Thermal management device and thermal management system for a vehicle

Abstract

The present disclosure provides a thermal management device for a thermal management system of a vehicle, and includes a main body having first and second inlets to receive fluid and first and second outlets to output fluid, a first fluid passage formed in the main body and communicating the first inlet and the first outlet, wherein a fluid flow rate in the first fluid passage is adjustable, and a second fluid passage formed in the main body, communicating the second inlet and the second outlet, and having a restriction, wherein the fluid flow rate in the first fluid passage is adjusted independently of the second fluid passage, and a flow cross-sectional area of fluid of the restriction is smaller than a flow cross-sectional area of fluid of the second fluid passage. The present disclosure also provides a thermal management system for a vehicle.

Description

Technical Field

[0001] This disclosure relates to a thermal management device and a thermal management system for vehicles. Background Technology

[0002] With increasing emphasis on environmental protection, electric vehicles are being used more and more widely. To ensure a safe and comfortable driving experience, thermal management of the vehicle's battery and passenger compartment is necessary to maintain suitable temperatures, especially in high or low temperatures. Maintaining the battery temperature within the range of 20–40°C is crucial in a vehicle's thermal management system. Low temperatures increase battery internal resistance, resulting in unnecessary power loss, while high temperatures accelerate capacity decay and may even trigger thermal runaway risks, such as fires and explosions, threatening the lives of passengers. Furthermore, stable temperatures significantly extend battery life and ensure efficient charging and discharging; for example, exceeding the ideal temperature by 10°C may halve the charging and discharging power.

[0003] In conventional thermal management systems, the evaporator used to cool the passenger compartment is connected in parallel with the battery direct cooling plate in the refrigerant circuit. The refrigerant flowing through the evaporator and the refrigerant flowing through the battery direct cooling plate flows to the compressor through a common node. This results in the lower refrigerant pressure at the evaporator outlet affecting the refrigerant pressure at the battery direct cooling plate, and consequently affecting the battery temperature. To ensure uniform refrigerant distribution within the battery direct cooling plate and maintain stable outlet pressure, electronic expansion valves must be installed at both the inlet and outlet of the battery direct cooling plate. The inlet electronic expansion valve precisely regulates the refrigerant flow and pressure to ensure uniform refrigerant distribution and prevent localized overheating. The outlet electronic expansion valve maintains sufficient pressure inside the battery direct cooling plate to prevent premature refrigerant vaporization due to excessively low outlet pressure, ensuring heat exchange efficiency. This dual-valve collaborative control system can dynamically adjust according to real-time operating conditions, solving the flow balance problem in multi-channel parallel connections and avoiding energy efficiency degradation due to excessively low pressure, significantly improving the stability and energy efficiency ratio of battery thermal management. However, this solution has drawbacks such as high cost and large size. Summary of the Invention

[0004] Therefore, the object of this disclosure is to provide a thermal management device and a thermal management system for a vehicle incorporating the thermal management device, which integrates two independent fluid channels to ensure that the pressure of the cooling fluid on different heat exchanger sides does not affect each other, and is also compact and inexpensive. In particular, the thermal management device of this disclosure can ensure the uniform distribution of cooling fluid within the battery direct cooling plate and ensure stable pressure at the outlet of the battery direct cooling plate, thereby improving the stability and energy efficiency ratio of battery thermal management. At the same time, the thermal management device of this disclosure is compact and inexpensive.

[0005] The above objectives are achieved by the thermal management device described below and a thermal management system for a vehicle including the thermal management device.

[0006] On one hand, this disclosure provides a thermal management device for a vehicle's thermal management system, comprising: a body having a first inlet and a second inlet for receiving fluid and a first outlet and a second outlet for outputting fluid; a first fluid passage formed in the body and communicating with the first inlet and the first outlet, wherein the fluid flow rate in the first fluid passage is adjustable; and a second fluid passage formed in the body, communicating with the second inlet and the second outlet, and having a throttling section, wherein the fluid flow rate in the first fluid passage is adjusted independently of the second fluid passage, and the cross-sectional area of ​​the fluid flow in the throttling section is smaller than the cross-sectional area of ​​the fluid flow in the second fluid passage.

