WO2023160198A1

WO2023160198A1 - Vehicle thermal management system and new energy vehicle

Info

Publication number: WO2023160198A1
Application number: PCT/CN2022/141453
Authority: WO
Inventors: 孟娟; 杨云; 陈杰; 赵雷兴
Original assignee: 浙江银轮机械股份有限公司
Priority date: 2022-02-23
Filing date: 2022-12-23
Publication date: 2023-08-31
Also published as: CN114654961B; CN114654961A

Abstract

A vehicle thermal management system (10) and a new energy vehicle (20). The vehicle thermal management system (10) comprises a refrigerant medium circuit. The refrigerant medium circuit comprises a compressor (110), an air conditioning box (120), a first branch (130) and a second branch (140), wherein the air conditioning box (120) comprises an evaporator (122) and a condenser (123); an inlet of the condenser (123) is in communication with an outlet of the compressor (110); an outlet of the condenser (122) is in communication with an inlet of the evaporator (122) by means of the first branch (130) and is in communication with an inlet of the compressor (110) by means of the second branch (140); an outlet of the evaporator (122) is in communication with the inlet of the compressor (110); and the first branch (130) is provided with a first throttling member (150), which is used for controlling the flow rate of a refrigerant medium flowing into the evaporator (122) and for throttling and depressurising the refrigerant medium.

Description

Automotive thermal management system and new energy vehicles

related application

This application claims the priority of the Chinese patent application filed on February 23, 2022 with the application number 202210170985.7, and the title of the invention is "A thermal management system for automobiles and new energy vehicles", the entire contents of which are incorporated in this application by reference .

technical field

This application relates to the technical field of new energy vehicles, in particular to an automotive thermal management system and new energy vehicles.

Background technique

In response to national policies and environmental protection calls, the market is now vigorously developing new energy vehicles. Thermal management systems are an important part of new energy vehicles, which greatly affect the performance of vehicles and the comfort of users. The thermal management system includes a cooling medium circuit, the cooling medium circuit at least includes a compressor and an air-conditioning box, and the air-conditioning box is provided with a condenser, an evaporator and a fan. In a low temperature environment, new energy vehicles have the need for heating and dehumidification. In related technologies, the high-temperature and high-pressure refrigerant flowing out of the compressor flows into the condenser and releases heat to the passenger compartment under the action of the fan to realize air conditioning. hot. At the same time, the refrigerating medium flowing out of the condenser becomes a low-temperature and low-pressure refrigerating medium after heat exchange, and flows into the evaporator, making the surface temperature of the evaporator lower than the temperature of the passenger compartment, and the fan blows the humid air with a higher temperature in the passenger compartment It is pumped into the air conditioning box and condenses into water on the surface of the evaporator and flows out of the passenger compartment to achieve dehumidification. However, if the temperature of the refrigerant medium in the evaporator is too low, it is easy to cause the surface temperature of the evaporator to be too low. When the evaporator exchanges heat with the humid air, the moisture in the humid air will frost or freeze on the fins, blocking the fins of the evaporator. The contact heat exchange between the sheet and the air will affect the normal operation of the entire thermal management system, and if you want to defrost, you need to ensure that the temperature of the refrigerant flowing into the evaporator is relatively high, so that the heat released by the refrigerant at the condenser will be It will be reduced, which will affect the heating effect of the passenger compartment and reduce the riding comfort. Therefore, it is very important to control the temperature of the refrigerant medium entering the evaporator during dehumidification, that is, to control the surface temperature of the evaporator.

Contents of the invention

According to various embodiments of the present application, an automobile thermal management system and a new energy automobile are provided.

A thermal management system for an automobile, comprising a refrigerant circuit, the refrigerant circuit includes a compressor, an air conditioning box, a first branch and a second branch, the air conditioning box includes an evaporator and a condenser, and the condenser The inlet is connected to the outlet of the compressor, the outlet of the condenser is connected to the inlet of the evaporator through the first branch, and is connected to the inlet of the compressor through the second branch, so The outlet of the evaporator is connected to the inlet of the compressor, and a first throttling member is provided on the first branch to control the flow of the refrigerant medium flowing into the evaporator and to throttle the refrigerant medium flowing into the evaporator. Flow Buck.

