Thermal management system for vehicle

Abstract

The invention relates to a thermal management system for a vehicle. A thermal management system of a vehicle may include: a first coolant circulation loop including a first pump, a first electrical component, a second pump, and a second electrical component connected by a first coolant line; a first coolant connection line, one end of which is connected to the first coolant line upstream of the first pump and the first electrical component and downstream of the second pump and the second electrical component, the other end of the first cooling liquid connecting pipeline is connected to a first cooling liquid pipeline at the downstream of the first pump and the first electric component and at the upstream of the second pump and the second electric component; and a heat exchanger provided in the first coolant connection line and located inside an HVAC module of the air conditioning device to heat air introduced into the HVAC module with a coolant having a temperature increased when flowing through the first electrical component and / or the second electrical component.

Description

Technical Field

[0001] This invention relates to a vehicle thermal management system, and more specifically to a vehicle thermal management system capable of using waste heat from electrical components in the vehicle to heat the vehicle interior and battery. Background Technology

[0002] Batteries, the power source for electric vehicles, experience a faster rate of charge depletion in low temperatures, leading to a shorter driving range. Electric vehicle users are particularly prone to range anxiety during winter, which to some extent limits the wider adoption of electric vehicles. The faster battery charge depletion in low temperatures is partly due to the higher power consumption of heaters used to heat the vehicle interior and the battery.

[0003] Although heat pump systems have been developed to address the high power consumption of heaters, these systems are complex and expensive. Furthermore, heat pump systems are only used for heating the vehicle interior and cannot solve the power consumption problem of heaters used to heat the battery. Therefore, heat pump systems are not suitable for all electric vehicles and cannot completely solve the problem of high heater power consumption.

[0004] Therefore, there is a need to propose a vehicle thermal management system that is simple in structure and can reduce the power consumption of the heater.

[0005] The information contained in the background section of this invention is only intended to enhance the understanding of the general background of this invention and should not be construed as an admission or in any way implying that such information constitutes prior art known to those skilled in the art. Summary of the Invention

[0006] Various aspects of the present invention are dedicated to providing a thermal management system for a vehicle to solve the aforementioned problems in the prior art, and other technical problems not mentioned herein will be clearly understood by those skilled in the art through the following detailed description of the specification.

[0007] To achieve the above objectives, in one aspect, the present invention provides a vehicle thermal management system, which may include: a first coolant circulation loop, a first coolant connection line, and a heat exchanger. The first coolant circulation loop may include a first pump, a first electrical component, a second pump, and a second electrical component connected through the first coolant connection line. One end of the first coolant connection line is connected to a first coolant line upstream of the first pump and the first electrical component and downstream of the second pump and the second electrical component, and the other end of the first coolant connection line is connected to a first coolant line downstream of the first pump and the first electrical component and upstream of the second pump and the second electrical component. The heat exchanger may be disposed in the first coolant connection line and located inside the HVAC module of an air conditioning unit to heat the air introduced into the HVAC module using the coolant whose temperature rises as it flows through the first electrical component and / or the second electrical component.

[0008] Preferably, the vehicle's thermal management system may further include: a second coolant connection line and a first radiator, one end of the second coolant connection line being connected to a first coolant line downstream of the first electrical component, and the other end of the second coolant connection line being connected to a first coolant line upstream of the second electrical component; the first radiator may be disposed on the second coolant connection line for cooling the coolant whose temperature rises when flowing through the first electrical component and the second electrical component.

[0009] Preferably, the vehicle's thermal management system may further include: a second coolant circulation loop and a coolant mixing tank, wherein the second coolant circulation loop may include a battery and a third pump connected via a second coolant line; the coolant mixing tank may be disposed on the first coolant line and the second coolant line, for mixing the coolant in the first coolant line with the coolant in the second coolant line.

[0010] Preferably, the vehicle's thermal management system may further include: a third coolant connection line and a second radiator, wherein the two ends of the third coolant connection line are respectively connected to a second coolant line upstream of the battery and a second coolant line downstream of the battery; the second radiator may be disposed on the third coolant connection line for cooling the coolant whose temperature rises when flowing through the battery.

[0011] Preferably, the vehicle's thermal management system may further include: a first valve, a second valve, and a third valve. The first valve may be a switching valve and is located on a first coolant line downstream of a first electrical component. The second valve may be a three-way valve and is located on a first coolant line upstream of a second electrical component, with the other end of the second coolant connection line connected to the first coolant line via the second valve. The third valve may be a three-way valve and is located on a second coolant line, with one end of the third coolant connection line connected to the second coolant line via the third valve. Specifically, the first port of the second valve is connected to the second coolant connection line, the second port of the second valve is connected to the first coolant line upstream of the second electrical component, and the third port of the second valve is connected to the first coolant line downstream of the coolant mixing tank. The first port of the third valve is connected to the third coolant connection line, the second port of the third valve is connected to the second coolant line upstream of the battery, and the third port of the third valve is connected to the second coolant line downstream of the coolant mixing tank.

[0012] Preferably, the vehicle's thermal management system may further include: a controller electrically connected to the first valve, the second valve, the third valve, the first pump, the second pump, and the third pump. The controller may be configured to: determine a mode of the vehicle's thermal management system based on at least one of the temperatures of the first electrical component, the second electrical component, and the battery temperature; and control the operation of the first valve, the second valve, and the third valve, as well as the operation of the first pump, the second pump, and the third pump, according to the determined mode.

[0013] Preferably, the controller can be configured to: when the vehicle is in motion, and the interior of the vehicle needs to be heated while the battery does not need to be heated, determine the mode of the vehicle's thermal management system as one of a first heating mode, a second heating mode, and a third heating mode based on the temperature of the first electrical component and the temperature of the second electrical component.

[0014] Preferably, in the first heating mode, the controller can be configured to: open the first valve, close the three ports of the second and third valves, enable the first pump to operate, and allow the coolant whose temperature rises when flowing through the first electrical component to flow into the heat exchanger, thereby heating the air introduced into the HVAC module.

[0015] Preferably, in the second heating mode, the controller can be configured to: open the first valve, close the first port of the second valve and open the second and third ports of the second valve, close the three ports of the third valve, and operate the first and second pumps, so that the coolant whose temperature rises when flowing through the first and second electrical components flows into the heat exchanger and coolant mixing tank, thereby heating the air introduced into the HVAC module.

[0016] Preferably, in the third heating mode, the controller can be configured to: close the first valve, open three ports of the second valve, close three ports of the third valve, and operate the first and second pumps. A portion of the coolant whose temperature rises when flowing through the second electrical component flows into the heat exchanger, thereby heating the air introduced into the HVAC module. The remaining portion of the coolant whose temperature rises when flowing through the first electrical component and the coolant whose temperature rises when flowing through the second electrical component flows into the first radiator on the second coolant connection line connected via the second valve, thereby cooling the first and second electrical components.

[0017] Preferably, the controller can be configured to: when the vehicle is in motion, and when the vehicle interior needs heating and the battery needs heating, determine the mode of the vehicle's thermal management system as one of a fourth heating mode, a fifth heating mode, and a sixth heating mode based on the temperature of the first electrical component, the temperature of the second electrical component, and the battery temperature.

[0018] Preferably, in the fourth heating mode, the controller can be configured to: open the first valve, close the first port of the second valve and open the second and third ports of the second valve, close the first port of the third valve and open the second and third ports of the third valve, and operate the first, second, and third pumps. A portion of the coolant whose temperature rises as it flows through the first and second electrical components flows into the heat exchanger, thereby heating the air introduced into the HVAC module. The remaining portion of the coolant whose temperature rises as it flows through the first and second electrical components flows into the coolant mixing tank, and the coolant flowing through the battery flows into the coolant mixing tank. The coolant in the first coolant line and the coolant in the second coolant line mix in the coolant mixing tank, causing the temperature of the coolant in the second coolant line to rise, thereby heating the battery.

[0019] Preferably, in the fifth heating mode, the controller can be configured to: open the first valve, close the first port of the second valve and open the second and third ports of the second valve, open all three ports of the third valve, and operate the first, second, and third pumps. A portion of the coolant whose temperature rises when flowing through the first and second electrical components flows into the heat exchanger, thereby heating the air introduced into the HVAC module. The remaining portion of the coolant whose temperature rises when flowing through the first and second electrical components flows into the coolant mixing tank, and a portion of the coolant whose temperature rises when flowing through the battery flows into the coolant mixing tank. The coolant in the first coolant line and the coolant in the second coolant line mix in the coolant mixing tank, causing the temperature of the coolant in the second coolant line to rise. The remaining portion of the coolant whose temperature rises when flowing through the battery flows into the second radiator on the third coolant connection line connected via the third valve, causing the temperature of the coolant in the second coolant line to drop, thereby maintaining the battery temperature.