[0007] The thermal management device disclosed herein achieves independent thermal management for different thermal management elements or heat exchangers through two independent fluid channels, avoiding mutual interference between them and enabling efficient operation of the thermal management of different thermal management elements or heat exchangers. Furthermore, the thermal management device of this disclosure employs capillary principle to achieve throttling and pressure reduction, and places the two fluid channels within the same main body, resulting in a compact structure and low cost.

[0008] The thermal management device according to this disclosure may also have one or more of the following features, individually or in combination.

[0009] In one embodiment, the throttling portion is at least one throttling orifice formed in part of the second fluid channel.

[0010] In one embodiment, the throttling section is a throttling element disposed within the second fluid channel, the throttling element having a throttling orifice.

[0011] The throttling mechanism disclosed herein can be implemented in multiple ways, thus offering high flexibility and low cost.

[0012] In one embodiment, the diameter of the throttling orifice is 2 mm to 8 mm, and / or the length of the throttling orifice is 3 mm to 25 mm. In another embodiment, the diameter of the throttling orifice is 4 mm to 6 mm. This disclosure achieves the required pressure differential using a simple structural design.

[0013] In one embodiment, the thermal management device further includes a valve mounted on the body and at least partially inserted into the first fluid passage to regulate the fluid flow rate in the first fluid passage.

[0014] In one embodiment, the main body, the first fluid channel, and the second fluid channel are integrally formed. Therefore, the thermal management device of this disclosure has a high degree of integration, which reduces costs.

[0015] In one embodiment, the thermal management device further includes a connecting block that connects the main body to a thermal management element in the vehicle's thermal management system. This allows the thermal management device of this disclosure to be flexibly applied to different situations, increasing its flexibility.

[0016] In one embodiment, the connecting block is integrally formed with the main body. This further improves integration.

[0017] In one embodiment, the connecting block includes a single connecting channel in fluid communication with the first fluid channel and a plurality of connecting channels in fluid communication with the second fluid channel.

[0018] In one embodiment, the valve is selected from the group consisting of: electronic expansion valves, electromagnetic expansion valves, and shape memory alloy valves.

[0019] On the other hand, this disclosure also provides a thermal management system for a vehicle, comprising: a first fluid circuit having a compressor, a first heat exchanger, a first junction, and a second junction disposed thereon, wherein, in the fluid flow direction, the first heat exchanger is located downstream of the first junction and upstream of the second junction; a second fluid circuit connected between the first junction and the second junction, and having a second heat exchanger disposed thereon; and a thermal management device as claimed in any one of claims 1 to 10, wherein a first fluid passage of the thermal management device is connected between the first junction and the inlet of the second heat exchanger, and the first fluid passage of the thermal management device is connected between the outlet of the second heat exchanger and the second junction.

[0020] In one embodiment, the first heat exchanger is an evaporator, and the second heat exchanger is a battery direct cooling plate. The thermal management system of this disclosure allows for independent control of the parallel-connected evaporator and the battery direct cooling plate, ensuring uniform distribution of cooling fluid within the battery direct cooling plate and stable pressure at the battery direct cooling plate outlet, thereby improving the stability and energy efficiency ratio of battery thermal management. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of this disclosure, the accompanying drawings of the embodiments of this disclosure will be briefly described below. The drawings are merely illustrative of some embodiments of this disclosure and are not intended to limit the scope of all embodiments of this disclosure. In the drawings:

[0022] Figure 1 A partial connection diagram of a thermal management system for a vehicle according to an embodiment of the present disclosure is shown;

[0023] Figure 2 A schematic diagram of a portion of a thermal management system for a vehicle according to an embodiment of the present disclosure is shown;

[0024] Figure 3 A schematic diagram of a thermal management device according to an embodiment of the present disclosure is shown;

[0025] Figure 4 A cross-sectional schematic diagram of a thermal management device according to an embodiment of the present disclosure is shown;

[0026] Figure 5 A cross-sectional schematic diagram of a portion of a thermal management system for a vehicle according to an embodiment of the present disclosure is shown;

[0027] Figure 6 A cross-sectional schematic diagram of a connection block for a thermal management device for a vehicle according to an embodiment of the present disclosure is shown. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this disclosure clearer, the technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. The same reference numerals in the drawings represent the same components. It should be noted that the described embodiments are only some, not all, of the embodiments of this disclosure. All other embodiments obtained by those skilled in the art based on the described embodiments of this disclosure without creative effort are within the scope of protection of this disclosure.

