Thermal management system and vehicle having same

Abstract

A thermal management system (1000) and a vehicle (10000) having same. The thermal management system comprises an air duct subsystem (100) having a dehumidification device (110), a first air supply duct (120) and a second air supply duct (130), wherein the dehumidification device comprises a dehumidification member, a dehumidification region (111) and a regeneration region (112); the first air supply duct is in communication with the regeneration region to release moisture absorbed by the dehumidification member; and the second air supply duct is in communication with both a cabin (2000) of the vehicle and the dehumidification region and is located on an air output side of the dehumidification member.

Description

Heat management system and vehicle with same

[0001] Cross-reference to related applications

[0002] The present application is based on the Chinese patent application No. 2024113761894, filed on September 29, 2024, and claims priority to the Chinese patent application No. 2024113761894, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0003] The present application belongs to the technical field of vehicle heat management, and specifically relates to a heat management system and a vehicle with the same. BACKGROUND

[0004] In the prior art, in order to improve the temperature of the vehicle cabin, a heat management system is arranged on the vehicle. However, the heat management system of the vehicle currently uses an evaporator to cool and dehumidify in winter. However, when the air temperature entering the evaporator is lower than the refrigeration temperature of the evaporator, the evaporator cannot effectively dehumidify the air, affecting the dehumidification effect. Moreover, there is a risk of frosting when the evaporator is used to cool and dehumidify, and the condensate water generated at the evaporator can cause the growth of mold and bacteria, reducing the air quality in the cabin. SUMMARY

[0005] Therefore, the present application provides a heat management system which can improve the dehumidification effect while dehumidifying the cabin, thereby solving the technical problem of poor dehumidification effect of the heat management system in the prior art.

[0006] The heat management system according to the embodiments of the present application comprises an air duct subsystem, which comprises a dehumidification device, a dehumidification area and a regeneration area, a first air supply pipeline connected with the regeneration area to release the moisture absorbed by the dehumidification element, and a second air supply pipeline with an outlet adapted to communicate with the cabin of the vehicle and an inlet connected with the dehumidification area and located on the air outlet side of the dehumidification element.

[0007] The heat management system according to the embodiments of the present application can directly dehumidify the air by arranging the dehumidification device to comprise a dehumidification element, a dehumidification area and a regeneration area, thereby avoiding the generation of condensate water to a certain extent, ensuring the dehumidification effect of the heat management system to a certain extent, and further ensuring the working performance of the heat management system to a certain extent.

[0008] Optionally, the dehumidification element comprises a sorption accessory, which is a metal organic framework material element.

[0009] Optionally, the dehumidifying member is a rotatable wheel to rotate between the dehumidifying area and the regenerating area, and the dehumidifying member is at least partially configured as the suction accessory.

[0010] Optionally, the thermal management system further comprises a heater for heating the first air supply duct.

[0011] Optionally, the thermal management system further comprises a temperature sensor for detecting the temperature of the first air supply duct, and the temperature sensor is located between the heater and the regenerating area.

[0012] Optionally, the thermal management system comprises a cooling subsystem for dissipating heat of an electronic control module, and the first air supply duct is in heat exchange with the cooling subsystem to recover waste heat.

[0013] Optionally, the air duct subsystem comprises a regenerating duct, and the thermal management system has a cabin heating mode, in which the regenerating duct is in communication with the cabin and the regenerating area, respectively.

[0014] Optionally, one end of the regenerating duct is connected to an air inlet end of the first air supply duct.

[0015] Optionally, the air duct subsystem further comprises an air inlet duct, and the air inlet duct is connected to an inlet of the dehumidifying area.

[0016] Optionally, the air duct subsystem further comprises a bypass air duct, and two ends of the bypass air duct are connected to the air inlet duct and the second air supply duct, respectively, and the bypass air duct is provided with a first control valve for conducting or blocking the bypass air duct.

[0017] Optionally, the air duct subsystem further comprises an air exhaust duct, and a first end of the air exhaust duct is adapted to be in communication with the cabin of the vehicle, and another end of the air exhaust duct is adapted to be in communication with the external environment, and the air exhaust duct is in heat exchange with the second air supply duct.

[0018] Optionally, the air duct subsystem further comprises an air inlet duct and an air return duct, and the air inlet duct is connected to an inlet of the dehumidifying area; and two ends of the air return duct are connected to the air exhaust duct and the air inlet duct, respectively, and the air return duct is provided with a second control valve for conducting or blocking the air return duct.

[0019] Optionally, one end of the air inlet duct is in communication with the external environment to be adapted to introduce fresh air.

[0020] Optionally, the thermal management system further comprises a refrigerant subsystem for adjusting the temperature of the cabin, and the refrigerant subsystem comprises an evaporator and an in-vehicle condenser, and the second air supply duct is in heat exchange with the evaporator and the in-vehicle condenser, respectively.

[0021] The vehicle according to the embodiments of the present application comprises the heat management system.

[0022] The vehicle according to the embodiments of the present application adopts the heat management system to realize dehumidification of the cabin of the vehicle, ensure dehumidification quality, and improve use comfort of the vehicle.

[0023] Additional aspects and advantages of the present application will become apparent from the following description, or will be learned by practice of the present application. BRIEF DESCRIPTION OF DRAWINGS

[0024] The above and / or additional aspects and advantages of the present application will become apparent and be readily understood by considering the following detailed description, including the accompanying drawings, in which:

[0025] Fig. 1 is a schematic diagram of a heat management system according to some embodiments of the present application.

[0026] Fig. 2 is a schematic diagram of a cooling subsystem according to some embodiments of the present application.

[0027] Fig. 3 is a schematic diagram of an air duct subsystem according to some embodiments of the present application.

[0028] Fig. 4 is a schematic diagram of a refrigerant subsystem cooperating with a second air supply duct according to some embodiments of the present application.

[0029] Fig. 5 is a schematic diagram of the heat management system operating in an external circulation cabin heating and dehumidification mode according to some embodiments of the present application.

[0030] Fig. 6 is a schematic diagram of the heat management system operating in an external circulation cabin heating and non-dehumidification mode according to some embodiments of the present application.

[0031] Fig. 7 is a schematic diagram of the heat management system operating in a mixed air cabin heating and dehumidification mode according to some embodiments of the present application.

[0032] Fig. 8 is a schematic diagram of the heat management system operating in a mixed air cabin heating and non-dehumidification mode according to some embodiments of the present application.

[0033] Fig. 9 is a schematic diagram of the heat management system operating in an internal circulation cabin heating and dehumidification mode according to some embodiments of the present application.

[0034] Fig. 10 is a schematic diagram of the heat management system operating in an internal circulation cabin heating and non-dehumidification mode according to some embodiments of the present application.

[0035] Fig. 11 is a schematic diagram of the heat management system operating in an external circulation cabin refrigeration and dehumidification mode according to some embodiments of the present application.

[0036] Fig. 12 is a schematic diagram of the heat management system operating in an external circulation cabin refrigeration and non-dehumidification mode according to some embodiments of the present application.

[0037] Fig. 13 is a schematic diagram of a heat management system operating a mixed air cabin refrigeration dehumidification mode, according to some embodiments of the present application.

[0038] Fig. 14 is a schematic diagram of a heat management system operating a mixed air cabin refrigeration non-dehumidification mode, according to some embodiments of the present application.

[0039] Fig. 15 is a schematic diagram of a heat management system operating an internal circulation cabin refrigeration dehumidification mode, according to some embodiments of the present application.

[0040] Fig. 16 is a schematic diagram of a heat management system operating an internal circulation cabin refrigeration non-dehumidification mode, according to some embodiments of the present application.

[0041] Fig. 17 is a schematic diagram of a vehicle, according to some embodiments of the present application.

