CN115723508A - Thermal management system - Google Patents

Abstract

The application discloses thermal management system, refrigerant system and coolant liquid system do not communicate, and refrigerant system and coolant liquid system can be through the heat transfer of multithread way heat exchanger, and the coolant liquid system includes second runner portion, first heat exchanger and second heat exchanger, and first heat exchanger and second heat exchanger are used for exchanging heat with atmospheric environment. When the heat management system is in the running state, in the cooling liquid system, the second flow channel part, the first heat exchanger and the second heat exchanger can be communicated into a loop, the outlet of the first heat exchanger is communicated with the inlet of the second heat exchanger, the first heat exchanger and the second heat exchanger can be communicated in series, two times of heat exchange is carried out with the atmospheric environment through the first heat exchanger and the second heat exchanger, the heat exchange effect of the heat management system is improved, and the heat management system has a better heat exchange effect.

Description

Thermal management system

Technical Field

The application relates to the technical field of heat exchange, in particular to a heat management system.

Background

An air conditioning system for a vehicle (e.g., an electric vehicle) may regulate an ambient temperature within a passenger compartment and thermally manage an electric machine, the thermal management system including a refrigerant system and a coolant system, a refrigerant in the refrigerant system exchanging heat with a coolant in the coolant system via a two-pass heat exchanger.

In the related heat management system, a motor heat exchange device conducts heat management on a motor, an evaporator or a condenser in a refrigerant system is a double-flow heat exchanger, the double-flow heat exchanger is provided with a refrigerant channel and a cooling liquid channel, the cooling liquid system is provided with a first low-temperature water tank and a second low-temperature water tank, the first low-temperature water tank and the second low-temperature water tank can exchange heat with the atmospheric environment, and the first low-temperature water tank and the second low-temperature water tank are not communicated. The cooling liquid channel of the double-channel heat exchanger can be communicated with the first low-temperature water tank to form a loop, and the motor heat exchange device can be communicated with the second low-temperature water tank to form a loop.

The heat management system operates in a heating mode, the refrigerant system can absorb heat from the atmospheric environment through the second low-temperature water tank, and the first low-temperature water tank does not play a role; the heat management system operates in a refrigeration mode, the refrigerant system can release heat to the atmospheric environment through the first low-temperature water tank, and the second low-temperature water tank does not play a role when the motor does not need to dissipate heat or the heat productivity is not serious. Accordingly, the inventors recognize that there is a need for an improved thermal management system.

Disclosure of Invention

In view of the above problems in the related art, the present application provides a thermal management system with a good heat exchange effect.

In order to achieve the purpose, the following technical scheme is adopted in the application: a thermal management system comprising a multi-channel heat exchanger including first and second channel portions that are not in communication, refrigerant in the first channel portion being thermally exchangeable with coolant in the second channel portion;

the thermal management system includes a refrigerant system and a coolant system, the refrigerant system and the coolant system not in communication, the refrigerant system including a first flow path portion; the cooling liquid system comprises a second runner portion, a first heat exchanger and a second heat exchanger, wherein the first heat exchanger and the second heat exchanger are used for exchanging heat with the atmospheric environment, an outlet of the second runner portion can be communicated with an inlet of the first heat exchanger, an outlet of the first heat exchanger can be communicated with an inlet of the second heat exchanger, and an outlet of the second heat exchanger can be communicated with an inlet of the second runner portion.

When the heat management system is in the running state, in the cooling liquid system, the second flow channel part, the first heat exchanger and the second heat exchanger can be communicated into a loop, the outlet of the first heat exchanger is communicated with the inlet of the second heat exchanger, the first heat exchanger and the second heat exchanger can be communicated in series, two times of heat exchange is carried out with the atmospheric environment through the first heat exchanger and the second heat exchanger, the heat exchange effect of the heat management system is improved, and the heat management system has a better heat exchange effect.

Drawings

FIG. 1 is a schematic connection diagram of an embodiment of a thermal management system of the present application;

FIG. 2 is a schematic illustration of the connection of a first cooling mode of an embodiment of the thermal management system of the present application;

FIG. 3 is a schematic diagram of the connection of a second cooling mode of an embodiment of the thermal management system of the present application;

FIG. 4 is a schematic illustration of the connection of a third cooling mode of an embodiment of the thermal management system of the present application;

FIG. 5 is a schematic connection diagram of a first heating mode of an embodiment of a thermal management system of the present application;

FIG. 6 is a schematic connection diagram of a second heating mode of an embodiment of the thermal management system of the present application;

FIG. 7 is a schematic connection diagram of a third heating mode of an embodiment of the thermal management system of the present application;

FIG. 8 is a schematic connection diagram of a heating and dehumidification mode of an embodiment of a thermal management system of the present application;

FIG. 9 is a schematic connection diagram of a defrost mode of an embodiment of a thermal management system of the present application;

FIG. 10 is a schematic perspective view of a portion of an embodiment of a parallel flow liquid cooled heat exchanger of the present application;

fig. 11 is a schematic sectional view of an embodiment of the gas-liquid separator of the present application.

Detailed Description

Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in this application and the appended claims, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

It should be understood that the terms "first," "second," and the like as used in the description and in the claims, do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. Also, the use of the terms "a" or "an" and the like do not denote a limitation of quantity, but rather denote the presence of at least one; "plurality" means two or more. Unless otherwise indicated, "front", "rear", "lower" and/or "upper" and the like are for convenience of description and are not limited to one position or one spatial orientation. The word "comprising" or "comprises", and the like, means that the element or item listed after "comprises" or "comprising" is inclusive of the element or item listed after "comprising" or "comprises", and the equivalent thereof, and does not exclude additional elements or items.

The thermal management system according to the exemplary embodiment of the present application will be described in detail below with reference to the accompanying drawings. The features of the following examples and embodiments can be supplemented by or combined with each other without conflict.

According to one embodiment of the thermal management system of the present application, as shown in fig. 1, the thermal management system includes a fourth heat exchanger 2, a fifth heat exchanger 4, and a third heat exchanger 5. The fourth heat exchanger 2 includes a third heat exchanging portion 21 and a fourth heat exchanging portion 22, the third heat exchanging portion 21 and the fourth heat exchanging portion 22 can perform heat exchange, the third heat exchanging portion 21 and the fourth heat exchanging portion 22 are both provided with a runner, and the runner of the third heat exchanging portion 21 and the runner of the fourth heat exchanging portion 22 are isolated from each other and are not communicated. The fifth heat exchanger 4 includes a fifth heat exchanging portion 41 and a sixth heat exchanging portion 42, the fifth heat exchanging portion 41 and the sixth heat exchanging portion 42 can exchange heat, the fifth heat exchanging portion 41 and the sixth heat exchanging portion 42 are both provided with a flow channel, and the flow channel of the fifth heat exchanging portion 41 and the flow channel of the sixth heat exchanging portion 42 are isolated from each other and are not communicated with each other. The third heat exchanger 5 includes a first heat exchanging portion 52 and a second heat exchanging portion 51, the first heat exchanging portion 52 and the second heat exchanging portion 51 can exchange heat, the first heat exchanging portion 52 and the second heat exchanging portion 51 are both provided with a flow channel, and the flow channel of the first heat exchanging portion 52 and the flow channel of the second heat exchanging portion 51 are isolated from each other and are not communicated. The refrigerant can exchange heat with the coolant through the fourth heat exchanger 2. The refrigerant may exchange heat with the coolant through the fifth heat exchanger 4. The cooling fluid of one section of one circuit may be heat exchanged with the cooling fluid of another section of the same circuit by means of a third heat exchanger 5. The fourth heat exchanger 2, the fifth heat exchanger 4 and the third heat exchanger 5 may be one of a plate heat exchanger, a double pipe heat exchanger, a parallel flow liquid cooling heat exchanger or other liquid cooling heat exchangers, and the fourth heat exchanger 2, the fifth heat exchanger 4 and the third heat exchanger 5 may be the same or different.

When the refrigerant is a high-pressure refrigerant (such as a CO2 refrigerant), the fourth heat exchanger 2 and the fifth heat exchanger 4 are both parallel flow heat exchangers, and compared with a plate type heat exchanger, the parallel flow heat exchanger has stronger pressure resistance and lower explosion risk. Referring to fig. 10, the parallel flow heat exchanger includes a plurality of microchannel flat tubes 100 arranged in parallel, a first fluid collector 200 connected to one end of the microchannel flat tube 100, a second fluid collector 300 connected to the other end of the microchannel flat tube 100, and a housing 400 surrounding the microchannel flat tube 100 and located between the two fluid collectors. The refrigerant can flow into from a cavity of the first collecting part 200 on one side, flow to the second collecting part 300 on the other side through a part of the microchannel flat tubes 100, flow out from another cavity of the first collecting part 200 after passing through another part of the microchannel flat tubes 100, and the cooling liquid flows in the gap between the cavity formed by the shell 400 and the microchannel flat tubes 100, so that the heat exchange between the refrigerant and the cooling liquid is realized. Since the circulation pressure of the cooling liquid is low, the third heat exchanger 5 may be a plate heat exchanger or a double pipe heat exchanger, and the structures of the plate heat exchanger and the double pipe heat exchanger are well known to those skilled in the art, and will not be described in detail herein.