[0029] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this disclosure pertains. The terms “first,” “second,” and similar terms used in this patent application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms “an” or “a” and similar terms do not necessarily indicate a quantity limitation. The terms “comprising,” “including,” or “having,” and similar terms mean that the element or object preceding the word encompasses the element or object listed following the word and its equivalents, without excluding other elements or objects. The terms “connected” or “connected,” and similar terms are not limited to the physical or mechanical connection or connection shown in the drawings, but may include equivalent connections or connections, whether direct or indirect. The terms “upper,” “lower,” “left,” and “right,” etc., are used only to indicate relative positional relationships, which may change accordingly when the absolute position of the described object changes.

[0030] The following is for reference. Figures 1 to 6This disclosure provides a detailed description of a thermal management system for a vehicle and the thermal management apparatus included therein, according to embodiments of the present disclosure. The thermal management apparatus and system according to the present disclosure can be used in electrified vehicles, such as battery electric vehicles (BEVs), hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), range-extended electric vehicles (REEVs); or hydrogen fuel cell vehicles. As used herein, "cooling fluid" or "fluid" can refer to a refrigerant fluid, but other types of fluids are also possible.

[0031] Figure 1 A connection diagram of a thermal management system 200 according to the present disclosure is shown. The diagram shows only a portion of the refrigerant circuit of the thermal management system 200 and only a portion of the thermal management elements disposed on the refrigerant circuit.

[0032] like Figure 1 As shown, the thermal management system 200 includes a first fluid loop 201. A compressor 100, a first heat exchanger 101, a first junction 105, and a second junction 106 are disposed on the first fluid loop 201. In the fluid flow direction, the first heat exchanger 101 is located downstream of the first junction 105 and upstream of the second junction 106. It should be noted that, as described herein, "one thermal management element is upstream of another thermal management element" means that the fluid flows through the first thermal management element first and then through the other thermal management element; "one thermal management element is downstream of another thermal management element" means that the fluid flows through the other thermal management element first and then through the first thermal management element. Furthermore, a condenser 103 and a dryer flask 104 may also be disposed on the first fluid loop 201. Expansion valves, shut-off valves, pressure sensors, temperature sensors, and other thermal management elements may also be disposed on the first fluid loop 201, but these are not shown in the figure. The compressor 100 converts the refrigerant into a high-temperature, high-pressure refrigerant gas. The condenser 103 cools the gas or vapor into a liquid and is positioned near the fan so that the airflow can carry away heat. The dryer flask 104 separates the refrigerant into gas and liquid components and discharges the liquid refrigerant. The "fluid flow direction" mentioned above refers to the direction of refrigerant flow; the refrigerant flows from the outlet of the compressor 100 (…). Figure 1 The fluid flows from the left side of the compressor 100 along the first fluid loop 201 through the condenser 103, the dryer flask 104, and the first heat exchanger 101, and then returns to the inlet of the compressor 100. Figure 1(Right side of the compressor). The refrigerant used in this disclosure can be a hydrofluorocarbon (HFC) refrigerant, such as R134A, a hydrofluoroolefin (HFO) refrigerant, such as R1234yf, or a hydrocarbon (HC) refrigerant, such as R290. Of course, other types of refrigerants are also possible.

[0033] The thermal management system 200 also includes a second fluid loop 202, which may be connected in parallel with a portion of the first fluid loop 201. The second fluid loop 202 is connected between the first junction 105 and the second junction 106, and a second heat exchanger 102 is disposed thereon.

[0034] In addition, the thermal management system 200 also includes the thermal management device 1 of this disclosure as described below. The thermal management device 1 is disposed on the second fluid circuit 202. See below for details.

[0035] For example, the first heat exchanger 101 can be an evaporator, and the second heat exchanger 102 can be a battery direct cooling plate or other types of battery cooling devices. The evaporator can be used for cooling the passenger compartment of the vehicle. The battery direct cooling plate is in contact with the vehicle's power battery to regulate its temperature, and the fluid flowing through it can be a completely liquid fluid or a gas-liquid mixture.

