Thermal management system and vehicle

Abstract

The application relates to a heat management system and a vehicle. The heat management system of the application is applied to a vehicle. The heat management system comprises a heat release module and a heat exchange module; the heat release module comprises isolated first and second heat release channels; the heat exchange module comprises isolated first and second heat exchange channels; the heat management system further comprises a refrigerant circuit, a cooling circuit and a heating circuit. The refrigerant circuit comprises a compressor. The cooling circuit comprises a component to be cooled. The heating circuit comprises a floor heating pipe. The refrigerant circuit is communicated via the compressor, the first heat release channel and the first heat exchange channel; the cooling circuit is communicated via the second heat exchange channel, so that the medium in the cooling circuit exchanges heat with the refrigerant in the refrigerant circuit at the heat exchange module, thereby cooling the component to be cooled; and the heating circuit is communicated via the second heat release channel, so that the medium in the heating circuit exchanges heat with the refrigerant in the refrigerant circuit at the heat release module, thereby heating the floor heating pipe.

Description

Technical Field

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

[0002] With the continuous development of the automotive industry, driving comfort has become one of the core dimensions of competition among car companies. In low-temperature winter environments, the performance of vehicle heating systems directly affects the driving experience and energy consumption. Currently, most in-vehicle floor heating systems use electric heating solutions. The core of this system is to convert electrical energy into heat energy through electric heating materials, thereby heating the bottom of the vehicle. Commonly used electric heating materials include graphene, resistance wire, and various other electric heating elements.

[0003] However, existing vehicle heating technologies still have many shortcomings that urgently need to be addressed, seriously affecting heating efficiency and the driving experience. On one hand, the mainstream heating method in current vehicles is still air conditioning-based heating. This method heats the vehicle by blowing hot air into the cabin through air vents. However, due to the fixed directionality of the vents, the hot air is difficult to evenly cover the bottom area of ​​the cabin, especially around the feet of passengers, resulting in uneven heating and poor foot comfort. Furthermore, during air conditioning heating, hot air tends to concentrate in the upper part of the cabin, leading to low heat transfer efficiency and further increasing heating energy consumption, which contradicts the current trend of energy conservation.

[0004] On the other hand, existing electric underfloor heating systems mostly use resistance heating materials such as resistance wire or graphene as their core heating elements. These materials have low electrothermal conversion efficiency, resulting in a significant amount of electrical energy being wasted as heat during the conversion process. This not only increases the vehicle's energy consumption and affects the driving range of new energy vehicles, but also leads to a slow heating rate, failing to quickly meet the heating needs of passengers. Furthermore, some resistance heating materials suffer from uneven temperature distribution and power degradation over long-term use, further reducing the practicality and reliability of in-vehicle underfloor heating systems. Summary of the Invention

[0005] This application provides a thermal management system and vehicle to address some or all of the shortcomings in the related technologies.

[0006] This application provides a thermal management system for use in a vehicle; the thermal management system includes a heat release module and a heat exchange module; the heat release module includes an isolated first heat release channel and a second heat release channel; the heat exchange module includes an isolated first heat exchange channel and a second heat exchange channel; the thermal management system further includes: Refrigerant circuit, including the compressor; Cooling circuit, including the component to be cooled; and, Heating circuit, including underfloor heating pipes; The refrigerant circuit is connected via a compressor, a first heat release channel, and a first heat exchange channel; the cooling circuit is connected via a second heat exchange channel, so that the medium in the cooling circuit exchanges heat with the refrigerant in the refrigerant circuit at the heat exchange module, thereby cooling the component to be cooled; the heating circuit is connected via the second heat release channel, so that the medium in the heating circuit exchanges heat with the refrigerant in the refrigerant circuit at the heat release module, thereby heating the floor heating pipe.

[0007] Furthermore, the heating circuit also includes a heating, ventilation and air conditioning module; the heating circuit is connected via the second heat release channel so that the medium in the heating circuit exchanges heat with the refrigerant in the refrigerant circuit at the heat release module, thereby heating the heating, ventilation and air conditioning module.

[0008] Furthermore, the heating circuit includes an on / off valve; the on / off valve includes an inlet, a first outlet, and a second outlet; the inlet is connected to the second heat release channel; the first outlet is connected to the heating, ventilation, and air conditioning module; the second outlet is connected to the underfloor heating pipe; the flow areas of the first outlet and the second outlet can be adjusted respectively.

[0009] Furthermore, the thermal management system also includes a power module; the power module is disposed in the heating circuit and is located near the inlet or outlet of the second heat release channel; the power module is used to pump the refrigerant in the heating circuit.

[0010] Furthermore, the component to be cooled is at least one of a motor or a battery.

[0011] Furthermore, the cooling circuit includes a battery circuit, a motor circuit, and a multi-way valve; the components to be cooled are a battery and a motor; the battery is disposed in the battery circuit; the motor is disposed in the motor circuit; the battery circuit and the motor circuit are respectively connected to the multi-way valve; The multi-way valve enables at least one of the battery circuit and the motor circuit to be connected to the second heat exchange channel.