In one of the embodiments, the refrigerant medium circuit further includes a first heat exchanger and a second throttling element, and the second throttling element is arranged between the outlet of the condenser and the outlet of the first heat exchanger. Between the inlets, the outlet of the first heat exchanger communicates with the first branch and the second branch.

In one of the embodiments, the automobile thermal management system further includes a cooling medium circuit and a second heat exchanger, the second heat exchanger includes a first channel and a second channel isolated from each other, and the outlet of the condenser The inlet of the compressor is communicated with both ends of the first channel respectively, and the second channel is communicated with the cooling medium circuit.

In one of the embodiments, the cooling medium circuit includes a first pump and electric motor control, the outlet of the first pump is connected to the inlet of the electric motor control, the inlet of the first pump is connected to the electric motor The outlet of the control is connected to both ends of the second channel.

In one of the embodiments, the cooling medium circuit further includes a third heat exchanger, and the outlet of the electrical control of the motor and the inlet of the first pump are respectively communicated with both ends of the third heat exchanger.

In one embodiment, the cooling medium circuit includes a second pump and a battery, and the outlet of the second pump communicates with the inlet of the battery at both ends of the second channel.

In one of the embodiments, the cooling medium circuit further includes a PTC heater, and the two ends of the PTC heater are connected to the outlet of the second pump of the battery and the inlet of the battery respectively.

In one of the embodiments, a third throttling member is provided in front of the inlet of the first channel.

In one embodiment, the automobile thermal management system further includes a fourth throttling member, one end of the fourth throttling member is connected to the outlet of the compressor, and the other end is connected to the inlet of the compressor.

Another technical solution disclosed in the application is as follows:

A new energy vehicle, comprising the vehicle thermal management system described in any of the above technical solutions.

The details of one or more embodiments of the application are set forth in the accompanying drawings and the description below, so as to make other features, objects, and advantages of the application more comprehensible.

Description of drawings

In order to better describe and illustrate embodiments and/or examples of the present application disclosed herein, reference may be made to one or more of the accompanying drawings. Additional details or examples used to describe the figures should not be considered limitations on the scope of any of the disclosed applications, the presently described embodiments and/or examples, and the best mode of these applications currently understood.

FIG. 1 is a schematic structural diagram of an automobile thermal management system provided by an embodiment of the present application.

FIG. 2 is a schematic structural diagram of an automobile thermal management system provided by an embodiment of the present application.

FIG. 3 is a schematic structural diagram of an automobile thermal management system provided by an embodiment of the present application.

FIG. 4 is a schematic structural diagram of an automobile thermal management system provided by an embodiment of the present application.

Fig. 5 is a schematic structural diagram of a new energy vehicle provided by an embodiment of the present application.

Reference signs: 10, automobile thermal management system; 20, new energy vehicle; 110, compressor; 111, first temperature and pressure sensor; 112, second temperature and pressure sensor; 113, fourth throttling member; 120, air conditioning box 121. Blower; 122. Evaporator; 123. Condenser; 1231. First temperature sensor; 124. Temperature adjustment damper; 130. First branch; 140. Second branch; 160. The first heat exchanger; 161. The second temperature sensor; 170. The second throttle; 180. The third throttle; 190. The gas-liquid separator; 210. The first pump; 220. The electric motor control; 230. Second pump; 240. Battery; 250. Mixing pipeline; 260. PTC heater; 270. Third heat exchanger; 280. Fan; 290. Kettle; 300. Second heat exchanger; 310. First Channel; 320, second channel; 400, first switch valve; 500, second switch valve; 600, five-way valve; 610, first interface; 620, second interface; 630, third interface; 640, fourth Interface; 650, the fifth interface; 700, the first three-way pipe; 800, the second three-way pipe; 900, the four-way pipe.

Detailed ways

In order to make the above-mentioned purpose, features and advantages of the present application more obvious and understandable, the specific implementation manners of the present application will be described in detail below in conjunction with the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the application. However, the present application can be implemented in many other ways different from those described here, and those skilled in the art can make similar improvements without departing from the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

It should be noted that when a component is referred to as being “fixed on” or “set on” another component, it may be directly on the other component or there may also be an intervening component. When a component is said to be "connected" to another component, it may be directly connected to the other component or there may be intervening components at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in the specification of this application are for the purpose of illustration only and do not represent the only implementation Way.