[0020] Preferably, in the sixth heating mode, the controller can be configured to: close the first valve, open all three ports of the second valve, close the first port of the third valve and open the second and third ports of the third valve, and operate the first, second, and third pumps. A portion of the coolant whose temperature rises when flowing through the second electrical component flows into the heat exchanger, thereby heating the air introduced into the HVAC module. The coolant flowing through the heat exchanger flows into the coolant mixing tank, and the coolant flowing through the battery flows into the coolant mixing tank. The coolant in the first coolant line and the coolant in the second coolant line mix in the coolant mixing tank, causing the temperature of the coolant in the second coolant line to rise, thereby heating the battery. The remaining portion of the coolant whose temperature rises when flowing through the first electrical component and the coolant whose temperature rises when flowing through the second electrical component flows into the first radiator on the second coolant connection line connected via the second valve, thereby cooling the first and second electrical components.

[0021] Preferably, the controller can be configured to: when the battery is charging, and the vehicle interior needs heating but the battery does not need heating, determine the mode of the vehicle's thermal management system as either a seventh heating mode or an eighth heating mode based on the temperature of the second electrical component.

[0022] Preferably, in the seventh heating mode, the controller can be configured to: close the first valve, close the first port of the second valve and open the second and third ports of the second valve, close the three ports of the third valve, and operate the second pump so that the coolant, whose temperature rises when flowing through the second electrical components, flows into the heat exchanger, thereby heating the air introduced into the HVAC module.

[0023] Preferably, in the eighth heating mode, the controller can be configured to: close the first valve, open three ports of the second valve, close three ports of the third valve, and operate the first and second pumps, so that a portion of the coolant whose temperature rises when flowing through the second electrical component flows into the heat exchanger, thereby heating the air introduced into the HVAC module, and the remaining portion of the coolant whose temperature rises when flowing through the second electrical component flows into the first radiator on the second coolant connection line connected via the second valve, thereby cooling the second electrical component.

[0024] Preferably, the controller can be configured to: when the battery is charging, and the vehicle interior needs to be heated and the battery needs to be heated, determine the vehicle's thermal management system mode as the ninth heating mode.

[0025] Preferably, in the ninth heating mode, the controller can be configured to: close the first valve, close the first port of the second valve and open the second and third ports of the second valve, close the first port of the third valve and open the second and third ports of the third valve, and operate the second and third pumps. Coolant that has increased in temperature as it flows through the second electrical component flows into the heat exchanger, thereby heating the air introduced into the HVAC module. Coolant that flows through the heat exchanger flows into the coolant mixing tank, and coolant that flows through the battery flows into the coolant mixing tank. Coolant in the first coolant line and coolant in the second coolant line mix in the coolant mixing tank, causing the temperature of the coolant in the second coolant line to increase, thereby heating the battery.

[0026] Preferably, the controller can be configured to: when the battery is charging, and the vehicle interior needs to be heated and the battery temperature needs to be maintained, determine the vehicle's thermal management system mode as the tenth heating mode.

[0027] Preferably, in the tenth heating mode, the controller can be configured to: close the first valve, close the first port of the second valve and open the second and third ports of the second valve, open all three ports of the third valve, and operate the second and third pumps. Coolant whose temperature rises as it flows through the second electrical components flows into the heat exchanger, thereby heating the air introduced into the HVAC module. Coolant flowing through the heat exchanger flows into the coolant mixing tank, and a portion of the coolant flowing through the battery flows into the coolant mixing tank. Coolant in the first coolant line and coolant in the second coolant line mix in the coolant mixing tank, causing the temperature of the coolant in the second coolant line to rise. The remaining portion of the coolant flowing through the battery flows into the second radiator on the third coolant connection line connected via the third valve, causing the temperature of the coolant in the second coolant line to drop, thereby maintaining the battery temperature.

[0028] Preferably, the controller can be configured to: when the vehicle is in motion, and when the first electrical component and the second electrical component require cooling, and / or the battery requires cooling, determine the mode of the vehicle's thermal management system as cooling mode.

[0029] Preferably, in the cooling mode for the first electrical component and the second electrical component, the controller can be configured to: close the first valve, close the third port of the second valve and open the first port and the second port of the second valve, and operate the first pump and the second pump, so that the coolant whose temperature rises when flowing through the first electrical component and the second electrical component flows into the first radiator on the second coolant connection pipeline connected via the second valve, thereby cooling the first electrical component and the second electrical component.

[0030] Preferably, in the battery cooling mode, the controller can be configured to: close the third port of the third valve and open the first and second ports of the third valve, and operate the third pump so that the coolant, whose temperature rises when flowing through the battery, flows into the second radiator on the third coolant connection line connected via the third valve, thereby cooling the battery.

[0031] The vehicle thermal management system according to an exemplary embodiment of the present invention can utilize waste heat generated by electrical components in the vehicle to heat the vehicle interior and battery by employing a heat exchanger and a coolant mixing tank. Compared to a heat pump system, the vehicle thermal management system according to an exemplary embodiment of the present invention has a simpler structure and lower cost, and can reduce the power consumption of the heater, thereby increasing the driving range of the electric vehicle. Attached Figure Description

[0032] The above and other objects, features, and advantages of the invention will become clearer from the following detailed description presented in conjunction with the accompanying drawings, in which:

[0033] Figure 1 This is a schematic diagram illustrating a vehicle thermal management system according to an exemplary embodiment of the present invention;

[0034] Figure 2 A schematic diagram illustrating the configuration of a vehicle's thermal management system according to an exemplary embodiment of the present invention;

[0035] Figure 3 A schematic diagram illustrating a first heating mode of a vehicle's thermal management system according to an exemplary embodiment of the present invention;

[0036] Figure 4 A schematic diagram illustrating a second heating mode of a vehicle's thermal management system according to an exemplary embodiment of the present invention;

[0037] Figure 5A schematic diagram illustrating a third heating mode of a vehicle's thermal management system according to an exemplary embodiment of the present invention;

[0038] Figure 6 A schematic diagram illustrating a fourth heating mode of a vehicle's thermal management system according to an exemplary embodiment of the present invention;

[0039] Figure 7 A schematic diagram illustrating a fifth heating mode of a vehicle's thermal management system according to an exemplary embodiment of the present invention;

[0040] Figure 8 A schematic diagram illustrating a sixth heating mode of a vehicle's thermal management system according to an exemplary embodiment of the present invention;

[0041] Figure 9 A schematic diagram illustrating a seventh heating mode of a vehicle's thermal management system according to an exemplary embodiment of the present invention;

[0042] Figure 10 A schematic diagram illustrating an eighth heating mode of a vehicle's thermal management system according to an exemplary embodiment of the present invention;

[0043] Figure 11 A schematic diagram illustrating the ninth heating mode of a vehicle's thermal management system according to an exemplary embodiment of the present invention;

[0044] Figure 12 A schematic diagram illustrating the tenth heating mode of a vehicle's thermal management system according to an exemplary embodiment of the present invention;

[0045] Figure 13 This is a schematic diagram illustrating the cooling mode of a vehicle's thermal management system according to an exemplary embodiment of the present invention. Detailed Implementation

[0046] It should be understood that the term “vehicle” or “of a vehicle” or other similar terms used herein generally include motor vehicles, such as passenger cars including sport utility vehicles (SUVs), buses, trucks, passenger cars of various commercial vehicles, boats including various boats and ships, aircraft, etc., and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., fuels derived from non-petroleum energy sources).

[0047] Although the exemplary embodiments are described as utilizing multiple units to perform the exemplary process, it should be understood that the exemplary process can also be performed by one or more modules. Additionally, it will be understood that the term "controller" refers to a hardware device including memory and a processor. The memory is configured to store modules, and the processor is specifically configured to execute said modules to perform one or more processes further described below.

[0048] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It is further understood that when the terms “comprising” and / or “including” are used in this specification, they specifically refer to the presence of the stated features, values, steps, operations, elements, and / or components, but do not exclude the presence or additional presence of one or more other features, values, steps, operations, elements, components, and / or combinations thereof. As used herein, the term “and / or” includes any and / or all combinations of one or more of the associated enumerations.

[0049] A vehicle thermal management system according to an exemplary embodiment of the present invention will now be described with reference to the accompanying drawings.

[0050] Figure 1 This is a schematic diagram illustrating a thermal management system for a vehicle according to an exemplary embodiment of the present invention.

[0051] like Figure 1 As shown, the vehicle's thermal management system may include: a first coolant circulation loop 10 and a second coolant circulation loop 20.

[0052] The first coolant circulation loop 10 may include: a first pump 12, a first electrical component 13, a second pump 14, and a second electrical component 15 connected via a first coolant pipeline 11.

[0053] Preferably, the first electrical component 13 may include a motor as the drive source of the electric vehicle and a motor controller (MCU), and the second electrical component 15 may include a power distribution unit (PDU), an on-board charger (OBC), and a low-voltage DC / DC converter (LDC). However, the present invention is not limited thereto, and the first electrical component 13 and the second electrical component 15 may also be other electrical components that consume electricity in the electric vehicle.