[0042] Reference signs: 1000, heat management system; 100, air duct subsystem; 110, dehumidification device; 111, dehumidification area; 1111, dehumidification control valve; 112, regeneration area; 120, first air supply duct; 121, first air fan; 130, second air supply duct; 131, heating air supply duct; 1311, heating control valve; 1312, heating heating element; 132, refrigeration air supply duct; 1321, refrigeration control valve; 133, temperature and humidity sensor; 140, air inlet duct; 141, second air fan; 150, bypass air duct; 151, first control valve; 160, air exhaust duct; 161, third air fan; 162, air exhaust control valve; 172, return air duct; 171, second control valve; 173, communication duct; 174, third control valve; 180, regeneration duct; 181, regeneration control valve; 190, heat exchange device; 200, cooling subsystem; 210, motor heat exchange element; 220, water pump; 230, cooling liquid heat exchange element; 240, motor radiator; 250, water tank; 300, heater; 400, temperature sensor; 500, refrigerant subsystem; 510, evaporator; 520, in-vehicle condenser; 530, compressor; 540, out-of-vehicle condenser; 550, throttling valve; 560, first electromagnetic valve; 570, second electromagnetic valve; 580, fourth electromagnetic valve; 581, heat exchange branch; 590, third electromagnetic valve; 2000, cabin; 10000, vehicle. DETAILED DESCRIPTION

[0043] Embodiments of the present application are described in detail below with reference to the attached drawing figures, wherein the same or like reference numerals are used throughout the drawings to refer to the same or like elements or elements having the same or similar functionality. The embodiments described below are merely examples for the purposes of explanation and are not intended to limit the application.

[0044] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0045] The heat management system 1000 of the embodiment of the present application is described below with reference to the accompanying drawings.

[0046] As shown in FIG. 1, FIG. 2 and FIG. 3, the heat management system 1000 according to the embodiment of the present application comprises an air duct subsystem 100.

[0047] As shown in FIG. 1 and FIG. 3, the air duct subsystem 100 comprises a dehumidification device 110, a first air supply duct 120 and a second air supply duct 130, the dehumidification device 110 comprises a dehumidification element for dehumidifying air, a dehumidification area 111 and a regeneration area 112, and the dehumidification element is movable between the dehumidification area 111 and the regeneration area 112.

[0048] It should be noted that by setting the dehumidification element to be movable between the dehumidification area 111 and the regeneration area 112, when the dehumidification element is moved to the dehumidification area 111 and the humid air that needs to be dehumidified passes through the dehumidification area 111, the dehumidification element can adsorb the water vapor in the humid air to achieve the purpose of dehumidifying the humid air, and when the dehumidification element is moved to the regeneration area 112, the regeneration area 112 can supply high-temperature air to the dehumidification element to make the water adsorbed on the dehumidification element desorb, and then the water is discharged outside, so that the dehumidification element restores the ability to adsorb moisture, thereby enabling the dehumidification element to cycle dehumidification and to a certain extent guarantee the working performance of the dehumidification element.

[0049] At the same time, by using the dehumidification device 110 comprising the dehumidification element, the dehumidification area 111 and the regeneration area 112 to dehumidify air, compared with the evaporator cooling and dehumidification in the prior art, the generation of condensed water can be avoided, the air quality and the comfort of the personnel in the cabin 2000 are improved, and the use comfort of the vehicle 10000 is improved.

[0050] As shown in FIGS. 1 and 3, the first air supply pipeline 120 is connected with the regeneration area 112 to release the moisture absorbed by the dehumidifying element. The first air supply pipeline 120 is connected with the regeneration area 112 to facilitate the cooperation and communication between the first air supply pipeline 120 and the regeneration area 112, so that the high-temperature air is sent to the regeneration area 112 by the first air supply pipeline 120, the high-temperature air is sent to the dehumidifying element by the regeneration area 112 to release the moisture absorbed by the dehumidifying element, the regeneration of the dehumidifying element is realized, and the dehumidifying element can be recycled for dehumidification of air, and the dehumidifying effect of the dehumidifying element is ensured to a certain extent.

[0051] As shown in FIGS. 1 and 3, the outlet of the second air supply pipeline 130 is adapted to communicate with the cabin 2000 of the vehicle 10000, and the inlet of the second air supply pipeline 130 is connected with the dehumidifying area 111 and located at the air outlet side of the dehumidifying element. Thus, the second air supply pipeline 130 is connected between the dehumidifying area 111 and the cabin 2000, and the cooperation and communication between the dehumidifying area 111 and the cabin 2000 are facilitated by the second air supply pipeline 130, so that the dehumidified air can be sent into the cabin 2000 of the vehicle 10000 by the second air supply pipeline 130 after the dehumidifying element dehumidifies the air, the air quality sent into the cabin 2000 is ensured to a certain extent, and the air quality and the comfort of the personnel in the cabin 2000 are improved.

[0052] As can be seen from the above structure, the thermal management system 1000 of the embodiment of the present application can avoid the generation of condensed water while dehumidifying the air by arranging the dehumidifying device 110 including the dehumidifying element, the dehumidifying area 111 and the regeneration area 112, improving the air quality and the comfort of the personnel in the cabin 2000, and improving the use comfort of the vehicle 10000.

[0053] It can be understood that, compared with the prior art, the thermal management system 1000 of the present application dehumidifies the air by using the dehumidifying device 110 including the dehumidifying element, the dehumidifying area 111 and the regeneration area 112, so that the dehumidifying effect is ensured while dehumidifying the air, and the working performance of the thermal management system 1000 is ensured to a certain extent.

[0054] In some embodiments, the air inlet end of the first air supply pipeline 120 communicates with the external environment to introduce fresh air, so that the high-temperature air is sent to the regeneration area 112 by the first air supply pipeline 120, and the working performance of the regeneration area 112 is ensured to a certain extent.

[0055] In some embodiments, as shown in FIG. 1 and FIG. 3, a first air fan 121 is arranged at the air inlet end of the first air supply pipeline 120, and the first air fan 121 is operated to introduce air in the external environment into the first air supply pipeline 120, so as to introduce fresh air into the first air supply pipeline 120, so as to transport high-temperature air to the regeneration area 112 by using the first air supply pipeline 120.

[0056] In some embodiments, the dehumidifying member includes a sorption member, and the sorption member is a metal organic framework material member. By arranging the dehumidifying member as a sorption member, the sorption member mainly adsorbs water vapor in humid air, so as to achieve the purpose of dehumidification. At the same time, the dehumidifying member can effectively adsorb small particles, bacteria, viruses, and harmful gases and other pollutants in the air, so as to weaken the problem of large odor in the cabin 2000 in summer, and improve the air quality and comfort of the cabin 2000.

[0057] At the same time, the metal organic framework material member has a higher specific surface area and a richer microporous structure than conventional adsorption materials (silica gel, molecular sieve, etc.), so that the sorption member increases the contact opportunity between the dehumidifying member and the adsorbate molecules, greatly improves the adsorption efficiency of the dehumidifying member, and the metal organic framework material member has a higher desorption rate at a lower desorption temperature, that is, the regeneration temperature is lower than that of conventional adsorption materials, so as to effectively reduce the system energy consumption.

[0058] Therefore, by arranging the sorption member as a metal organic framework material member, on the one hand, the adsorption capacity of the dehumidifying member can be enhanced, the dehumidification effect can be improved, and small particles in the air can be adsorbed to improve the air quality in the cabin 2000. On the other hand, the regeneration temperature of the dehumidifying member can be reduced, the purpose of energy saving can be achieved, and the dehumidification effect of the dehumidifying member can be further improved.

[0059] The metal organic framework material member is Metal organic Frameworks, abbreviated as MOFs.

[0060] In some embodiments, the dehumidifying member is a rotatable rotary wheel rotating between the dehumidifying area 111 and the regeneration area 112, and the dehumidifying member is at least partially configured as a sorption member. By arranging the dehumidifying member as a rotatable rotary wheel rotating between the dehumidifying area 111 and the regeneration area 112, the dehumidifying device 110 is formed as a rotary wheel dehumidifying device. Compared with the evaporator cooling dehumidification in the prior art, the rotary wheel dehumidifying device is an isenthalpic and temperature-increasing dehumidification device for air, which can avoid the generation of condensed water, is also applicable to low-temperature and high-humidity working conditions, improves the air quality and comfort of the cabin 2000, and further improves the use comfort of the vehicle 10000.