In addition, the terms "first" and "second" are used for descriptive purposes only, and cannot be interpreted as indicating or implying relative importance or implicitly specifying the quantity of indicated technical features. Thus, the features defined as "first" and "second" may explicitly or implicitly include at least one of these features. In the description of the present application, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

In this application, unless otherwise clearly specified and limited, a first feature is "on" or "under" a second feature, which means that the first feature is directly in contact with the second feature, or that the first feature and the second feature are indirectly in contact with each other. contact through an intermediary. Moreover, "above", "above" and "above" the first feature on the second feature may mean that the first feature is directly above or obliquely above the second feature, or it only means that the first feature is horizontally higher than the second feature. "Below", "beneath" and "under" the first feature may mean that the first feature is directly below or obliquely below the second feature, or it just means that the level of the first feature is smaller than that of the second feature.

Unless otherwise defined, all technical and scientific terms used in the description of the present application have the same meaning as commonly understood by those skilled in the technical field of the present application. The terms used in the description of the present application are only for the purpose of describing specific embodiments, and are not intended to limit the present application. The term "and/or" used in the specification of the present application includes any and all combinations of one or more related listed items.

The automotive thermal management system and the new energy vehicle of the present application will be described in further detail below in conjunction with the accompanying drawings and specific embodiments:

As shown in FIG. 5 , a new energy vehicle 20 includes a vehicle thermal management system 10 , and the vehicle thermal management system 10 is an important factor affecting the competitiveness of the new energy vehicle market. As shown in FIGS. 1-4 , the automotive thermal management system 10 includes a cooling medium circuit and a cooling medium circuit, through the circulating flow of the medium in the cooling medium circuit and the cooling medium circuit, so as to realize the conversion of different working modes. The cooling medium can be R134A, R1234YF, R290, CO2 _, etc.; the cooling medium can be water, water-glycol mixed liquid, etc.

Wherein, the refrigeration medium circuit includes a compressor 110 , an air conditioning box 120 , a first branch 130 and a second branch 140 . The compressor 110 is mainly used for compressing and transporting the gas-phase refrigeration medium, and the structure type is not limited, and it can be any one of electric compressors. The air conditioning box 120 includes a blower 121, an evaporator 122 and a condenser 123. According to customer requirements, a wind electric heater can also be installed in the air conditioning box 120. The inlet of the condenser 123 is connected to the outlet of the compressor 110, and the outlet of the condenser 123 passes through the first The branch 130 is connected to the inlet of the evaporator 122, and is connected to the inlet of the compressor 110 through the second branch 140, and the outlet of the evaporator 122 is connected to the inlet of the compressor 110. The first branch 130 is provided with a first section The flow member 150 is used to control the flow rate of the refrigerant medium flowing into the evaporator 122 and throttling and lowering the pressure of the refrigerant medium flowing into the evaporator 122 . A temperature sensor is arranged on the surface of the evaporator 122 for detecting the surface temperature of the evaporator 122 . The wind electric heater is controlled by low-voltage electricity. It is placed behind the condenser 123 in the air-conditioning box 120 and placed close to the condenser 123. In a low-temperature environment, it can exchange heat with the wind blown by the blower 121, and the heated air is blown into the passenger compartment. heating.