[0054] The second coolant circulation loop 20 may include a battery 22 and a third pump 23 connected via a second coolant line 21.

[0055] Preferably, battery 22 can be a high-voltage battery that serves as a power source for an electric vehicle.

[0056] The vehicle's thermal management system may further include a coolant mixing tank 16, disposed on a first coolant line 11 and a second coolant line 21. The coolant mixing tank 16 may be configured such that the coolant flowing into the coolant mixing tank 16 through the first coolant line 11 and the coolant flowing into the coolant mixing tank 16 through the second coolant line 21 can be thoroughly mixed within the coolant mixing tank 16. Thus, the coolant flowing through the coolant mixing tank 16 and exiting from the first coolant line 11 has the same temperature as the coolant exiting from the second coolant line 21.

[0057] The vehicle's thermal management system may further include: a first coolant connection line 31 and a heat exchanger 32.

[0058] One end of the first coolant connection line 31 can be connected to the first coolant line 11 upstream of the first pump 12 and the first electrical component 13 and downstream of the second pump 14 and the second electrical component 15, and the other end of the first coolant connection line 31 can be connected to the first coolant line 11 downstream of the first pump 12 and the first electrical component 13 and upstream of the second pump 14 and the second electrical component 15.

[0059] The heat exchanger 32 can be disposed within the first coolant connection line 31 and located inside the heating, ventilation, and air conditioning (HVAC) module 60 of the air conditioning unit. The heat exchanger 32 can be a heat exchanger capable of exchanging heat between air and coolant. Coolant whose temperature rises as it flows through the first electrical component 13 and / or the second electrical component 15 can flow into the heat exchanger 32 through the first coolant connection line 31 and exchange heat with the air introduced into the HVAC module 60 within the heat exchanger 32. Thus, the waste heat from the first electrical component 13 and / or the second electrical component 15 can be used to heat the air introduced into the HVAC module 60.

[0060] A heater 70 can be installed inside the HVAC module 60 and behind the heat exchanger 32. When the air temperature after being heated by the heat exchanger 32 does not reach the target temperature, the heater 70 can operate to further heat the air. Additionally, a blower 80 can be installed inside the HVAC module 60 and in front of the heat exchanger 32 to introduce outside air into the vehicle. Here, "front and rear direction" refers to the vehicle's forward and backward movement.

[0061] The vehicle's thermal management system may further include: a second coolant connection line 41, a first radiator 42, and a coolant reservoir 43.

[0062] One end of the second coolant connection line 41 can be connected to the first coolant line 11 downstream of the first electrical component 13, and the other end of the second coolant connection line 41 can be connected to the first coolant line 11 upstream of the second electrical component 15.

[0063] The first radiator 42 can be installed on the second coolant connection line 41. Coolant whose temperature rises as it flows through the first electrical component 13 and the second electrical component 15 can flow into the first radiator 42 through the second coolant connection line 41, and exchange heat with the outside air in the first radiator 42. Thus, it can be...

[0064] The first radiator 42 cools the first electrical component 13 and the second electrical component 15.

[0065] The liquid storage tank 43 can be installed on the second coolant connection line 41 for storing coolant.

[0066] The vehicle's thermal management system may further include: a third coolant connection line 51 and a second radiator 52.

[0067] The two ends of the third coolant connection line 51 can be connected to the second coolant line 21 upstream of the battery 22 and the second coolant line 21 downstream of the battery 22, respectively.

[0068] The second radiator 52 can be installed in the third coolant connection line 51. Coolant that has increased in temperature while flowing through the battery 22 can flow into the second radiator 52 through the third coolant connection line 51, and exchange heat with the outside air in the second radiator 52. Thus, the battery 22 can be cooled by the second radiator 52.

[0069] The cooling fan 90 can be located behind the first radiator 42 and the second radiator 52 to cool the coolant in the first radiator 42 and the second radiator 52.

[0070] The vehicle's thermal management system may further include: a first valve V1, a second valve V2, and a third valve V3.

[0071] The first valve V1 can be a switch valve. The first valve V1 can be located on the first coolant line 11 downstream of the first electrical component 13.

[0072] Specifically, when the first valve V1 is open, the first coolant line 11 downstream of the first electrical component 13 can be connected to the first coolant connection line 31, so that the coolant flowing through the first electrical component 13 can flow into the heat exchanger 32 through the first coolant connection line 31. When the first valve V1 is closed, the first coolant line 11 downstream of the first electrical component 13 can be disconnected from the first coolant connection line 31, so that the coolant flowing through the first electrical component 13 will not flow into the heat exchanger 32 through the first coolant connection line 31, but the coolant flowing through the second electrical component 15 can flow into the heat exchanger 32 through the first coolant connection line 31.

[0073] The second valve V2 can be a three-way valve. The second valve V2 can be installed on the first coolant line 11 upstream of the second electrical component 15, and the other end of the second coolant connection line 41 can be connected to the first coolant line 11 upstream of the second electrical component 15 via the second valve V2. The first port of the second valve V2 can be connected to the second coolant connection line 41, the second port of the second valve V2 can be connected to the first coolant line 11 upstream of the second electrical component 15, and the third port of the second valve V2 can be connected to the first coolant line 11 downstream of the coolant mixing tank 16.

[0074] Specifically, when the first and second ports of the second valve V2 are open, the first coolant line 11 can be connected to the second coolant connection line 41, so that the coolant whose temperature rises when flowing through the first electrical component 13 and the second electrical component 15 can flow into the second coolant connection line 41 connected via the second valve V2. Accordingly, the first electrical component 13 and the second electrical component 15 can be cooled by the first radiator 42 on the second coolant connection line 41.

[0075] When the first port of the second valve V2 is closed, the first coolant line 11 can be disconnected from the second coolant connection line 41, so that the coolant flowing through the first electrical component 13 and the second electrical component 15 will not flow into the first radiator 42 through the second coolant connection line 41.

[0076] The third valve V3 can be a three-way valve. The third valve V3 can be installed on the second coolant line 21, and one end of the third coolant connection line 51 can be connected to the second coolant line 21 via the third valve V3. The first port of the third valve V3 can be connected to the third coolant connection line 51, the second port of the third valve V3 can be connected to the second coolant line 21 upstream of the battery 22, and the third port of the third valve V3 can be connected to the second coolant line 21 downstream of the coolant mixing tank 16.

[0077] Specifically, when the first and second ports of the third valve V3 are open, the second coolant line 21 can be connected to the third coolant connection line 51, so that the coolant whose temperature rises when flowing through the battery 22 can flow into the third coolant connection line 51 connected via the third valve V3. Accordingly, the battery 22 can be cooled by the second radiator 52 on the third coolant connection line 51.

[0078] When the first port of the third valve V3 is closed, the second coolant line 21 can be disconnected from the third coolant connection line 51, so that the coolant flowing through the battery 22 will not flow into the second radiator 52 through the third coolant connection line 51.

[0079] Figure 2 This is a schematic diagram illustrating the configuration of a vehicle's thermal management system according to an exemplary embodiment of the present invention.

[0080] like Figure 2 As shown, the vehicle's thermal management system may further include a controller 100. The controller 100 may be electrically connected to a first valve V1, a second valve V2, a third valve V3, a first pump 12, a second pump 14, and a third pump 23. Furthermore, the controller 100 may be electrically connected to a heater 70, a blower 80, and a cooling fan 90. The controller 100 may be a separately configured controller, or it may be integrated with the controller of an air conditioning unit or a battery thermal management unit (not shown). Electrical connections may include connections via a wired or wireless network; preferably, electrical connections may refer to CAN connections.

[0081] In addition, the vehicle's thermal management system may further include various sensors (not shown), such as temperature sensors for sensing temperature.

[0082] The controller 100 can be configured to determine the mode of the vehicle's thermal management system based on at least one of the temperatures of the first electrical component 13, the second electrical component 15, and the battery 22. Accordingly, based on the determined mode, the controller 100 can control the operation of the first valve V1, the second valve V2, and the third valve V3, as well as the operation of the first pump 12, the second pump 14, and the third pump 23. Furthermore, the controller 100 can control the operation of the heater 70, the blower 80, and the cooling fan 90. Here, the operation of the first valve V1 refers to the opening and closing of the first valve V1, and the operation of the second valve V2 and the third valve V3 refers to the opening and closing of their respective ports and the flow rate.

[0083] In an exemplary embodiment, the vehicle's thermal management system may include a heating mode and a cooling mode, wherein the heating mode may include a first heating mode to a tenth heating mode.