[0036] The optimal operating temperature range for a vehicle's power battery is 20 to 35°C. Within this range, the battery operates efficiently, charging and discharging can proceed normally without affecting performance; therefore, 20 to 35°C is referred to as the battery's high-efficiency operating range. When the temperature is below 0°C, battery performance decreases, requiring the use of low-current charging or prohibiting charging altogether, and low-current discharging is also necessary. While battery performance is not significantly affected at temperatures between 0 and 20°C and between 35 and 40°C, efficiency is slightly lower than within the high-efficiency operating range. High temperatures (e.g., >45°C) can halve charging and discharging power and may negatively impact battery life and reliability. Therefore, maintaining the power battery within its high-efficiency operating range of 20 to 35°C is crucial for ensuring its efficient and stable operation.

[0037] When R134A is used as the cooling fluid flowing in the first fluid loop 201 and the second fluid loop 202 of the aforementioned thermal management system, in order to ensure efficient cooling of the passenger compartment, the evaporation temperature of the cooling fluid at the first heat exchanger 101 or its outlet is, for example, 0°C, and the corresponding evaporation pressure is 3 bar; while in order to ensure that the temperature of the vehicle's power battery is maintained in the efficient operating range of 20 to 35°C, the evaporation temperature of the cooling fluid at the second heat exchanger 102 or its outlet is, for example, 12.5°C, and the corresponding evaporation pressure is 4.5 bar.

[0038] The different pressures at different heat exchangers (especially at their outlets) can adversely affect the thermal regulation of the thermal management system. Specifically, since the outlets of the first heat exchanger 101 and the second heat exchanger 102 are both connected to the second junction 106, meaning they are connected together, the lower pressure of the cooling fluid at the first heat exchanger 101 will affect the pressure of the cooling fluid at the second heat exchanger 102. This is detrimental to the temperature regulation at the second heat exchanger 102, for example, causing the temperature of the power battery to be unable to be maintained within the efficient operating range of 20 to 35°C, thus leading to a decrease in the energy efficiency of the power battery.

[0039] Therefore, the thermal management device 1 of this disclosure, as described below, is provided on the second fluid circuit 202. For example... Figures 2 to 5 As shown, the thermal management device 1 may include a main body 4, a first fluid channel 21, and a second fluid channel 22.

[0040] The body 4 has a first inlet 5 and a second inlet 9 for receiving fluid, and a first outlet 8 and a second outlet 6 for outputting fluid. For example, the body 4 has a generally cuboid geometry. For example, the first inlet 5 and the second outlet 6 are disposed on a first side of the body 4, and the first outlet 8 and the second inlet 9 are disposed on a second side of the body 4, with the first side and the second side opposite to each other, but this disclosure is not limited thereto, and it is also possible for them to be arranged on adjacent sides.

[0041] A first fluid channel 21 is formed in the main body 4 and connects the first inlet 5 and the first outlet 8, wherein the fluid flow rate in the first fluid channel 21 is adjustable. A second fluid channel 22 is also formed in the main body 4, connecting the second inlet 9 and the second outlet 6, and has a throttling section. The cross-sectional area of ​​the fluid flow in the throttling section is smaller than the cross-sectional area of ​​the fluid flow in the second fluid channel 22. This design of the throttling section is based on the capillary principle, which reduces the pressure of the cooling fluid passing through it by abruptly narrowing the cross-sectional area. For example, the first fluid channel 21 may be bent, and the second fluid channel 22 may be straight, but this disclosure is not limited thereto, and other cases are also possible.

[0042] The fluid flow rate in the first fluid channel 21 is regulated independently of the second fluid channel 22. In other words, the flow rate in the first fluid channel 21 is independent of the second fluid channel 22 or the fluid flowing through it. For example, the cross-sectional area of ​​the fluid flow in the first fluid channel 21 is actively adjustable, while the cross-sectional area of ​​the fluid flow in the second fluid channel 22 is fixed. For example, the second fluid channel 22 has a circular cross-section, and the cross-sectional area of ​​the fluid flow is the area of ​​that circle. The cross-sectional area of ​​the fluid flow is the area of ​​the cross-section perpendicular to the direction of fluid flow. The term "actively adjustable" as used herein means that it can be actively adjusted using a device such as a valve.