The components of the heat management system are connected through pipelines to form two systems, namely a refrigerant system and a cooling liquid system, and the refrigerant system and the cooling liquid system are isolated and not communicated with each other. Refrigerant flows through the refrigerant system, the cooling liquid system flows cooling liquid, the refrigerant can be R134A or carbon dioxide or other heat exchange media, and the cooling liquid can be mixed solution of ethanol and water or other cooling media. Among them, the flow passage of the fifth heat exchanging part 41 and the flow passage of the third heat exchanging part 21 are connected to the refrigerant system, and the flow passage of the sixth heat exchanging part 42, the flow passage of the fourth heat exchanging part 22, the flow passage of the first heat exchanging part 52, and the flow passage of the second heat exchanging part 51 are connected to the coolant system.

The heat management system comprises a multi-channel heat exchanger, the multi-channel heat exchanger comprises a first channel part and a second channel part, and the first channel part and the second channel part are mutually isolated and not communicated. When the thermal management system operates, the refrigerant in the first flow channel part exchanges heat with the cooling liquid in the second flow channel part. It is understood that, in the present application, the multi-channel heat exchanger includes the fourth heat exchanger 2 and the fifth heat exchanger 4, the first channel section includes the third heat exchanging portion 21 and the fifth heat exchanging portion 41, and the second channel section includes the fourth heat exchanging portion 22 and the sixth heat exchanging portion 42.

It should be noted that, here, "the flow channel of the fifth heat exchanging portion 41 and the flow channel of the third heat exchanging portion 21 are connected to the refrigerant system" means that the refrigerant system includes the fifth heat exchanging portion 41 and the third heat exchanging portion 21, the refrigerant in the refrigerant system can flow into and out of the flow channel of the fifth heat exchanging portion 41 and the flow channel of the third heat exchanging portion 21, the inlet and outlet of the fifth heat exchanging portion 41 and the inlet and outlet of the third heat exchanging portion 21 can be connected to other components in the refrigerant system through pipelines, and when the heat management system operates, a loop is formed after the inlet and the outlet of the fifth heat exchanging portion 41 and the inlet and the outlet of the third heat exchanging portion 21 are connected through pipelines. In the same manner, the flow passage of the sixth heat exchanging portion 42, the flow passage of the fourth heat exchanging portion 22, the flow passage of the first heat exchanging portion 52, and the flow passage of the second heat exchanging portion 51 are connected to the coolant system, as explained above.

The refrigerant system includes: the compressor 1, the throttling device 3, the fifth heat exchanging portion 41, and the third heat exchanging portion 21 may be indirectly connected to each other through a pipeline or a valve, or may be integrated into an integrated structure.

In some other embodiments, the refrigerant system is further provided with a gas-liquid separation device 10. Referring to fig. 11, the gas-liquid separation device 10 includes an inner cylinder 201, an outer cylinder 202, a gas-liquid separation assembly 203, and a heat exchange assembly 204, where the gas-liquid separation assembly 203 is at least partially located in an inner cavity of the inner cylinder 201, and the heat exchange assembly 204 is at least partially located in an interlayer cavity formed by the inner cylinder 201 and the outer cylinder 202. The gas-liquid separation device 10 includes a first inlet 205, a second inlet 207, a first outlet 206, and a second outlet 208. The gas-liquid separation assembly 203 is used for performing gas-liquid separation on the refrigerant flowing in from the first inlet 205, the liquid refrigerant after the gas-liquid separation is stored in the inner cylinder 201, and the gas refrigerant flows into the interlayer cavity to exchange heat with the heat exchange assembly 204 and then flows out of the gas-liquid separation device 10 from the first outlet 206. The second inlet 207 is an inlet of the heat exchange assembly 204, the second outlet 208 is an outlet of the heat exchange assembly 204, and the refrigerant flows through the inner cavity of the heat exchange assembly 204. In the refrigerant system, the outlet of the compressor 1 is connected to the inlet of the third heat exchanging portion 21, the outlet of the third heat exchanging portion 21 is connected to the second inlet 207, the second outlet 208 is connected to the inlet of the expansion device 3, the outlet of the expansion device 3 is connected to the inlet of the fifth heat exchanging portion 41, the outlet of the fifth heat exchanging portion 41 is connected to the first inlet 205, and the first outlet 206 is connected to the inlet of the compressor 1. As can be seen, a high-temperature refrigerant flows through the heat exchange unit 204, and the refrigerant flowing from the first inlet 205 is a low-temperature refrigerant. The gas-liquid separation device 10 has functions of a gas-liquid separator and an intermediate heat exchanger. In some other embodiments, the refrigerant system is provided with a gas-liquid separator and an intermediate heat exchanger, the gas-liquid separator and the intermediate heat exchanger are independent components and are connected with other components through pipelines, and the structures and the working principles of the gas-liquid separator and the intermediate heat exchanger are well known to those skilled in the art and are not described in detail herein.

In this embodiment, after the compressor 1 is started, the refrigerant circulates in the refrigerant system, and when the operating conditions of the thermal management system are switched, the refrigerant flow direction of the refrigerant system is not switched, and the refrigerant flows in the order of the outlet of the compressor 1, the third heat exchanging portion 21, the second inlet 207, the second outlet 208, the throttling device 3, the fifth heat exchanging portion 41, the first inlet 205, the first outlet 206, and the inlet of the compressor 1. The throttling device 3 can throttle the refrigerant, and optionally, the throttling device 3 is an electronic expansion valve or a thermal expansion valve.

The cooling liquid system comprises a sixth heat exchanging part 42, a fourth heat exchanging part 22, a third heat exchanger 5, a sixth heat exchanger 101, a seventh heat exchanger 102, a first heat exchanger 104, a second heat exchanger 103, a battery heat exchanging device 6, a motor heat exchanging device 9, a heating device 8, a plurality of fluid driving devices and a plurality of flow regulating devices, and the components can be indirectly connected through pipelines or valve members and can also be integrated into an integral structure.

The plurality of fluid driving devices comprises a first pump 11, a second pump 12 and a third pump 13 for powering the flow of the cooling liquid in the cooling liquid system. Optionally, the first pump 11, the second pump 12, and the third pump 13 are electronic water pumps, and the types and specifications of the first pump 11, the second pump 12, and the third pump 13 may be the same or different, and are selected according to the requirements of the thermal management system.

The battery heat exchange device 6 is used for carrying out heat management on the battery. Alternatively, the battery heat exchanging device 6 may be an integrated component of an integral structure with the motor, or may be a separate component which is then assembled with the motor. The motor heat exchange device 9 is used for carrying out heat management on the motor. Alternatively, the heat exchanger 9 of the motor may be an integrated component of an integrated structure with the motor, or may be an independent component and then assembled with the motor. The heating device 8 is used for heating the coolant, and in this embodiment, the heating device 8 is connected to the front of the inlet of the sixth heat exchanging portion 42, so that the coolant heated by the heating device 8 preferentially passes through the sixth heat exchanging portion 42, and the heating effect of the heating device 8 is fully utilized. Alternatively, the heating device 8 is a liquid-cooled PTC electric heater.

An outlet of the first heat exchanging part 52 is connected to an inlet of the battery heat exchanging device 6, and an outlet of the battery heat exchanging device 6 is connected to an inlet of the second heat exchanging part 51. When the thermal management system is in operation, in the third heat exchanger 5, the coolant before flowing into the battery heat exchange device 6 exchanges heat with the coolant after flowing out of the battery heat exchange device 6. The temperature of the cooling liquid before flowing into the battery heat exchange device 6 is increased or reduced by utilizing the heat storage capacity or the generated heat of the battery, and the purpose of protecting the battery is simply and effectively realized without adding an additional heater or a low-temperature water tank.

In addition, because the battery has a large volume and a large specific heat capacity, the temperature of the cooling liquid flowing through the battery heat exchange device 6 is greatly influenced by the temperature of the battery, and the temperature of the cooling liquid flowing out of the battery heat exchange device 6 is relatively high or low. If the coolant flowing into the first heat exchanging part 52 is a coolant with a lower temperature, the third heat exchanger 5 is used to increase the temperature of the coolant flowing into the battery heat exchanging device 6 and decrease the temperature of the coolant flowing out of the battery heat exchanging device 6, thereby improving the phenomenon that the coolant causes cold impact on the battery, and improving the phenomenon that the temperature of the coolant flowing out of the battery heat exchanging device 6 is too high. If the coolant flowing into the first heat exchanging part 52 is a coolant with a higher temperature, the third heat exchanger 5 is used for reducing the temperature of the coolant flowing into the battery heat exchanging device 6 and increasing the temperature of the coolant flowing out of the battery heat exchanging device 6, so that the phenomenon of thermal shock of the high-temperature coolant on the battery is improved, and the phenomenon of too low temperature of the coolant flowing out of the battery heat exchanging device 6 is improved. In summary, the third heat exchanger 5 can be used for protecting the battery, reducing the thermal shock damage of the cooling liquid to the battery, and also reducing the influence of the battery on the temperature of the cooling liquid.