[0084] Figures 3 to 12 Schematic diagrams illustrating the first to tenth heating modes of a vehicle's thermal management system according to an exemplary embodiment of the present invention; Figure 13 This is a schematic diagram illustrating the cooling mode of a vehicle's thermal management system according to an exemplary embodiment of the present invention.

[0085] The following will refer to Figures 3 to 13 The various modes of a vehicle thermal management system according to an exemplary embodiment of the present invention will be described in detail below.

[0086] When the vehicle is operating in a low-temperature environment, there may be a need for heating the vehicle interior and the battery 22. Since the first electrical component 13 and the second electrical component 15 generate heat during vehicle operation, the waste heat generated by the first electrical component 13 and / or the second electrical component 15 can be used to heat the vehicle interior and the battery 22.

[0087] Figures 3 to 5 The first to third heating modes of the vehicle's thermal management system are shown. Specifically, when the vehicle is driving in a low-temperature environment, and the vehicle interior requires heating while the battery 22 does not, the controller 100 can determine the mode of the vehicle's thermal management system as one of the first, second, and third heating modes based on the temperature of the first electrical component 13 and the second electrical component 15.

[0088] Preferably, when the temperature of the first electrical component 13 is significantly higher than the temperature of the second electrical component 15, the controller 100 can set the vehicle's thermal management system to a first heating mode, thereby utilizing only the waste heat generated by the first electrical component 13 to heat the vehicle interior. When the temperature of the first electrical component 13 is not significantly different from that of the second electrical component 15, the controller 100 can set the vehicle's thermal management system to a second heating mode, thereby utilizing the waste heat generated by the first electrical component 13 and the second electrical component 15 to heat the vehicle interior. When the temperature of the first electrical component 13 is too high, the controller 100 can set the vehicle's thermal management system to a third heating mode, thereby additionally cooling the first electrical component 13.

[0089] like Figure 3 As shown, in the first heating mode, the controller 100 can open the first valve V1, close the three ports of the second valve V2 and the third valve V3, and make the first pump 12 run while making the second pump 14 and the third pump 23 not run.

[0090] In this configuration, the first coolant connection line 31 can be connected to the first coolant connection line 11 downstream of the first electrical component 13, the second coolant connection line 41 can be disconnected from the first coolant connection line 11, and the third coolant connection line 51 can be disconnected from the second coolant connection line 21.

[0091] Coolant that has heated up as it flows through the first electrical component 13 can flow into the heat exchanger 32 via the first coolant connection line 31. Air introduced from the outside into the HVAC module 60 by the blower 80 is heated in the heat exchanger 32 by heat exchange with the heated coolant, thereby heating the interior of the vehicle.

[0092] Thus, in the first heating mode, the interior of the vehicle can be heated using only the waste heat generated by the first electrical component 13.

[0093] like Figure 4 As shown, in the second heating mode, the controller 100 can open the first valve V2, close the first port of the second valve V2 and open the second and third ports of the second valve V2, close the three ports of the third valve V3, and make the first pump 12 and the second pump 14 run while making the third pump 23 not run.

[0094] In this configuration, the first coolant connection line 31 can be connected to the first coolant connection line 11 downstream of the first electrical component 13, the second coolant connection line 41 can be disconnected from the first coolant connection line 11, and the third coolant connection line 51 can be disconnected from the second coolant connection line 21.

[0095] On one hand, a portion of the coolant whose temperature rises as it flows through the first electrical component 13 and the second electrical component 15 can flow into the heat exchanger 32 via the first coolant connection line 31. Air introduced from the outside into the HVAC module 60 by the blower 80 is heated in the heat exchanger 32 through heat exchange with the heated coolant, thereby heating the vehicle interior. The coolant flowing out of the heat exchanger 32 can flow into the first coolant line 11 upstream of the first electrical component 13 via the first coolant connection line 31.

[0096] On the other hand, the remaining portion of the coolant whose temperature rises as it flows through the first electrical component 13 and the second electrical component 15 can flow into the coolant mixing tank 16 through a portion of the first coolant line 11 arranged in parallel with the first coolant connection line 31. The coolant flowing out of the coolant mixing tank 16 can flow into the first coolant line 11 upstream of the second electrical component 15 through the third port and the second port of the second valve V2.

[0097] Furthermore, during the above process, the controller 100 can control the rotation speed of the first pump 12 and the second pump 14 according to the temperature of the first electrical component 13 and the second electrical component 15, so that the higher the temperature of the first electrical component 13 and the second electrical component 15, the higher the proportion of coolant flowing into the coolant mixing tank 16.

[0098] Therefore, in the second heating mode, the waste heat generated by the first electrical component 13 and the second electrical component 15 can be used to heat the interior of the vehicle.

[0099] like Figure 5 As shown, in the third heating mode, the controller 100 can close the first valve V1, open the three ports of the second valve V2, close the three ports of the third valve V3, and make the first pump 12 and the second pump 14 run while making the third pump 23 not run.

[0100] In this case, the first coolant connection line 31 can be disconnected from the first coolant connection line 11 downstream of the first electrical component 13, the second coolant connection line 41 can be connected to the first coolant connection line 11 upstream of the second electrical component 15 via the second valve V2, and the third coolant connection line 51 can be disconnected from the second coolant connection line 21.

[0101] On one hand, a portion of the coolant whose temperature rises as it flows through the second electrical component 15 can flow into the heat exchanger 32 through the first coolant connection line 31. Air introduced from the outside into the HVAC module 60 by the blower 80 is heated in the heat exchanger 32 by heat exchange with the heated coolant, thereby heating the interior of the vehicle.

[0102] Coolant flowing out of heat exchanger 32 can flow into coolant mixing tank 16 through first coolant line 11. Coolant flowing out of coolant mixing tank 16 can flow into first coolant line 11 upstream of second electrical component 15 through third port and second port of second valve V2.

[0103] On the other hand, the remaining portion of the coolant whose temperature rises when flowing through the second electrical component 15 can flow into the first electrical component 13. The coolant whose temperature rises further when flowing through the first electrical component 13 can flow into the second coolant connection line 41 connected via the second valve V2. The coolant flowing into the second coolant connection line 41 is cooled in the first radiator 42 through heat exchange with the outside air. The cooled coolant flows into the first coolant line 11 upstream of the second electrical component 15 via the first and second ports of the second valve V2, thereby cooling both the first and second electrical components 13 and 15.

[0104] Furthermore, during the above process, the controller 100 can control the rotation speed of the first pump 12 and the second pump 14 according to the temperature of the first electrical component 13 and the second electrical component 15, so that the higher the temperature of the first electrical component 13 and the second electrical component 15, the higher the proportion of coolant flowing into the first radiator 42.

[0105] Thus, in the third heating mode, the waste heat generated by the second electrical component 15 can be used to heat the vehicle interior and additionally cool the first electrical component 13.

[0106] Figures 6 to 8 The fourth to sixth heating modes of the vehicle's thermal management system are shown. Specifically, when the vehicle is driving in a low-temperature environment, and the vehicle interior needs to be heated and the battery 22 needs to be heated, the controller 100 can determine the mode of the vehicle's thermal management system as one of the fourth, fifth, and sixth heating modes based on the temperatures of the first electrical component 13, the second electrical component 15, and the battery 22.

[0107] Preferably, when the waste heat generated by the first electrical component 13 and the second electrical component 15 is less than or equal to the heat required to heat the vehicle interior and battery 22, the controller 100 can determine the vehicle's thermal management system mode as a fourth heating mode, thereby utilizing the waste heat generated by the first electrical component 13 and the second electrical component 15 to heat the vehicle interior and battery 22. When the waste heat generated by the first electrical component 13 and the second electrical component 15 is greater than the heat required to heat the vehicle interior and battery 22, the controller 100 can determine the vehicle's thermal management system mode as a fifth heating mode, thereby utilizing the waste heat generated by the first electrical component 13 and the second electrical component 15 to heat the vehicle interior and battery 22 while simultaneously using the second radiator 52 to cool the battery 22 to maintain the battery 22 temperature. When the waste heat generated by the first electrical component 13 and the second electrical component 15 is significantly greater than the heat required to heat the vehicle interior and battery 22, the controller 100 can determine the vehicle's thermal management system mode as a sixth heating mode, thereby utilizing the waste heat generated by the second electrical component 15 to heat the vehicle interior and battery 22 while simultaneously using the first radiator 42 to cool the first electrical component 13 and the second electrical component 15.

[0108] like Figure 6 As shown, in the fourth heating mode, the controller 100 can open the first valve V1, close the first port of the second valve V2 and open the second and third ports of the second valve V2, close the first port of the third valve V3 and open the second and third ports of the third valve V3, and make the first pump 12, the second pump 14 and the third pump 23 run.

[0109] In this configuration, the first coolant connection line 31 can be connected to the first coolant connection line 11 downstream of the first electrical component 13, the second coolant connection line 41 can be disconnected from the first coolant connection line 11, and the third coolant connection line 51 can be disconnected from the second coolant connection line 21.

