Thermal management system

Abstract

The invention discloses a heat management system which comprises a first heat exchanger, the first heat exchanger comprises a first heat exchange part and a second heat exchange part which are isolated from each other, and when the heat management system is in a first working mode, a compressor is in an open state, and a first valve and a second valve are both in a throttling state; the compressor, the first heat exchange part, the first valve piece and the second heat exchanger are communicated, an outlet of the compressor, the second valve piece and an inlet of the compressor are communicated, the first working mode comprises a pressure building stage and a working stage, in the pressure building stage, the first port is communicated with the third port, and in the working stage, the second port is communicated with the third port; in the working stage, the first port is communicated with the second port, and the second branch, the fourth branch and the first branch are communicated, and in the working stage, the first port is communicated with the second port, and the second branch, the third branch and the first branch are communicated. According to the heat management system, in the first working mode, in the initial compressor pressure building stage, the first heat exchanger and the first branch are isolated from each other, and the pressure drop of a refrigerant system is not increased.

Description

Technical Field

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

[0002] A vehicle's (e.g., an electric vehicle) thermal management system can regulate the ambient temperature inside the passenger compartment and manage the thermal properties of the battery.

[0003] In the relevant thermal management system, the refrigerant system includes two indoor heat exchangers, one evaporator, and one condenser. The two indoor heat exchangers are both located in the air conditioning unit and exchange heat with the air in the air conditioning unit to regulate the temperature of the passenger cabin. The condenser is a dual-channel heat exchanger, which includes a first heat exchange section and a second heat exchange section. The channel of the first heat exchange section flows with refrigerant, and the channel of the second heat exchange section flows with coolant. When the battery needs heating, the coolant in the second heat exchange section absorbs the heat from the refrigerant in the first heat exchange section. The high-temperature coolant in the second heat exchange section flows through the battery heat exchange device to heat the battery, which increases the pressure drop of the refrigerant system and is not conducive to the initial pressure build-up of the compressor. Summary of the Invention

[0004] The purpose of this application is to provide a thermal management system in which, during the initial compressor pressure build-up phase, the first heat exchanger and the first branch are isolated from each other, thus not increasing the refrigerant system pressure drop.

[0005] The objective of this application is achieved through the following technical solution:

[0006] A thermal management system includes a first heat exchanger, the first heat exchanger comprising a first heat exchange section and a second heat exchange section that are isolated from each other.

[0007] The thermal management system includes a refrigerant system and a coolant system. The refrigerant system includes a compressor, a first heat exchange section, a first valve, and a second heat exchanger. The first valve is connected in series to the branch where the second heat exchanger is located. The compressor, the first heat exchange section, the first valve, and the second heat exchanger can be connected.

[0008] The refrigerant system also includes a bypass branch, the outlet of which is connected to the inlet of the compressor, and the inlet of which is connected to the outlet of the compressor. The bypass branch includes a second valve.

[0009] The coolant system includes a first branch, a second branch, a third branch, a fourth branch, and a first valve. The first branch includes a battery heat exchange device and a first pump. The second branch includes a motor heat exchange device and a second pump. The third branch includes a second heat exchange section. The first valve has a first port, a second port, and a third port. The first port can communicate with at least one of the second port and the third port.

[0010] The first port can be connected to the outlet of the second branch, the second port can be connected to the inlet of the third branch, the third port can be connected to the inlet of the fourth branch, the outlet of the third branch and the outlet of the fourth branch can be connected to the inlet of the first branch, and the outlet of the first branch can be connected to the inlet of the second branch.

[0011] In the first operating mode of the thermal management system, the compressor is in the on state, the first valve and the second valve are both in the throttling state, the compressor, the first heat exchange section, the first valve and the second heat exchanger are connected, the outlet of the compressor, the second valve and the inlet of the compressor are connected, the first operating mode includes a pressure building stage and an operating stage, in the pressure building stage, the first port is connected to the third port, the second branch, the fourth branch and the first branch are connected, in the operating stage, the first port is connected to the second port, the second branch, the third branch and the first branch are connected.

[0012] In this application, by setting a third branch and a fourth branch, the inlet of the third branch can be connected to the second port of the first valve, the inlet of the fourth branch can be connected to the third port of the first valve, the outlets of the third and fourth branches can be connected to the inlet of the first branch, the outlet of the first branch can be connected to the inlet of the second branch, and the outlet of the second branch can be connected to the first port of the first valve. During the pressure build-up stage of the first working mode, the first port is controlled to be connected to the third port, and the second, fourth, and first branches are connected, so that the first heat exchanger is isolated from the first branch. The waste heat of the motor can be used to heat the battery without affecting the initial pressure build-up of the compressor. After the pressure build-up is completed, the first port is controlled to be connected to the second port, so that the second, third, and first branches are connected, and the first heat exchanger heats the battery. Attached Figure Description

[0013] Figure 1 This is a connection diagram of the thermal management system of this application;

[0014] Figure 2 This is a schematic diagram of the hybrid cooling mode of the thermal management system of this application;

[0015] Figure 3 This is a schematic diagram of the first passenger cabin single-cooling mode of the thermal management system of this application;

[0016] Figure 4 This is a schematic diagram of the second passenger cabin single-cooling mode of the thermal management system of this application;

[0017] Figure 5 This is a schematic diagram of the hybrid mode of the thermal management system of this application;

[0018] Figure 6 This is a schematic diagram of the hybrid heating mode of the thermal management system of this application;

[0019] Figure 7 This is a schematic diagram of the passenger manifest thermal mode of the thermal management system of this application;

[0020] Figure 8 This is a schematic diagram of the hot gas bypass mode of the thermal management system of this application during the pressure build-up stage;

[0021] Figure 9 This is a schematic diagram of the hot gas bypass mode of the thermal management system of this application during the working phase;

[0022] Figure 10 This is a schematic diagram of the first heating and dehumidification mode of the thermal management system of this application;

[0023] Figure 11 This is a schematic diagram of the second heating and dehumidification mode of the thermal management system of this application. Detailed Implementation

[0024] The exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. If several embodiments exist, features in these embodiments may be combined with each other without conflict. When the description refers to the drawings, unless otherwise stated, the same numbers in different drawings represent the same or similar elements. The descriptions in the following exemplary embodiments do not represent all embodiments consistent with the present invention; rather, they are merely examples of apparatuses, products, and / or methods consistent with some aspects of the present invention as set forth in the claims.