[0061] Meanwhile, under the condition of low temperature and high humidity, the air is treated by the rotary dehumidification device for isenthalpic heating and dehumidification, so as to increase the temperature of the air sent into the waste heat recovery device and greatly reduce the risk of frost and dew in the waste heat recovery device.

[0062] In addition, by configuring at least part of the dehumidification element as the adsorption member, the adsorption effect of the dehumidification element can be ensured to some extent, and the dehumidification effect of the dehumidification element is further ensured.

[0063] In some embodiments, the adsorption member can be arranged on the surface of the rotary wheel to realize the configuration of at least part of the dehumidification element as the adsorption member.

[0064] In some other embodiments, the whole dehumidification element can also be configured as the adsorption member, which is beneficial to improve the adsorption effect of the dehumidification element and further improve the dehumidification effect of the dehumidification element.

[0065] In some embodiments, in combination with FIGS. 1 and 3, the heat management system 1000 further comprises a heater 300 for heating the first air supply pipeline 120. The air temperature in the first air supply pipeline 120 is increased, so that the hot air delivered by the first air supply pipeline 120 to the regeneration area 112 can effectively release the moisture absorbed by the dehumidification element, and the regeneration effect of the dehumidification element is ensured to some extent, so as to ensure the dehumidification performance of the dehumidification device 110.

[0066] In some embodiments, the heater 300 is a PTC heater.

[0067] In some embodiments, in combination with FIGS. 1 and 3, the heat management system 1000 further comprises a temperature sensor 400 for detecting the temperature of the first air supply pipeline 120, and the temperature sensor 400 is located between the heater 300 and the regeneration area 112. In this way, when the hot air delivered by the first air supply pipeline 120 to the regeneration area 112, the temperature sensor 400 can be used to monitor the temperature of the hot air in the first air supply pipeline 120 first, so as to ensure that the hot air delivered by the first air supply pipeline 120 to the regeneration area 112 can effectively release the moisture absorbed by the dehumidification element.

[0068] In some examples, when the temperature sensor 400 detects that the air temperature of the first air supply pipeline 120 sent to the regeneration area 112 is less than the regeneration temperature of the MOFs material, the heater 300 is turned on, and if the temperature of the air of the first air supply pipeline 120 sent to the regeneration area 112 is greater than the regeneration temperature of the MOFs material, the heater 300 is turned off.

[0069] In some embodiments, as shown in FIGS. 1, 2 and 3, the thermal management system 1000 comprises a cooling subsystem 200 for dissipating heat of the electric control module, and the first air supply duct 120 is in heat exchange with the cooling subsystem 200 to recover waste heat. Thus, the waste heat of the electric control module is recovered, so that when the air supply of the first air supply duct 120 releases the moisture absorbed by the dehumidification element, the moisture absorbed by the dehumidification element is released by the waste heat of the electric control module, which is a good energy-saving way. The regeneration effect of the first air supply duct 120 is ensured, and the regeneration energy consumption is reduced, thereby reducing the energy consumption of the thermal management system 1000.

[0070] That is, the thermal management system 1000 of the present application not only can dehumidify air, but also can ensure the dehumidification effect and achieve the purpose of energy saving, thereby ensuring the working performance of the thermal management system 1000 to a certain extent.

[0071] In some examples, during the dehumidification process of the dehumidification device 110, the first fan 121 operates to introduce air in the external environment into the first air supply duct 120. The air is in heat exchange with the high-temperature cooling liquid in the cooling subsystem 200 in the first air supply duct 120 to recover the waste heat of the electric control module, thereby increasing the temperature of the air in the first air supply duct 120. After the temperature of the air is increased, the air is sent to the regeneration area 112 through the first air supply duct 120, so that the regeneration area 112 can deliver high-temperature air to the dehumidification element to release the moisture absorbed by the dehumidification element, thereby regenerating the dehumidification element.

[0072] In some embodiments, as shown in FIGS. 1 and 2, the cooling subsystem 200 comprises a motor heat exchange element 210, a water pump 220, a cooling liquid heat exchange element 230 and a motor radiator 240 connected in sequence. The cooling subsystem 200 is filled with cooling liquid, and the water pump 220 is used to drive the cooling liquid to circulate between the motor heat exchange element 210, the water pump 220, the cooling liquid heat exchange element 230 and the motor radiator 240. When the cooling liquid flows through the motor heat exchange element 210, the cooling liquid in the motor heat exchange element 210 is used to exchange heat with the electric control module to reduce the temperature of the electric control module, so that the temperature of the electric control module during operation can be maintained within a suitable temperature range, thereby prolonging the service life of the electric control module.

[0073] Optionally, the cooling liquid heat exchange component 230 is provided with a first heat exchange branch and a second heat exchange branch which exchange heat with each other, the first heat exchange branch is formed as part of the cooling subsystem 200, and the second heat exchange branch is formed as part of the first air supply pipeline 120, so that heat exchange between the first air supply pipeline 120 and the cooling subsystem 200 is achieved. In this way, when the cooling liquid in the cooling subsystem 200 exchanges heat with the electronic control module and then flows through the first heat exchange branch, the cooling liquid can exchange heat with the air in the second heat exchange branch, so as to raise the temperature of the air in the second heat exchange branch, thereby raising the temperature of the air in the first air supply pipeline 120. In this way, when the first air supply pipeline 120 delivers air to the regeneration area 112, the moisture absorbed by the dehumidification component can be released by using the waste heat of the electronic control module, so as to achieve the purpose of recycling the waste heat of the electronic control module to regenerate the dehumidification device 110 and reduce the energy consumption of regeneration.

[0074] When the temperature of the cooling liquid is too high, the heat can also be directly dissipated through the motor radiator 240.

[0075] It should be noted that the cooling liquid can be water, ethylene glycol, etc.

[0076] In some embodiments, as shown in FIG. 2, the cooling subsystem 200 further includes a water tank 250 for supplementing cooling liquid to the cooling subsystem 200, so as to ensure the cooling performance of the cooling subsystem 200 to a certain extent.

[0077] It should be further noted that the thermal management system 1000 further includes a heater 300 for heating the first air supply pipeline 120. When the heater 300 is turned off, the waste heat of the electronic control module is mainly used to ensure the temperature of the air delivered by the first air supply pipeline 120 to the regeneration area 112, so as to achieve the purpose of energy saving. When the heater 300 is turned on, the waste heat of the electronic control module and the heating of the heater 300 are mainly used to ensure the temperature of the air delivered by the first air supply pipeline 120 to the regeneration area 112, so that the temperature of the air delivered by the first air supply pipeline 120 to the regeneration area 112 can be effectively greater than the regeneration temperature of the MOFs material, thereby achieving the purpose of releasing the moisture absorbed by the dehumidification component, and further ensuring the dehumidification effect of the dehumidification component.

[0078] In some embodiments, as shown in FIGS. 1 and 3, the air duct subsystem 100 includes a regeneration pipeline 180, and the thermal management system 1000 has a cabin heating mode. In the cabin heating mode, the regeneration pipeline 180 is in communication with the cabin 2000 and the regeneration area 112, respectively. It can be understood that when the thermal management system 1000 operates in the cabin heating mode, the regeneration pipeline 180 controls the cabin 2000 and the regeneration area 112 to be in communication. At this time, part of the hot air in the cabin 2000 can flow to the regeneration area 112 through the regeneration pipeline 180, so that the regeneration area 112 can effectively release the moisture absorbed by the dehumidification component.

[0079] In some embodiments, as shown in FIG. 3, the regeneration pipeline 180 is provided with a regeneration control valve 181, which is mainly used to control the on-off of the regeneration pipeline 180, so as to control the communication between the cabin 2000 and the regeneration area 112, and reduce the difficulty of on-off control between the cabin 2000 and the regeneration area 112.