Alternatively, a fourth pump 14 may be provided between the inlet of the battery heat exchanging device 6 and the outlet of the first heat exchanging part 52, or between the outlet of the battery heat exchanging device 6 and the inlet of the second heat exchanging part 51, to ensure sufficient power for the flow of the coolant. Optionally, the fourth pump 14 is an electronic water pump.

The plurality of flow regulating devices includes a tenth valve 15, an eleventh valve 16, a twelfth valve 17, a thirteenth valve 18, a fourteenth valve 19, a fifteenth valve 20, a seventh valve 23, an eighth valve 24, a ninth valve 25, a sixth valve 26, a fifth valve 27, a third valve 28, a fourth valve 29, a first valve 30, and a second valve 31. The working states of the flow regulating devices can be regulated to enable the cooling liquid system to form at least two cooling liquid circuits which are not communicated with each other. In this embodiment, the flow rate adjusting devices are all three-way valves, each flow rate adjusting device at least has a port a, a port b, and a port c, and when the flow rate adjusting valve is in a working state, at least two of the ports a, b, and c are communicated. Optionally, the flow regulating device is a three-way proportional valve.

In some other embodiments, the flow regulating device may replace other types of valve elements or other combinations of types of valve elements, such as one-way valves, shut-off valves, or combinations thereof, depending on its function. In some other embodiments, the at least two flow regulating devices may be integrated into a unitary structure.

The outlet of the first pump 11 is connected to the port a of the tenth valve 15, the port b of the tenth valve 15 is connected to the first port of the first heat exchanger 104, the port a of the first valve 30, and the port c of the eighth valve 24, and the port c of the tenth valve 15 is connected to the port a of the eleventh valve 16. The tenth valve 15 can adjust the flow direction of the coolant flowing out of the first pump 11.

The outlet of the second pump 12 is connected to the port b of the eighth valve 24, the port a of the eighth valve 24 is connected to the inlet of the seventh heat exchanger 102, and the port c of the eighth valve 24, the port b of the tenth valve 15, the port a of the first valve 30, and the first port of the first heat exchanger 104 are connected. The eighth valve 24 can regulate the flow direction of the coolant flowing out of the second pump 12.

The outlet of the third pump 13 is connected to the port a of the sixth valve 26, the port b of the sixth valve 26 is connected to the port c of the second valve 31, and the port c of the sixth valve 26, the port a of the twelfth valve 17, and the port b of the fourth valve 29 are connected. The sixth valve 26 can regulate the flow direction of the coolant flowing out of the third pump 13.

A port b of the eleventh valve 16, an inlet of the sixth heat exchanger 101, and a port c of the fourteenth valve 19 are connected, and a port c of the eleventh valve 16, an inlet of the first heat exchanging part 52, and a port b of the tenth valve 17 are connected. The port a of the twelfth valve 17, the port c of the sixth valve 26, and the port b of the fourth valve 29 are connected, and the port c of the twelfth valve 17 is connected to the port b of the seventh valve 23. A port a of the thirteenth valve 18 is connected to an outlet of the second heat exchanging part 51, a port b of the thirteenth valve 18 is connected to a port a of the fourteenth valve 19, and a port c of the thirteenth valve 18, an inlet of the fourth heat exchanging part 22, and a port a of the seventh valve 23 are connected.

The eleventh valve 16 can adjust the flow direction of the coolant flowing out of the port c of the tenth valve 15, and the coolant can be proportionally split to the battery heat exchanging device 6 and the sixth heat exchanger 101 by the eleventh valve 16. Whether or not the cooling liquid flows through the battery heat exchanging device 6 can be controlled by the eleventh valve 16, the twelfth valve 17, and the thirteenth valve 18. The eleventh valve 16 and the twelfth valve 17 can select whether the coolant flowing into the first heat exchanging portion 52 is discharged from the sixth heat exchanging portion 42 or the fourth heat exchanging portion 22. The flow direction of the coolant flowing out of the second heat exchanging portion 51 can be adjusted by the thirteenth valve 18, and the coolant after flowing out can be selected to flow to the inlet of the sixth heat exchanging portion 42 or to the inlet of the fourth heat exchanging portion 22.

The port a of the fourteenth valve 19 is connected to the port b of the thirteenth valve 18, the port b of the fourteenth valve 19 is connected to the port c of the fifteenth valve 20, and the port c of the fourteenth valve 19, the inlet of the sixth heat exchanger 101, and the port b of the tenth valve 15 are connected. A port b of the fifteenth valve 20 is connected to an outlet of the sixth heat exchanger 101, and a port a of the fifteenth valve 20 is connected to a port a of the ninth valve 25. Whether or not the coolant flows into the sixth heat exchanger 101 can be controlled by the eleventh valve 16, the fourteenth valve 19, and the fifteenth valve 20, and the source of the coolant flowing into the sixth heat exchanger 101 can be selected.

A port a of the seventh valve 23, a port c of the thirteenth valve 18, and an inlet of the fourth heat exchanging part 22 are connected, a port b of the seventh valve 23 is connected to a port c of the twelfth valve 17, and a port c of the seventh valve 23 is connected to an outlet of the seventh heat exchanger 102. Whether or not the coolant flows into the seventh heat exchanger 102 can be controlled by the seventh valve 23 and the eighth valve 24, and whether or not the coolant flowing out of the seventh heat exchanger 102 flows entirely into the fourth heat exchanging portion 22, or the coolant is branched to flow partially directly into the fourth heat exchanging portion 22, and flows partially into the fourth heat exchanging portion 22 after passing through the battery heat exchanging device 6.

The port c of the ninth valve 25 is connected to the inlet of the heating device 8, the outlet of the heating device 8 is connected to the inlet of the sixth heat exchanging part 42, the port a of the ninth valve 25 is connected to the port a of the fifteenth valve 20, and the port b of the ninth valve 25 is connected to the port a of the third valve 28. Whether or not the coolant flows into the sixth heat exchanging part 42 can be controlled by the ninth valve 25, and the source of the coolant flowing into the sixth heat exchanging part 42 can be selected.

The port a of the first valve 30, the first port of the first heat exchanger 104, the port b of the tenth valve 15, and the port c of the eighth valve 24 are connected, the port b of the first valve 30 is connected to the first port of the second heat exchanger 103, and the port c of the first valve 30 is connected to the port b of the second valve 31. The port c of the third valve 28 is connected to the second port of the first heat exchanger 104, the port c of the fourth valve 29 is connected to the second port of the second heat exchanger 103, and the port c of the fifth valve 27, the port b of the third valve 28, and the port a of the second valve 31 are connected.

The port a of the fifth valve 27 is connected with the inlet of the motor heat exchanger 9, the outlet of the motor heat exchanger 9 is connected with the inlet of the third pump 13, and the port b of the fifth valve 27 is connected with the port a of the fourth valve 29. The port b of the fourth valve 29, the port c of the sixth valve 26, and the port a of the twelfth valve 17 are connected. The port c of the second valve 31 is connected to the port b of the sixth valve 26, and the port a of the third valve 28 is connected to the port b of the ninth valve 25.

The sixth valve 26 and the fifth valve 27 can control whether or not the cooling liquid flows through the motor heat exchanger 9, and select the source of the cooling liquid flowing into the motor heat exchanger 9. The application of the first heat exchanger 104 and the second heat exchanger 103 in the system can be controlled by the sixth valve 26, the fifth valve 27, the third valve 28, the fourth valve 29, the first valve 30 and the second valve 31. For example, the cooling fluid flowing through the first heat exchanger 104 may be controlled to be from the same circuit as the cooling fluid flowing through the second heat exchanger 103, or from different circuits; the communication mode of the first heat exchanger 104 and the second heat exchanger 103 can also be controlled to be in series or in parallel; and controlling the communication mode among the first heat exchanger 104, the second heat exchanger 103 and the motor heat exchange device 9.

The thermal management system provided by the embodiment of the application can be applied to an electric automobile, the electric automobile is provided with an air conditioning box 20 for exchanging heat with air in a passenger compartment, a sixth heat exchanger 101 and a seventh heat exchanger 102 are arranged in the air conditioning box 20, and the sixth heat exchanger 101 and the seventh heat exchanger 102 are used for exchanging heat with the air in the air conditioning box 20 and used for adjusting the temperature of the passenger compartment. The seventh heat exchanger 102 is located on the downstream side of the air flow with respect to the sixth heat exchanger 101, and a blower is provided in the air conditioning case 20 for guiding the flow of air in the air conditioning case 20. The first heat exchanger 104 and the second heat exchanger 103 are arranged near an air inlet grille of the automobile, and the first heat exchanger 104 and the second heat exchanger 103 are used for exchanging heat with the atmospheric environment and releasing heat to the atmospheric environment or absorbing heat from the atmospheric environment. The first heat exchanger 104 is located on a downstream side of the air flow with respect to the second heat exchanger 103, and a fan device is provided for guiding the flow of air. The compressor 1 and the gas-liquid separation device 7 are disposed in a front cavity of the cab.

The seventh heat exchanger 102, the sixth heat exchanger 101, the first heat exchanger 104, and the second heat exchanger 103 are all air-cooled heat exchangers, and are all used for exchanging heat with air, and the structures of the air-cooled heat exchangers are well known to those skilled in the art, and are not described in detail herein.