[0025] The terminology used in this invention is for the purpose of describing particular embodiments only and is not intended to limit the scope of protection of this invention. The singular forms “a,” “the,” or “the” as used in the specification and claims of this invention are also intended to include the plural forms unless the context clearly indicates otherwise.

[0026] It should be understood that the terms "first," "second," and similar words used in the specification and claims of this invention do not indicate any order, quantity, or importance, but are merely used to distinguish features. Similarly, the terms "an" or "a" do not indicate a quantity limitation, but rather indicate the presence of at least one. Unless otherwise stated, the terms "before," "after," "upper," "lower," and similar words appearing in this invention are for ease of explanation only and are not limited to a specific location or spatial orientation. The terms "comprising" or "including" are an open-ended expression, meaning that the element preceding "comprising" or "including" encompasses the element following "comprising" or "including" and its equivalents, but this does not preclude the element preceding "comprising" or "including" from also including other elements. In this invention, the term "several" means two or more.

[0027] 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.

[0028] According to a specific embodiment of the thermal management system of this application, such as Figure 1 As shown, the various components of the thermal management system are connected by pipes 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.

[0029] See Figure 1 The thermal management system of this embodiment includes a first heat exchanger 2 and a second heat exchanger 4. Both the first heat exchanger 2 and the second heat exchanger 4 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 2 includes a first heat exchange section 21 and a second heat exchange section 22 that are isolated from each other. The second heat exchanger 4 includes a third heat exchange section 41 and a fourth heat exchange section 42 that are isolated from each other. Both the first heat exchanger 2 and the second heat exchanger 4 are used for heat exchange between the refrigerant and the coolant. The flow channels of the first heat exchange section 21 and the third heat exchange section 41 are connected to the refrigerant system, and the flow channels of the second heat exchange section 22 and the fourth heat exchange section 42 are connected to the coolant system.

[0030] It should be explained that "the flow channel of the first heat exchange section 21 is connected to the refrigerant system" means that the refrigerant system includes the first heat exchange section 21, and the refrigerant in the refrigerant system can flow into and out of the flow channel of the first heat exchange section 21. The inlet and outlet of the first heat exchange section 21 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 second heat exchange section 22 is connected to the coolant system, as explained above.

[0031] In this embodiment, the refrigerant system includes a compressor 1, a first heat exchanger 21, a third heat exchanger 41, a third heat exchanger 103, a fourth heat exchanger 104, a sixth heat exchanger 6, a first valve 31, a second valve 32, a third valve 33, a valve assembly 7, and several valve devices. These components can be indirectly connected through pipelines or valves, or integrated into a single structure. It is understood that the refrigerant system may include some of the aforementioned components.

[0032] The sixth heat exchanger 6 is an intermediate heat exchanger. The structure and working principle of intermediate heat exchangers are well known to those skilled in the art and will not be described in detail here. The sixth heat exchanger 6 includes a fifth heat exchange section 61 and a sixth heat exchange section 62. The inlet of the fifth heat exchange section 61 is connected to the outlet of the first heat exchange section 21, and the outlet of the fifth heat exchange section 61 is connected to the inlet of the first valve 31 and the inlet of the third valve 33. The inlet of the sixth heat exchange section 62 is connected to the outlet of the third heat exchange section 41 and the outlet of the fourth heat exchanger 104, and the outlet of the sixth heat exchange section 62 is connected to the inlet of the compressor 1. By setting the sixth heat exchanger 6, heat exchange between higher-temperature refrigerant and lower-temperature refrigerant is achieved, reducing the refrigerant temperature before throttling at the first valve 31 and the third valve 33, resulting in a lower refrigerant temperature after throttling and better heat exchange effect at the first heat exchanger 2. Simultaneously, it can also increase the refrigerant temperature before entering the compressor 1, reducing the probability of liquid refrigerant entering the compressor 1, thereby protecting the compressor 1. In some other embodiments, the refrigerant system may not include a sixth heat exchanger 6.

[0033] In some possible embodiments, the refrigerant system includes a bypass branch Z, the inlet of which is connected to the outlet of compressor 1, and the outlet of bypass branch Z is connected to the inlet of compressor 1. The bypass branch Z includes a second valve 32. Under certain operating conditions, a portion of the refrigerant flows through the bypass branch Z, and the second valve 32 is in a throttling state, which can increase the inlet temperature of compressor 1, thereby improving the heat exchange effect.

[0034] In some possible embodiments, the refrigerant system includes a receiver 8 connected in series between the outlet of the first heat exchange section 21 and the inlet of the fifth heat exchange section 61. In other possible embodiments, the receiver 8 can be replaced by a gas-liquid separator, which is disposed between the inlet of the compressor 1 and the outlet of the sixth heat exchange section 62. The gas-liquid separator can separate the gaseous and liquid refrigerant, store the liquid refrigerant, reduce the risk of liquid slugging in the compressor, and can also be used to regulate the refrigerant flow rate in the circulation loop.

[0035] The first valve 31, the second valve 32, and the third valve 33 all have a shut-off state and a throttling state. When the opening degree of the above three valves is 0, the valves are in the shut-off state, and the pipes on both sides of the valves are not connected. When the above three valves are in the throttling state, the refrigerant flowing through the valves cools and depressurizes, and the valve opening degree is greater than 0. According to the heat exchange requirements, the valve opening degree is adjusted, thereby adjusting the throttling effect of the valves. The above three valves all have a throttling state and can also be called throttling devices.