[0080] In some examples, when the thermal management system 1000 operates the cabin heating mode, the regeneration control valve 181 controls the regeneration pipeline 180 to be turned on, so as to realize the introduction of part of the hot air in the cabin 2000 into the regeneration area 112; when the thermal management system 1000 operates other modes (such as the cabin refrigeration mode), the regeneration control valve 181 controls the regeneration pipeline 180 to be turned off, so as to realize the cut-off between the cabin 2000 and the regeneration area 112.

[0081] Here, the regeneration control valve 181 can be understood as a normally open valve or a normally closed valve.

[0082] In some embodiments, as shown in FIG. 3, one end of the regeneration pipeline 180 is connected to the air inlet end of the first air supply pipeline 120. Thus, the communication between the regeneration pipeline 180 and the regeneration area 112 is realized, and the difficulty of communication between the regeneration pipeline 180 and the regeneration area 112 is reduced, so as to realize the introduction of part of the hot air in the cabin 2000 into the regeneration area 112 by using the regeneration pipeline 180.

[0083] Alternatively, as shown in FIG. 3, the other end of the regeneration pipeline 180 is connected to the air outlet end of the second air supply pipeline 130. Since the air outlet end of the second air supply pipeline 130 is in communication with the cabin 2000 of the vehicle 10000, the communication between the regeneration pipeline 180 and the cabin 2000 and the regeneration area 112 is realized. Thus, when the hot air is supplied into the cabin 2000 of the vehicle 10000 by using the second air supply pipeline 130, part of the hot air can be introduced into the regeneration area 112 by using the regeneration pipeline 180, so that the regeneration area 112 can effectively release the moisture absorbed by the dehumidifying element.

[0084] In some embodiments, as shown in FIGS. 1 and 3, the air duct subsystem 100 further comprises an air inlet pipeline 140 connected to the inlet of the dehumidification area 111. Thus, the air inlet pipeline 140 is in communication with the inlet of the dehumidification area 111, so as to supply air to the dehumidification area 111 by using the air inlet pipeline 140, and achieve the purpose of dehumidifying the humid air by using the dehumidifying element.

[0085] It should be noted that, since the second air supply pipeline 130 is connected between the dehumidification area 111 and the cabin 2000, when the air inlet pipeline 140 supplies air to the dehumidification area 111 and dehumidifies the humid air by using the dehumidification member, the dehumidified air can be transported into the cabin 2000 through the second air supply pipeline 130, so as to achieve the purpose of supplying air to the cabin 2000 and ensure the air quality in the cabin 2000.

[0086] In some embodiments, as shown in FIG. 1 and FIG. 3, one end of the air inlet pipeline 140 is in communication with the external environment to be suitable for introducing fresh air. In this way, when the air inlet pipeline 140 supplies air to the dehumidification area 111 and dehumidifies the humid air by using the dehumidification member, and the dehumidified air is transported into the cabin 2000 through the second air supply pipeline 130, the purpose of introducing fresh air to the cabin 2000 can be achieved, and the air quality in the cabin 2000 can be further ensured.

[0087] In some embodiments, as shown in FIG. 1 and FIG. 3, the second air fan 141 is arranged at the air inlet end of the air inlet pipeline 140, and the second air fan 141 is operated to introduce the air in the external environment into the air inlet pipeline 140, so as to introduce fresh air to the air inlet pipeline 140, thereby introducing fresh air to the cabin 2000 by using the air inlet pipeline 140.

[0088] In some embodiments, as shown in FIG. 1 and FIG. 3, the dehumidification control valve 1111 is arranged at the inlet of the dehumidification area 111, and the dehumidification control valve 1111 is connected to the air inlet pipeline 140, so as to control the connection and disconnection of the air inlet pipeline 140 and the dehumidification area 111, thereby controlling whether to introduce fresh air into the dehumidification area 111.

[0089] In some examples, when the thermal management system 1000 operates in the dehumidification mode, the dehumidification control valve 1111 is used to control the air inlet pipeline 140 and the dehumidification area 111 to be connected; when the thermal management system 1000 operates in the non-dehumidification mode, the dehumidification control valve 1111 is used to control the air inlet pipeline 140 and the dehumidification area 111 to be disconnected.

[0090] In this embodiment, the dehumidification control valve 1111 can be a normally open valve or a normally closed valve.

[0091] In some embodiments, as shown in FIG. 1 and FIG. 3, the air duct subsystem 100 further comprises a bypass air duct 150, two ends of the bypass air duct 150 are connected with the air inlet duct 140 and the second air supply duct 130 respectively, and the bypass air duct 150 is provided with a first control valve 151 for controlling the opening or closing of the bypass air duct 150. When the bypass air duct 150 is controlled to be open by the first control valve 151, the air inlet duct 140 and the second air supply duct 130 are directly connected by the bypass air duct 150, so that the air inlet duct 140 and the second air supply duct 130 pass through the dehumidification area 111 and the open bypass air duct 150 at the same time, that is, the fresh air introduced by the air inlet duct 140 can enter the second air supply duct 130 in two ways, which facilitates to ensure the fresh air volume in the dehumidification mode while achieving dehumidification of the fresh air.

[0092] Meanwhile, the above arrangement also facilitates to control the bypass air duct 150 to be open to transport the fresh air introduced by the air inlet duct 140 into the cabin 2000 when the thermal management system 1000 operates in the non-dehumidification mode, so as to achieve the purpose of transporting fresh air to the cabin 2000.

[0093] In addition, when the bypass air duct 150 is controlled to be closed by the first control valve 151, the air inlet duct 140 and the second air supply duct 130 pass through the dehumidification area 111, and at this time the fresh air introduced by the air inlet duct 140 enters the second air supply duct 130 after being dehumidified by the dehumidification area 111, thereby ensuring the dehumidification effect of the fresh air.

[0094] As can be understood from the above, by providing the bypass air duct 150, the thermal management system 1000 of the present application can have a dehumidification mode and a non-dehumidification mode when introducing fresh air.

[0095] Optionally, the first control valve 151 can be a normally open valve or a normally closed valve.

[0096] In some embodiments, as shown in FIG. 1 and FIG. 3, the air duct subsystem 100 further comprises an air exhaust duct 160, a first end of the air exhaust duct 160 is adapted to communicate with the cabin 2000 of the vehicle 10000, the other end of the air exhaust duct 160 is adapted to communicate with the external environment, and the air exhaust duct 160 and the second air supply duct 130 are in heat exchange. The air exhaust duct 160 is provided to exhaust part of the air in the cabin 2000 of the vehicle 10000, so as to facilitate to introduce fresh air into the cabin 2000 and improve the air quality in the cabin 2000 to some extent, thereby improving the experience of the driver and passengers; the air exhaust duct 160 and the second air supply duct 130 are in heat exchange, so as to recover the air in the cabin 2000, achieve waste heat recovery, and reduce the energy consumption of the thermal management system 1000.

[0097] That is, for the thermal management system 1000 in the prior art, a large amount of air rich in residual energy in the cabin 2000 is directly discharged out of the cabin, without heat recovery of the exhaust air, resulting in the technical problem of high energy consumption of the thermal management system 1000. The application sets the exhaust air duct 160 and sets the exhaust air duct 160 in heat exchange with the second air supply duct 130 to achieve the purpose of exhaust air heat recovery.

[0098] In some embodiments, as shown in FIGS. 1 and 3, the thermal management system 1000 includes a heat exchange device 190 arranged in the exhaust air duct 160 and the second air supply duct 130. The heat exchange device 190 is used to recover heat or cold in the exhaust air duct 160 to preheat or precool the air in the second air supply duct 130, thereby achieving the purpose of exhaust air heat recovery, reducing the load of the thermal management system 1000, and improving the energy efficiency of the thermal management system 1000.

[0099] Here, the heat exchange device 190 can be a heat exchanger, such as a heat pipe heat exchanger, an intermediate heat medium heat recovery device, a plate heat exchanger, or a rotary heat exchanger.

[0100] In some embodiments, as shown in FIGS. 1 and 3, the third fan 161 is arranged at a position close to the first end of the exhaust air duct 160. The third fan 161 can be operated to discharge part of the air in the cabin 2000 of the vehicle 10000 to achieve the purpose of exhaust air and to ensure the working performance of the exhaust air duct 160 to a certain extent.