The thermal management system of the embodiment has a plurality of working modes, including a heating mode, a cooling mode, a heating and dehumidifying mode, a battery preheating mode, a battery cooling mode, a defrosting mode, and the like. In all operating modes, the fourth heat exchanger 2 functions as a condenser and the fifth heat exchanger 4 functions as an evaporator. The sixth heat exchanger 101 functions as a cool air core to lower the temperature of the air introduced into the passenger compartment, and the seventh heat exchanger 102 functions as a warm air core to raise the temperature of the air introduced into the passenger compartment.

The thermal management system of the embodiment is not only suitable for vehicles, but also suitable for other heat exchange systems needing thermal management, and for convenience of description, the description of the application takes the application to the vehicles as an example for description.

As shown in fig. 2 to 4, in the case where the ambient temperature is high, the communication state of the plurality of flow rate adjusting devices may be adjusted according to whether the cooling demand is made for the passenger compartment and the battery, and the function of cooling the passenger compartment singly, the battery singly or both the passenger compartment and the battery is realized.

Referring to FIG. 2, when only the battery has a cooling demand, the thermal management system is in a first cooling mode. The compressor 1 is turned on, the refrigerant system is in an operating state, the refrigerant in the fifth heat exchanging portion 41 absorbs the temperature of the coolant in the sixth heat exchanging portion 42, and the refrigerant in the third heat exchanging portion 21 releases heat to the coolant in the fourth heat exchanging portion 22.

In the coolant system, at least one of the first pump 11 and the fourth pump 14 is turned on, and at least one of the second pump 12 and the third pump 13 is turned on. The cooling liquid system forms two cooling liquid loops which are not communicated through a plurality of flow regulating devices.

In the first coolant circuit, the first pump 11, the fourth pump 14, the third heat exchanger 5, the battery heat exchanging device 6, the heating device 8, and the sixth heat exchanging portion 42 are communicated to form a circuit. The port a of the tenth valve 15 communicates with the port c, the port a of the eleventh valve 16 communicates with the port c, the port a of the twelfth valve 17 communicates with the port c, the port a of the thirteenth valve 18 communicates with the port b, the port a of the fourteenth valve 19 communicates with the port b, the port a of the fifteenth valve 20 communicates with the port c, and the port a of the ninth valve 25 communicates with the port c. The coolant flowing out of the outlet of the first pump 11 passes through the first heat exchanging portion 52, the battery heat exchanging device 6, the fourth pump 14, the second heat exchanging portion 51, the heating device 8, and the sixth heat exchanging portion 42 in this order, and then returns to the inlet of the first pump 11, and circulates in this manner. The heating device 8 is switched off and used as a conduit. The coolant cooled by the sixth heat exchanging portion 42 flows to the first heat exchanging portion 52 first, and in the third heat exchanger 5, the coolant in the first heat exchanging portion 52 exchanges heat with the coolant in the second heat exchanging portion 51, and the temperature of the coolant increases. The cooling liquid flowing out of the first heat exchanging portion 52 flows into the battery heat exchanging device 6, the cooling liquid exchanges heat with the battery to cool the battery, and the temperature of the cooling liquid flowing through the battery heat exchanging device 6 is further increased. The coolant after temperature rise flows through the second heat exchanging part 51, then flows into the sixth heat exchanging part 42 to be cooled again, and thus circulates.

In the first coolant liquid return circuit, the coolant liquid temperature that flows out from sixth heat transfer portion 42 is lower, and third heat exchanger 5 protects the battery, avoids too low temperature's coolant liquid to cause the injury to the battery.

In the second cooling liquid loop, the second pump 12, the first heat exchanger 104, the motor heat exchange device 9, the third pump 13, the second heat exchanger 103 and the fourth heat exchange part 22 are communicated to form a loop. The port a of the seventh valve 23 communicates with the port b, the port b of the eighth valve 24 communicates with the port c, the port a of the sixth valve 26 communicates with the port b, the port a of the fifth valve 27 communicates with the port c, the port b of the third valve 28 communicates with the port c, the port b and the port c of the fourth valve 29 communicate, the port b and the port c of the first valve 30 communicate, and the port b of the second valve 31 communicates with the port c. The cooling liquid flowing out from the outlet of the second pump 12 passes through the first heat exchanger 104, the motor heat exchanging device 9, the third pump 13, the second heat exchanger 103 and the fourth heat exchanging part 22 in sequence, then returns to the inlet of the second pump 12, and circulates in this way. The cooling liquid heated in the fourth heat exchanging portion 22 flows to the first heat exchanger 104 first to exchange heat with the atmospheric environment, the cooling liquid is cooled for the first time, the cooled cooling liquid flows to the motor heat exchanging device 9 to exchange heat with the motor, so that the motor is cooled, the cooling liquid flows through the motor heat exchanging device 9 and then is heated, the heated cooling liquid flows to the second heat exchanger 103 to exchange heat with the atmospheric environment again, the cooling liquid is cooled for the second time, the cooled cooling liquid flows to the fourth heat exchanging portion 22 to be heated again, and the cooling liquid flows in a circulating manner.

In the second coolant circuit, the coolant is cooled twice by the second heat exchanger 103 and the first heat exchanger 104, and it is possible to ensure that the coolant in the second coolant circuit is sufficiently cooled. And the motor heat exchange device 9 is connected between the first heat exchanger 104 and the second heat exchanger 103, so that the sectional management of heat is realized, and the influence of the heat at the fourth heat exchange part 22 on the heat dissipation of the motor is reduced.

Referring to FIG. 3, the thermal management system is in the second cooling mode when both the passenger compartment and the battery have a cooling demand. The compressor 1 is turned on, the refrigerant system is in an operating state, the refrigerant in the fifth heat exchanging portion 41 absorbs the temperature of the coolant in the sixth heat exchanging portion 42, and the refrigerant in the third heat exchanging portion 21 releases heat to the coolant in the fourth heat exchanging portion 22.

The cooling liquid system in the second cooling mode is substantially the same as the cooling liquid system in the first cooling mode, the cooling liquid system forms two cooling liquid loops which are not communicated through the plurality of flow rate adjusting devices, and the related description of the first cooling mode can be referred to for the same parts, and the details are not repeated here. The difference lies in that: the port a of the eleventh valve 16 communicates with the ports b and c, and the port a of the fifteenth valve 20 communicates with the ports b and c. In the first coolant circuit, the first pump 11, the fourth pump 14, the third heat exchanger 5, the battery heat exchanger 6, and the sixth heat exchanging portion 42 are communicated to form a circuit, and the first pump 11, the sixth heat exchanger 101, the heating device 8, and the sixth heat exchanging portion 42 are communicated to form a circuit.

The cooling liquid flowing out of the outlet of the first pump 11 is divided into two paths through an eleventh valve 16, one path of cooling liquid flows to the battery heat exchange device 6 to cool the battery, and the temperature of the cooling liquid is raised; the other flow is directed to the sixth heat exchanger 101, and exchanges heat with the air in the air conditioning compartment 20 to cool the passenger compartment, and the coolant is warmed. The two paths of heated coolant are collected by the fifteenth valve 20, and then flow to the sixth heat exchanging portion 42 again to be cooled, and thus flow in a circulating manner.

For guaranteeing the refrigeration effect of passenger cabin, the export coolant temperature of sixth heat transfer portion 42 is lower relatively, if not set up third heat exchanger 5, battery heat transfer device 6's entry is direct and the export intercommunication of sixth heat transfer portion 42, on the one hand, the coolant temperature is crossed lowly and can be caused the injury to the battery, on the other hand, because the volume of battery is great, after battery heat transfer device 6 and the battery heat transfer, the temperature of the coolant that flows out from battery heat transfer device 6 is higher relatively, can make the entry coolant temperature of sixth heat transfer portion 42 higher, the heat transfer ability of fifth heat exchanger 4 is certain, can't ensure again from the sufficient low of export coolant temperature of sixth heat transfer portion 42, thereby can influence the refrigeration effect of passenger cabin.

In this embodiment, the third heat exchanger 5 is provided before the inlet and after the outlet of the battery heat exchanging apparatus 6, so as to increase the temperature of the coolant flowing into the battery heat exchanging apparatus 6, protect the battery, reduce the temperature of the coolant flowing out of the battery heat exchanging apparatus 6, and ensure that the temperature of the outlet coolant of the sixth heat exchanging portion 42 can be sufficiently low, thereby ensuring the refrigerating effect of the passenger compartment.

Referring to FIG. 4, the thermal management system is in the third cooling mode when there is a cooling demand in only the passenger compartment. The compressor 1 is turned on, the refrigerant system is in an operating state, the refrigerant in the fifth heat exchanging portion 41 absorbs the temperature of the coolant in the sixth heat exchanging portion 42, and the refrigerant in the third heat exchanging portion 21 releases heat to the coolant in the fourth heat exchanging portion 22.