[0012] Furthermore, the cooling circuit includes a battery circuit, a motor circuit, and a four-way valve; the components to be cooled are a battery and a motor; the battery is disposed in the battery circuit; the motor is disposed in the motor circuit; the battery circuit is connected to the second heat exchange channel; The four-way valve includes a first channel, a second channel, a third channel, and a fourth channel; The first channel is the outlet of the four-way valve from which the motor circuit flows; the second channel is the inlet of the four-way valve from which the motor circuit flows; the third channel is the inlet of the four-way valve from which the battery circuit flows; and the fourth channel is the outlet of the four-way valve from which the battery circuit flows. The four-way valve can connect or disconnect the battery circuit from the motor circuit.

[0013] Furthermore, the thermal management system also includes a power module; the power module is disposed in the motor circuit and / or the battery circuit; the power module is used to pump refrigerant in the cooling circuit.

[0014] A second aspect of this application provides a vehicle including a cabin and a thermal management system as described in any of the foregoing embodiments; the underfloor heating pipes are disposed in the cabin.

[0015] Furthermore, the cabin includes a seating area and an empty area distributed along its length; the floor heating pipes are laid in the empty area.

[0016] Furthermore, the vehicle includes a front end and a rear end arranged opposite each other along the length direction, and a first side and a second side arranged opposite each other along the width direction; the width direction is perpendicular to the length direction; the seat area and the empty area each include multiple areas, and are spaced apart along the length direction; the floor heating pipe includes a main pipe and branch pipes; The main pipeline extends from the front end toward the rear end on the first side, and extends along the width direction to the second side, and extends from the rear end toward the front end; The branch pipes include multiple ones, which are respectively arranged in the vacant area; the branch pipes are connected to the main pipes of the first side and the second side along the width direction.

[0017] Furthermore, the thermal management system further includes a connecting valve; the connecting valve is disposed on the branch pipe to connect or disconnect the branch pipe from the main pipe; and / or, The branch pipeline is positioned closer to the ground than the main pipeline.

[0018] The technical solutions provided by the embodiments of this application may include the following beneficial effects: As can be seen from the above embodiments, the COP of the thermal management system of this application is greater than 1. In other words, the thermal management system of this application achieves efficient recovery and utilization of waste heat by using the cooling circuit as the heat source for heating, and significantly reduces the vehicle's heating energy consumption. Furthermore, compared to underfloor heating solutions using electrically heated resistive materials, the thermal management system of this application can utilize the heat generated by the battery or motor and other cooling components, thus further reducing the thermal management energy consumption in heating mode.

[0019] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this application. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 The diagram shown is a simplified piping diagram of one embodiment of the thermal management system of this application; Figure 2 A partial schematic diagram of one embodiment of the vehicle described in this application is shown.

[0022] Explanation of reference numerals in the attached figures: 100 Thermal Management System; 1 Refrigerant Circuit; 11 Compressor; 12 Expansion Valve; 2 Cooling Circuit; 21A Battery; 21B Motor; 22 Battery Circuit; 23 Motor Circuit; 24 Four-Way Valve; 241 First Channel; 242 Second Channel; 243 Third Channel; 244 Fourth Channel; 3 Heating Circuit; 31 Underfloor Heating Pipe; 311 Main Pipe; 312 Branch Pipe; 32 Heating, Ventilation and Air Conditioning Module; 33 On / Off Valve; 331 Inlet; 332 First Outlet; 333 Second Outlet; 4 Power Module; 5 Heat Release Module; 51 First Heat Release Channel; 52 Second Heat Release Channel; 6 Heat Exchange Module; 61 First Heat Exchange Channel; 62 Second Heat Exchange Channel. 200 vehicles, 210 cabin, 220 seating area, 230 empty area, 240A front end, 240B rear end, 250A first side, 250B second side; X length direction, Y width direction. Detailed Implementation

[0023] The technical solutions in the embodiments (or "implementations") of this application will be clearly and completely described herein with reference to the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0024] If the embodiments of this application contain terms relating to directional indications or positional relationships (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationships and movement of the components in a specific posture (as shown in the attached figures); if the specific posture changes, the directional indications or positional relationships will also change accordingly. Furthermore, the terms "first" and "second" used in the embodiments of this application are only for descriptive convenience and should not be construed as indicating or implying relative importance.

[0025] refer to Figure 1 This application provides a thermal management system 100 for a vehicle. The thermal management system 100 includes a refrigerant circuit 1, a cooling circuit 2, and a heating circuit 3. The refrigerant circuit 1 includes a compressor 11. The cooling circuit 2 includes components to be cooled, such as the vehicle's battery 21A or the vehicle's motor 21B. The heating circuit 3 includes underfloor heating pipes 31.