[0101] In some embodiments, as shown in FIGS. 1 and 3, the exhaust air duct 160 is provided with an exhaust air control valve 162 at the other end thereof. The exhaust air control valve 162 is used to control the on-off of the exhaust air duct 160 to control whether the air flowing to the other end of the exhaust air duct 160 is discharged.

[0102] Optionally, the exhaust air control valve 162 is a normally open valve or a normally closed valve. When the exhaust air control valve 162 controls the exhaust air duct 160 to be connected, the air in the exhaust air duct 160 can be discharged. When the exhaust air control valve 162 controls the exhaust air duct 160 to be disconnected, the air in the exhaust air duct 160 can be recovered. After recovery, the recovered air can be separately sent to the cabin 2000, so that the thermal management system 1000 has an internal circulation mode to achieve the purpose of energy saving. Meanwhile, the recovered air can be mixed with fresh air and sent to the cabin 2000, so that the thermal management system 1000 has a mixed air mode.

[0103] In some embodiments, as shown in Figures 1 and 3, the air duct subsystem 100 further includes an air inlet duct 140 and a return air duct 172. The air inlet duct 140 is connected to the inlet of the dehumidification zone 111, and the two ends of the return air duct 172 are connected to the exhaust duct 160 and the air inlet duct 140, respectively. The return air duct 172 is provided with a second control valve 171 to open or close it. Since the two ends of the return air duct 172 are connected to the exhaust duct 160 and the air inlet duct 140, when the second control valve 171 is used to control the opening of the return air duct 172, the exhaust duct 160 and the air inlet duct 140 can be controlled by the return air duct 172. This allows the air in the exhaust duct 160 to be transported to the air inlet duct 140, so that the exhaust air in the cabin 2000 is mixed with the fresh air introduced into the air inlet duct 140. This enables the thermal management system 1000 to have a mixed air mode, which facilitates energy saving.

[0104] Meanwhile, when no fresh air is introduced into the air intake duct 140, since the exhaust duct 160 is connected to the air intake duct 140, the air in the exhaust duct 160 can also be directly transported to the cabin 2000 through the air intake duct 140 and the second air supply duct 130 to realize the internal circulation of the thermal management system 1000.

[0105] The second control valve 171 mentioned here can be a normally open valve or a normally closed valve.

[0106] It should be noted that, since the air intake duct 140 is connected to the inlet of the dehumidification area 111, the air intake duct 140 and the inlet of the dehumidification area 111 can be connected. By using the return air duct 172 to connect the exhaust duct 160 and the air intake duct 140, the exhaust air and fresh air can be mixed to dehumidify. After dehumidification, the air is then delivered to the cabin 2000, so that the thermal management system 1000 of this application has a mixed air dehumidification mode.

[0107] Meanwhile, since the air intake duct 140 is also connected to the bypass ventilation duct 150, the exhaust duct 160 and the air intake duct 140 can be connected by using the return air duct 172. This allows the exhaust air and fresh air to be directly mixed and delivered to the cabin 2000 after passing through the bypass ventilation duct 150 without dehumidification, so that the thermal management system 1000 of this application has a mixed air without dehumidification mode.

[0108] In other words, by using the return air duct 172 to connect the exhaust air duct 160 and the intake air duct 140, the thermal management system 1000 can simultaneously have a mixed air dehumidification mode and a mixed air non-dehumidification mode.

[0109] In some embodiments, as shown in FIG. 1 and FIG. 3, the air duct subsystem 100 further comprises a communication duct 173, two ends of the communication duct 173 are connected with the exhaust duct 160 and the second air supply duct 130 respectively, and the communication duct 173 is provided with a third control valve 174 for controlling the communication of the communication duct 173. Since the two ends of the communication duct 173 are connected with the exhaust duct 160 and the second air supply duct 130 respectively, when the third control valve 174 is used to control the communication of the communication duct 173, the exhaust duct 160 and the second air supply duct 130 can be controlled by using the communication duct 173, so as to transport the air in the exhaust duct 160 to the air inlet duct 140, mix the exhaust air and the fresh air in the cabin 2000, make the thermal management system 1000 have a mixed air mode, and facilitate energy saving.

[0110] It should be noted that since the second air supply duct 130 is in communication with the outlet of the dehumidification area 111, compared with directly mixing the exhaust air and the fresh air by using the return air duct 172 to realize the communication of the exhaust duct 160 and the air inlet duct 140, in the mode without dehumidification, the flow path of the air in the exhaust duct 160 can be shortened, and the heat loss can be reduced.

[0111] Therefore, by providing the return air duct 172 and the communication duct 173, when the thermal management system 1000 operates in the mixed air dehumidification mode, the mixed air can be realized by using the return air duct 172 to realize the communication of the exhaust duct 160 and the air inlet duct 140, and when the thermal management system 1000 operates in the mixed air non-dehumidification mode, the mixed air can be realized by using the communication duct 173 to realize the communication of the exhaust duct 160 and the second air supply duct 130.

[0112] Here, the third control valve 174 can be a normally open valve or a normally closed valve.

[0113] In some embodiments, as shown in FIG. 1, FIG. 3 and FIG. 4, the thermal management system 1000 further comprises a refrigerant subsystem 500 for adjusting the temperature of the cabin 2000, the refrigerant subsystem 500 comprises an evaporator 510 and an in-vehicle condenser 520, and the second air supply duct 130 is in heat exchange with the evaporator 510 and the in-vehicle condenser 520 respectively. In this way, the heat or cold produced by the evaporator 510 and the in-vehicle condenser 520 can be transported to the cabin 2000 through the second air supply duct 130, so as to change the temperature of the cabin 2000 and improve the comfort of the cabin 2000.

[0114] In some embodiments, as shown in FIGS. 1, 3 and 4, the refrigerant subsystem 500 further comprises a compressor 530, an outdoor condenser 540, and a throttle valve 550, one end of the indoor condenser 520 is provided with a first electromagnetic valve 560, one end of the evaporator 510 is provided with a second electromagnetic valve 570, and one end of the outdoor condenser 540 is provided with a third electromagnetic valve 590. When the first electromagnetic valve 560 and the second electromagnetic valve 570 are turned on and the third electromagnetic valve 590 is turned off, the refrigerant circulates between the compressor 530, the indoor condenser 520, the throttle valve 550, and the evaporator 510, and the refrigerant subsystem 500 operates in the heating mode.

[0115] In some embodiments, as shown in FIGS. 1, 3 and 4, the second air supply duct 130 has a heating air supply duct 131 and a cooling air supply duct 132 connected in parallel, the heating air supply duct 131 is in heat exchange with the indoor condenser 520, and the cooling air supply duct 132 is in heat exchange with the evaporator 510. The heating air supply duct 131 is provided with a heating control valve 1311 for controlling the on-off of the heating air supply duct 131, and the cooling air supply duct 132 is provided with a cooling control valve 1321 for controlling the on-off of the cooling air supply duct 132.

[0116] It should be noted that when the refrigerant subsystem 500 operates in the heating mode, the heating control valve 1311 is used to control the heating air supply duct 131 to be turned on, and the cooling control valve 1321 is used to control the cooling air supply duct 132 to be turned off. At this time, the heating air supply duct 131 is in heat exchange with the indoor condenser 520 to realize the delivery of hot air through the heating air supply duct 131 towards the cabin 2000, thereby improving the comfort of the cabin 2000.

[0117] In some embodiments, when the third electromagnetic valve 590 and the second electromagnetic valve 570 are turned on and the first electromagnetic valve 560 is turned off, the refrigerant circulates between the compressor 530, the outdoor condenser 540, the throttle valve 550, and the evaporator 510, and the refrigerant subsystem 500 operates in the cooling mode.