The cooling liquid system in the third cooling mode is substantially the same as the cooling liquid system in the first cooling mode, the cooling liquid system forms two cooling liquid loops which are not communicated through the plurality of flow rate adjusting devices, and reference may be made to the related description of the first cooling mode for the same parts, and details are not repeated here. The differences are as follows: the port a of the eleventh valve 16 communicates with the port b, the port a of the fifteenth valve 20 communicates with the port b, and the battery heat exchanging device 6 is not communicated with the sixth heat exchanger 101 through at least one of the tenth valve 18 and the fourteenth valve 19. In the first coolant circuit, the first pump 11, the sixth heat exchanger 101, the heating device 8, and the sixth heat exchanging portion 42 are connected in a circuit. The cooling liquid cooled by the sixth heat exchanging portion 42 flows into the sixth heat exchanger 101, the cooling liquid exchanges heat with the air in the air-conditioning box 20 to cool the passenger compartment, and the cooling liquid heated by the cooling liquid flowing through the sixth heat exchanger 101 flows into the sixth heat exchanging portion 42 to be cooled again, and thus flows circularly.

In the third cooling mode, if the battery does not need thermal management, the second cooling liquid circuit in the mode is communicated in the same way as the second cooling liquid circuit in the first cooling mode. If the battery has not yet reached the temperature drop limit, i.e. the battery temperature does not need to be cooled or even needs to be heated, referring to fig. 4, the twelfth valve 17 may be switched to communicate with the port a and the port b, and the thirteenth valve 18 may be switched to communicate with the port a and the port c. The coolant flowing out of the second heat exchanger 103 flows through the first heat exchanging portion 52, the battery heat exchanging device 6, the fourth pump 14, and the second heat exchanging portion 51 in this order, and then flows back to the fourth heat exchanging portion 22. The heat storage capacity of the battery is utilized to further lower the temperature of the coolant flowing back to the fourth heat exchanging portion 22, and the heat dissipation capacity of the second coolant circuit is improved.

In the related art, the first heat exchanger 104 and the fourth heat exchanging portion 22 are communicated to form one loop, the second heat exchanger 103 and the motor heat exchanging device 9 are communicated to form another loop, the two loops are not communicated, the first heat exchanger 104 releases heat brought by the fourth heat exchanging portion 22, and the second heat exchanger 103 releases heat of the motor. If the heat dissipation capability of the first heat exchanger 104 is insufficient, the heat exchange capability at the fourth heat exchanger 2 is poor, resulting in poor cooling effect of the battery. At this time, even if the heat exchange capacity of the second heat exchanger 103 is surplus, sufficient cooling of the motor can be achieved, and the heat exchange capacity of the second heat exchanger 103 is wasted. Under the first refrigeration mode, second refrigeration mode and the third refrigeration mode of this application, first heat exchanger 104 and second heat exchanger 103 are established ties the intercommunication, carry out twice cooling through first heat exchanger 104 and second heat exchanger 103, and the heat transfer ability of make full use of first heat exchanger 104 and second heat exchanger 103 promotes the heat transfer ability of fourth heat exchanger 2 to ensure refrigeration effect, nevertheless do not lead to the fact the influence to the cooling effect of motor.

As shown in fig. 5 to 7, when the ambient temperature is low, the communication state of the plurality of flow rate adjusting devices can be adjusted according to whether the passenger compartment and the battery have heating requirements, so that the functions of heating the passenger compartment alone, the battery alone or the passenger compartment and the battery simultaneously can be realized.

Referring to fig. 5, when only the battery has a heating demand, the thermal management system is in the first heating mode. The compressor 1 is turned on, the refrigerant system is in an operating state, the refrigerant in the fifth heat exchanging portion 41 absorbs the temperature of the coolant in the sixth heat exchanging portion 42, and the refrigerant in the third heat exchanging portion 21 releases heat to the coolant in the fourth heat exchanging portion 22.

In the coolant system, the first pump 11 is turned on, and at least one of the second pump 12 and the fourth pump 14 is turned on. The cooling liquid system forms two cooling liquid loops which are not communicated through a plurality of flow regulating devices.

In the first coolant circuit, the first pump 11, the first heat exchanger 104, the heating device 8, and the sixth heat exchanging portion 42 are communicated to form a circuit, and the first pump 11, the second heat exchanger 103, the heating device 8, and the sixth heat exchanging portion 42 are communicated to form a circuit. The port a of the tenth valve 15 communicates with the port b, the port b of the ninth valve 25 communicates with the port c, the port b of the fifth valve 27 communicates with the port c, the port a of the third valve 28 communicates with the port b and the port c, the port a and the port c of the fourth valve 29 communicate, and the port a and the port b of the first valve 30 communicate. The coolant flowing out from the outlet of the first pump 11 is divided into two paths, one path flows to the first heat exchanger 104, the other path flows to the second heat exchanger 103, heat is absorbed from the atmospheric environment, the coolant after temperature rise is collected by the third valve 28, then flows into the sixth heat exchanging portion 42 after passing through the heating device 8, the temperature of the coolant is lowered again, and flows back to the inlet of the first pump 11, and the coolant circulates in this way. If the heat obtained from the first heat exchanger 104 and the second heat exchanger 103 can meet the requirement of the fifth heat exchanger 4, the heating device 8 can be closed, and the energy consumption is reduced; otherwise, when the condition is not satisfied, the heating device 8 can be turned on for heat supplement.

In the first cooling liquid loop, heat is obtained from the atmospheric environment through the first heat exchanger 104 and the second heat exchanger 103 at the same time, the heat of the external environment is fully utilized, the use of the heating device 8 is reduced, the energy consumption is reduced, and the cruising ability is improved.

In the second coolant circuit, the second pump 12, the seventh heat exchanger 102, the third heat exchanger 5, the battery heat exchanging device 6, the fourth pump 14, and the fourth heat exchanging portion 22 are connected in a circuit. The port b of the twelfth valve 17 communicates with the port c, the port a of the thirteenth valve 18 communicates with the port c, the port b of the seventh valve 23 communicates with the port c, and the port a of the eighth valve 24 communicates with the port b. The coolant flowing out of the outlet of the second pump 12 passes through the seventh heat exchanger 102, the first heat exchanging portion 52, the battery heat exchanging device 6, the fourth pump 14, the second heat exchanging portion 51, and the fourth heat exchanging portion 22 in this order, and then returns to the inlet of the second pump 12, and circulates in this manner. The coolant heated in the fourth heat exchange portion 22 flows into the first heat exchange portion 52 after passing through the seventh heat exchanger 102, and at this time, the seventh heat exchanger 102 serves as a pipe, and heat exchange does not occur at the seventh heat exchanger 102. In the third heat exchanger 5, the coolant in the first heat exchanging portion 52 exchanges heat with the coolant in the second heat exchanging portion 51, and the temperature of the coolant decreases. The coolant flowing out of the first heat exchanging portion 52 flows to the battery heat exchanging device 6, and the coolant exchanges heat with the battery to heat the battery, so that the temperature of the coolant is further reduced. The coolant flowing out of the battery heat exchanging device 6 flows through the second heat exchanging portion 51, then flows to the fourth heat exchanging portion 22, is heated again in the fourth heat exchanging portion 22, and thus circulates.

In the second cooling liquid loop, the temperature of the cooling liquid flowing out of the fourth heat exchanging part 22 is high, and the third heat exchanger 5 protects the battery, so that the battery is prevented from being damaged by the cooling liquid with too high temperature.

Under first mode of heating, the motor is out of work, so the motor does not have the heat management demand, through the control to a plurality of flow regulator for first coolant liquid return circuit and second coolant liquid return circuit do not all flow through motor heat transfer device 9. In the mode, heat is absorbed from the atmospheric environment, the heating of the battery is realized, and energy is saved.

Referring to FIG. 6, the thermal management system is in the second heating mode when both the passenger compartment and the battery have a heating demand. The compressor 1 is turned on, the refrigerant system is in an operating state, the refrigerant in the fifth heat exchanging portion 41 absorbs the temperature of the coolant in the sixth heat exchanging portion 42, and the refrigerant in the third heat exchanging portion 21 releases heat to the coolant in the fourth heat exchanging portion 22.

In the coolant system, the first pump 11 and the third pump 13 are turned on, and at least one of the second pump 12 and the fourth pump 14 is turned on. The cooling liquid system forms three cooling liquid loops which are not communicated through a plurality of flow regulating devices.

In the first coolant circuit, the first pump 11, the first heat exchanger 104, the heating device 8, and the sixth heat exchanging portion 42 are connected in a circuit. In the second cooling liquid loop, the third pump 13, the second heat exchanger 103 and the motor heat exchange device 9 are communicated to form a loop. The port a of the tenth valve 15 communicates with the port b, the port b of the ninth valve 25 communicates with the port c, the port a and the port b of the sixth valve 26 communicate, the port a of the fifth valve 27 communicates with the port b, the port a of the third valve 28 communicates with the port c, the port a and the port c of the fourth valve 29 communicate, the port b and the port c of the first valve 30 communicate, and the port b and the port c of the second valve 31 communicate.

In the first coolant circuit, the coolant flowing out from the outlet of the first pump 11 passes through the first heat exchanger 104, the heating device 8, and the sixth heat exchanging portion 42 in this order, and then returns to the inlet of the first pump 11, and circulates in this manner. The coolant cooled in the sixth heat exchanging portion 42 flows into the first heat exchanger 104, absorbs heat from the atmospheric air and the second heat exchanger 103, and the temperature of the coolant increases. After flowing through the heating device 8, the coolant flowing out of the first heat exchanger 104 flows into the sixth heat exchanging portion 42, and the temperature of the coolant decreases again, so that the coolant circulates. If the heat obtained from the atmospheric environment and the second heat exchanger 103 can meet the requirements of the fifth heat exchanger 4, the heating device 8 can be closed, and the energy consumption is reduced; otherwise, when the condition is not satisfied, the heating device 8 can be turned on for heat supplement.