[0026] The thermal management system of this application also includes a heat release module 5 and a heat exchange module 6. The heat release module 5 includes an isolated first heat release channel 51 and a second heat release channel 52. The heat exchange module 6 includes an isolated first heat exchange channel 61 and a second heat exchange channel 62. The refrigerant circuit 1 is connected via the compressor 11, the first heat release channel 51, and the first heat exchange channel 61. The cooling circuit 2 is connected via the second heat exchange channel 62, so that the medium in the cooling circuit 2 exchanges heat with the refrigerant in the refrigerant circuit 1 at the heat exchange module 6, thereby cooling the component 21 to be cooled. The heating circuit 3 is connected via the second heat release channel 52, so that the medium in the heating circuit 3 exchanges heat with the refrigerant in the refrigerant circuit 1 at the heat release module 5, thereby heating the underfloor heating pipe 31.

[0027] In refrigerant circuit 1, compressor 11 draws in low-temperature, low-pressure gaseous refrigerant and compresses it into high-temperature, high-pressure gaseous refrigerant. During this process, compressor 11 performs work on the refrigerant, increasing its enthalpy. The high-temperature, high-pressure gaseous refrigerant then enters the first heat release channel 51 of heat release module 5, where it exchanges heat with the coolant in heating circuit 3 in the second heat release channel 52. After releasing heat, the refrigerant condenses into a high-pressure liquid, decreasing its enthalpy, while the coolant in heating circuit 3 absorbs heat and its temperature rises. After passing through expansion valve 12, the refrigerant then enters the first heat exchange channel 61 of heat exchange module 6. Here, the refrigerant in the first heat exchange channel 61 exchanges heat with the coolant in cooling circuit 2 in the second heat exchange channel 62, thereby absorbing heat from the components to be cooled and evaporating into a low-pressure gaseous state, increasing its enthalpy again, before returning to compressor 11 to complete the cycle.

[0028] In this process, the waste heat generated by the components to be cooled in cooling circuit 2 is transferred to the refrigerant in refrigerant circuit 1 by the coolant flowing through the second heat exchange channel 62 in cooling circuit 2. The refrigerant carries this heat into compressor 11 and then to the first heat release channel 51 of heat release module 5, where it exchanges heat with the coolant in heating circuit 3 in the second heat release channel 52. With the compressor 11's power output remaining constant, the enthalpy of the refrigerant leaving heat exchange module 6 and entering compressor 11 increases because heat exchange module 6 can absorb heat from the components to be cooled. Consequently, the enthalpy of the refrigerant leaving compressor 11 also increases. The refrigerant carrying the heat from the components to be cooled can release heat into the underfloor heating pipes 31 of heating circuit 3 in heat release module 5, thereby raising the temperature of the coolant in underfloor heating pipes 31.

[0029] In the heating loop 3 of the thermal management system 100, the formula for COP (Coefficient of Performance) should be: in: Q cond This refers to the heat dissipation of heat dissipation module 5; W comp The power output of compressor 11; Q evap This refers to the heat absorbed by the heat exchange module 6 from the component to be cooled.

[0030] Therefore, the COP of the thermal management system 100 of this application is greater than 1. In other words, by using the cooling circuit 2 as a heat source, the thermal management system 100 of this application achieves efficient recovery and utilization of waste heat and significantly reduces the vehicle's heating energy consumption. Furthermore, compared to underfloor heating solutions using electrically heated resistive materials, the thermal management system 100 of this application can utilize the heat generated by components such as the battery 21A or motor 21B, thus further reducing thermal management energy consumption in heating mode.

[0031] It should be noted that the heat dissipation module 5 can be in the form of a water-cooled condenser, an air-cooled condenser, or an evaporative condenser. Furthermore, this application only describes the circuit of the thermal management system 100 used for cooling the component to be cooled, but it should not be construed as the thermal management system 100 being limited to cooling only the component to be cooled. In other embodiments, by setting valves or other structures, the outlet end of the compressor 11 can be directly connected to the first heat exchange channel 61 of the heat exchange module 6, allowing the heat exchange module 6 to be used for heating structures such as the battery 21A and the motor 21B. This application does not extend this further.

[0032] Combination Figure 2This application also provides a vehicle 200 including a thermal management system 100. The vehicle 200 includes a cabin 210. Underfloor heating pipes 31 are installed in the cabin 210. The installation of the underfloor heating pipes 31 does not affect the interior space of the cabin 210 and does not occupy additional volume. When the thermal management system 100 heats the coolant in the underfloor heating pipes 31, the heat is released through the pipe walls within the cabin 210. Due to the low density of hot air and its upward tendency, the heat from the underfloor heating pipes 31 can be transferred from bottom to top, creating a comfortable temperature gradient that keeps passengers' feet warm and their heads cool, meeting human physiological needs and avoiding discomfort. Furthermore, as mentioned above, the COP of the thermal management system 100 of this application is greater than 1. Therefore, compared to electrically heated underfloor heating (such as graphene heating films, resistance wires, etc.), the thermal management system 100 of this application can reduce energy consumption while generating the same amount of heat. This can significantly reduce heating energy consumption and extend the winter driving range for the electric vehicle 200.