[0043] Combination Figure 1 As shown, the first fluid channel 21 of the thermal management device 1 is connected between the first junction 105 and the inlet of the second heat exchanger 102, and the first fluid channel 22 of the thermal management device 1 is connected between the outlet of the second heat exchanger 102 and the second junction 106.

[0044] The flow rate and pressure of the cooling fluid can be precisely adjusted via a first fluid channel 21 located upstream of the inlet of the second heat exchanger 102, where the fluid flow rate is adjustable. As described above, the fluid flow rate in the first fluid channel 21 can be adjusted by a valve, as detailed below.

[0045] By establishing a second fluid channel 22 with a throttling section downstream of the outlet of the second heat exchanger 102, the lower-pressure cooling fluid from the first heat exchanger 101 can be prevented from affecting the cooling fluid at the second heat exchanger 102, thus preventing excessively low pressure of the cooling fluid and avoiding impact on heat exchange efficiency or energy efficiency reduction. Simultaneously, it ensures uniform distribution of the cooling fluid in the second heat exchanger 102, preventing localized overheating. Especially when the second heat exchanger 102 is a direct battery cooling plate or other battery cooling device, this arrangement can maintain the temperature of the power battery within its efficient operating range, significantly improving the stability and reliability of battery thermal management.

[0046] Furthermore, both the first fluid channel 21 with adjustable fluid flow rate and the second fluid channel 22 with a throttling section are provided on the main body 4 of the thermal management device, which makes the thermal management device 1 compact and reduces costs.

[0047] like Figure 4 and 5 As shown, the throttling section is a single throttling orifice 10 formed in a portion of the second fluid channel 22. The throttling orifice 10 can be radially centered within the second fluid channel 22. For example, a single throttling orifice 10 may be formed in the middle portion of the second fluid channel 22. In other examples, it is also possible for multiple throttling orifices 10 to form the throttling section. Figure 4 and 5 It is evident that the cross-sectional area of ​​the flow channel 10 for fluid flow is smaller than that of the second fluid channel 22. This acts as a capillary, thereby throttling the cooling fluid flowing through it, and a cooling fluid pressure difference exists between the inlet and outlet of the flow channel 10. Specifically, the cooling fluid pressure at the inlet of the flow channel 10 is greater than the cooling fluid pressure at its outlet. Therefore, it is ensured that the cooling fluid pressure at the second inlet 9 is greater than the cooling fluid pressure at the second outlet 6.

[0048] In other examples, the throttling element is a throttling element disposed within the second fluid channel 22, the throttling element having a throttling orifice 10. The throttling element can be inserted into the second fluid channel 22, and a sealing element is used to establish a seal between its outer surface and the inner surface of the second fluid channel 22. For example, the throttling orifice 10 is centrally located within the throttling element.

[0049] It should be noted that all holes mentioned in this article are through holes.

[0050] The second fluid passage 22 may have a circular cross-section, and the orifice 10 may also have a circular cross-section. When, for example, R134A is used as the cooling fluid flowing in the aforementioned thermal management device, the diameter of the orifice 10 is, for example, 2 mm to 8 mm, or, for example, 4 mm to 6 mm. Alternatively or additionally, the length of the orifice 10 is, for example, 3 mm to 25 mm. With this arrangement, it can be ensured that, in the case of a cooling fluid such as R134A, the pressure difference between the cooling fluid at the second inlet 9 or the inlet of the orifice 10 and, for example, the pressure at the outlet of the evaporator is 1.5 bar, as described above. When using other cooling fluids, the diameter and length of the orifice 10 may vary.

[0051] As described above, the fluid flow rate in the first fluid channel 21 can be actively regulated by a valve; therefore, the thermal management device of this disclosure may also include a valve 7, such as... Figures 3 to 5 As shown. The valve 7 is mounted on the body 4 and at least partially inserted into the first fluid passage 21 to regulate the fluid flow rate in the first fluid passage 21. For example, the body 4 is provided with a cavity that accommodates at least a portion of the valve 7. The valve 7 is mounted in the cavity, and a seal such as a sealing ring is provided between the valve 7 and the cavity.