[0110] On one hand, a portion of the coolant whose temperature rises as it flows through the first electrical component 13 and the second electrical component 15 can flow into the heat exchanger 32 via the first coolant connection line 31. Air introduced from the outside into the HVAC module 60 by the blower 80 is heated in the heat exchanger 32 through heat exchange with the heated coolant, thereby heating the vehicle interior. The coolant flowing out of the heat exchanger 32 can flow into the first coolant line 11 upstream of the first electrical component 13 via the first coolant connection line 31.

[0111] On the other hand, the remaining portion of the coolant whose temperature rises as it flows through the first electrical component 13 and the second electrical component 15 can flow into the coolant mixing tank 16 through a portion of the first coolant line 11, which is arranged in parallel with the first coolant connection line 31. Simultaneously, the coolant flowing through the battery 22 can flow into the coolant mixing tank 16 through the second coolant line 21. The coolant flowing into the coolant mixing tank 16 through the first coolant line 11 and the coolant flowing into the coolant mixing tank 16 through the second coolant line 21 can be thoroughly mixed in the coolant mixing tank 16. The coolant temperature in the first coolant line 11 before flowing into the coolant mixing tank 16 is higher than the coolant temperature in the second coolant line 21 before flowing into the coolant mixing tank 16. After the coolants of different temperatures are thoroughly mixed in the coolant mixing tank 16, the coolant temperature flowing from the coolant mixing tank 16 into the first coolant line 11 is the same as the coolant temperature flowing from the coolant mixing tank 16 into the second coolant line 21. Coolant flowing from the coolant mixing tank 16 into the first coolant line 11 can flow into the first coolant line 11 upstream of the second electrical component 15 via the third port and the second port of the second valve V2. Coolant flowing from the coolant mixing tank 16 into the second coolant line 21 can flow into the second coolant line 21 upstream of the battery 22 via the third port and the second port of the third valve V3. Thus, waste heat generated by the first electrical component 13 and the second electrical component 15 is transferred to the battery 22 through the coolant mixing tank 16 to heat the battery 22.

[0112] Furthermore, during the above process, the controller 100 can control the rotation speed of the first pump 12 and the second pump 14 according to the temperature of the first electrical component 13 and the second electrical component 15, so that the higher the temperature of the first electrical component 13 and the second electrical component 15, the higher the proportion of coolant flowing into the coolant mixing tank 16.

[0113] Thus, in the fourth heating mode, the waste heat generated by the first electrical component 13 and the second electrical component 15 can be used to heat the vehicle interior and the battery 22.

[0114] like Figure 7 As shown, in the fifth heating mode, the controller 100 can open the first valve V1, close the first port of the second valve V2 and open the second and third ports of the second valve V2, open the three ports of the third valve V3, and make the first pump 12, the second pump 14 and the third pump 23 run.

[0115] In this configuration, the first coolant connection line 31 can be connected to the first coolant connection line 11 downstream of the first electrical component 13, the second coolant connection line 41 can be disconnected from the first coolant connection line 11, and the third coolant connection line 51 can be connected to the second coolant connection line 21 via the third valve V3.

[0116] On one hand, a portion of the coolant whose temperature rises as it flows through the first electrical component 13 and the second electrical component 15 can flow into the heat exchanger 32 through the first coolant connection line 31. Air introduced from the outside into the HVAC module 60 by the blower 80 is heated in the heat exchanger 32 by heat exchange with the heated coolant, thereby heating the interior of the vehicle.

[0117] On the other hand, the remaining portion of the coolant whose temperature rises as it flows through the first electrical component 13 and the second electrical component 15 can flow into the coolant mixing tank 16 through a portion of the first coolant line 11, which is arranged in parallel with the first coolant connection line 31. Simultaneously, a portion of the coolant flowing through the battery 22 can flow into the coolant mixing tank 16 through the second coolant line 21. The coolant flowing into the coolant mixing tank 16 through the first coolant line 11 and the coolant flowing into the coolant mixing tank 16 through the second coolant line 21 can be thoroughly mixed in the coolant mixing tank 16. The coolant temperature in the first coolant line 11 before flowing into the coolant mixing tank 16 is higher than the coolant temperature in the second coolant line 21 before flowing into the coolant mixing tank 16. After the coolants of different temperatures are thoroughly mixed in the coolant mixing tank 16, the coolant temperature flowing from the coolant mixing tank 16 into the first coolant line 11 is the same as the coolant temperature flowing from the coolant mixing tank 16 into the second coolant line 21. Coolant flowing from the coolant mixing tank 16 into the first coolant line 11 can flow into the first coolant line 11 upstream of the second electrical component 15 via the third port and the second port of the second valve V2. Coolant flowing from the coolant mixing tank 16 into the second coolant line 21 can flow into the second coolant line 21 upstream of the battery 22 via the third port and the second port of the third valve V3. Thus, waste heat generated by the first electrical component 13 and the second electrical component 15 is transferred to the battery 22 through the coolant mixing tank 16 to heat the battery 22.

[0118] The remainder of the coolant flowing through battery 22 can flow into the third coolant connection line 51, which is connected via the third valve V3. The coolant flowing into the third coolant connection line 51 is cooled in the second radiator 52 by heat exchange with the outside air. The cooled coolant flows into the second coolant line 21 upstream of battery 22 via the first and second ports of the third valve V3, thereby cooling battery 22.

[0119] In other words, the battery 22 is heated by the waste heat generated by the first electrical component 13 and the second electrical component 15, while the battery 22 is cooled by the second heat sink 52, thereby maintaining the temperature of the battery 22.

[0120] Furthermore, during the aforementioned process, the controller 100 can control the rotational speeds of the first pump 12 and the second pump 14 based on the temperatures of the first electrical component 13 and the second electrical component 15, thereby increasing the proportion of coolant flowing into the coolant mixing tank 16 as the temperatures of the first electrical component 13 and the second electrical component 15 increase. The controller 100 can also control the flow rate of the third valve V3 based on the temperature of the battery 22, thereby increasing the proportion of coolant flowing into the second radiator 52 as the temperature of the battery 22 increases.

[0121] Thus, in the fifth heating mode, the vehicle interior and battery 22 can be heated by the waste heat generated by the first electrical component 13 and the second electrical component 15, while the battery 22 can be cooled by the second radiator 52 to maintain the temperature of the battery 22.

[0122] like Figure 8 As shown, in the sixth heating mode, the controller 100 can close the first valve V1, open the three ports of the second valve V2, close the first port of the third valve V3 and open the second and third ports of the third valve V3, and make the first pump 12, the second pump 14 and the third pump 23 run.

[0123] In this case, the first coolant connection line 31 can be disconnected from the first coolant connection line 11 downstream of the first electrical component 13, the second coolant connection line 41 can be connected to the first coolant connection line 11 upstream of the second electrical component 15 via the second valve V2, and the third coolant connection line 51 can be disconnected from the second coolant connection line 21.

[0124] On one hand, a portion of the coolant whose temperature rises as it flows through the second electrical component 15 can flow into the heat exchanger 32 through the first coolant connection line 31. Air introduced from the outside into the HVAC module 60 by the blower 80 is heated in the heat exchanger 32 by heat exchange with the heated coolant, thereby heating the interior of the vehicle.

[0125] Coolant flowing from heat exchanger 32 can flow into coolant mixing tank 16 via first coolant line 11. Simultaneously, coolant flowing through battery 22 can flow into coolant mixing tank 16 via second coolant line 21. The coolant flowing into coolant mixing tank 16 via first coolant line 11 and coolant flowing into coolant mixing tank 16 via second coolant line 21 can be thoroughly mixed in coolant mixing tank 16. The coolant temperature in first coolant line 11 before flowing into coolant mixing tank 16 is higher than the coolant temperature in second coolant line 21 before flowing into coolant mixing tank 16. After thorough mixing in coolant mixing tank 16, the coolant temperature flowing from coolant mixing tank 16 into first coolant line 11 is the same as the coolant temperature flowing from coolant mixing tank 16 into second coolant line 21. Coolant flowing from coolant mixing tank 16 into first coolant line 11 can flow into first coolant line 11 upstream of second electrical component 15 via third port and second port of second valve V2. Coolant flowing from the coolant mixing tank 16 into the second coolant line 21 can flow into the second coolant line 21 upstream of the battery 22 via the third port and the second port of the third valve V3. Thus, waste heat generated by the second electrical component 15 is transferred to the battery 22 through the coolant mixing tank 16 to heat the battery 22.

[0126] On the other hand, the remaining portion of the coolant whose temperature rises when flowing through the second electrical component 15 can flow into the first electrical component 13. The coolant whose temperature rises further when flowing through the first electrical component 13 can flow into the second coolant connection line 41 connected via the second valve V2. The coolant flowing into the second coolant connection line 41 is cooled in the first radiator 42 through heat exchange with the outside air. The cooled coolant flows into the first coolant line 11 upstream of the second electrical component 15 via the first and second ports of the second valve V2, thereby cooling both the first and second electrical components 13 and 15.