[0033] During vehicle operation, both the motor 21B and the battery 21A generate heat. The heat from the motor 21B originates from winding resistance, while the heat from the battery 21A arises from internal resistance and chemical reaction heat. If this heat is not dissipated in time, it can lead to demagnetization of the motor 21B, reduced battery life, and even thermal runaway. Therefore, conventional vehicles 200 require a cooling system to release this heat into the atmosphere. This application utilizes this previously wasted waste heat as a heat source for the thermal management system 100, achieving energy recovery and utilization.

[0034] In some optional embodiments, the heating circuit 3 also includes a heating, ventilation, and air conditioning (HVAC) module. The heating circuit 3 is connected via a second heat dissipation channel 52, allowing the medium in the heating circuit 3 to exchange heat with the refrigerant in the refrigerant circuit 1 at the heat dissipation module 5, thereby heating the heating, ventilation, and air conditioning module 32. In this way, the thermal management system 100 can simultaneously or selectively provide heat to the underfloor heating pipes 31 and the heating, ventilation, and air conditioning module 32. The heating, ventilation, and air conditioning module 32 contains a warm air core. When high-temperature coolant flows through the warm air core, the air blown by the blower across the surface of the warm air core is heated and then delivered into the cabin 210 to achieve air heating. The coolant of the thermal management system 100 first flows through the heat dissipation module 5 to absorb heat, and then is provided to the heating, ventilation, and air conditioning module 32 and the underfloor heating pipes 31. As can be seen, this application can use one heat dissipation module 5 to heat two heating components without adding an additional heat transfer medium, which helps to reduce the difficulty of setting up the circuit of the thermal management system 100, thereby reducing the setting cost and optimizing the layout space.

[0035] In this embodiment, the heating, ventilation, and air conditioning module 32 and the underfloor heating pipe 31 can be connected in series. That is, the coolant in the heating circuit 3 absorbs heat from the heat dissipation module 5 and then passes sequentially through the underfloor heating pipe 31 and the heating, ventilation, and air conditioning module 32, or sequentially through the heating, ventilation, and air conditioning module 32 and the underfloor heating pipe 31, thereby meeting the heating needs of both. The heat radiation method of the underfloor heating pipe 31 requires a relatively low water temperature (approximately 35-45°C) to provide comfortable radiant heat, while the heating, ventilation, and air conditioning module 32 requires a higher water temperature (approximately 60-80°C) to quickly heat the air. Due to the high specific heat capacity of the coolant, even after the temperature decreases after heat dissipation through the heating, ventilation, and air conditioning module 32, the remaining heat can still be used for underfloor heating. Therefore, the series connection also enables the thermal management system 100 to achieve effective heating.

[0036] Alternatively, in some optional embodiments, the heating circuit 3 includes an on / off valve 33. The on / off valve 33 includes an inlet 331, a first outlet 332, and a second outlet 333. The inlet 331 is connected to the second heat dissipation channel 52. The first outlet 332 is connected to the heating, ventilation, and air conditioning module 32. The second outlet 333 is connected to the underfloor heating pipe 31. The flow areas of the first outlet 332 and the second outlet 333 can be adjusted separately. The on / off valve 33 is essentially a proportional flow divider valve, enabling parallel connection of the heating, ventilation, and air conditioning module 32 and the underfloor heating pipe 31. When the valve core is in different positions, the opening area ratio of the first outlet 332 and the second outlet 333 changes. Thus, coolant flowing in through the inlet can exit only from the first outlet 332, or only from the second outlet 333, or flow to the first outlet 332 and the second outlet 333 at different flow rates.

[0037] The sensible heat formula is: in: Q represents the heat carried by the coolant; Mass flow rate, which is the mass of coolant flowing through per unit time; c is the specific heat capacity of the coolant; This refers to the temperature difference between the coolant inlet (331) and outlet (331).

[0038] Therefore, it can be seen that when the temperature difference between the coolant inlet 331 and the outlet, as well as the specific heat capacity, remain essentially constant, the heat carried by the coolant is directly proportional to the flow rate. Thus, by controlling the flow rate of the coolant entering the underfloor heating pipe 31 and the heating, ventilation, and air conditioning module 32, the heat distributed to the two heating methods can be controlled.

