled condenser 12. The battery heat exchanger 27 heats the battery circuit coolant, thus heating the power battery pack 26.

[0111] The second cycle is the battery heating cycle, which includes the fourth water pump 28, the power battery pack 26 and the battery heat exchanger 27. The battery heat exchanger 27 exchanges heat with the second cycle coolant to heat the power battery pack 26.

[0112] The vehicle thermal management system using R290 refrigerant in this embodiment places the R290 refrigerant circuit in the front compartment, employing indirect circulation for both heating and cooling, thus minimizing the harm to occupants from refrigerant leaks. The system is fully functional, providing electric drive cooling, battery heating and cooling, and passenger compartment heating and cooling. It features a heat pump mode, utilizing both air and waste heat from the electric drive, resulting in low heating energy consumption. The battery circuit achieves heating and cooling through a single plate heat exchanger, and the entire coolant circuit uses only one PTC heater, reducing system cost and architectural complexity.

[0113] The vehicle thermal management system using R290 refrigerant in this embodiment is mainly applied to EV heat pump models. The vehicle thermal management system in this embodiment can be applied to EV non-heat pump models, range-extended models, plug-in hybrid models, and fuel vehicles after simple modifications.

[0114] Specifically, Figure 11 This paper illustrates a vehicle thermal management system suitable for non-heat pump EV models, such as... Figure 11 As shown, the working principle and components of the cooling mode are similar to those of modes one through three of the heat pump vehicle, while the heating mode is similar to those of modes seven through nine of the heat pump vehicle.

[0115] Specifically, such as Figure 12 As shown, range-extended and plug-in hybrid vehicles typically do not come with a heat pump configuration, but can be... Figure 11 Based on the non-heat pump architecture shown, an engine cooling circuit and intercooler heat exchange pipeline are added. For example, an engine cooling circuit is added to the heater core circuit (i.e., the passenger compartment heating pipeline). Other circuits can basically be used.

[0116] Specifically, such as Figure 13 As shown, for gasoline-powered vehicles, it is possible to... Figure 11 Based on the non-heat pump architecture shown, an engine cooling circuit and intercooler heat exchange pipeline are added, the battery heat exchange circuit and heater 17 are removed, and an engine cooling circuit is added to the warm air core circuit (i.e., the crew compartment heating pipeline). Other circuits are basically the same.

[0117] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0118] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0119] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0120] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0121] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0122] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0123] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0124] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A thermal management system, characterized in that, It includes a refrigerant circuit, an electric drive cooling pipe, a passenger compartment heating pipe, and a passenger compartment cooling pipe. The electric drive cooling pipe, the passenger compartment heating pipe, and the passenger compartment cooling pipe are all used to circulate coolant. The refrigerant circuit is used to circulate refrigerant and is located in the vehicle's engine compartment. The refrigerant circuit includes a water-cooled condenser (12) and a plate heat exchanger (11). The plate heat exchanger (11) has a first coolant line, and the water-cooled condenser (12) has a second coolant line. The first coolant line can be selectively connected in series with any one of the electric drive heat dissipation line and the crew cabin cooling line, and the second coolant line can be selectively connected in series with any one of the electric drive heat dissipation line and the crew cabin heating line.

2. The thermal management system according to claim 1, characterized in that, The thermal management system further includes a battery heat exchange circuit, which includes a battery heat exchanger (27). The battery heat exchanger (27) has a third coolant line, which can be selectively connected in series with any one of the first coolant line, the second coolant line, and the crew cabin heating line.

3. The thermal management system according to claim 2, characterized in that, A heater (17) is installed on the crew compartment heating pipe, and the heater (17) is used to heat the coolant in the crew compartment heating pipe.

4. The thermal management system according to any one of claims 1-3, characterized in that, The thermal management system also includes an engine cooling circuit, which is optionally connected to the passenger compartment heating piping and is located within the engine compartment.

5. The thermal management system according to any one of claims 1-3, characterized in that, The thermal management system also includes an intercooler heat exchange pipeline, which is connected in parallel with the electric drive heat dissipation pipeline.

6. The thermal management system according to claim 2, characterized in that, The thermal management system further includes a first three-way valve (6), the first port of which is connected to the outlet of the electric drive cooling pipe, the second port of which is connected to the inlet of the first coolant pipe, and the third port of which is connected to the inlet of the second coolant pipe. The first three-way valve (6) is used to control the connection between the electric drive cooling pipe and either the first coolant pipe or the second coolant pipe.

7. The thermal management system according to claim 2, characterized in that, The thermal management system further includes a second three-way valve (7) and a sixth three-way valve (24). The first port of the second three-way valve (7) is connected to the outlet of the first coolant pipeline, the second port of the second three-way valve (7) is connected to the inlet of the electric drive cooling pipeline, the third port of the second three-way valve (7) is connected to the first port of the sixth three-way valve (24), the second port of the sixth three-way valve (24) is connected to the inlet of the crew compartment cooling pipeline, and the third port of the sixth three-way valve (24) is connected to the inlet of the third coolant pipeline. The second three-way valve (7) is used to control the connection between the first coolant pipeline and any one of the electric drive cooling pipeline and the sixth three-way valve (24), and the sixth three-way valve (24) is used to control the connection between the second three-way valve (7) and at least one of the crew compartment cooling pipeline and the third coolant pipeline.

8. The thermal management system according to claim 2 or 7, characterized in that, The thermal management system further includes a third three-way valve (18) and a fifth three-way valve (22). The first port of the third three-way valve (18) is connected to the outlet of the second coolant pipeline, the second port of the third three-way valve (18) is connected to the inlet of the electric drive cooling pipeline, the third port of the third three-way valve (18) is connected to the inlet of the crew cabin heating pipeline, the first port of the fifth three-way valve (22) is connected to the outlet of the crew cabin heating pipeline, the second port of the fifth three-way valve (22) is connected to the inlet of the third coolant pipeline, and the third port of the fifth three-way valve (22) is connected to the inlet of the second coolant pipeline. The third three-way valve (18) is used to control the connection between the second coolant pipeline and any one of the electric drive cooling pipeline and the crew cabin heating pipeline, and the fifth three-way valve (22) is used to control the connection between the crew cabin heating pipeline and any one of the second coolant pipeline and the third coolant pipeline.

9. The thermal management system according to claim 8, characterized in that, The thermal management system further includes a fourth three-way valve (20), the first port of which is connected to the outlet of the third coolant pipeline, the second port of which is connected to the inlet of the first coolant pipeline, and the third port of which is connected to the inlet of the second coolant pipeline and the third port of the fifth three-way valve (22).

10. A vehicle, characterized in that, Includes a thermal management system, wherein the thermal management system is the thermal management system according to any one of claims 1-9.

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