[0127] Furthermore, during the above process, the controller 100 can control the rotation speed of the first pump 12 and the second pump 14 according to the temperature of the first electrical component 13 and the second electrical component 15, so that the higher the temperature of the first electrical component 13 and the second electrical component 15, the higher the proportion of coolant flowing into the first radiator 42.

[0128] Thus, in the sixth heating mode, the first electrical component 13 and the second electrical component 15 can be cooled by the first radiator 42 while the waste heat generated by the second electrical component 15 is used to heat the vehicle interior and the battery 22.

[0129] When the battery 22 is being charged in a low-temperature environment, there may be a need for heating both the vehicle interior and the battery 22. Since only the second electrical component 15 generates heat during the charging process of the battery 22, the waste heat generated by the second electrical component 15 can be used to heat the vehicle interior and the battery 22.

[0130] Figure 9 and Figure 10 The seventh and eighth heating modes of the vehicle's thermal management system are shown. Specifically, when the battery 22 is being charged in a low-temperature environment, and the vehicle interior requires heating but the battery 22 does not, the controller 100 can determine the mode of the vehicle's thermal management system as either the seventh or eighth heating mode based on the temperature of the second electrical component 15.

[0131] Preferably, when the waste heat generated by the second electrical component 15 is less than or equal to the heat required to heat the vehicle interior, the controller 100 can determine the vehicle's thermal management system mode as the seventh heating mode, thereby utilizing the waste heat generated by the second electrical component 15 to heat the vehicle interior. When the waste heat generated by the second electrical component 15 is greater than the heat required to heat the vehicle interior, the controller 100 can determine the vehicle's thermal management system mode as the eighth heating mode, thereby utilizing the waste heat generated by the second electrical component 15 to heat the vehicle interior while simultaneously using the first radiator 42 to cool the second electrical component 15.

[0132] like Figure 9 As shown, in the seventh heating mode, the controller 100 can close the first valve V1, close the first port of the second valve V2 and open the second and third ports of the second valve V2, close the three ports of the third valve V3, and make the second pump 14 run.

[0133] In this case, the first coolant connection line 31 can be disconnected from the first coolant connection line 11 downstream of the first electrical component 13, the second coolant connection line 41 can be disconnected from the first coolant connection line 11, and the third coolant connection line 51 can be disconnected from the second coolant connection line 21.

[0134] Coolant heated as it flows through the second electrical component 15 can flow into the heat exchanger 32 via the first coolant connection line 31. Air introduced from the outside into the HVAC module 60 by the blower 80 is heated in the heat exchanger 32 by heat exchange with the heated coolant, thereby heating the vehicle interior. Coolant flowing out of the heat exchanger 32 can flow into the coolant mixing tank 16 via the first coolant line 11. Coolant flowing out of the coolant mixing tank 16 can flow into the first coolant line 11 upstream of the second electrical component 15 via the third port and the second port of the second valve V2.

[0135] Therefore, in the seventh heating mode, the waste heat generated by the second electrical component 15 can be used to heat the interior of the vehicle.

[0136] like Figure 10 As shown, in the eighth heating mode, the controller 100 can close the first valve V1, open the three ports of the second valve V2, close the three ports of the third valve V3, and make the first pump 12 and the second pump 14 run.

[0137] In this case, the first coolant connection line 31 can be disconnected from the first coolant connection line 11 downstream of the first electrical component 13, the second coolant connection line 41 can be connected to the first coolant connection line 11 via the second valve V2, and the third coolant connection line 51 can be disconnected from the second coolant connection line 21.

[0138] On one hand, a portion of the coolant whose temperature rises as it flows through the second electrical component 15 can flow into the heat exchanger 32 via the first coolant connection line 31. Air introduced from the outside into the HVAC module 60 by the blower 80 is heated in the heat exchanger 32 by heat exchange with the heated coolant, thereby heating the vehicle interior. Coolant flowing out of the heat exchanger 32 can flow into the coolant mixing tank 16 via the first coolant line 11. Coolant flowing from the coolant mixing tank 16 into the first coolant line 11 can flow into the first coolant line 11 upstream of the second electrical component 15 via the third port and the second port of the second valve V2.

[0139] On the other hand, the remaining portion of the coolant that has increased in temperature as it flows through the second electrical component 15 can flow into the first electrical component 13. The coolant flowing through the first electrical component 13 can flow into the second coolant connection line 41, which is connected via the second valve V2. The coolant flowing into the second coolant connection line 41 is cooled in the first radiator 42 through heat exchange with the outside air, and the cooled coolant flows into the first coolant line 11 upstream of the second electrical component 15 via the first and second ports of the second valve V2, thereby cooling the second electrical component 15.

[0140] Thus, in the eighth heating mode, the second electrical component 15 can be cooled by the first radiator 42 while the waste heat generated by the second electrical component 15 is used to heat the vehicle interior.

[0141] Figure 11 This illustrates the ninth heating mode of the vehicle's thermal management system. Specifically, when the battery 22 is being charged in a low-temperature environment, and when both the vehicle interior and the battery 22 require heating, the controller 100 can determine the vehicle's thermal management system mode as the ninth heating mode.

[0142] like Figure 11 As shown, in the ninth heating mode, the controller 100 can close the first valve V1, close the first port of the second valve V2 and open the second and third ports of the second valve V2, close the first port of the third valve V3 and open the second and third ports of the third valve V3, and make the second pump 14 and the third pump 23 run.

[0143] In this case, the first coolant connection line 31 can be disconnected from the first coolant connection line 11 downstream of the first electrical component 13, the second coolant connection line 41 can be disconnected from the first coolant connection line 11, and the third coolant connection line 51 can be disconnected from the second coolant connection line 21.

[0144] Coolant that has heated up as it flows through the second electrical component 15 can flow into the heat exchanger 32 via the first coolant connection line 31. Air introduced from the outside into the HVAC module 60 by the blower 80 is heated in the heat exchanger 32 by heat exchange with the heated coolant, thereby heating the interior of the vehicle.

[0145] Coolant flowing from heat exchanger 32 can flow into coolant mixing tank 16 via first coolant line 11. Simultaneously, coolant flowing through battery 22 can flow into coolant mixing tank 16 via second coolant line 21. The coolant flowing into coolant mixing tank 16 via first coolant line 11 and coolant flowing into coolant mixing tank 16 via second coolant line 21 can be thoroughly mixed in coolant mixing tank 16. The coolant temperature in first coolant line 11 before flowing into coolant mixing tank 16 is higher than the coolant temperature in second coolant line 21 before flowing into coolant mixing tank 16. After thorough mixing in coolant mixing tank 16, the coolant temperature flowing from coolant mixing tank 16 into first coolant line 11 is the same as the coolant temperature flowing from coolant mixing tank 16 into second coolant line 21. Coolant flowing from coolant mixing tank 16 into first coolant line 11 can flow into first coolant line 11 upstream of second electrical component 15 via third port and second port of second valve V2. Coolant flowing from the coolant mixing tank 16 into the second coolant line 21 can flow into the second coolant line 21 upstream of the battery 22 via the third port and the second port of the third valve V3. Thus, waste heat generated by the second electrical component 15 is transferred to the battery 22 through the coolant mixing tank 16 to heat the battery 22.

[0146] Thus, in the ninth heating mode, the waste heat generated by the second electrical component 15 can be used to heat the vehicle interior and the battery 22.

[0147] Figure 12This illustrates the tenth heating mode of the vehicle's thermal management system. Specifically, when the battery 22 is being charged in a low-temperature environment, and the vehicle interior needs heating while maintaining the temperature of the battery 22, the controller 100 can determine the mode of the vehicle's thermal management system as the tenth heating mode.

[0148] like Figure 12 As shown, in the tenth heating mode, the controller 100 can close the first valve V1, close the first port of the second valve V2 and open the second and third ports of the second valve V2, and open the three ports of the third valve V3, so that the second pump 14 and the third pump 23 can run.

[0149] In this case, the first coolant connection line 31 can be disconnected from the first coolant connection line 11 downstream of the first electrical component 13, the second coolant connection line 41 can be disconnected from the first coolant connection line 11, and the third coolant connection line 51 can be connected to the second coolant connection line 21 via the third valve V3.

[0150] Coolant that has heated up as it flows through the second electrical component 15 can flow into the heat exchanger 32 via the first coolant connection line 31. Air introduced from the outside into the HVAC module 60 by the blower 80 is heated in the heat exchanger 32 by heat exchange with the heated coolant, thereby heating the interior of the vehicle.