[0039] For example, when the vehicle 200 is first started in cold weather, the cabin 210 temperature is very low, and passengers need the cabin temperature to rise quickly. Therefore, the opening / closing valve 33 can be set so that the flow area of ​​the first outlet 332 is larger than that of the second outlet 333, or even close the second outlet 333, allowing most of the coolant in the heating circuit 3 to flow into the heating, ventilation, and air conditioning module 32, thus primarily using the heat for air heating. When the cabin temperature approaches a comfortable level, the opening / closing valve 33 can reduce the flow area of ​​the first outlet 332 and increase the flow area of ​​the second outlet 333, thereby distributing more heat to the floor heating and keeping passengers' feet warm while preventing overheating of their heads. In extremely cold weather, both outlets can be opened simultaneously, proportionally allocated according to comfort needs. This proportional adjustment is more precise than simple on / off control, enabling accurate control of the cabin temperature and preventing heat waste.

[0040] This parallel configuration avoids the need for separate heat sources for the two heating methods, simplifying the structure of the thermal management system 100. Furthermore, since the thermal management system 100 of this application provides a higher energy efficiency ratio than electric heating, even when both the underfloor heating pipe 31 and the heating, ventilation, and air conditioning module 32 are activated simultaneously, the total energy consumption of the thermal management system 100 is still lower than that of the electric heating solution. Thus, the vehicle 200 can flexibly select single air heating (i.e., heating from the heating, ventilation, and air conditioning module 32), single underfloor heating (i.e., heating from the underfloor heating pipe 31), or a combination of both, based on the outside temperature and passenger needs, thereby improving comfort and energy efficiency.

[0041] Cooling circuit 2 includes battery circuit 22 and motor circuit 23. Battery 21A is located in battery circuit 22, and motor 21B is located in motor circuit 23. The component to be cooled may consist only of battery 21A. However, this should not be interpreted as the thermal management system 100 not cooling motor 21B, but rather as the cooling circuit 2 only recovering heat from battery 21A to heating circuit 3. Similarly, when the component to be cooled is only motor 21B, it should be understood that cooling circuit 2 only recovers heat from motor 21B to heating circuit 3, while heat from battery circuit 22 is not recovered. In embodiments where the component to be cooled includes both battery 21A and motor 21B, battery circuit 22 and motor circuit 23 may be connected in series, allowing heat from both battery 21A and motor 21B to be simultaneously recovered to heating circuit 3.

[0042] Optionally, the cooling circuit 2 includes a multi-way valve (not shown). The battery circuit 22 and the motor circuit 23 are respectively connected to the multi-way valve. The multi-way valve allows at least one of the battery circuit 22 and the motor circuit 23 to be connected to the second heat exchange channel 62. The multi-way valve allows the motor circuit 23 and the battery circuit 22 to be connected in parallel or in series. The battery 21A and the motor 21B operate under different conditions, resulting in different amounts of waste heat and temperatures. For example, when the vehicle 200 is traveling at high speed, the motor 21B is under heavy load while the battery 21A may be in a suitable temperature range. In this case, the motor 21B generates more waste heat and requires cooling, while the battery 21A does not require additional cooling or heating. In this situation, the multi-way valve can connect only the motor circuit 23 to the second heat exchange channel 62, allowing the thermal management system 100 to absorb heat only from the motor 21B, thereby utilizing the waste heat generated by the motor 21B. Conversely, when the vehicle 200 is driving slowly or charging while parked, the motor 21B generates little waste heat, while the battery 21A may generate more heat due to charging. In this case, the multi-way valve can connect only the battery circuit 22 to the second heat exchange channel 62. In extreme cases, such as after a cold start in winter when both the motor 21B and battery 21A are at very low temperatures but both need to warm up to improve efficiency, the multi-way valve can connect both circuits to the second heat exchange channel 62, allowing the heating circuit 3 to absorb heat from both simultaneously, accelerating its temperature rise.

[0043] A multi-way valve is essentially a series of switchable flow channels, where the coolant flow path is altered by valve core rotation or slider movement. This selective path switching capability allows the thermal management system 100 to optimize heat source selection based on real-time operating conditions, avoiding heat absorption from excessively cold components that could lead to performance degradation, and also avoiding insufficient heat absorption from excessively hot components that could result in heat dissipation failure. This improves the intelligence and adaptability of the thermal management system 100. This application does not limit the number of flow channels in the multi-way valve; therefore, the multi-way valve can be a six-way valve, an eight-way valve, a nine-way valve, a ten-way valve, etc.

[0044] exist Figure 1 In the illustrated embodiment, the multi-way valve is a four-way valve 24. The four-way valve 24 includes a first channel 241, a second channel 242, a third channel 243, and a fourth channel 244. The first channel 241 is the outlet of the four-way valve 24 from the motor circuit 23. The second channel 242 is the inlet of the four-way valve 24 from the motor circuit 23. The third channel 243 is the inlet of the four-way valve 24 from the battery circuit 22. The fourth channel 244 is the outlet of the four-way valve 24 from the battery circuit 22. The battery circuit 22 is connected to the second heat exchange channel 62. The four-way valve 24 can connect or disconnect the battery circuit 22 from the motor circuit 23.