[0118] It should be noted that when the refrigerant subsystem 500 operates in the cooling mode, the heating control valve 1311 is used to control the heating air supply duct 131 to be turned off, and the cooling control valve 1321 is used to control the cooling air supply duct 132 to be turned on. At this time, the cooling air supply duct 132 is in heat exchange with the evaporator 510 to realize the delivery of cold air through the cooling air supply duct 132 towards the cabin 2000, thereby improving the comfort of the cabin 2000.

[0119] In some embodiments, as shown in FIGS. 1, 3 and 4, the second air supply pipeline 130 is provided with a temperature and humidity sensor 133 at one end close to the cabin 2000, and the heating air supply pipeline 131 is provided with a heating heating element 1312. When the temperature and humidity sensor 133 detects that the temperature in the second air supply pipeline 130 does not reach the heating temperature, the control of the heating heating element 1312 heats the air in the heating air supply pipeline 131, so that the air supplied by the heating air supply pipeline 131 to the cabin 2000 can meet the heating demand of the cabin 2000, further improving the comfort of the cabin 2000.

[0120] In some embodiments, the heating heating element 1312 is a PTC heater.

[0121] In some embodiments, as shown in FIGS. 1 and 4, the refrigerant subsystem 500 further comprises a heat exchange branch 581, which exchanges heat with the cooling subsystem 200 to recover waste heat, further achieving the purpose of energy saving.

[0122] In some embodiments, as shown in FIG. 4, the heat exchange branch 581 is provided with a fourth electromagnetic valve 580 for controlling the on-off of the heat exchange branch 581.

[0123] In the description of the present application, the features defined as "first", "second", "third", "fourth" can explicitly or implicitly include one or more of the features, for distinguishing the description features, without order and without difference.

[0124] In some embodiments, when the thermal management system 1000 operates in the heating and dehumidification mode, the fourth electromagnetic valve 580 controls the heat exchange branch 581 to be turned on, and the second electromagnetic valve 570 is turned off. At this time, the heat of the electronic control module can be recovered to improve the heating effect of the thermal management system 1000; when the thermal management system 1000 operates in the heating and dehumidification mode, the fourth electromagnetic valve 580 controls the heat exchange branch 581 to be turned off, and the second electromagnetic valve 570 is turned on. The heat of the electronic control module is recovered to control the regeneration of the dehumidification element, which ensures the dehumidification effect of the dehumidification element to a certain extent.

[0125] In summary, the thermal management system 1000 of the present application integrates the rotary dehumidification technology, the exhaust heat recovery technology, the MOFs material, the motor waste heat recovery technology and the heat pump technology into a new type of air conditioning system.

[0126] In some embodiments, the thermal management system 1000 further comprises a controller electrically connected with the control valves (the dehumidification control valve 1111, the heating control valve 1311, the refrigeration control valve 1321, the first control valve 151, the exhaust control valve 162, the second control valve 171, the third control valve 174, the regeneration control valve 181, the first solenoid valve 560, the second solenoid valve 570, the third solenoid valve 590, and the fourth solenoid valve 580) respectively, for controlling the on-off of the control valves, so that the thermal management system 1000 can be switched between multiple modes, improving the user experience and ensuring the working performance of the battery.

[0127] In some examples, the thermal management system 1000 of the present application can have at least the following modes of operation: the external circulation cabin heating and dehumidification mode, the external circulation cabin heating and non-dehumidification mode, the mixed air cabin heating and dehumidification mode, the mixed air cabin heating and non-dehumidification mode, the internal circulation cabin heating and dehumidification mode, the internal circulation cabin heating and non-dehumidification mode, the external circulation cabin refrigeration and dehumidification mode, the external circulation cabin refrigeration and non-dehumidification mode, the mixed air cabin refrigeration and dehumidification mode, the mixed air cabin refrigeration and non-dehumidification mode, the internal circulation cabin refrigeration and dehumidification mode, and the internal circulation cabin refrigeration and non-dehumidification mode, which will be described in detail below with reference to the accompanying drawings.

[0128] As shown in FIG. 5, the first air fan 121, the second air fan 141 and the third air fan 161 are operated, the dehumidification control valve 1111, the first control valve 151, the exhaust air control valve 162, the heating control valve 1311, the first electromagnetic valve 560, the second electromagnetic valve 570 and the regeneration control valve 181 are turned on, the second control valve 171, the third control valve 174, the refrigeration control valve 1321, the third electromagnetic valve 590 and the fourth electromagnetic valve 580 are turned off, at this time, in the cooling subsystem 200 (the specific structure of the cooling subsystem 200 can be seen from FIG. 2), the cooling liquid flows through the motor heat exchange piece 210 to absorb the waste heat of the electronic control module, and then is powered by the water pump 220 to be delivered to the cooling liquid heat exchange piece 230, so as to realize the heat exchange between the cooling liquid and the air in the first air supply pipeline 120 by the cooling liquid heat exchange piece 230, and realize the waste heat recovery of the electronic control module; in the refrigerant subsystem 500 (the specific structure of the refrigerant subsystem 500 can be seen from FIG. 4), the low-temperature and low-pressure gaseous refrigerant is compressed into high-temperature and high-pressure gaseous refrigerant by the compressor 530, enters the vehicle condenser 520 through the first electromagnetic valve 560, so as to exchange heat with the air in the heating air supply pipeline 131, at the same time, the refrigerant in the vehicle condenser 520 becomes medium-temperature and medium-pressure liquid refrigerant, then flows through the throttling valve 550 to become low-temperature and low-pressure liquid refrigerant, finally enters the evaporator 510 through the second electromagnetic valve 570 to become low-temperature and low-pressure gaseous refrigerant by absorbing heat, and then flows back to the compressor 530 to form a cycle.In the air duct subsystem 100 (the specific structure of the air duct subsystem 100 can be seen from FIG. 3 or FIG. 5), the cabin 2000 exhaust air enters the heat exchange device 190 through the exhaust air duct 160 to preheat the fresh air, the preheated exhaust air is directly discharged to the external environment, a part of the fresh air in the air inlet duct 140 is dehumidified by the dehumidification area 111 of the dehumidification device 110 before entering the heat exchange device 190, another part of the fresh air directly enters the heat exchange device 190 through the bypass air duct 150, the fresh air after heat exchange by the heat exchange device 190 is sent into the vehicle condenser 520 through the heating air supply duct 131, and most of the fresh air after heat exchange and heating is sent to the cabin 2000 for heating. When the temperature and humidity sensor 133 (the specific setting position of the temperature and humidity sensor 133 can be seen from FIG. 4) monitors that the air supply temperature of the second air supply duct 130 does not meet the heating requirement, the heating heating element 1312 (the specific setting position of the heating heating element 1312 can be seen from FIG. 4) is started to assist heating the air in the second air supply duct 130 to meet the heating requirement, and a small part of the air in the second air supply duct 130 is regenerated to the dehumidification element of the regeneration area 112 of the dehumidification device 110 through the regeneration duct 180, and the cycle is completed. When the temperature sensor 400 (the specific setting position of the temperature sensor 400 can be seen from FIG. 3) detects that the air temperature sent into the regeneration area 112 is less than the regeneration temperature of the dehumidification element, the heater 300 (the specific setting position of the heater 300 can be seen from FIG. 3) is started, and if the temperature sensor 400 detects that the air temperature sent into the regeneration area 112 is greater than the regeneration temperature of the dehumidification element, the heater 300 is stopped.

[0129] FIG. 6 shows a schematic diagram of the heat management system 1000 running the external circulation cabin heating and non-dehumidification mode. As shown in FIG. 6, the first fan 121 is not running, the second fan 141 and the third fan 161 are running, the first control valve 151, the exhaust air control valve 162, the heating control valve 1311, the first electromagnetic valve 560 and the fourth electromagnetic valve 580 are turned on, the second control valve 171, the dehumidification control valve 1111, the third control valve 174, the refrigeration control valve 1321, the third electromagnetic valve 590, the second electromagnetic valve 570 and the regeneration control valve 181 are turned off. Different from the external circulation cabin heating and dehumidification mode, the fourth electromagnetic valve 580 is turned on to make the refrigerant exchange heat with the cooling liquid. In the air duct subsystem 100, the cabin 2000 exhaust air enters the heat exchange device 190 through the exhaust air duct 160 to preheat the fresh air, the preheated exhaust air is directly discharged to the external environment, the fresh air in the air inlet duct 140 directly enters the heat exchange device 190 through the bypass air duct 150, and the fresh air after heat exchange by the heat exchange device 190 is sent into the vehicle condenser 520 through the heating air supply duct 131, and the fresh air after heat exchange and heating is sent to the cabin 2000 for heating.