[0151] The coolant flowing from the heat exchanger 32 can flow into the coolant mixing tank 16 via the first coolant line 11. Simultaneously, a portion of the coolant flowing through the battery 22 can flow into the coolant mixing tank 16 via the second coolant line 21. The coolant flowing into the coolant mixing tank 16 via the first coolant line 11 and the coolant flowing into the coolant mixing tank 16 via the second coolant line 21 can be thoroughly mixed in the coolant mixing tank 16. The coolant temperature in the first coolant line 11 before flowing into the coolant mixing tank 16 is higher than the coolant temperature in the second coolant line 21 before flowing into the coolant mixing tank 16. After the coolants of different temperatures are thoroughly mixed in the coolant mixing tank 16, the coolant temperature flowing from the coolant mixing tank 16 into the first coolant line 11 is the same as the coolant temperature flowing from the coolant mixing tank 16 into the second coolant line 21. The coolant flowing from the coolant mixing tank 16 into the first coolant line 11 can flow into the first coolant line 11 upstream of the second electrical component 15 via the third port and the second port of the second valve V2. Coolant flowing from the coolant mixing tank 16 into the second coolant line 21 can flow into the second coolant line 21 upstream of the battery 22 via the third port and the second port of the third valve V3. Thus, waste heat generated by the second electrical component 15 is transferred to the battery 22 through the coolant mixing tank 16 to heat the battery 22.

[0152] The remainder of the coolant flowing through battery 22 can flow into the third coolant connection line 51, which is connected via the third valve V3. The coolant flowing into the third coolant connection line 51 is cooled in the second radiator 52 by heat exchange with the outside air. The cooled coolant flows into the second coolant line 21 upstream of battery 22 via the first and second ports of the third valve V3, thereby cooling battery 22.

[0153] In other words, the waste heat generated by the second electrical component 15 is used to heat the battery 22, while the second heat sink 52 is used to cool the battery 22, thereby maintaining the temperature of the battery 22.

[0154] Furthermore, during the above process, the controller 100 can control the flow rate of the third valve V3 according to the temperature of the battery 22, so that the higher the temperature of the battery 22, the higher the proportion of coolant flowing into the second radiator 52.

[0155] Thus, in the tenth heating mode, the waste heat generated by the second electrical component 15 can be used to heat the vehicle interior and battery 22, while the second radiator 52 can be used to cool the battery 22 to maintain the battery 22 temperature.

[0156] When the vehicle is operating in a high-temperature environment, there may be a cooling requirement for the first electrical component 13 and the second electrical component 15, as well as / or a cooling requirement for the battery 22.

[0157] Figure 13 The cooling mode of the vehicle's thermal management system is shown. Specifically, when the vehicle is operating in a high-temperature environment, and when the first electrical component 13 and the second electrical component 15 require cooling, and / or the battery 22 requires cooling, the controller 100 can determine the mode of the vehicle's thermal management system as the cooling mode.

[0158] Preferably, when the first electrical component 13 and the second electrical component 15 require cooling, but the battery 22 does not, the controller 100 can determine the cooling mode as a cooling mode for the first electrical component 13 and the second electrical component 15. When the battery 22 requires cooling, but the first electrical component 13 and the second electrical component 15 do not, the controller 100 can determine the cooling mode as a cooling mode for the battery 22. When the first electrical component 13, the second electrical component 15, and the battery 22 all require cooling, the controller 100 can simultaneously execute the cooling mode for the first electrical component 13 and the second electrical component 15, as well as the cooling mode for the battery 22.

[0159] Figure 13 The diagram illustrates a scenario where a cooling mode for the first electrical component 13 and the second electrical component 15, as well as a cooling mode for the battery 22, are simultaneously executed.

[0160] like Figure 13 As shown, in cooling mode, controller 100 can close the first valve V1, close the third port of the second valve V2 and open the first and second ports of the second valve V2, close the third port of the third valve V3 and open the first and second ports of the third valve V3, and operate the first pump 12, the second pump 14 and the third pump 23.

[0161] In this case, the first coolant connection line 31 can be disconnected from the first coolant connection line 11 downstream of the first electrical component 13, the second coolant connection line 41 can be connected to the first coolant connection line 11 via the second valve V2, and the third coolant connection line 51 can be connected to the second coolant connection line 21 via the third valve V3.

[0162] On one hand, the coolant whose temperature rises as it flows through the first electrical component 13 and the second electrical component 15 can flow into the second coolant connection line 41, which is connected via the second valve V2. The coolant flowing into the second coolant connection line 41 is cooled in the first radiator 42 through heat exchange with the outside air. The cooled coolant then flows into the first coolant line 11 upstream of the second electrical component 15 via the first and second ports of the second valve V2, thereby cooling the first electrical component 13 and the second electrical component 15.

[0163] On the other hand, the coolant whose temperature rises when flowing through the battery 22 can flow into the third coolant connection line 51 connected via the third valve V3. The coolant flowing into the third coolant connection line 51 is cooled in the second radiator 52 by heat exchange with the outside air, and the cooled coolant flows into the second coolant line 21 upstream of the battery 22 via the first and second ports of the third valve V3, thereby cooling the battery 22.

[0164] Thus, in cooling mode, the first radiator 42 can be used to cool the first electrical component 13 and the second electrical component 15, and the second radiator 52 can be used to cool the battery 22.

[0165] Although Figure 13 The invention is illustrated by taking the simultaneous cooling of the first electrical component 13, the second electrical component 15, and the battery 22 as an example. However, the invention is not limited to this. Depending on the need, only the first electrical component 13 and the second electrical component 15, or only the battery 22, may be cooled.

[0166] The vehicle thermal management system according to an exemplary embodiment of the present invention can utilize waste heat generated by electrical components in the vehicle to heat the vehicle interior and battery by employing a heat exchanger and a coolant mixing tank. Compared to a heat pump system, the vehicle thermal management system according to an exemplary embodiment of the present invention has a simpler structure and lower cost, and can reduce the power consumption of the heater, thereby increasing the driving range of the electric vehicle.

[0167] The foregoing description of specific exemplary embodiments of the present invention is for illustrative and descriptive purposes. It is not intended to be exhaustive or to limit the invention to the precise embodiments disclosed, and it will be apparent that various modifications and variations can be made in accordance with the foregoing teachings. The exemplary embodiments were chosen and described to explain the specific principles of the invention and its practical application, thereby enabling others skilled in the art to implement and utilize various exemplary embodiments of the invention, as well as their different alternatives and modifications. The scope of the invention is intended to be defined by the appended claims and their equivalents.

Claims

1. A thermal management system for a vehicle, comprising: A first coolant circulation loop includes a first pump, a first electrical component, a second pump, and a second electrical component connected via a first coolant pipeline; A first coolant connection line, one end of which is connected to a first coolant line upstream of the first pump and the first electrical component and downstream of the second pump and the second electrical component, and the other end of which is connected to a first coolant line downstream of the first pump and the first electrical component and upstream of the second pump and the second electrical component. as well as A heat exchanger, disposed on the first coolant connection line and located inside the HVAC module of the air conditioning unit, heats the air introduced into the HVAC module by utilizing the coolant whose temperature rises as it flows through the first electrical component and / or the second electrical component.

2. The vehicle thermal management system according to claim 1, further comprising: The second coolant connection line has one end connected to the first coolant line downstream of the first electrical component and the other end connected to the first coolant line upstream of the second electrical component. and A first radiator is disposed on the second coolant connection line for cooling the coolant whose temperature rises as it flows through the first and second electrical components.

3. The vehicle thermal management system according to claim 2, further comprising: The second coolant circulation loop includes a battery and a third pump connected via a second coolant line; and A coolant mixing tank is provided on the first coolant line and the second coolant line, for mixing the coolant in the first coolant line with the coolant in the second coolant line.

4. The vehicle thermal management system according to claim 3, further comprising: The third coolant connection pipeline is connected at both ends to the second coolant pipeline upstream of the battery and the second coolant pipeline downstream of the battery, respectively. and The second radiator is installed on the third coolant connection line and is used to cool the coolant whose temperature rises when it flows through the battery.

5. The vehicle thermal management system according to claim 4, further comprising: The first valve, which is a switching valve, is located on the first coolant line downstream of the first electrical component; The second valve, which is a three-way valve, is located on the first coolant line upstream of the second electrical component. The other end of the second coolant connection line is connected to the first coolant line via the second valve. as well as The third valve, which is a three-way valve, is installed on the second coolant line. One end of the third coolant connection line is connected to the second coolant line via the third valve. Wherein, the first port of the second valve is connected to the second coolant connection line, the second port of the second valve is connected to the first coolant line upstream of the second electrical component, and the third port of the second valve is connected to the first coolant line downstream of the coolant mixing tank; The first port of the third valve is connected to the third coolant connection line, the second port of the third valve is connected to the second coolant line upstream of the battery, and the third port of the third valve is connected to the second coolant line downstream of the coolant mixing tank.