[0036] 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 or a check valve. In this embodiment, the plurality of valve devices includes a first valve device 51 and a second valve device 52.

[0037] In this embodiment, the outlet end of compressor 1 is connected to one end of the third heat exchanger 103, the other end of the third heat exchanger 103 is connected to one end of valve component 7, the other end of valve component 7 is connected to one end of the first heat exchange section 21, the other end of the first heat exchange section 21 is connected to one end of the liquid receiver 8, the other end of the liquid receiver 8 is connected to one end of the fifth heat exchange section 61, the other end of the fifth heat exchange section 61 is connected to one end of the first valve component 31 and one end of the third valve component 33, the other end of the first valve component 31 is connected to one end of the third heat exchange section 41, the other end of the third heat exchange section 41 is connected to one end of the first valve device 51, the other end of the first valve device 51 is connected to one end of the sixth heat exchange section 62, the other end of the third valve component 33 is connected to one end of the fourth heat exchanger 104, the other end of the fourth heat exchanger 104 is connected to one end of the second valve device 52, the other end of the second valve device 52 is connected to one end of the sixth heat exchange section 62, and the other end of the sixth heat exchange section 62 is connected to the inlet end of compressor 1.

[0038] It is understood that the first valve 31 and the first valve device 51 are both connected in series in the branch where the third heat exchange section 41 is located, the third valve 33 and the second valve device 52 are both connected in series in the branch where the fourth heat exchanger 104 is located, the branch where the fourth heat exchanger 104 is located is connected in parallel with the branch where the third heat exchange section 41 is located, the first heat exchange section 21 and the third heat exchanger 103 are connected in series, and the third heat exchanger 103 is connected in series between the outlet of the compressor 1 and the inlet of the first heat exchange section 21.

[0039] Valve component 7 is connected in series between the outlet of the third heat exchanger 103 and the inlet of the first heat exchange section 21. Valve component 7 can be used to regulate the flow rate of the branch in which valve component 7 is located.

[0040] In this embodiment, the coolant system includes a first branch L1, a second branch L2, a third branch L3, a fourth branch L4, a fifth branch L5, a sixth branch L6, a seventh branch L7, a first valve 10, a second valve 20, a third valve 30, and a fourth valve 40. The first branch L1 includes a first pump P1 and a battery heat exchange device 101. The second branch L2 includes a second pump P2 and a motor heat exchange device 102. The third branch L3 includes a second heat exchange section 22. The fifth branch L5 includes a fourth heat exchange section 42. The seventh branch L7 includes a fifth heat exchanger 105.

[0041] The first valve 10 includes a first port 1a, a second port 1b, a third port 1c, and a fourth port 1d, wherein the first port 1a is capable of communicating with at least one of the second port 1b, the third port 1c, and the fourth port 1d; the second valve 20 includes a first port 2a, a second port 2b, and a third port 2c, wherein the first port 2a is capable of communicating with either the second port 2b or the third port 2c; the third valve 30 has a fourth port 3a, a fifth port 3b, and a sixth port 3c, wherein the fourth port 3a is capable of communicating with at least one of the fifth port 3b and the sixth port 3c; and the fourth valve 40 includes a seventh port 4a, an eighth port 4b, and a ninth port 4c, wherein the seventh port 4a is capable of communicating with either the eighth port 4b or the ninth port 4c.

[0042] The first port 1a is connected to the outlet of the second branch L2; the inlet of the second branch L2 is connected to the outlet of the first branch L1 and the outlet of the fifth branch L5; the fourth port 1d and the second port 2b are connected to the inlet of the fifth branch L5; the second port 1b is connected to the inlet of the third branch L3; the third port 1c is connected to the inlet of the fourth branch L4; the fourth port 3a is connected to the outlet of the third branch L3 and the outlet of the fourth branch L4; the first port 2a is connected to the outlet of the first branch L1; the third port 2c and the fifth port 3b are connected to the inlet of the second branch L2; the sixth port 3c is connected to the inlet of the first branch L1; the seventh port 4a is connected to the outlet of the second pump P2; the eighth port 4b is connected to the inlet of the seventh branch L7; the ninth port 4c and the outlet of the seventh branch L7 are connected to the inlet of the motor heat exchanger 102; the outlet of the sixth branch L6 is connected to the inlet of the first branch L1; and the inlet of the sixth branch L6 is connected to the third port 2c.

[0043] The first valve 10 is a four-way proportional valve, which can be used to adjust the ratio of the flow rates of the third branch L3 and the fifth branch L5. When the second heat exchange section 22 and the fourth heat exchange section 42 are simultaneously connected to the coolant system in parallel, the first valve 10 adjusts the ratio of the coolant flow rates through the second heat exchange section 22 and the fourth heat exchange section 42, thereby adjusting the heat exchange effect of the two heat exchange sections. The second valve 20, the third valve 30, and the fourth valve 40 are all three-way valves, and at least some of the three three-way valves are three-way proportional valves used to adjust the ratio of the flow rates of the two loops.

[0044] Pumps P1 and P2 power the flow of coolant in the coolant system. Optionally, pumps P1 and P2 are electric water pumps; the type and specifications of the two pumps can be the same or different, depending on the requirements of the thermal management system.

[0045] The battery heat exchange device 101 is used for thermal management of the battery. Optionally, the battery heat exchange device 101 can be an integrated component with the battery as a whole, or it can be a separate component that is assembled with the battery.

[0046] The motor heat exchanger 102 is used for thermal management of the motor. Optionally, the motor heat exchanger 102 can be an integrated component with the motor, or it can be a separate component assembled with the motor.

[0047] 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 third heat exchanger 103 and a fourth heat exchanger 104 are disposed within the air conditioning unit. The third heat exchanger 103 and the fourth heat exchanger 104 are used for heat exchange with the air in the air conditioning unit to regulate the temperature of the passenger compartment. The third heat exchanger 103 is located downstream of the fourth heat exchanger 104 in the airflow. A fan is provided within the air conditioning unit to guide the airflow within the unit. A fifth heat exchanger 105 is disposed near the front grille of the vehicle and is equipped with a fan device to guide the airflow. The fifth heat exchanger 105 is used for heat exchange with the atmospheric environment, releasing heat into or absorbing heat from the atmosphere. The third heat exchanger 103, the fourth heat exchanger 104, and the fifth heat exchanger 105 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.