[0130] Figure 7 shows a schematic diagram of the heat management system 1000 operating in the mixed air cabin heating and dehumidifying mode. As shown in Figure 7, the first air fan 121, the second air fan 141 and the third air fan 161 are operated, the second control valve 171, the dehumidification control valve 1111, the first control valve 151, the exhaust air control valve 162, the heating control valve 1311, the first solenoid valve 560, the second solenoid valve 570 and the regeneration control valve 181 are turned on, the third control valve 174, the refrigeration control valve 1321, the third solenoid valve 590 and the fourth solenoid valve 580 are turned off. Unlike the operation of the external circulation cabin heating and dehumidifying mode, the second control valve 171 is used to control the return air pipeline 172 to be turned on to achieve the mixing of exhaust air and fresh air.

[0131] Figure 8 shows a schematic diagram of the heat management system 1000 operating in the mixed air cabin heating and non-dehumidifying mode. As shown in Figure 8, the first air fan 121 is not operated, the second air fan 141 and the third air fan 161 are operated, the first control valve 151, the exhaust air control valve 162, the heating control valve 1311, the third control valve 174, the first solenoid valve 560 and the fourth solenoid valve 580 are turned on, the second control valve 171, the dehumidification control valve 1111, the refrigeration control valve 1321, the third solenoid valve 590, the second solenoid valve 570 and the regeneration control valve 181 are turned off. Unlike the operation of the external circulation cabin heating and non-dehumidifying mode, the third control valve 174 is used to control the communication pipeline 173 to be turned on to achieve the mixing of exhaust air and fresh air.

[0132] Figure 9 shows a schematic diagram of the heat management system 1000 operating in the internal circulation cabin heating and dehumidifying mode. As shown in Figure 9, the second air fan 141 is not operated, the first air fan 121 and the third air fan 161 are operated, the second control valve 171, the dehumidification control valve 1111, the heating control valve 1311, the first solenoid valve 560 and the second solenoid valve 570 are turned on, the first control valve 151, the exhaust air control valve 162, the third control valve 174, the refrigeration control valve 1321, the third solenoid valve 590, the fourth solenoid valve 580 and the regeneration control valve 181 are turned off. Unlike the operation of the external circulation cabin heating and dehumidifying mode, the second control valve 171 is turned on at the maximum opening, the exhaust air control valve 162 is turned off, the exhaust air is sent into the dehumidifying device 110 for dehumidification, then through the heat exchange device 190, the second air supply pipeline 130 and the vehicle interior condenser 520 for heat exchange, and then all sent into the cabin 2000, and the fresh air outside the vehicle enters the first air supply pipeline 120 through the first air fan 121, and then sent into the regeneration area 112 for regeneration treatment of the dehumidifying element.

[0133] Fig. 10 shows a schematic diagram of the heat management system 1000 operating in the internal circulation cabin heating and non-dehumidification mode. As shown in Fig. 10, the first fan 121 and the second fan 141 are not operated, the third fan 161 is operated, the third control valve 174, the heating control valve 1311, the first solenoid valve 560 and the fourth solenoid valve 580 are turned on, the second control valve 171, the dehumidification control valve 1111, the first control valve 151, the exhaust air control valve 162, the refrigeration control valve 1321, the third solenoid valve 590, the second solenoid valve 570 and the regeneration control valve 181 are turned off. Different from the operation of the external circulation cabin heating and non-dehumidification mode, the exhaust air in the cabin 2000 enters the communication pipeline 173 through the exhaust air pipeline 160, and is sequentially sent to the vehicle condenser 520 through the communication pipeline 173 and the heating air supply pipeline 131 for heat exchange and heating again before being sent to the cabin 2000 for heating.

[0134] Fig. 11 shows a schematic diagram of the heat management system 1000 operating in the external circulation cabin refrigeration dehumidification mode. As shown in Fig. 11, the first fan 121, the second fan 141 and the third fan 161 are operating, the dehumidification control valve 1111, the exhaust air control valve 162, the refrigeration control valve 1321, the third solenoid valve 590 and the second solenoid valve 570 are turned on, the second control valve 171, the first control valve 151, the third control valve 174, the first solenoid valve 560, the heating control valve 1311, the fourth solenoid valve 580 and the regeneration control valve 181 are turned off. At this time, in the cooling subsystem 200 (the specific structure of the cooling subsystem 200 can be seen from Fig. 2), the cooling liquid flows through the motor heat exchanger 210 to absorb the waste heat of the electronic control module, and then is powered by the water pump 220 to be delivered to the cooling liquid heat exchanger 230, so as to realize heat exchange between the cooling liquid and the air in the first air supply duct 120 by the cooling liquid heat exchanger 230, and realize waste heat recovery of the electronic control module; in the refrigerant subsystem 500 (the specific structure of the refrigerant subsystem 500 can be seen from Fig. 4), the low-temperature and low-pressure gaseous refrigerant is compressed into high-temperature and high-pressure gaseous refrigerant by the compressor 530, enters the external condenser 540 through the third solenoid valve 590, becomes low-temperature and low-pressure liquid refrigerant through the throttling valve 550, and finally enters the evaporator 510 to become low-temperature and low-pressure gaseous refrigerant by absorbing heat, so as to exchange heat with the air in the refrigeration air supply duct 132, and at the same time, the refrigerant in the evaporator 510 flows back to the compressor 530 to form a cycle; in the air duct subsystem 100 (the specific structure of the air duct subsystem 100 can be seen from Fig. 3 or Fig. 11), the exhaust air in the cabin 2000 enters the heat exchange device 190 through the exhaust air duct 160 to pre-cool the fresh air, the preheated exhaust air is directly discharged to the external environment, the fresh air in the air inlet duct 140 is dehumidified by the dehumidification area 111 of the dehumidification device 110 before entering the heat exchange device 190, the fresh air after heat exchange by the heat exchange device 190 is sent into the evaporator 510 through the refrigeration air supply duct 132, and most of the fresh air after heat exchange and heating is sent into the cabin 2000 for refrigeration, at the same time, the air in the first air supply duct 120 after heat exchange with the cooling liquid is regenerated to the dehumidification device 110 for dehumidification treatment, to complete a cycle. When the temperature sensor 400 detects that the temperature of the air sent into the regeneration area 112 is less than the regeneration temperature of the dehumidification element, the heater 300 is turned on (the specific position of the heater 300 can be seen from Fig. 3), and when the temperature sensor 400 detects that the temperature of the air sent into the regeneration area 112 is greater than the regeneration temperature of the dehumidification element, the heater 300 is turned off.

[0135] Figure 12 shows a schematic diagram of the heat management system 1000 operating in the mixed air cabin cooling and dehumidifying mode, as shown in Figure 13, the first air fan 121, the second air fan 141 and the third air fan 161 are operating, the dehumidification control valve 1111, the second control valve 171, the exhaust air control valve 162, the refrigeration control valve 1321, the third solenoid valve 590 and the second solenoid valve 570 are turned on, the first control valve 151, the third control valve 174, the heating control valve 1311, the first solenoid valve 560, the fourth solenoid valve 580 and the regeneration control valve 181 are turned off, and the difference from the operation of the external circulation cabin cooling and dehumidifying mode is that the second control valve 171 is used to control the return air duct 172 to be connected to realize the mixing of the exhaust air and the fresh air.