[0045] In this embodiment, the thermal management system 100 can operate in the following two modes: (1) Using only battery 21A as a heat source: the first channel 241 and the second channel 242 are connected, and the third channel 243 and the fourth channel 244 are connected. At this time, the motor circuit 23 and the battery circuit 22 are connected in parallel and are independent of each other. The coolant only carries the heat of battery 21A to the second heat exchange channel 62.

[0046] (2) Simultaneous use of battery 21A and motor 21B as heat sources: the first channel 241 and the third channel 243 are connected, and the second channel 242 and the fourth channel 244 are connected. At this time, the motor circuit 23 and the battery circuit 22 are connected in series, and the coolant can carry the heat from both the motor 21B and the battery 21A to the second heat exchange channel 62. The series-connected battery circuit 22 and motor circuit 23 can also be used to heat the battery 21A: when the temperature of the battery 21A is too low and needs to be heated, the heat from the motor circuit 23 can be transferred to the battery 21A through the series connection, so that the waste heat of the motor 21B can heat the battery 21A, reducing the consumption of additional electrical energy.

[0047] The four-way valve 24 in this embodiment can switch between series and parallel modes by simply rotating the valve core. It has a compact structure and high reliability.

[0048] In embodiments where the thermal management system 100 includes both a four-way valve 24 and an on / off valve 33, the heating, ventilation, and air conditioning module 32 of the heating circuit 3 and the underfloor heating pipe 31 can operate in the following three ways: (1) Only the underfloor heating pipe 31 is needed for heating: the first outlet 332 of the opening and closing valve 33 is closed, and the second outlet 333 is open. When only the battery 21A is needed to provide heat, the first channel 241 and the second channel 242 of the four-way valve 24 are connected, and the third channel 243 and the fourth channel 244 are connected, and the motor circuit 23 and the battery circuit 22 are independent. When the motor 21B and the battery 21A are needed to provide heat together, the first channel 241 and the third channel 243 of the four-way valve 24 are connected, and the second channel 242 and the fourth channel 244 are connected, and the motor circuit 23 and the battery circuit 22 are connected in series.

[0049] (2) Only heating, ventilation and air conditioning module 32 is needed: the first outlet 332 of the opening and closing valve 33 is open, and the second outlet 333 is closed. When only battery 21A is needed to provide heat, the first channel 241 and the second channel 242 of the four-way valve 24 are connected, the third channel 243 and the fourth channel 244 are connected, and the motor circuit 23 and the battery circuit 22 are independent. When both motor 21B and battery 21A are needed to provide heat, the first channel 241 and the third channel 243 of the four-way valve 24 are connected, the second channel 242 and the fourth channel 244 are connected, and the motor circuit 23 and the battery circuit 22 are connected in series.

[0050] (3) When heating, ventilation and air conditioning module 32 and floor heating pipe 31 are required to provide heat simultaneously: the first outlet 332 and the second outlet 333 of the opening and closing valve 33 are both open, and the flow rate is allocated as needed. When only battery 21A is required to provide heat, the first channel 241 and the second channel 242 of the four-way valve 24 are open, the third channel 243 and the fourth channel 244 are open, and the motor circuit 23 and the battery circuit 22 are independent. When motor 21B and battery 21A are required to provide heat together, the first channel 241 and the third channel 243 of the four-way valve 24 are open, the second channel 242 and the fourth channel 244 are open, and the motor circuit 23 and the battery circuit 22 are connected in series.

[0051] Furthermore, the thermal management system 100 also includes a power module 4. The power module 4 is located in the heating circuit 3, the motor circuit 23, and the battery circuit 22. The power module 4 can be understood as a water pump, providing the power for the flow of fluids in the circuits. The power module 4 assists in the flow of coolant and refrigerant in the circuits, thereby ensuring the circulation of the thermal management system 100. In addition, the power module 4 can adjust its pumping pressure to control the fluid flow rate, thereby controlling the rate of heat exchange.

[0052] Power module 4 can be installed only in heating circuit 3. Power module 4 in heating circuit 3 is located near the inlet or outlet of the second heat release channel 52. After absorbing heat in the second heat release channel 52 of heat release module 5, the coolant in heating circuit 3 needs to flow through the underfloor heating pipe 31 and the HVAC module to release heat, and then return to heat release module 5 to absorb heat again. In embodiments without power module 4 for assistance, the coolant can only circulate naturally using the thermosiphon effect. The driving force of thermosiphon comes from the density difference of the coolant: high-temperature coolant has a lower density, and low-temperature coolant has a higher density; this density difference generates buoyancy. However, the flow rate of natural circulation is very small and easily affected by pipe resistance and installation height, making it difficult to meet the rapid response requirements of the underfloor heating and heating / ventilation / air conditioning module 32. By placing power module 4 near the inlet or outlet of the second heat release channel 52, the impact of pipe resistance on the pump inlet can be minimized, and there is no need to install power modules 4 separately for the heating / ventilation / air conditioning module 32 and the underfloor heating pipe 31, thereby optimizing the cost of the thermal management system 100.