[0048] 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.

[0049] When the ambient temperature is high, the thermal management system is in cooling mode. Depending on whether the passenger cabin and battery have cooling needs, it is divided into hybrid cooling mode, first passenger cabin cooling mode, and second passenger cabin cooling mode.

[0050] In the mixed refrigeration mode, the compressor 1 is in the on state, the first valve 31 and the third valve 33 are both in the throttling state, the valve component 7, the first valve device 51 and the second valve device 52 are in the fully open state, and the second valve 32 is in the closed state.

[0051] In high-temperature environments, when both the passenger cabin and the battery require cooling, the thermal management system executes a hybrid cooling mode. For specific implementation details, see [link to relevant documentation]. Figure 2Along the refrigerant flow direction, the outlet of compressor 1, the third heat exchanger 103, the first heat exchange section 21, the liquid receiver 8, the fifth heat exchange section 61, the first valve 31, the third heat exchange section 41, the first valve device 51, the sixth heat exchange section 62, and the inlet of compressor 1 are connected in sequence. The outlet of compressor 1, the third heat exchanger 103, the first heat exchange section 21, the liquid receiver 8, the fifth heat exchange section 61, the third valve 33, the fourth heat exchanger 104, the second valve device 52, the sixth heat exchange section 62, and the inlet of compressor 1 are connected in sequence. The control ports 1a and 1b are connected, as are the first port 2a and 2b, the fourth port 3a and 3b, and the seventh port 4a and 4b. Along the coolant flow direction, the outlet of the first pump P1, the battery heat exchange device 101, the fourth heat exchange section 42, and the inlet of the first pump P1 are connected in sequence. The outlet of the second pump P2, the fifth heat exchanger 105, the motor heat exchange device 102, the second heat exchange section 22, and the inlet of the second pump P2 are connected in sequence.

[0052] The fourth heat exchanger 104 exchanges heat with the air in the air conditioning unit to achieve passenger cabin cooling; the air conditioning unit is equipped with a damper to prevent heat exchange between the third heat exchanger 103 and the air in the air conditioning unit, and the third heat exchanger 103 serves as a pipeline. The low-temperature coolant in the fourth heat exchange section 42 is used for battery cooling; heat is released to the atmospheric environment through the fifth heat exchanger 105 to lower the temperature of the coolant and achieve motor heat dissipation.

[0053] In the first passenger cabin single-cooling mode and the second passenger cabin single-cooling mode, the compressor 1 is in the on state, the third valve 33 is in the throttling state, the valve component 7 and the second valve device 52 are in the fully open state, and the first valve component 31, the second valve 32 and the first valve device 51 are all in the closed state.

[0054] When the passenger cabin requires cooling, the thermal management system executes a first-passenger-cabin-only cooling mode. For a specific implementation, see [link to specific implementation details]. Figure 3 Along the refrigerant flow direction, the outlet of compressor 1, the third heat exchanger 103, the first heat exchange section 21, the liquid receiver 8, the fifth heat exchange section 61, the third valve 33, the fourth heat exchanger 104, the second valve device 52, the sixth heat exchange section 62, and the inlet of compressor 1 are sequentially connected. The first control port 1a is connected to the second port 1b and the fourth port 1d; the first port 2a is connected to the second port 2b; the fourth port 3a is connected to the fifth port 3b; and the seventh port 4a is connected to the eighth port 4b. Along the coolant flow direction, the outlet of the first pump P1, the battery heat exchange device 101, the fourth heat exchange section 42, and the inlet of the first pump P1 are sequentially connected; the outlet of the second pump P2, the fifth heat exchanger 105, the motor heat exchange device 102, the second heat exchange section 22, and the inlet of the second pump P2 are sequentially connected; and the outlet of the second pump P2, the fifth heat exchanger 105, the motor heat exchange device 102, the fourth heat exchange section 42, and the inlet of the second pump P2 are sequentially connected.

[0055] The fourth heat exchanger 104 exchanges heat with the air in the air conditioning unit to achieve passenger cabin cooling; the air conditioning unit is equipped with a damper to prevent the third heat exchanger 103 from exchanging heat with the air in the air conditioning unit, and the third heat exchanger 103 serves as a pipeline. Heat is released to the atmospheric environment through the fifth heat exchanger 105 to reduce the temperature of the coolant and achieve heat dissipation for the battery and motor.

[0056] When the passenger cabin requires cooling, the thermal management system executes a second passenger cabin-only cooling mode. (See below) Figure 4 The difference from the single-cooling mode of the first passenger cabin is that the first port 1a is connected to the second port 1b, and the first port 1a is not connected to the fourth port 1d. At this time, the fifth heat exchanger 105 is not connected to the fourth heat exchange section 42, the battery does not dissipate heat through the fifth heat exchanger 105, and the coolant circulates in the battery heat exchange device 101.

[0057] The thermal management system also has a hybrid mode. In the hybrid mode, the compressor 1 is in the on state, the first valve 31 is in the throttling state, the first valve device 51 and valve component 7 are both in the fully open state, and the second valve device 52, the second valve component 32 and the third valve 33 are all in the off state.

[0058] When the battery requires cooling and the passenger cabin requires heating, the thermal management system executes a hybrid mode. For a specific embodiment, see [link to specific implementation details]. Figure 5 Along the refrigerant flow direction, the outlet of compressor 1, the third heat exchanger 103, the first heat exchange section 21, the liquid receiver 8, the fifth heat exchange section 61, the first valve 31, the third heat exchange section 41, the first valve device 51, the sixth heat exchange section 62, and the inlet of compressor 1 are sequentially connected. The first control port 1a is connected to the fourth port 1d, the first port 2a to the second port 2b, the fourth port 3a to the fifth port 3b, and the seventh port 4a to the eighth port 4b. The outlet of the first pump P1, the battery heat exchange device 101, the fourth heat exchange section 42, and the inlet of the first pump P1 are sequentially connected. The outlet of the second pump P2, the fifth heat exchanger 105, the motor heat exchange device 102, the fourth heat exchange section 42, and the inlet of the second pump P2 are sequentially connected.