6. The vehicle thermal management system according to claim 5, further comprising: The controller is electrically connected to the first valve, the second valve, the third valve, the first pump, the second pump, and the third pump; The controller is configured as follows: The mode of the vehicle's thermal management system is determined based on at least one of the temperatures of the first electrical component, the second electrical component, and the battery temperature. The operation of the first, second, and third valves, as well as the operation of the first, second, and third pumps, are controlled according to the determined pattern.

7. The vehicle thermal management system according to claim 6, wherein, The controller is configured as follows: When the vehicle is in motion, and the interior of the vehicle requires heating but the battery does not, the vehicle's thermal management system mode is determined to be one of a first heating mode, a second heating mode, or a third heating mode based on the temperature of the first electrical component and the temperature of the second electrical component.

8. The vehicle thermal management system according to claim 7, wherein, In the first heating mode, the controller is configured to: open the first valve, close the three ports of the second and third valves, and activate the first pump. Coolant, whose temperature rises as it flows through the first electrical component, flows into the heat exchanger, thereby heating the air introduced into the HVAC module.

9. The vehicle thermal management system according to claim 7, wherein, In the second heating mode, the controller is configured to: open the first valve, close the first port of the second valve and open the second and third ports of the second valve, close all three ports of the third valve, and operate the first and second pumps. Coolant, whose temperature rises as it flows through the first and second electrical components, flows into the heat exchanger and coolant mixing tank, thereby heating the air introduced into the HVAC module.

10. The vehicle thermal management system according to claim 7, wherein, In the third heating mode, the controller is configured to: close the first valve, open three ports of the second valve, close three ports of the third valve, and operate the first and second pumps. A portion of the coolant, whose temperature rises as it flows through the second electrical component, flows into the heat exchanger, thereby heating the air introduced into the HVAC module. The coolant whose temperature rises when flowing through the first electrical component and the remaining portion of the coolant whose temperature rises when flowing through the second electrical component flow into the first radiator on the second coolant connection line connected via the second valve, thereby cooling the first and second electrical components.

11. The vehicle thermal management system according to claim 6, wherein, The controller is configured as follows: When the vehicle is in motion, and the vehicle interior and battery require heating, the vehicle's thermal management system mode is determined to be one of the fourth, fifth, or sixth heating modes based on the temperatures of the first electrical component, the second electrical component, and the battery.

12. The vehicle thermal management system according to claim 11, wherein, In the fourth heating mode, the controller is configured to: open the first valve, close the first port of the second valve and open the second and third ports of the second valve, close the first port of the third valve and open the second and third ports of the third valve, and operate the first, second, and third pumps. A portion of the coolant, whose temperature rises as it flows through the first and second electrical components, flows into the heat exchanger, thereby heating the air introduced into the HVAC module. The remainder of the coolant that has increased in temperature as it flows through the first and second electrical components flows into the coolant mixing tank, and the coolant flowing through the battery also flows into the coolant mixing tank. The coolant in the first coolant line and the coolant in the second coolant line mix in the coolant mixing tank, causing the temperature of the coolant in the second coolant line to increase, thereby heating the battery.

13. The vehicle thermal management system according to claim 11, wherein, In the fifth heating mode, the controller is configured to: open the first valve, close the first port of the second valve and open the second and third ports of the second valve, open all three ports of the third valve, and operate the first, second, and third pumps. A portion of the coolant, whose temperature rises as it flows through the first and second electrical components, flows into the heat exchanger, thereby heating the air introduced into the HVAC module. The remainder of the coolant, whose temperature rises as it flows through the first and second electrical components, flows into the coolant mixing tank, as does a portion of the coolant whose temperature rises as it flows through the battery. The coolant in the first and second coolant lines mixes in the coolant mixing tank, causing the temperature of the coolant in the second coolant line to rise. The remaining portion of the coolant that has increased in temperature as it flows through the battery flows into the second radiator on the third coolant connection line connected via the third valve, thereby lowering the temperature of the coolant in the second coolant line and maintaining the battery temperature.

14. The vehicle thermal management system according to claim 11, wherein, In the sixth heating mode, the controller is configured to: close the first valve, open all three ports of the second valve, close the first port of the third valve and open the second and third ports of the third valve, and operate the first, second, and third pumps. A portion of the coolant, whose temperature rises as it flows through the second electrical component, flows into the heat exchanger, thereby heating the air introduced into the HVAC module. The coolant flowing through the heat exchanger flows into the coolant mixing tank, as does the coolant flowing through the battery. The coolant in the first coolant line and the coolant in the second coolant line mix in the mixing tank, causing the temperature of the coolant in the second coolant line to rise, thereby heating the battery. The coolant whose temperature rises when flowing through the first electrical component and the remaining portion of the coolant whose temperature rises when flowing through the second electrical component flow into the first radiator on the second coolant connection line connected via the second valve, thereby cooling the first and second electrical components.

15. The vehicle thermal management system according to claim 6, wherein, The controller is configured as follows: When the battery is charging, and the vehicle interior requires heating but the battery does not, the vehicle's thermal management system mode is determined to be either the seventh heating mode or the eighth heating mode based on the temperature of the second electrical component.

16. The vehicle thermal management system according to claim 15, wherein, In the seventh heating mode, the controller is configured to: close the first valve, close the first port of the second valve and open the second and third ports of the second valve, close all three ports of the third valve, and operate the second pump. Coolant that has heated up as it flows through the second electrical component flows into the heat exchanger, thereby heating the air introduced into the HVAC module.

17. The vehicle thermal management system according to claim 15, wherein, In the eighth heating mode, the controller is configured to: close the first valve, open three ports of the second valve, close three ports of the third valve, and operate the first and second pumps. A portion of the coolant, whose temperature rises as it flows through the second electrical component, flows into the heat exchanger, thereby heating the air introduced into the HVAC module. The remainder of the coolant that has increased in temperature as it flows through the second electrical component flows into the first radiator on the second coolant connection line connected via the second valve, thereby cooling the second electrical component.

18. The vehicle thermal management system according to claim 6, wherein, The controller is configured as follows: When the battery is charging, and the vehicle interior and battery both require heating, the vehicle's thermal management system will be set to the ninth heating mode.

19. The vehicle thermal management system according to claim 18, wherein, In the ninth heating mode, the controller is configured to: close the first valve, close the first port of the second valve and open the second and third ports of the second valve, close the first port of the third valve and open the second and third ports of the third valve, and operate the second and third pumps. The coolant, whose temperature rises as it flows through the second electrical component, flows into the heat exchanger, thereby heating the air introduced into the HVAC module. The coolant flowing through the heat exchanger flows into the coolant mixing tank, and the coolant flowing through the battery also flows into the coolant mixing tank. The coolant in the first coolant line and the coolant in the second coolant line mix in the coolant mixing tank, causing the temperature of the coolant in the second coolant line to rise, thereby heating the battery.

20. The vehicle thermal management system according to claim 6, wherein, The controller is configured as follows: When the battery is charging, and the vehicle interior needs to be heated to maintain the battery temperature, the vehicle's thermal management system will be set to the tenth heating mode.

21. The vehicle thermal management system according to claim 20, wherein, In the tenth heating mode, the controller is configured to: close the first valve, close the first port of the second valve and open the second and third ports of the second valve, open all three ports of the third valve, and operate the second and third pumps. The coolant, whose temperature rises as it flows through the second electrical component, flows into the heat exchanger, thereby heating the air introduced into the HVAC module. The coolant flowing through the heat exchanger flows into the coolant mixing tank, and a portion of the coolant flowing through the battery also flows into the coolant mixing tank. The coolant in the first coolant line and the coolant in the second coolant line mix in the coolant mixing tank, causing the temperature of the coolant in the second coolant line to rise. The remaining portion of the coolant flowing through the battery flows into the second radiator on the third coolant connection line connected via the third valve, thereby lowering the temperature of the coolant in the second coolant line and maintaining the battery temperature.

22. The vehicle thermal management system according to claim 6, wherein, The controller is configured as follows: When the vehicle is in motion, and the first and second electrical components require cooling, and / or the battery requires cooling, the vehicle's thermal management system is set to cooling mode.

23. The vehicle thermal management system according to claim 22, wherein, In the cooling mode for the first electrical component and the second electrical component, the controller is configured to: close the first valve, close the third port of the second valve and open the first port and the second port of the second valve, and operate the first pump and the second pump, so that the coolant whose temperature rises when flowing through the first electrical component and the second electrical component flows into the first radiator on the second coolant connection line connected via the second valve, thereby cooling the first electrical component and the second electrical component; In the battery cooling mode, the controller is configured to: close the third port of the third valve and open the first and second ports of the third valve, and operate the third pump so that the coolant, whose temperature rises when flowing through the battery, flows into the second radiator on the third coolant connection line connected via the third valve, thereby cooling the battery.

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