[0136] Figure 13 shows a schematic diagram of the heat management system 1000 operating in the mixed air cabin cooling and dehumidifying mode, as shown in Figure 13, the first air fan 121, the second air fan 141 and the third air fan 161 are operating, the dehumidification control valve 1111, the second control valve 171, the exhaust air control valve 162, the refrigeration control valve 1321, the third solenoid valve 590 and the second solenoid valve 570 are turned on, the first control valve 151, the third control valve 174, the heating control valve 1311, the first solenoid valve 560, the fourth solenoid valve 580 and the regeneration control valve 181 are turned off, and the difference from the operation of the external circulation cabin cooling and dehumidifying mode is that the second control valve 171 is used to control the return air duct 172 to be connected to realize the mixing of the exhaust air and the fresh air.

[0137] Figure 14 shows a schematic diagram of the heat management system 1000 operating in the mixed air cabin cooling and dehumidifying mode, as shown in Figure 13, the first air fan 121, the second air fan 141 and the third air fan 161 are operating, the dehumidification control valve 1111, the second control valve 171, the exhaust air control valve 162, the refrigeration control valve 1321, the third solenoid valve 590 and the second solenoid valve 570 are turned on, the first control valve 151, the third control valve 174, the heating control valve 1311, the first solenoid valve 560, the fourth solenoid valve 580 and the regeneration control valve 181 are turned off, and the difference from the operation of the external circulation cabin cooling and dehumidifying mode is that the second control valve 171 is used to control the return air duct 172 to be connected to realize the mixing of the exhaust air and the fresh air.

[0138] Fig. 15 shows a schematic diagram of the heat management system 1000 running the internal circulation cabin refrigeration dehumidification mode. As shown in Fig. 15, the second fan 141 is not running, the first fan 121 and the third fan 161 are running, the dehumidification control valve 1111, the second control valve 171, the refrigeration control valve 1321, the third solenoid valve 590 and the second solenoid valve 570 are turned on, the exhaust air control valve 162, the first control valve 151, the third control valve 174, the heating control valve 1311, the first solenoid valve 560, the fourth solenoid valve 580 and the regeneration control valve 181 are turned off. Different from the external circulation cabin refrigeration dehumidification mode, the second control valve 171 is opened at the maximum opening degree, and the exhaust air control valve 162 is closed. The exhaust air is sent into the dehumidification device 110 for dehumidification, and then sent into the cabin 2000 through the second air supply pipeline 130 and the evaporator 510 after heat exchange.

[0139] Fig. 16 shows a schematic diagram of the heat management system 1000 running the internal circulation cabin refrigeration non-dehumidification mode. As shown in Fig. 15, the first fan 121 and the second fan 141 are not running, the third fan 161 is running, the third control valve 174, the refrigeration control valve 1321, the third solenoid valve 590 and the second solenoid valve 570 are turned on, the dehumidification control valve 1111, the second control valve 171, the exhaust air control valve 162, the first control valve 151, the heating control valve 1311, the first solenoid valve 560, the fourth solenoid valve 580 and the regeneration control valve 181 are turned off. Different from the external circulation cabin refrigeration non-dehumidification mode, the exhaust air in the cabin 2000 is sent into the communication pipeline 173 through the exhaust air pipeline 160, and then sent into the evaporator 510 through the communication pipeline 173 and the heating air supply pipeline 131 in sequence, and then sent into the cabin 2000 after heat exchange and heating again.

[0140] The vehicle 10000 according to the embodiment of the present application is described below with reference to the accompanying drawings of the specification.

[0141] As shown in Fig. 17, the vehicle 10000 according to the embodiment of the present application comprises a heat management system 1000.

[0142] The heat management system 1000 is the aforementioned heat management system 1000, and the specific structure of the heat management system 1000 is not described herein.

[0143] As can be seen from the above structure, the vehicle 10000 according to the embodiment of the present application adopts the aforementioned heat management system 1000 to realize dehumidification of the cabin 2000 of the vehicle 10000, ensure dehumidification quality, and improve the use comfort of the vehicle 10000.

[0144] The vehicle 10000 can be a family car, a large truck or a passenger car, etc.

[0145] In the description of the application, it is necessary to point out that, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "linking" should be understood in a broad sense, for example, can be fixed connection, can also be detachable connection, or integral connection; can be mechanical connection, can also be electrical connection; can be directly connected, can also be indirectly connected through intermediate medium, can be internal communication of two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0146] Other configurations of the thermal management system 1000 according to the embodiments of the present application and the vehicle 10000 having the same are known to those skilled in the art, and will not be described in detail here.

[0147] In the description of the present application, the description referring to the terms "embodiment", "example" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present application, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0148] Although the embodiments of the present application have been shown and described, those skilled in the art can understand that various changes, modifications, replacements and variations can be made to the embodiments without departing from the principles and purposes of the present application, and the scope of the present application is defined by the claims and their equivalents.

Claims

1. A thermal management system, wherein, The heat management system comprises an air duct subsystem (100), which comprises: a dehumidifying device (110) comprising a dehumidifying element for dehumidifying air, a dehumidifying area (111) and a regeneration area (112), the dehumidifying element being movable between the dehumidifying area (111) and the regeneration area (112); a first air supply duct (120) connected with the regeneration area (112) to release moisture absorbed by the dehumidifying element; a second air supply duct (130) having an outlet adapted to communicate with a cabin (2000) of a vehicle, and having an inlet connected with the dehumidifying area (111) and located at an air outlet side of the dehumidifying element.

2. The thermal management system of claim 1, wherein, The dehumidifying element comprises a sorption accessory, which is a metal organic framework element.

3. The thermal management system of claim 2, wherein, The dehumidifying element is a rotatable rotary wheel to rotate between the dehumidifying area (111) and the regeneration area (112), and is at least partially configured as the sorption accessory.

4. The thermal management system of any one of claims 1-3, wherein, A heater (300) for heating the first air supply duct (120) is further included.

5. The thermal management system of claim 4, wherein, A temperature sensor (400) for detecting a temperature of the first air supply duct (120) is further included, and is located between the heater (300) and the regeneration area (112).

6. The thermal management system of any one of claims 1-5, wherein, The heat management system comprises a cooling subsystem (200) for cooling an electronic control module, and the first air supply duct (120) is in heat exchange with the cooling subsystem (200) to recover waste heat.

7. The thermal management system of any one of claims 1-6, wherein, The air duct subsystem (100) further comprises a regeneration duct (180), and the heat management system has a cabin heating mode, in which the regeneration duct (180) respectively communicates with the cabin (2000) and the regeneration area (112).

8. The thermal management system of claim 7, wherein, One end of the regeneration duct (180) is connected to an air inlet end of the first air supply duct (120).

9. The thermal management system of any of claims 1-8, wherein, The air duct subsystem (100) further comprises an air inlet duct (140) connected with an inlet of the dehumidifying area (111).

10. The thermal management system of claim 9, wherein, The air duct subsystem (100) further comprises a bypass air duct (150) having two ends connected with the air inlet duct (140) and the second air supply duct (130) respectively, and being provided with a first control valve (151) for opening or closing the bypass air duct (150).

11. The thermal management system of any of claims 1-10, wherein, The air duct subsystem (100) further comprises an air outlet duct (160) having a first end adapted to communicate with the cabin (2000) of the vehicle and another end adapted to communicate with an external environment, and the air outlet duct (160) is in heat exchange with the second air supply duct (130).

12. The thermal management system of claim 11, wherein, The air duct subsystem (100) further comprises an air inlet duct (140) connected with an inlet of the dehumidification area (111), and an air return duct (172) having two ends connected with the air outlet duct (160) and the air inlet duct (140) respectively, and being provided with a second control valve (171) for conducting or cutting off the air return duct (172).

13. The thermal management system of claim 12, wherein, One end of the air inlet duct (140) is in communication with an external environment to be adapted to introduce fresh air.

14. The thermal management system of any one of claims 1-13, wherein, Further comprising a refrigerant subsystem (500) for adjusting the temperature of the cabin (2000), the refrigerant subsystem (500) comprising an evaporator (510) and an in-vehicle condenser (520), and the second air supply duct (130) being in heat exchange with the evaporator (510) and the in-vehicle condenser (520) respectively.

15. A vehicle, wherein, A thermal management system according to any one of claims 1-14.

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