[0059] The third heat exchanger 103 exchanges heat with the air in the air conditioning unit to achieve passenger cabin heating; the low-temperature coolant in the fourth heat exchanger 42 is used for battery cooling; the fifth heat exchanger 105 absorbs heat from the atmospheric environment for passenger cabin heating; and the fourth heat exchanger 42 absorbs waste heat from the motor for passenger cabin heating.

[0060] When the ambient temperature is low, the thermal management system is in heating mode. Depending on whether the passenger cabin and battery have heating needs, it is divided into hybrid heating mode and passenger cabin single heating mode. The first working mode includes hybrid heating mode.

[0061] In the mixed heating mode and the passenger cabin single heating mode, the compressor 1 is in the on state, the first valve 31 is in the throttling state, the first valve device 51 and the valve component 7 are both in the fully open state, and the second valve device 52, the second valve component 32 and the third valve component 33 are all in the closed state.

[0062] When both the passenger cabin and the battery require heating, the thermal management system executes a hybrid heating mode. For a specific embodiment, see [link to specific implementation details]. Figure 6 Along the refrigerant flow direction, the outlet of compressor 1, the third heat exchanger 103, the first heat exchange section 21, the liquid receiver 8, the fifth heat exchange section 61, the first valve 31, the third heat exchange section 41, the first valve device 51, the sixth heat exchange section 62, and the inlet of compressor 1 are sequentially connected. The first control port 1a is connected to the second port 1b and the fourth port 1d; the first port 2a is connected to the third port 2c; the fourth port 3a is connected to the sixth port 3c; the seventh port 4a is connected to the eighth port 4b; the outlet of the first pump P1, the battery heat exchange device 101, the second pump P2, the fifth heat exchanger 105, the motor heat exchange device 102, the second heat exchange section 22, and the inlet of the first pump P1 are sequentially connected; the outlet of the second pump P2, the fifth heat exchanger 105, the motor heat exchange device 102, the fourth heat exchange section 42, and the inlet of the second pump P2 are sequentially connected; and the outlet of the first pump P1, the battery heat exchange device 101, and the inlet of the first pump P1 are sequentially connected. The refrigerant discharged from compressor 1 first flows through the third heat exchanger 103 for passenger cabin heating, then flows through the first heat exchange section 21 to exchange heat with the coolant in the second heat exchange section 22. The high-temperature coolant in the second heat exchange section 22 flows through the battery heat exchange device 101 to heat the battery, thus meeting the different heat exchange needs of the passenger cabin and the battery. Heat from the atmosphere is absorbed through the fifth heat exchanger 105 for passenger cabin heating; waste heat from the motor is absorbed through the fourth heat exchange section 42 for passenger cabin heating.

[0063] In related technologies, the third heat exchanger 103 is connected in parallel with the first heat exchange section 21. A shut-off valve or check valve is installed on the outlet side of the third heat exchanger 103, and an ERV valve is installed on the inlet side. An ERV valve is connected in series between the first heat exchange section 21 and the compressor 1. The ERV valve is an electronically controlled pressure relief valve. In this application, by connecting the third heat exchanger 103 and the first heat exchange section 21 in series, the ERV valve on the inlet side and the shut-off valve or check valve on the outlet side of the third heat exchanger 103 can be eliminated. A valve component 7 can be connected in series between the third heat exchanger 103 and the first heat exchange section 21. By reducing the number of valves, system space is saved and costs are reduced.

[0064] In the hybrid heating mode, the flow ratio of the coolant flowing through the second heat exchange section 22 and the fourth heat exchange section 42 is adjusted by the first valve 10. When the outlet temperature of the motor heat exchange device 102 is lower than the inlet temperature of the first heat exchange section 21, the coolant in the motor heat exchange device 102 exchanges heat with the first heat exchange section 21, which lowers the outlet temperature of the first heat exchange section 21, increases the subcooling of the refrigerant at the inlet of the first valve 31, and raises the outlet temperature of the second heat exchange section 22 and the inlet temperature of the battery heat exchange device 101, which is beneficial for battery heating.

[0065] When only the passenger cabin requires heating, the thermal management system executes the passenger cabin-only heating mode. (See below) Figure 7 The difference from the hybrid heating mode is that the first port 1a is connected to the fourth port 1d, and the first port 1a is not connected to the second port 1b. At this time, the coolant circulates in the battery heat exchange device 101.

[0066] When the ambient temperature is extremely low, the passenger cabin has a heating requirement. Since the ambient temperature is low and heat cannot be obtained from the atmosphere, the thermal management system operates in hot gas bypass mode. A portion of the high-temperature gaseous refrigerant returns directly to the enthalpy-increasing inlet of compressor 1, which can increase the refrigerant flow and evaporation pressure of the system, thereby improving the condensing pressure and heating effect.

[0067] In hot gas bypass mode, compressor 1 is in the open state, first valve 31 and second valve 32 are both in the throttling state, valve component 7 and first valve device 51 are both in the fully open state, and third valve 33 and second valve device 52 are both in the closed state.

[0068] When both the passenger cabin and the battery require heating, the thermal management system executes a hot gas bypass mode. In a specific embodiment, along the refrigerant flow direction, the outlet of compressor 1, the third heat exchanger 103, the first heat exchange section 21, the liquid receiver 8, the fifth heat exchange section 61, the first valve 31, the third heat exchange section 41, the first valve device 51, the sixth heat exchange section 62, and the inlet of compressor 1 are connected in sequence, and the outlet of compressor 1, the second valve 32, and the inlet of compressor 1 are connected in sequence.