In this embodiment, two branches are set in the refrigerant circuit of the automobile thermal management system 10. When dehumidifying the passenger compartment at medium and low ambient temperatures, the high-temperature and high-pressure refrigerant flowing out of the compressor 110 flows into the condenser 123 and The condenser 123 releases heat to realize the heating of the passenger compartment. After the heat exchange, the refrigerant medium is divided into two paths, and one path flows into the evaporator 122 through the first branch path 130, and the humidity is lower than that of the air-conditioning box 120 sucked from the passenger compartment. High air for heat exchange. The humid air circulates to the condenser 123 after being condensed and dehumidified on the surface of the evaporator 122, and then heated at the condenser 123 and then blown back to the passenger compartment. Back to the compressor 110; if the dehumidification is under high ambient temperature, the second branch 140 can be closed without circulation, and the evaporator 122 itself can complete the dehumidification without frosting. The purpose of adding the second branch 140 is to divert the refrigerant medium into the evaporator 122 at medium and low ambient temperatures, that is, to control the flow of the refrigerant medium flowing into the evaporator 122, so as to control the heat exchange of the evaporator 122 and dehumidify the thermal management system The mode can cover high, medium and low temperature, broadening the dehumidification application temperature range of the new energy thermal management system. By controlling the opening of the first throttle 150, the flow rate of the refrigerant in the first branch 130 and the surface temperature of the evaporator 122 can be adjusted. The larger the opening of the first throttle 150, the higher the surface temperature of the evaporator 122. If the opening degree of the first throttling member 150 is fully opened and the surface temperature of the evaporator 122 is still lower than 0°C, the second branch circuit 140 needs to be opened to allow a part of the refrigerant to flow into the second branch circuit 140 to regulate the flow into the evaporator 122 The flow rate of the refrigerant medium and the surface temperature of the evaporator 122 keep the surface temperature of the evaporator 122 at an appropriate temperature, and the humid air condenses and dehumidifies on the surface of the evaporator 122, which realizes the dehumidification of the passenger compartment, but does not form frost on the surface of the evaporator 122 freeze.

By setting the second branch 140, the flexible adjustment of the refrigerant flow rate in the first branch 130 and the surface temperature of the evaporator 122 can be realized without affecting the flow of the refrigerant in the refrigerant circuit, ensuring that the automobile thermal management system 10 Overall stable operation.

In order to regulate the temperature of the refrigerant medium flowing out of the condenser 123 more effectively, the refrigerant medium circuit further includes a first heat exchanger 160 and a second throttling member 170, and the second throttling member 170 is arranged between the outlet of the condenser 123 and the Between the inlets of the first heat exchanger 160 , the outlet of the first heat exchanger 160 communicates with the first branch 130 and the second branch 140 . The first heat exchanger 160 and the second throttling member 170 are arranged between the condenser 123 and the first branch. By adjusting the opening of the second throttling member 170 and/or switching the first heat exchanger 160, the The temperature of the refrigerant medium flowing out of the condenser 123 is adjusted several times, so that the temperature of the refrigerant medium entering the evaporator 122 can better meet the requirements of different dehumidification amounts.

In addition to the heating mode and the dehumidification mode, the automobile thermal management system 10 in this embodiment also has other modes, such as the forced cooling mode of the battery 240, the waste heat recovery mode, etc. Perform heat exchange. Therefore, a second heat exchanger 300 is provided on the second branch 140, and the second heat exchanger 300 may be a plate heat exchanger, and the process flow is not limited. The second heat exchanger 300 includes a first channel 310 and a second channel 320 isolated from each other, the outlet of the condenser 123 and the inlet of the compressor 110 are respectively connected to both ends of the first channel 310, and the second channel 320 is connected to the cooling medium circuit. That is, the cooling medium flows in the first channel 310, and the cooling medium flows in the second channel 320 to realize heat exchange between the cooling medium and the cooling medium. Optionally, the cooling medium and the cooling medium flow in reverse to increase the heat exchange area. Extend the heat exchange time and improve the heat exchange effect. A third throttling member 180 is provided in front of the inlet of the first channel 310 , and the opening degree of the third throttling member 180 is adjusted according to the heat exchange requirement of the refrigerant in the first channel 310 .

In order to prevent the liquid refrigerant medium from entering the compressor 110 and damaging the compressor 110, a gas-liquid separator 190 is provided before the inlet of the compressor 110 in this embodiment, and the structure of the gas-liquid separator 190 can be a casing type or a U Tube type, structure is not limited. The inlet of the gas-liquid separator 190 is connected to the outlet of the evaporator 122 and the first channel 310, that is, the refrigerant flowing out of the evaporator 122 and/or the first channel 310 flows into the gas-liquid separator 190, and after gas-liquid separation, The gas-phase refrigerant flows back into the compressor 110, and the liquid-phase refrigerant is recovered and stored in the gas separation tank. The inlet and outlet of the compressor 110 are provided with a first temperature and pressure sensor 111 and a second temperature and pressure sensor 112 respectively to monitor the superheat of the refrigerant medium at the inlet and outlet of the compressor 110 in real time.