In the second cooling liquid loop, in the motor heat exchange device 9, the cooling liquid exchanges heat with the motor, so that the motor is cooled, and the temperature of the cooling liquid is increased. The heated coolant flows to the second heat exchanger 103, and heat is released to the atmosphere at the second heat exchanger 103, so that the temperature of the coolant decreases. The cooling after the temperature reduction flows to the motor heat exchanging device 9 again, and the heat of the motor is absorbed again, so that the motor cooling is realized, and the circulation is carried out. Because the first heat exchanger 104 and the second heat exchanger 103 are arranged side by side, and the second heat exchanger 103 is arranged on the windward side of the first heat exchanger 104, air in the atmospheric environment exchanges heat with the cooling liquid in the second heat exchanger 103, the air is heated, the heated air flows through the first heat exchanger 104, and the cooling liquid in the first heat exchanger 104 absorbs heat in the air. So set up for coolant liquid in the first heat exchanger 104 not only obtains the heat from the atmospheric environment, can also obtain the heat from second heat exchanger 103, retrieves the waste heat of motor promptly, can promote the heat transfer ability of fifth heat exchanger 4, thereby promotes the heating effect of passenger cabin.

The reason why the motor heat exchange device 9 and the sixth heat exchange portion 42 are respectively connected to the two non-communicated loops is that: the temperature of the coolant that flows from motor heat transfer unit 9 and the temperature of the coolant that flows from sixth heat transfer portion 42 differ greatly, and the coolant that flows from sixth heat transfer portion 42 directly flows to motor heat transfer unit 9 and can produce the injury to the motor, and the coolant temperature of motor heat transfer unit 9's export is unstable. In order to avoid the introduction of high-frequency fluctuation into the system, the second cooling liquid loop is used for realizing the independent heat dissipation of the motor, but the second heat exchanger 103 can play a role in preheating the inlet air, so that the first heat exchanger 104 can absorb more heat from the outside.

In the third coolant circuit, the second pump 12, the seventh heat exchanger 102, the third heat exchanger 5, the battery heat exchanging device 6, the fourth pump 14, and the fourth heat exchanging portion 22 are connected in a circuit. The port b of the twelfth valve 17 communicates with the port c, the port a of the thirteenth valve 18 communicates with the port c, the port b of the seventh valve 23 communicates with the port c, and the port a of the eighth valve 24 communicates with the port b. The coolant flowing out of the outlet of the second pump 12 passes through the seventh heat exchanger 102, the first heat exchanging portion 52, the battery heat exchanging device 6, the fourth pump 14, the second heat exchanging portion 51, and the fourth heat exchanging portion 22 in this order, and then returns to the inlet of the second pump 12, and circulates in this manner. The coolant heated in the fourth heat exchanging portion 22 flows to the seventh heat exchanger 102, and the coolant in the seventh heat exchanger 102 exchanges heat with the air in the air-conditioning box 20, so that the heating of the passenger compartment is achieved and the coolant temperature is lowered. The coolant flowing out of the seventh heat exchanger 102 flows into the first heat exchanging portion 52, and in the third heat exchanger 5, the coolant in the first heat exchanging portion 52 exchanges heat with the coolant in the second heat exchanging portion 51, and the temperature of the coolant further decreases. The coolant flowing out of the first heat exchanging portion 52 flows to the battery heat exchanging device 6, and the coolant exchanges heat with the battery to heat the battery, so that the temperature of the coolant is reduced again. The coolant flowing out of the battery heat exchanging device 6 flows through the second heat exchanging portion 51, then flows to the fourth heat exchanging portion 22, is heated again in the fourth heat exchanging portion 22, and thus circulates. The third heat exchanger 5 protects the battery and prevents the battery from being damaged by the cooling liquid with too high temperature.

In some other embodiments, the seventh valve 23 may be switched to communicate the port a with the port b and the port c, and a part of the coolant flowing out of the seventh heat exchanger 102 directly flows to the fourth heat exchanging portion 22, and another part of the coolant flows to the fourth heat exchanging portion 22 after flowing to the battery heat exchanging device 6. With this arrangement, only a portion of the coolant flows through the battery heat exchanging device 6, the thermal shock to the battery is small, and the temperature of the coolant at the inlet of the fourth heat exchanging portion 22 can be raised, so that the temperature of the coolant at the outlet of the fourth heat exchanging portion 22 is ensured to be sufficiently high, thereby ensuring the heating effect of the passenger compartment.

Referring to fig. 7, the thermal management system is in a third heating mode when only the passenger compartment has a heating demand. The compressor 1 is turned on, the refrigerant system is in an operating state, the refrigerant in the fifth heat exchanging portion 41 absorbs the temperature of the coolant in the sixth heat exchanging portion 42, and the refrigerant in the third heat exchanging portion 21 releases heat to the coolant in the fourth heat exchanging portion 22.

The cooling liquid system in the third heating mode is substantially the same as the cooling liquid system in the first heating mode, the cooling liquid system forms two cooling liquid loops which are not communicated through the plurality of flow rate adjusting devices, and reference may be made to the related description of the first heating mode for the same points, and details are not repeated here. The differences are as follows: the port a of the seventh valve 23 communicates with the port c. In the second coolant circuit, the second pump 12, the seventh heat exchanger 102, and the fourth heat exchanging portion 22 are connected in a circuit. The coolant heated by the fourth heat exchanging portion 22 flows into the seventh heat exchanger 102, exchanges heat with air in the air conditioning box 20 to heat the passenger compartment, and flows into the fourth heat exchanging portion 22 to be heated again, and circulates in this way.

In this embodiment, the electric machine and the battery do not require thermal management, and the first coolant circuit in this mode communicates in the same manner as the first coolant circuit in the first heating mode, absorbing heat from the ambient environment through the first heat exchanger 104 and the second heat exchanger 103.

In some other embodiments, when the motor has residual heat and the battery has not yet reached the heat compensation limit, or when the battery has residual heat and needs cooling, referring to fig. 7, the twelfth valve 17 may be switched to communicate with the port a and the port b, the thirteenth valve 18 may be switched to communicate with the port a and the port b, the fourteenth valve 19 may be switched to communicate with the port a and the port b, the fifteenth valve 20 may be switched to communicate with the port c, the ninth valve 25 may be switched to communicate with the port a and the port c, the sixth valve 26 may be switched to communicate with the port a and the port c, the fifth valve 27 may be switched to communicate with the port a and the port b, the third valve 28 may be switched to communicate with the port c, the fourth valve 29 may be switched to communicate with the port a and the port c, the first valve 30 may be switched to communicate with the port b, and the second valve 31 may be switched to communicate with the port a and the port b.

The coolant flowing out of the outlet of the second pump 12 passes through the first heat exchanger 104, the second heat exchanger 103, the motor heat exchanger 9, the third pump 13, the first heat exchanging portion 52, the battery heat exchanger 6, the fourth pump 14, the second heat exchanging portion 51, the heating device 8, and the sixth heat exchanging portion 42 in this order, and then returns to the inlet of the second pump 12, and circulates in this manner. The coolant cooled in the fourth heat exchanging portion 22 first absorbs heat from the atmospheric environment, and then absorbs heat from the motor and the battery in this order. The heat of the atmospheric environment is fully utilized, and the waste heat of the motor and the battery is recycled.

At this time, the fourteenth valve 19 may be switched so that the port a communicates with the port b and the port c, and the fifteenth valve 20 may be switched so that the port a communicates with the port b and the port c, or the fourteenth valve 19 may be switched so that the port a communicates with the port c, and the fifteenth valve 20 may be switched so that the port a communicates with the port b. The cooling liquid with higher temperature flowing out of the second heat exchanging part 51 flows through the sixth heat exchanger 101, and the sixth heat exchanger 101 is arranged on the windward side of the seventh heat exchanger 102, so that the sixth heat exchanger 101 can be used for preheating the air in the air conditioning cabinet 20, and the heating effect is improved.

In some other embodiments, when only the motor has waste heat generated, referring to the coolant system of fig. 6, the states of the plurality of flow regulating devices may be switched, the waste heat of the motor may be released through the second heat exchanger 103, and heat may be absorbed from the second heat exchanger 103 and the ambient environment through the first heat exchanger 104.

Under the first mode of heating and the third mode of heating of this application, first heat exchanger 104 and second heat exchanger 103 series connection intercommunication or parallelly connected intercommunication absorb heat from the atmospheric environment through first heat exchanger 104 and second heat exchanger 103, and the heat transfer ability of make full use of first heat exchanger 104 and second heat exchanger 103 promotes the heat transfer ability of fifth heat exchanger 4 to ensure the effect of heating.