[0069] Hot gas bypass mode includes a pressure build-up phase and an operating phase: such as Figure 8 As shown, during the pressure build-up stage, the first port 1a is connected to the third port 1c, the first port 2a is connected to the third port 2c, the fourth port 3a is connected to the fifth port 3b and the sixth port 3c, the seventh port 4a is connected to the ninth port 4c, and the second branch L2, the fourth branch L4 and the first branch L1 are connected. Along the coolant flow direction, the outlet of the first pump P1, the battery heat exchange device 101, the second pump P2, the motor heat exchange device 102 and the first pump P1 are connected, and the inlet of the second pump P2, the motor heat exchange device 102 and the outlet of the second pump P2 are connected in sequence.

[0070] like Figure 9 As shown, during the working phase, the first port 1a is connected to the second port 1b, the first port 2a is connected to the third port 2c, the fourth port 3a is connected to the fifth port 3b and the sixth port 3c, the seventh port 4a is connected to the ninth port 4c, and the second branch L2, the third branch L3 and the first branch L1 are connected. Along the coolant flow direction, the inlet of the first pump P1, the battery heat exchange device 101, the second pump P2, the motor heat exchange device 102, the second heat exchange section 22 and the outlet of the first pump P1 are connected in sequence, and the inlet of the second pump P2, the motor heat exchange device 102, the second heat exchange section 22 and the outlet of the second pump P2 are connected in sequence.

[0071] During the pressure build-up phase in hot gas bypass mode, the first port 1a is connected to the third port 1c, while the first port 1a is not connected to the second port 1b. This isolates the first heat exchanger 2 from the first branch L1, allowing the battery to be heated using the motor's waste heat without affecting the initial pressure build-up of the compressor 1. After pressure build-up is completed, the first port 1a is connected to the second port 1b, connecting the first heat exchanger 2 to the first branch L1, thus enabling the first heat exchanger 2 to heat the battery.

[0072] The third heat exchanger 103 exchanges heat with the air in the air conditioning unit to achieve passenger cabin heating; the motor heat exchange device 102 absorbs the heat of the motor and uses it for battery heating; the high-temperature coolant in the second heat exchange section 22 is used for battery heating.

[0073] When the ambient temperature is low and the humidity is high, the windshield is prone to fogging, posing a safety hazard. The passenger cabin requires heating and dehumidification, so the thermal management system operates in heating and dehumidification mode. Based on the battery's heat exchange requirements, there are two modes: a first heating and dehumidification mode and a second heating and dehumidification mode.

[0074] In the first heating and dehumidification mode and the second heating and dehumidification mode, the compressor 1 is in the open state, the first valve 31 and the third valve 33 are both in the throttling state, the valve component 7, the first valve device 51 and the second valve device 52 are in the fully open state, and the second valve 32 is in the closed state.

[0075] When the passenger cabin requires heating and dehumidification, and the battery needs cooling, the thermal management system executes the first heating and dehumidification mode. In a specific embodiment, see [link to relevant documentation]. Figure 10Along the refrigerant flow direction, the outlet of compressor 1, the third heat exchanger 103, the first heat exchange section 21, the liquid receiver 8, the fifth heat exchange section 61, the first valve 31, the third heat exchange section 41, the first valve device 51, the sixth heat exchange section 62, and the inlet of compressor 1 are connected in sequence. The outlet of compressor 1, the third heat exchanger 103, the first heat exchange section 21, the liquid receiver 8, the fifth heat exchange section 61, the third valve 33, the fourth heat exchanger 104, the second valve device 52, the sixth heat exchange section 62, and the inlet of compressor 1 are connected in sequence. The first port 1a is connected to the fourth port 1d, the first port 2a is connected to the second port 2b, and the seventh port 4a is connected to the eighth port 4b. Along the coolant flow direction, the outlet of the first pump P1, the battery heat exchange device 101, the fourth heat exchange section 42 and the inlet of the first pump P1 are connected in sequence. The outlet of the second pump P2, the fifth heat exchanger 105, the motor heat exchange device 102, the fourth heat exchange section 42 and the inlet of the second pump P2 are connected in sequence.

[0076] The humid air in the air conditioning unit first flows through the lower-temperature fourth heat exchanger 104, where the moisture in the air is condensed out, thus achieving dehumidification. Then, it flows through the higher-temperature third heat exchanger 103, where the dehumidified air is heated, thus achieving heating and dehumidification. The refrigerant in the third heat exchange section 41 absorbs heat from the coolant in the fourth heat exchange section 42 to cool the battery. Heat from the atmospheric environment is absorbed through the fifth heat exchanger 105 for passenger cabin heating; waste heat from the motor is absorbed through the fourth heat exchange section 42 for passenger cabin heating. In this mode, the seventh port 4a and the ninth port 4c can also be connected by adjusting the fourth valve 40, allowing only the waste heat from the motor to be absorbed through the fourth heat exchange section 42 for passenger cabin heating.

[0077] When the passenger cabin requires heating and dehumidification, the thermal management system executes the second heating and dehumidification mode. (See below) Figure 11 The difference from the first heating and dehumidification mode is that the first port 2a is connected to the third port 2c, the first port 2a is not connected to the second port 2b, and the coolant circulates in the battery heat exchange device 101.

[0078] In the first heating and dehumidification mode and the second heating and dehumidification mode, when there is excess heat in the passenger cabin, the first port 1a is connected to the second port 1b and the fourth port 1d by adjusting the first valve 10, and heat is dissipated through the first heat exchanger 2.

[0079] 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 a valve or other component 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 a valve or other component in addition to a pipeline connection.

[0080] It should be understood that the various modes of the thermal management system of this application are independent of each other and can all be started directly. There is no order in which the modes operate. The descriptions involving progressive relationships in the above description are only for ease of understanding and should not be interpreted as indicating that the two modes operate in a certain order.