In order to more precisely control the openings of the first throttling piece 150, the second throttling piece 170 and the third throttling piece 180 to more effectively adjust the temperature of the refrigerant medium, the refrigerant medium circuit is also provided with a first temperature The sensor 1231 and the second temperature sensor 161 . The first temperature sensor 1231 is arranged at the outlet of the condenser 123 to monitor the temperature of the refrigerant medium at the outlet of the condenser 123 in real time, and the second temperature sensor 161 is arranged at the outlet of the first heat exchanger 160 to monitor the temperature of the first heat exchanger 160 in real time. The temperature of the refrigerant medium at the outlet of the heat exchanger 160.

As shown in FIG. 3 , the refrigerant medium circuit further includes a fourth throttling member 113 , one end of the fourth throttling member 113 is connected to the outlet of the compressor 110 , and the other end is connected to the inlet of the compressor 110 . Specifically, one end of the fourth throttling member 113 is connected to the outlet of the compressor 110 , and the other end is connected to the inlet of the gas-liquid separator 190 . In a relatively low temperature environment, when the new energy vehicle 20 starts cold and the passenger compartment needs heating, the gas-phase refrigerant medium at the outlet of the compressor 110 is diverted to the inlet of the gas-liquid separator 190 to increase the suction density and efficiency , and then improve the heat pump capacity of the vehicle thermal management.

The automobile thermal management system 10 in this embodiment also includes cooling mode, battery 240 forced cooling mode, etc., in these modes, when the cooling medium flows through the condenser 123 without heating, the condenser 123 is used as a pipeline, but the cooling medium is When flowing through the condenser 123, even if the air inhaled by the blower 121 in the air-conditioning box 120 does not exchange heat with the cooling medium, the cooling medium will cause some heat loss in the condenser 123 due to heat radiation, which in turn will affect the cooling performance of the thermal management system. decline. In order to reduce the heat loss of the refrigerant medium at the condenser 123 and improve the refrigeration performance, referring to FIG. One end of the valve 400 is connected to the outlet of the compressor 110 and the second on-off valve 500, the other end is connected to the inlet of the first heat exchanger 160 and the outlet of the condenser 123, and one end of the second on-off valve 500 is connected to the outlet of the compressor 110. The outlet and the first switch valve 400 are connected to the inlet of the condenser 123 at the other end. Therefore, when the system does not need heating, the second on-off valve 500 can be closed, and the first on-off valve 400 can be opened, so that the high-temperature and high-pressure refrigerant flowing out of the compressor 110 does not flow through the condenser 123 in the air-conditioning box 120, but directly flows through the second on-off valve. An on-off valve 400 flows to the second throttling member 170 and the first heat exchanger 160 to avoid the loss of part of the heat. When the system needs heating, the first on-off valve 400 can be closed, and the second on-off valve 500 can be opened, so that the refrigerant flowing out of the compressor 110 flows through the condenser 123 and then flows to the first heat exchanger 160 .

In order to meet the temperature requirements of different passengers in the passenger compartment and improve the user experience, the automotive thermal management system 10 in this embodiment can realize dual heating and cooling zones, and the air conditioning box 120 is provided with a temperature adjustment damper 124, by controlling the rotation angle of the motor to adjust the temperature adjustment damper 124, adjust whether the air flows through the condenser 123 in the air conditioning box 120, and the air volume flowing through the condenser 123, and control the outlet air temperature of the ventilation channel of the main driver and the passenger driver , and then realize the cooling or heating dual temperature zone mode of the main cab and the passenger cab.

The first throttling piece 150, the second throttling piece 170, the third throttling piece 180, and the fourth throttling piece 113 in this embodiment can be capillary tubes or electronic expansion valves, as long as they play the role of throttling and circulation, Optional electronic expansion valve.

The first temperature sensor 1231 and the second temperature sensor 161 can be wall-mounted or embedded, and the styles are not limited.

The throttling piece, temperature sensor, and temperature and pressure sensor in this embodiment are only described as examples. Changes in quantity and position, as well as replacement with components that can play the same role also fall within the scope of protection of the present application.