[0053] The power module 4 can be installed solely in the motor circuit 23, specifically for pumping the coolant flowing through the motor 21B; or it can be installed solely in the battery circuit 22, specifically for pumping the coolant flowing through the battery 21A; or one power module 4 can be installed in each of the two circuits for independent control. When both the motor circuit 23 and the battery circuit 22 are independent, each power module 4 can independently adjust its speed according to the heat generated by the corresponding heat source, thereby precisely controlling the coolant flow rate and temperature. When the battery circuit 22 and the motor circuit 23 are connected in series, typically only one power module 4 is needed to drive the entire series circuit, reducing cost and energy consumption.

[0054] refer to Figure 2 The cabin 210 includes a seating area 220 and an empty area 230 distributed along its length X. The seating area 220 should be understood as the area where the seats of the vehicle 200 are connected, while the empty area 230 is the area without seats, typically the footwell for passengers. In this embodiment, the underfloor heating pipes 31 are laid in the empty area 230. The seating area 220 within the cabin 210 is occupied by the seats themselves, and the space under the seats is limited and obstructed by the seats, causing heat to be absorbed by the seats and difficult to effectively radiate to the passengers' feet. The empty area 230, however, is the area where passengers' feet directly contact the floor, allowing heat to radiate directly to the passengers' feet, maximizing heat utilization. Furthermore, the empty area 230 is typically unobstructed by other components, facilitating the installation and maintenance of the underfloor heating pipes 31. By concentrating the underfloor heating pipes 31 in the empty area 230, the total length of the underfloor heating pipes 31 can be reduced while meeting heating requirements, thus lowering costs and coolant consumption.

[0055] Vehicle 200 includes a front end 240A and a rear end 240B arranged opposite each other along the length direction X, and a first side 250A and a second side 250B arranged opposite each other along the width direction Y. The width direction Y is perpendicular to the length direction X. The front end 240A and the rear end 240B can be understood as the front and rear of the vehicle. The first side 250A and the second side 250B should be understood as the sides where the doors are located. Multiple seating areas 220 and multiple vacant areas 230 are included, and they are spaced apart along the length direction X. For example, when vehicle 200 is a five-seater vehicle, there are two seating areas 220 and at least two vacant areas 230. When vehicle 200 is a seven-seater vehicle, there are three seating areas 220 and at least three vacant areas 230. Vehicle 200 can also be a minibus, a medium-sized bus, or other vehicle 200 that includes more seating areas 220. This application is not limited in this respect.

[0056] In an optional embodiment, the underfloor heating pipe 31 includes a main pipe 311 and branch pipes 312. The main pipe 311 extends from the front end 240A to the rear end 240B on the first side 250A, extends along the width direction Y to the second side 250B, and extends from the rear end 240B to the front end 240A. Multiple branch pipes 312 are respectively disposed in the vacant areas 230. The branch pipes 312 communicate with the main pipes 311 on the first side 250A and the second side 250B along the width direction Y. In this embodiment, the main pipe 311 forms a large loop, responsible for delivering high-temperature coolant to the cabin 210 and returning the cooled coolant to the heat dissipation module 5 for reheating. Since the main pipe 311 is arranged along both sides of the cabin 210, it does not interfere with the passenger's legroom. The branch pipes 312 extend from the main pipes 311 on both sides, laterally crossing the vacant areas 230, so that each vacant area 230 has an independent heating loop. When the coolant flows through the branch pipe 312, heat radiates to the area through the pipe wall. This arrangement allows for a more even temperature distribution among the multiple unoccupied areas 230. Compared to a fully series-connected underfloor heating pipe 31 arrangement, this embodiment ensures temperature uniformity across all locations in the cabin 210, avoiding poor localized heating performance.

[0057] Furthermore, the thermal management system 100 also includes a connecting valve. The connecting valve is located on branch pipe 312 to connect or disconnect branch pipe 312 from main pipe 311. The connecting valve can be a solenoid valve or a manual valve. When a certain vacant area 230 does not require heating (e.g., no one is sitting in the rear seats), the corresponding connecting valve can be closed, disconnecting the connection between that branch pipe 312 and main pipe 311. At this time, coolant no longer flows through that branch pipe 312, preventing heat waste in unoccupied areas, thereby saving the load on the thermal management system 100 and further reducing energy consumption. Since the usage of the vehicle 200 cabin 210 frequently changes (e.g., only the driver is present), independent zone control can significantly save energy.

[0058] Optionally, the branch pipe 312 is positioned closer to the ground than the main pipe 311. Positioning the branch pipe 312 closer to the ground allows coolant to flow from the main pipe 311 into the branch pipe 312 under gravity, preventing air bubbles from forming at the connection points.