[0081] The above embodiments are only used to illustrate the present invention and are not intended to limit the technical solutions described in the present invention. The understanding of this specification should be based on those skilled in the art. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still make modifications or equivalent substitutions to the present invention. All technical solutions and improvements that do not depart from the spirit and scope of the present invention should be covered within the scope of the claims of the present invention.

Claims

1. A thermal management system, characterized in that, It includes a first heat exchanger (2), which comprises a first heat exchange section (21) and a second heat exchange section (22) that are isolated from each other. The thermal management system includes a refrigerant system and a coolant system. The refrigerant system includes a compressor (1), a first heat exchange unit (21), a first valve (31), and a second heat exchanger (4). The first valve (31) is connected in series to the branch where the second heat exchanger (4) is located. The compressor (1), the first heat exchange unit (21), the first valve (31), and the second heat exchanger (4) can be connected. The refrigerant system also includes a bypass branch (Z), the outlet of which can be connected to the inlet of the compressor (1), the inlet of which can be connected to the outlet of the compressor (1), and the bypass branch (Z) includes a second valve (32). The coolant system includes a first branch (L1), a second branch (L2), a third branch (L3), a fourth branch (L4), and a first valve (10). The first branch (L1) includes a battery heat exchange device (101) and a first pump (P1). The second branch (L2) includes a motor heat exchange device (102) and a second pump (P2). The third branch (L3) includes a second heat exchange section (22). The first valve (10) has a first port (1a), a second port (1b), and a third port (1c). The first port (1a) can communicate with at least one of the second port (1b) and the third port (1c). The first port (1a) can be connected to the outlet of the second branch (L2), the second port (1b) can be connected to the inlet of the third branch (L3), the third port (1c) can be connected to the inlet of the fourth branch (L4), the outlet of the third branch (L3) and the outlet of the fourth branch (L4) can be connected to the inlet of the first branch (L1), and the outlet of the first branch (L1) can be connected to the inlet of the second branch (L2). In the first working mode of the thermal management system, the compressor (1) is in the open state, the first valve (31) and the second valve (32) are both in the throttling state, the compressor (1), the first heat exchange section (21), the first valve (31) and the second heat exchanger (4) are connected, the outlet of the compressor (1), the second valve (32) and the inlet of the compressor (1) are connected, the first working mode includes a pressure building stage and a working stage, in the pressure building stage, the first port (1a) is connected to the third port (1c), the second branch (L2), the fourth branch (L4) and the first branch (L1) are connected, in the working stage, the first port (1a) is connected to the second port (1b), the second branch (L2), the third branch (L3) and the first branch (L1) are connected.

2. The thermal management system as described in claim 1, characterized in that, The refrigerant system includes a third heat exchanger (103) connected in series between the outlet of the compressor (1) and the inlet of the first heat exchange section (21); The first operating mode includes a hot gas bypass mode. In the hot gas bypass mode, the compressor (1) is in the open state, the first valve (31) and the second valve (32) are both in the throttling state, the compressor (1), the third heat exchanger (103), the first heat exchange section (21), the first valve (31) and the second heat exchanger (4) are connected, the outlet of the compressor (1), the second valve (32) and the inlet of the compressor (1) are connected, and the hot gas bypass mode includes the pressure build-up stage. During the working phase, the first port (1a) is connected to the third port (1c), and the first pump (P1), the battery heat exchanger (101), the second pump (P2), and the motor heat exchanger (102) are connected; during the working phase, the first port (1a) is connected to the second port (1b), and the first pump (P1), the battery heat exchanger (101), the second pump (P2), the motor heat exchanger (102), and the second heat exchange section (22) are connected.

3. The thermal management system as described in claim 2, characterized in that, The second heat exchanger (4) includes a third heat exchange section (41) and a fourth heat exchange section (42) that are isolated from each other. The first valve (31) is connected in series to the branch where the third heat exchange section (41) is located. The coolant system includes a fifth branch (L5), and the fifth branch (L5) includes the fourth heat exchange section (42). The first valve (10) has a fourth port (1d), which is connected to the inlet of the fifth branch (L5), and the outlet of the fifth branch (L5) is connected to the inlet of the second branch (L2); The thermal management system includes a hybrid heating mode. In the hybrid heating mode, the compressor (1) is in the on state, the first valve (31) is in the throttling state, the first port (1a) is connected to the second port (1b) and the fourth port (1d), the compressor (1), the third heat exchanger (103), the first heat exchange section (21), the first valve (31) and the third heat exchange section (41) are connected, the first pump (P1), the battery heat exchange device (101), the second pump (P2), the motor heat exchange device (102) and the second heat exchange section (22) are connected, the second pump (P2), the motor heat exchange device (102) and the fourth heat exchange section (42) are connected, and the first valve (10) can be used to adjust the ratio of the flow of the third branch (L3) and the fifth branch (L5).

4. The thermal management system as described in claim 3, characterized in that, The coolant system includes a second valve (20) having a first port (2a), a second port (2b), and a third port (2c). The first port (2a) can communicate with either the second port (2b) or the third port (2c). The first port (2a) can communicate with the outlet of the first branch (L1). The second port (2b) can communicate with the inlet of the fifth branch (L5). The third port (2c) can communicate with the inlet of the second branch (L2). In the hot gas bypass mode and the mixed heating mode, the first port (2a) is connected to the third port (2c); The thermal management system has a hybrid mode in which the compressor (1) is in the on state, the first valve (31) is in the throttling state, the first port (1a) is connected to the fourth port (1d), the first port (2a) is connected to the second port (2b), the compressor (1), the third heat exchanger (103), the first heat exchange section (21), the first valve (31) and the third heat exchange section (41) are connected, the first pump (P1), the battery heat exchange device (101) and the fourth heat exchange section (42) are connected, and the second pump (P2), the motor heat exchange device (102) and the fourth heat exchange section (42) are connected.