Wherein, the cooling medium circuit includes a battery 240 heating circuit; the battery 240 heating circuit includes a first pump 210, a motor electric control 220, a second pump 230, a battery 240 and a mixing pipeline 250, the outlet of the first pump 210 and the motor electric control 220 The inlet of the second pump 230 is communicated with the outlet of the battery 240;

The inlet of the mixing pipeline 250 is connected with the outlet of the second pump 230 and the outlet of the electric motor control 220, and the outlet of the mixing pipeline 250 is connected with the inlet of the battery 240 and the inlet of the first pump 210; the cooling medium is in the heating circuit of the battery 240 The circulating flow heats the battery 240 .

In the automobile thermal management system 10 of this embodiment, the cooling medium with a higher temperature flowing in the first pump 210 and the electric motor controller 220 and the cooling medium with a lower temperature flowing in the second pump 230 and the battery 240 are in the mixing pipeline 250 Mixed in the medium to form a mixed cooling medium at an intermediate temperature. After the mixed cooling medium flows out of the mixing pipeline 250, it is divided into two paths, one of which flows into the first pump 210 and the electric motor control 220 for cooling the electric motor control 220, and the other path It flows into the second pump 230 and the battery 240 to heat the battery 240, so that the electric motor control 220 in the battery 240 heating circuit communicates with the battery 240, and the battery 240 is heated by the waste heat of the electric motor control 220 through the circulating flow of the cooling medium. , realize the heating mode of the battery 240 using the waste heat of the electric motor control 220, effectively recycle and reuse the waste heat of the electric motor control 220, and avoid energy waste. Moreover, the cooling of the electric motor control 220 and the heating of the battery 240 are realized simultaneously through one circuit, which simplifies the structure of the thermal management system and reduces the cost.

Of course, the electric heater can also be used to directly heat the battery 240. At this time, the cooling medium circuit also includes a PTC (positive temperature coefficient) heater 260, and the two ends of the PTC heater 260 are respectively connected to the second pump 230 of the battery 240. Export and import of battery 240 . Specifically, the inlet of the PTC heater 260 communicates with the outlet of the mixing pipeline 250 , the outlet of the PTC heater 260 communicates with the battery 240 , and the PTC heater 260 heats the battery 240 , thereby forming a heating mode of the battery 240 using the PTC heater 260 . When the temperature of the battery 240 can reach the optimum temperature, the PTC heater 260 can be turned off to be used as a pipeline, and the battery 240 self-circulation mode can be formed at this time.

When the battery 240 is in the self-circulation mode, the cooling medium in the first pump 210 and the electric motor controller 220 can self-circulate. At this time, the automobile thermal management system 10 also includes a third heat exchanger 270 for the cooling medium For the heat exchange of the gaseous medium outside the cabin, the outlet of the electric motor controller 220 and the inlet of the first pump 210 are respectively connected to the two ends of the third heat exchanger 270 . The cooling medium takes the heat out of the electric motor control 220 during the circulation process, and exchanges heat with the gas medium outside the cabin at the third heat exchanger 270, so as to realize the self-circulation mode of the electric motor control 220.

In this embodiment, the first heat exchanger 160 and the third heat exchanger 270 are arranged side by side and separately, and the two may share a fan 280, and the fan 280 is arranged beside the first heat exchanger 160 and the third heat exchanger 270 , saving hardware cost and placement space.

Of course, referring to FIG. 4 , in other embodiments, the first heat exchanger 160 and the third heat exchanger 270 can also be integrated and distributed sequentially along the vertical direction, the internal pipeline of the first heat exchanger 160 and the The internal pipelines of the third heat exchanger 270 are connected in parallel and independent of each other, and used together with the fan 280 , and the fan 280 is arranged beside the first heat exchanger 160 and the third heat exchanger 270 . The first heat exchanger 160 and the third heat exchanger 270 are generally placed at the front of the vehicle. Through the above-mentioned integration method, the degree of integration is improved, the occupation of horizontal space is reduced, the vertical space is rationally used, and the layout is more optimized.