[0052] For example, valve 7 can have fully open, throttling, and closed functions, or throttling and closed functions. Valve 7 can be selected from the group including: electronic expansion valve, electromagnetic expansion valve, and shape memory alloy valve. For example, when using an electronic expansion valve as valve 7, fluid flow is regulated by the movement of a valve needle driven by a motor. For example, when using an electromagnetic expansion valve as valve 7, the opening of the fluid passage is controlled by a magnetic field generated by energizing an electromagnetic coil to drive the valve core, thereby regulating the fluid flow. For example, when using a shape memory alloy valve as valve 7, the opening of the fluid passage is controlled by the movement of the valve core driven by the thermal deformation of the shape memory alloy element, thereby regulating the fluid flow.

[0053] In some examples, the main body 4, the first fluid channel 21, and the second fluid channel 22 are integrally molded. Thus, the throttling section with the throttling orifice 10 is also integrally molded with the main body 4. For example, the main body 4 can be made of plastic, and the first fluid channel 21 and the second fluid channel 22 are through channels formed during the integral molding process. This arrangement improves the integration of the device and reduces costs.

[0054] See you again Figure 2 The thermal management device may also include a connecting block 2, which has a switching function, that is, the connecting block 2 connects the main body 4 to the thermal management element 3 in the vehicle's thermal management system. The thermal management element 3 can be... Figure 1 The second heat exchanger 102 shown herein can be as follows: Figure 2 The battery direct cooling plate shown. For example, as... Figure 6 As shown, the connecting block 2 can be fixed to the thermal management element 3 using threaded fasteners such as screws or bolts. Alternatively, the connecting block 2 can be fixed to the thermal management element 3 by welding. Figure 5 As shown, the connection between the connecting block 2 and the main body 4 is achieved by inserting the protrusion of the connecting block 2 into the first outlet 8 and the second inlet 9, with a seal provided between them. The thermal management device 1 may also include another connecting block 20; that is, the number of connecting blocks (including the connecting block and the other connecting block) is not limited to one, but can be two or more. Figure 5 and 6 As shown, another connecting block 20 is provided between connecting block 2 and thermal management element 3, which can be used to adjust the installation position of thermal management element, and its position is not limited to that shown in the figure. For example, a fixed connection of these components can be achieved by threaded fasteners passing through thermal management element 3, another connecting block 20, and connecting block 2. Using connecting blocks with adapter functions, the thermal management device of this disclosure can be flexibly installed on various types of thermal management elements or heat exchangers.

[0055] In other examples, the connecting block 2 is integrally formed with the main body 4. The connecting block 2 can have different forms, for example, depending on different installation environments. Therefore, this arrangement increases the flexibility of the thermal management device and allows it to have a compact structure.

[0056] In other examples, the main body 4 can be directly fixed to the thermal management element 3, for example by threaded fasteners or welding.

[0057] like Figure 5 and 6As shown, the thermal management element 3, i.e., the battery direct cooling plate, has multiple flow channels, including multiple first flow channels 23 and multiple second flow channels 24. For example, the cooling fluid flowing out from the first outlet 8 can flow into the first flow channel 23, and after exchanging heat with the power battery, the cooling fluid flows out through the second flow channel 24, and then flows into the thermal management device 1 through the second inlet 9. For example, as... Figure 6 As shown, in the portion of the thermal management element 3 adjacent to the thermal management device 1, the second flow channel 24 is located on both sides of the first flow channel 23. For example, both the first flow channel 23 and the second flow channel 24 extend along a tortuous path to cover as large an area as possible.

[0058] like Figure 6 As shown in the cross-sectional view, the connecting block 2 includes a single connecting channel 11 fluidly communicating with the first fluid channel 21 and multiple connecting channels 12, 13 fluidly communicating with the second fluid channel 22. For example, connecting channel 12 is in direct fluid communication with the second fluid channel 22 and extends, for example, in a plane parallel to the battery direct cooling plate; connecting channel 13 extends perpendicular to the battery direct cooling plate, with one end fluidly communicating with connecting channel 12 and the other end fluidly communicating with a corresponding second flow channel 24. Figure 6 As further shown, there can be two connection channels 13, which are located on both sides of the connection channel 11.