5. The thermal management system as described in claim 4, characterized in that, The refrigerant system includes a fourth heat exchanger (104) and a third valve (33). The third valve (33) is connected in series in the branch where the fourth heat exchanger (104) is located. The branch where the fourth heat exchanger (104) is located is connected in parallel with the branch where the third heat exchange section (41) is located. The thermal management system has a first heating and dehumidification mode. In the first heating and dehumidification mode, the first valve (31) and the third valve (33) are both in a throttling state. The first port (1a) is connected to the fourth port (1d), the first port (2a) is connected to the second port (2b), the compressor (1), the third heat exchanger (103), the first heat exchange section (21), the first valve (31) and the third heat exchange section (41) are connected, the compressor (1), the third heat exchanger (103), the first heat exchange section (21), the third valve (33) and the fourth heat exchanger (104) are connected, the first pump (P1), the battery heat exchange device (101) and the fourth heat exchange section (42) are connected, and the second pump (P2), the motor heat exchange device (102) and the fourth heat exchange section (42) are connected.

6. The thermal management system as described in claim 5, characterized in that, The coolant system includes a third valve (30) having a fourth port (3a), a fifth port (3b), and a sixth port (3c). The fourth port (3a) is connected to at least one of the fifth port (3b) and the sixth port (3c). The fourth port (3a) is connected to the outlet of the third branch (L3) and the outlet of the fourth branch (L4). The fifth port (3b) is connected to the inlet of the second branch (L2). The sixth port (3c) is connected to the inlet of the first branch (L1). In the hot gas bypass mode, the fourth port (3a) is connected to the fifth port (3b) and the sixth port (3c); In the mixed-heating mode, the fourth port (3a) is connected to the sixth port (3c); The thermal management system has a hybrid cooling mode. In the hybrid cooling mode, the first valve (31) and the third valve (33) are both in a throttling state. The first port (1a) is connected to the second port (1b), the first port (2a) is connected to the second port (2b), the fourth port (3a) is connected to the fifth port (3b), the compressor (1), the third heat exchanger (103), the first heat exchange section (21), the first valve (31) and the third heat exchange section (41) are connected, the compressor (1), the third heat exchanger (103), the first heat exchange section (21), the third valve (33) and the fourth heat exchanger (104) are connected, the first pump (P1), the battery heat exchange device (101) and the fourth heat exchange section (42) are connected, and the second pump (P2), the motor heat exchange device (102) and the second heat exchange section (22) are connected.

7. The thermal management system as described in claim 4, characterized in that, The coolant system includes a sixth branch (L6), the outlet of which can be connected to the inlet of the first branch (L1), and the inlet of the sixth branch (L6) can be connected to the third port (2c). The thermal management system has a passenger cabin single-heat mode. In the passenger cabin single-heat mode, the compressor (1) is in the open state, the first valve (31) is in the throttling state, the first port (1a) is connected to the fourth port (1d), the first port (2a) is connected to the third port (2c), the compressor (1), the third heat exchanger (103), the first heat exchange section (21), the first valve (31) and the third heat exchange section (41) are connected, the outlet of the first pump (P1), the battery heat exchange device (101) and the inlet of the first pump (P1) are connected, and the second pump (P2), the motor heat exchange device (102) and the fourth heat exchange section (42) are connected.

8. The thermal management system as described in claim 6, characterized in that, The coolant system includes a seventh branch (L7), which includes a fifth heat exchanger (105). The second branch (L2) includes a fourth valve (40), which has a seventh port (4a), an eighth port (4b), and a ninth port (4c). The seventh port (4a) can be connected to either the eighth port (4b) or the ninth port (4c). The seventh port (4a) can be connected to the outlet of the second pump (P2). The eighth port (4b) can be connected to the inlet of the seventh branch (L7). The ninth port (4c) and the outlet of the seventh branch (L7) can be connected to the inlet of the motor heat exchanger (102). In the hot gas bypass mode, the seventh port (4a) is connected to the ninth port (4c); In the hybrid heating mode, the seventh port (4a) is connected to the eighth port (4b), the first pump (P1), the battery heat exchange device (101), the second pump (P2), the fifth heat exchanger (105), the motor heat exchange device (102) and the second heat exchange section (22) are connected, and the second pump (P2), the fifth heat exchanger (105), the motor heat exchange device (102) and the fourth heat exchange section (42) are connected. The thermal management system has a first passenger cabin single-cooling mode. In the first passenger cabin single-cooling mode, the compressor (1) is in the open state, the third valve (33) is in the throttling state, the first port (1a) is connected to the second port (1b) and the fourth port (1d), the first port (2a) is connected to the second port (2b), the fourth port (3a) is connected to the fifth port (3b), the seventh port (4a) is connected to the eighth port (4b), and the compressor (1) and the third heat exchanger (1) are connected to each other. 03) The first heat exchange section (21), the third valve (33) and the fourth heat exchanger (104) are connected; the first pump (P1), the battery heat exchange device (101) and the fourth heat exchange section (42) are connected; the second pump (P2), the fifth heat exchanger (105), the motor heat exchange device (102) and the second heat exchange section (22) are connected; the second pump (P2), the fifth heat exchanger (105), the motor heat exchange device (102) and the fourth heat exchange section (42) are connected.

9. The thermal management system as described in claim 6, characterized in that, The refrigerant system includes a first valve device (51) and a second valve device (52). The first valve device (51) is connected in series to the branch where the third heat exchange section (41) is located, and the second valve device (52) is connected in series to the branch where the fourth heat exchanger (104) is located. In the hot gas bypass mode and the mixed heating mode, the first valve device (51) is in the fully open state and the second valve device (52) is in the closed state. In the first heating and dehumidification mode and the mixed cooling mode, both the first valve device (51) and the second valve device (52) are in the fully open state.

10. The thermal management system as described in claim 2, characterized in that, The coolant system includes a valve component (7) connected in series between the outlet of the third heat exchanger (103) and the inlet of the first heat exchange section (21). The valve component (7) can be used to regulate the flow rate of the branch in which the valve component (7) is located.

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