As shown in fig. 8, when the ambient temperature is low and the humidity is high, the passenger compartment needs heating and dehumidifying. The thermal management system is in a heating and dehumidifying mode, the compressor 1 is turned on, the refrigerant system is in an operating state, the refrigerant in the fifth heat exchanging portion 41 absorbs the temperature of the coolant in the sixth heat exchanging portion 42, and the refrigerant in the third heat exchanging portion 21 releases heat to the coolant in the fourth heat exchanging portion 22.

In the cooling liquid system, the first pump 11 and the second pump 12 are started, and the third pump 13 and the fourth pump 14 can be selectively started. The cooling liquid system forms two cooling liquid loops which are not communicated through a plurality of flow regulating devices.

In the first coolant circuit, the first pump 11, the first heat exchanger 104, the second heat exchanger 103, the motor heat exchanger 9, the third pump 13, the third heat exchanger 5, the battery heat exchanger 6, the fourth pump 14, the heating device 8, and the sixth heat exchanging portion 42 are communicated to form a circuit, and the first pump 11, the sixth heat exchanger 101, the heating device 8, and the sixth heat exchanging portion 42 are communicated to form a circuit. The port a of the tenth valve 15 communicates with the port b and the port c, the port a of the eleventh valve 16 communicates with the port b, the port a of the twelfth valve 17 communicates with the port b, the port a of the thirteenth valve 18 communicates with the port b, the port a of the fourteenth valve 19 communicates with the port b, the port a of the fifteenth valve 20 communicates with the port b and the port c, the port a of the ninth valve 25 communicates with the port c, the port a of the sixth valve 26 communicates with the port c, the port a of the fifth valve 27 communicates with the port b, the port b of the third valve 28 communicates with the port c, the port a and the port c of the fourth valve 29 communicate, the port b and the port c of the first valve 30 communicate, and the port a and the port b of the second valve 31 communicate.

The cooling liquid flowing out of the outlet of the first pump 11 is divided into two paths, one path flows to the sixth heat exchanger 101, and the heat exchange with the air in the air conditioning box 20 is realized through the sixth heat exchanger 101, so that the purpose of dehumidification is realized. The other path of the waste heat flows through the first heat exchanger 104, the second heat exchanger 103, the motor heat exchange device 9, the third pump 13, the first heat exchange part 52, the battery heat exchange device 6, the fourth pump 14 and the second heat exchange part 51 in sequence, absorbs heat from the atmospheric environment through the first heat exchanger 104 and the second heat exchanger 103, flows through the motor heat exchange device 9 and the battery heat exchange device 6, and recovers the waste heat of the motor and the battery. The coolant flowing out of the sixth heat exchanger 101 and the coolant flowing out of the second heat exchanging portion 51 are collected, pass through the heating device 8 and the sixth heat exchanging portion 42, and flow back to the inlet of the first pump 11, and thus circulate. The third pump 13 and the fourth pump 14 may be turned on or off, and the heating device 8 may be turned on or off, depending on the state of the system.

In the second coolant circuit, the second pump 12, the seventh heat exchanger 102, and the fourth heat exchanging portion 22 are connected in a circuit. Port a of the seventh valve 23 communicates with port c, and port a of the eighth valve 24 communicates with port b. The coolant heated by the fourth heat exchanging portion 22 flows into the seventh heat exchanger 102, exchanges heat with air in the air conditioning box 20 to heat the passenger compartment, and flows into the fourth heat exchanging portion 22 to be heated again, and circulates in this way.

In the air conditioning cabinet 20, a sixth heat exchanger 101 and a seventh heat exchanger 102 are arranged side by side, the seventh heat exchanger 102 is located on the leeward side of the sixth heat exchanger 101, the humid air firstly flows through the sixth heat exchanger 101 with a low surface temperature, water in the air is separated out when encountering cold, and the air flowing through the sixth heat exchanger 101 is dried. The dried air exchanges heat with the seventh heat exchanger 102, the air is heated, and the heated dried air is blown into the passenger compartment under the guidance of the fan, so that the heating and dehumidifying functions of the passenger compartment are realized.

In some other embodiments, in the heating and dehumidifying mode, when the battery has no waste heat and the motor has waste heat, the states of the plurality of flow regulating devices may be switched, referring to fig. 6 and 8, so that the cooling liquid flowing out from the outlet of the first pump 11 is divided into two paths, one path flows to the sixth heat exchanger 101, the other path flows to the first heat exchanger 104, and then the two paths flow through the heating device 8 and the sixth heat exchanging portion 42 after being collected and return to the inlet of the first pump 11, and the above cycle is performed. And the third pump 13, the motor heat exchange device 9 and the second heat exchanger 103 are communicated to form a loop, and the waste heat of the motor is released into the air through the second heat exchanger 103 and then recycled through the first heat exchanger 104.

In some other embodiments, in the heating and dehumidifying mode, when there is no waste heat in both the battery and the motor, the states of the plurality of flow regulating devices may be switched, referring to fig. 5 and 8, so that the coolant flowing out from the outlet of the first pump 11 is divided into two paths, and one path flows to the sixth heat exchanger 101, thereby dehumidifying the passenger compartment; the other branch is divided again to the first heat exchanger 104 and the second heat exchanger 103, absorbs heat from the atmosphere, and then flows through the heating device 8 and the sixth heat exchanging portion 42 after being converged, returns to the inlet of the first pump 11, and circulates in this way.

After the vehicle operates in the first heating mode, the second heating mode or the third heating mode for a period of time, because the external environment has a low temperature and a high humidity, the first heat exchanger 104 and the second heat exchanger 103 may be frosted, and at this time, the defrosting mode needs to be operated to delay frosting of the first heat exchanger 104 and the second heat exchanger 103 or to defrost the first heat exchanger 104 and the second heat exchanger 103. At this time, the thermal management system is in the defrosting mode, and referring to fig. 9, the compressor 1 is turned on, the refrigerant system is in an operating state, the refrigerant in the fifth heat exchanging portion 41 absorbs the temperature of the coolant in the sixth heat exchanging portion 42, and the refrigerant in the third heat exchanging portion 21 releases heat to the coolant in the fourth heat exchanging portion 22.

In the cooling liquid system, the first pump 11, the second pump 12 and the third pump 13 are started, and the four pumps can be selectively started. The cooling liquid system forms three cooling liquid loops which are not communicated through a plurality of flow regulating devices.

In the first coolant circuit, the second pump 12, the seventh heat exchanger 102, and the fourth heat exchanging portion 22 are connected in a loop. Port a of the seventh valve 23 communicates with port c, and port a of the eighth valve 24 communicates with port b. The coolant heated by the fourth heat exchanging portion 22 flows into the seventh heat exchanger 102, exchanges heat with air in the air conditioning box 20 to heat the passenger compartment, and flows into the fourth heat exchanging portion 22 to be heated again, and circulates in this way.

In the second coolant circuit, the first pump 11, the third heat exchanger 5, the battery heat exchanging device 6, the fourth pump 14, the heating device 8, and the sixth heat exchanging portion 42 are connected to form a circuit. The port a of the tenth valve 15 communicates with the port c, the port a of the eleventh valve 16 communicates with the port c, the port a of the thirteenth valve 18 communicates with the port b, the port a of the fourteenth valve 19 communicates with the port b, the port a of the fifteenth valve 20 communicates with the port c, and the port a of the ninth valve 25 communicates with the port c. The third heat exchanger 5 protects the battery and can be used for supplying heat to the heating device 8 according to the state of the system.

In the third cooling liquid loop, the third pump 13, the first heat exchanger 104 and the motor heat exchanging device 9 are communicated to form a loop, and the third pump 13, the second heat exchanger 103 and the motor heat exchanging device 9 are communicated to form a loop. The port a of the sixth valve 26 communicates with the port b, the port a of the fifth valve 27 communicates with the ports b and c, the port b of the third valve 28 communicates with the port c, the port a and the port c of the fourth valve 29 communicate, the port a of the first valve 30 communicates with the port b and the port c, and the port b and the port c of the second valve 31 communicate. In the motor heat exchange device 9, the cooling liquid exchanges heat with the motor, and the temperature of the cooling liquid rises. The heated cooling liquid flows to the first heat exchanger 104 and the second heat exchanger 103 respectively, defrosting of the first heat exchanger 104 and the second heat exchanger 103 is achieved, and the temperature of the cooling liquid is reduced. And the cooled water with the reduced temperature flows to the motor heat exchange device 9 again to absorb the heat of the motor again, and the process is circulated. The heat of the motor is utilized to realize defrosting, the effective utilization of waste heat is realized, and the energy consumption is reduced, so that the cruising ability is improved.

In some other embodiments, in the defrosting mode, the communication state of the first valve 30 may be switched, and defrosting of the first heat exchanger 104 may be separately realized first, and then defrosting of the second heat exchanger 103 may be separately realized; or firstly, the defrosting of the second heat exchanger 103 is realized separately, and then the defrosting of the first heat exchanger 104 is realized separately, so that the defrosting efficiency is improved.

In the application, "connection" between two components may be direct connection or connection through a pipeline, and a pipeline may be only provided between the two components, or a valve or other components may be provided between the two components in addition to the pipeline. Similarly, the "communication" between two components in the present application may be direct communication, or may be communication achieved through a pipeline, and the two components may be only communicated through a pipeline, or may be communicated after a valve or other components are further provided between the two components.