[0059] exist Figure 2 In the illustrated embodiment, the branch pipes 312 are arranged in a dense U-shape, which ensures a longer flow path for the coolant and more efficient heat dissipation. However, in other embodiments, the branch pipes 312 can also be arranged in other forms. This application is not limited in this regard.

[0060] It should be noted that the technical solutions or features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of this application is not limited to the precise structures described in the above embodiments and shown in the accompanying drawings; all modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A thermal management system, characterized in that, Applied to vehicles; the thermal management system includes a heat release module and a heat exchange module; the heat release module includes an isolated first heat release channel and a second heat release channel; the heat exchange module includes an isolated first heat exchange channel and a second heat exchange channel; the thermal management system further includes: Refrigerant circuit, including the compressor; Cooling circuit, including the component to be cooled; and, Heating circuit, including underfloor heating pipes; The refrigerant circuit is connected via a compressor, a first heat release channel, and a first heat exchange channel; the cooling circuit is connected via a second heat exchange channel, so that the medium in the cooling circuit exchanges heat with the refrigerant in the refrigerant circuit at the heat exchange module, thereby cooling the component to be cooled; the heating circuit is connected via the second heat release channel, so that the medium in the heating circuit exchanges heat with the refrigerant in the refrigerant circuit at the heat release module, thereby heating the floor heating pipe.

2. The thermal management system according to claim 1, characterized in that, The heating circuit also includes a heating, ventilation and air conditioning module; the heating circuit is connected via the second heat release channel so that the medium in the heating circuit exchanges heat with the refrigerant in the refrigerant circuit at the heat release module, thereby heating the heating, ventilation and air conditioning module.

3. The thermal management system according to claim 2, characterized in that, The heating circuit includes an on / off valve; the on / off valve includes an inlet, a first outlet, and a second outlet; the inlet is connected to the second heat release channel; the first outlet is connected to the heating, ventilation, and air conditioning module; the second outlet is connected to the underfloor heating pipe; the flow areas of the first outlet and the second outlet can be adjusted respectively.

4. The thermal management system according to claim 3, characterized in that, The thermal management system further includes a power module; the power module is located in the heating circuit and is positioned near the inlet or outlet of the second heat release channel; the power module is used to pump the refrigerant in the heating circuit.

5. The thermal management system according to claim 1, characterized in that, The component to be cooled is at least one of a motor or a battery.

6. The thermal management system according to claim 1, characterized in that, The cooling circuit includes a battery circuit, a motor circuit, and a multi-way valve; the components to be cooled are a battery and a motor; the battery is located in the battery circuit; the motor is located in the motor circuit; the battery circuit and the motor circuit are respectively connected to the multi-way valve; The multi-way valve enables at least one of the battery circuit and the motor circuit to be connected to the second heat exchange channel.

7. The thermal management system according to claim 1, characterized in that, The cooling circuit includes a battery circuit, a motor circuit, and a four-way valve; the components to be cooled are a battery and a motor; the battery is located in the battery circuit; the motor is located in the motor circuit; the battery circuit is connected to the second heat exchange channel; The four-way valve includes a first channel, a second channel, a third channel, and a fourth channel; The first channel is the outlet of the four-way valve from which the motor circuit flows; the second channel is the inlet of the four-way valve from which the motor circuit flows; the third channel is the inlet of the four-way valve from which the battery circuit flows; and the fourth channel is the outlet of the four-way valve from which the battery circuit flows. The four-way valve can connect or disconnect the battery circuit from the motor circuit.

8. The thermal management system according to claim 7, characterized in that, The thermal management system further includes a power module; the power module is located in the motor circuit and / or the battery circuit; the power module is used to pump refrigerant in the cooling circuit.

9. A vehicle, characterized in that, It includes a cabin and a thermal management system as described in any one of claims 1-8; the underfloor heating pipes are disposed in the cabin.

10. The vehicle according to claim 9, characterized in that, The cabin includes a seating area and an empty area distributed along its length; the floor heating pipes are laid in the empty area.

11. The vehicle according to claim 10, characterized in that, The vehicle includes a front end and a rear end that are arranged opposite each other along the length direction, and a first side and a second side that are arranged opposite each other along the width direction; the width direction is perpendicular to the length direction; the seat area and the empty area each include multiple areas, and are spaced apart along the length direction; the floor heating pipe includes a main pipe and branch pipes; The main pipeline extends from the front end toward the rear end on the first side, and extends along the width direction to the second side, and extends from the rear end toward the front end; The branch pipes include multiple ones, which are respectively installed in the vacant area; The branch pipeline is connected to the main pipelines on the first side and the second side along the width direction.

12. The vehicle according to claim 11, characterized in that, The thermal management system further includes a connecting valve; the connecting valve is disposed on the branch pipe to connect or disconnect the branch pipe from the main pipe; and / or, The branch pipeline is positioned closer to the ground than the main pipeline.

Images