[0059] As described above, the thermal management device of this disclosure integrates two independent fluid channels, ensuring that the pressure of the cooling fluid on different heat exchanger sides does not affect each other, thus allowing for independent control of different heat exchangers. Furthermore, it is compact and cost-effective. In particular, the thermal management device of this disclosure ensures uniform distribution of the cooling fluid within the battery direct cooling plate and maintains stable pressure at the battery direct cooling plate outlet, thereby improving the stability and energy efficiency ratio of battery thermal management. Simultaneously, the thermal management device of this disclosure is compact and cost-effective. It should be noted that the thermal management system of this disclosure possesses the advantages described above regarding the thermal management device.

[0060] The technical features disclosed above are not limited to the combinations of the disclosed features with other features. Those skilled in the art can also make other combinations of the technical features according to the purpose of the invention, in order to achieve the purpose of this disclosure.

Claims

1. A thermal management device (1) for a vehicle's thermal management system (200), and comprising: The main body (4) has a first inlet (5) and a second inlet (9) for receiving fluid and a first outlet (8) and a second outlet (6) for outputting fluid; A first fluid channel (21) is formed in the body (4) and connects the first inlet (5) and the first outlet (8), wherein the fluid flow rate in the first fluid channel (21) is adjustable; as well as A second fluid channel (22) is formed in the main body (4), connecting the second inlet (9) and the second outlet (6), and has a throttling section. The fluid flow rate in the first fluid channel (21) is adjusted independently of the second fluid channel (22), and The cross-sectional area of ​​the fluid flow in the throttling section is smaller than the cross-sectional area of ​​the fluid flow in the second fluid channel (22).

2. The thermal management device according to claim 1, wherein, The throttling section is at least one throttling orifice (10) formed in part of the second fluid channel (22).

3. The thermal management device according to claim 1, wherein, The throttling section is a throttling element disposed within the second fluid channel (22), and the throttling element has a throttling orifice (10).

4. The thermal management device according to claim 2 or 3, wherein, The diameter of the throttling orifice (10) is 2 mm to 8 mm, and / or the length of the throttling orifice (10) is 3 mm to 25 mm.

5. The thermal management device according to claim 4, wherein, The diameter of the throttling orifice (10) is 4 mm to 6 mm.

6. The thermal management device according to claim 2 or 3, wherein, The thermal management device further includes a valve (7) mounted on the body (4) and at least partially inserted into the first fluid channel (21) to regulate the fluid flow rate in the first fluid channel (21).

7. The thermal management device according to any one of claims 1 to 3, wherein, The main body (4), the first fluid channel (21) and the second fluid channel (22) are integrally formed.

8. The thermal management device according to any one of claims 1 to 3, wherein, The thermal management device further includes a connecting block (2) that connects the main body (4) to the thermal management element (3) in the thermal management system of the vehicle.

9. The thermal management device according to claim 8, wherein, The connecting block (2) is integrally formed with the main body (4).

10. The thermal management device according to claim 9, wherein, The connecting block (2) includes a single connecting channel (11) in fluid communication with the first fluid channel (21) and a plurality of connecting channels (12, 13) in fluid communication with the second fluid channel (22).

11. The thermal management device according to claim 6, wherein, The valve (7) is selected from the group consisting of: electronic expansion valve, electromagnetic expansion valve, and shape memory alloy valve.

12. A thermal management system (200) for a vehicle, comprising: A first fluid circuit (201) is provided with a compressor (100), a first heat exchanger (101), a first junction (105), and a second junction (106), wherein, in the fluid flow direction, the first heat exchanger (101) is located downstream of the first junction (105) and upstream of the second junction (106). A second fluid circuit (202) is connected between the first junction (105) and the second junction (106), and a second heat exchanger (102) is disposed thereon; and The thermal management device (1) as described in any one of claims 1 to 11, The first fluid channel (21) of the thermal management device (1) is connected between the first junction (105) and the inlet of the second heat exchanger (102), and the second fluid channel (22) of the thermal management device (1) is connected between the outlet of the second heat exchanger (102) and the second junction (106).

13. The thermal management system according to claim 12, wherein, The first heat exchanger (101) is an evaporator, and the second heat exchanger (102) is a battery direct cooling plate.

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