The present application further provides a control method of a thermal management system, where the control method is applied to the thermal management system in the above embodiment, and the thermal management system further includes a control system, and the control system may be configured to control an operating state of the refrigerant system and an operating state of the coolant system.

Referring to fig. 1, the control system includes a controller 301 and a plurality of sensors, which can be used to acquire operation information of the seventh heat exchanger 102, the sixth heat exchanger 101, the first heat exchanger 104, the second heat exchanger 103, the motor, and the battery, and optionally, the operation information includes temperature. The controller 301 is electrically connected to the compressor 1, the throttle device 3, the blower inside the air conditioning compartment 20, the fan device at the air intake grille, the plurality of fluid driving devices, the plurality of flow rate adjusting devices, the plurality of sensors, and the like. The controller 301 may be used to obtain operational information from the sensors. The controller 301 may be configured to adjust operating states of the compressor 1, the throttling device 3, the blower in the air conditioning compartment 20, the fan device at the air intake grille, the plurality of fluid driving devices, and the plurality of flow rate adjusting devices, where the adjustment of the operating state includes at least one of an opening member, a closing member, a rotation speed adjustment, an opening degree adjustment, and a power adjustment. Controller 301 may be used to implement a control method for a thermal management system.

The control method of the thermal management system comprises the following steps:

acquiring the requirements of passengers and the work information obtained by the sensors;

the controller 301 adjusts the operating state of each component in the thermal management system according to the passenger's needs and the operating information obtained from the sensors so that the thermal management system performs the appropriate air conditioning mode of operation to achieve thermal management of the passenger compartment, the motor, and the battery.

The thermal management system further comprises an interaction device, the controller 301 is electrically connected with the interaction device, and the controller 301 can obtain the requirement of the passenger through the interaction device, such as the target temperature or the operation mode required by the passenger. Alternatively, the interaction device may be a control panel of an electric vehicle. The air conditioner operation mode comprises a first cooling mode, a second cooling mode, a third cooling mode, a first heating mode, a second heating mode, a third heating mode, a heating and dehumidifying mode and a defrosting mode. The connection states of the thermal management system in the first cooling mode, the second cooling mode, the third cooling mode, the first heating mode, the second heating mode, the third heating mode, the heating and dehumidifying mode, and the defrosting mode may refer to the foregoing description, and are not described herein again.

Although the present invention has been described with reference to the preferred embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the present invention.

Claims (10)

1. A thermal management system comprising a multi-flow heat exchanger including a first flow passage portion and a second flow passage portion, the first flow passage portion and the second flow passage portion not communicating, refrigerant in the first flow passage portion being heat exchangeable with coolant in the second flow passage portion;

the thermal management system comprises a refrigerant system and a cooling liquid system, wherein the refrigerant system is not communicated with the cooling liquid system, and the refrigerant system comprises a first flow channel part; the cooling liquid system comprises a second runner portion, a first heat exchanger and a second heat exchanger, wherein the first heat exchanger and the second heat exchanger are used for exchanging heat with the atmospheric environment, an outlet of the second runner portion can be communicated with an inlet of the first heat exchanger, an outlet of the first heat exchanger can be communicated with an inlet of the second heat exchanger, and an outlet of the second heat exchanger can be communicated with an inlet of the second runner portion.

2. The thermal management system according to claim 1, wherein the coolant system comprises a third heat exchanger and a battery heat exchanging device, the third heat exchanger comprises a first heat exchanging portion and a second heat exchanging portion, and the first heat exchanging portion and the second heat exchanging portion are not communicated in the third heat exchanger;

the outlet of the second runner part can be communicated with the inlet of the first heat exchanging part, the outlet of the first heat exchanging part is communicated with the inlet of the battery heat exchanging device, the outlet of the battery heat exchanging device is communicated with the inlet of the second heat exchanging part, and the outlet of the second heat exchanging part can be communicated with the inlet of the second runner part.

3. The thermal management system of claim 1 or 2, comprising a fourth heat exchanger comprising a third heat exchange portion and a fourth heat exchange portion, the multi-channel heat exchanger comprising the fourth heat exchanger, the first channel portion comprising the third heat exchange portion, the second channel portion comprising the fourth heat exchange portion;

the refrigerant system comprises a compressor, a third heat exchange part, a throttling device and a fifth heat exchanger, wherein an outlet of the compressor is communicated with an inlet of the third heat exchange part, an outlet of the third heat exchange part is communicated with an inlet of the throttling device, an outlet of the throttling device is communicated with an inlet of the fifth heat exchanger, an outlet of the fifth heat exchanger is communicated with an inlet of the compressor, and the throttling device has a throttling function;

the cooling liquid system comprises the fourth heat exchanging part, and an outlet of the fourth heat exchanging part can be communicated with an inlet of the first heat exchanger.

4. The thermal management system according to claim 3, wherein the thermal management system comprises an air-conditioning box, a fifth heat exchanger and a sixth heat exchanger, the sixth heat exchanger is arranged in the air-conditioning box, the fifth heat exchanger comprises a fifth heat exchanging part and a sixth heat exchanging part, the fifth heat exchanging part is not communicated with the sixth heat exchanging part, an outlet of the throttling device is communicated with an inlet of the fifth heat exchanging part, and an outlet of the fifth heat exchanging part is communicated with an inlet of the compressor;

the cooling liquid system comprises the sixth heat exchanger and the sixth heat exchanging part, and an outlet of the sixth heat exchanging part can be communicated with an inlet of the sixth heat exchanger.

5. The thermal management system according to claim 3, wherein the thermal management system comprises an air conditioning cabinet, a fifth heat exchanger and a seventh heat exchanger, the seventh heat exchanger is arranged in the air conditioning cabinet, the fifth heat exchanger comprises a fifth heat exchanging part and a sixth heat exchanging part, the fifth heat exchanging part is not communicated with the sixth heat exchanging part, an outlet of the throttling device is communicated with an inlet of the fifth heat exchanging part, and an outlet of the fifth heat exchanging part is communicated with an inlet of the compressor;

the cooling liquid system comprises the seventh heat exchanger and a sixth heat exchanging part, an outlet of the sixth heat exchanging part can be communicated with an inlet of the first heat exchanger or an inlet of the second heat exchanger, and an outlet of the first heat exchanger or an outlet of the second heat exchanger can be communicated with an inlet of the sixth heat exchanging part; an outlet of the fourth heat exchanging portion may be communicated with an inlet of the seventh heat exchanger, and an outlet of the seventh heat exchanger may be communicated with an inlet of the fourth heat exchanging portion.

6. The thermal management system of claim 1, wherein the coolant system comprises an electric machine heat exchanger, a first valve, a second valve, a third valve, a fourth valve, a fifth valve, and a sixth valve, the first valve, the second valve, the third valve, the fourth valve, the fifth valve, and the sixth valve each comprising a port a, a port b, and a port c, at least two of the ports a, b, and c being in communication;

an outlet of the second flow path portion is communicable with a port a of the first valve and an inlet of the first heat exchanger, a port b of the first valve is communicable with an inlet of the second heat exchanger, an outlet of the first heat exchanger is communicable with a port c of the third valve, an outlet of the second heat exchanger is communicable with a port c of the fourth valve, and a port c of the first valve is communicable with a port b of the second valve;

the port c of the fifth valve, the port b of the third valve and the port a of the second valve are communicated, the port b of the fifth valve is communicated with the port a of the fourth valve, the port a of the fifth valve is communicated with the inlet of the motor heat exchanger, and the outlet of the motor heat exchanger is communicated with the port a of the sixth valve;

the port c of the second valve communicates with the port b of the sixth valve, and the port b of the fourth valve and the port c of the sixth valve are communicable with the inlet of the second flow passage portion.

7. The thermal management system of claim 6, wherein port a of said first valve is in communication with port b of said first valve, wherein the outlet of said second flowpath section is capable of communicating with the inlet of said first heat exchanger and the inlet of said second heat exchanger, and wherein the outlet of said first heat exchanger and the outlet of said second heat exchanger are capable of communicating with the inlet of said second flowpath section.

8. The thermal management system of claim 6, wherein port b of said first valve is in communication with port c of said first valve, port a of said second valve is in communication with port b of said second valve, port b of said third valve is in communication with port c of said third valve, and said outlet of said first heat exchanger is in communication with said inlet of said second heat exchanger.

9. The thermal management system of claim 8, wherein port a of said fourth valve is in communication with port c of said fourth valve, port a of said fifth valve is in communication with port b of said fifth valve, and the outlet of said second heat exchanger is in communication with the inlet of said electric motor heat exchanger;

alternatively, the port c of the fourth valve may communicate with the port b of the fourth valve, and the outlet of the second heat exchanger may communicate with the inlet of the second flow path portion.

10. The thermal management system of claim 6, wherein port b of the first valve is in communication with port c of the first valve, port b of the second valve is in communication with port c of the second valve, port b of the third valve is in communication with port c of the third valve, port b of the fourth valve is in communication with port c of the fourth valve, port a of the fifth valve is in communication with port c of the fifth valve, port a of the sixth valve is in communication with port b of the sixth valve, the outlet of the first heat exchanger is in communication with the inlet of the motor heat exchanger, and the outlet of the motor heat exchanger is in communication with the inlet of the second heat exchanger.

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