When the electric motor control 220 has heat to recover waste heat, the first pump 210 and the electric motor control 220 can communicate with the second channel 320. Specifically, the inlet of the first pump 210 and the outlet of the electric motor control 220 are connected to the second channel 320. both ends of the channel 320 . The cooling medium takes out the excess heat from the electrical control unit 220 of the motor, and exchanges heat with the cooling medium at the second heat exchanger 300 .

If the battery 240 has a lot of excess heat, waste heat recovery can also be performed. The second pump 230 and the battery 240 can be connected to the second channel 320. Specifically, the outlet of the second pump 230 and the inlet of the battery 240 are respectively connected to the second channel 320. both ends of the channel 320 . The cooling medium takes out the excess heat from the battery 240 and exchanges heat with the cooling medium at the second heat exchanger 300 . A battery 240 forced cooling mode can be implemented.

Of course, in other embodiments, the first pump 210 , the electric motor controller 220 , the second pump 230 , and the battery 240 can also communicate with the second channel 320 at the same time, so as to recycle the waste heat of the electric motor controller 220 and the battery 240 at the same time.

In order to realize quick conversion and adjustment of various modes and functions, and optimize the layout, the automotive thermal management system 10 also includes a five-way valve 600, which includes a first interface 610, a second interface 620, a third interface 630, a fourth The interface 640 and the fifth interface 650, the first interface 610 communicates with the outlet of the motor electric control 220, the second interface 620 communicates with the outlet of the second pump 230, the third interface 630 communicates with the mixing pipeline 250, and the fourth interface 640 communicates with At the inlet of the second channel 320 in the second heat exchanger 300 , the fifth interface 650 is connected to the inlet of the third heat exchanger 270 . The adjustment of different modes can be realized through the rapid switching between the interfaces of the five-way valve 600 , thereby improving the integration degree of the automobile thermal management system 10 , simplifying pipelines, and optimizing the overall structure of the system. The interface of the five-way valve 600 can have joints and can be used alone or in conjunction with a manifold in the route.

The cooling medium circuit also includes a first three-way pipe 700 , a second three-way pipe 800 , a four-way pipe 900 and a kettle 290 . The kettle 290 is used for supplementing cooling medium and removing air for the cooling medium circuit. The first interface of the first three-way pipe 700 communicates with the mixing pipeline 250, the second interface of the first three-way pipe 700 communicates with the inlet of the PTC heater 260, and the third interface of the first three-way pipe 700 communicates with the second three-way pipe 700. The second port of the through pipe 800 is connected, the first port of the second three-way pipe 800 is connected with the fourth port of the four-way pipe 900, the third port of the second three-way pipe 800 is connected with the second channel 320, and the four-way pipe The first port of 900 communicates with the kettle 290 , the second port of the four-way pipe 900 communicates with the outlet of the third heat exchanger 270 , and the third port of the four-way pipe 900 communicates with the inlet of the first pump 210 . Through the arrangement of the first three-way pipe 700 , the second three-way pipe 800 and the four-way pipe 900 , the integration degree of the automobile thermal management system 10 is further improved, the pipeline is simplified, and the overall structure of the system is optimized.

Below, several operating modes of the automobile thermal management system 10 and the new energy automobile 20 provided in the embodiment of the present application are given as examples:

Mode 1: cooling mode + battery 240 self-circulation mode

Under high ambient temperature conditions, the vehicle thermal management system cools the passenger compartment. When the cooling mode is running, the blower 121 in the air-conditioning box 120 is turned on, and the temperature regulating damper 124 is closed. In the condenser 123, no heat exchange flows out and enters the second throttling element 170 and the first heat exchanger 160. The second throttling element 170 is fully opened. At this time, the first heat exchanger 160 condenses and releases heat, and the refrigerant flows from the second throttling element. A heat exchanger 160 flows out to the first throttling part 150, and then enters the evaporator 122 in the air conditioning box 120 after throttling at the first throttling part 150. The refrigerant evaporates and absorbs heat at the evaporator 122 and then passes through The gas-liquid separator 190 returns to the compressor 110 . In the cooling medium circulation loop, the cooling medium is divided into two parts to circulate, and a part of the cooling medium flows out from the second pump 230 and then enters the five-way valve 600 from the second port 620 of the five-way valve 600, and the internal flow direction of the five-way valve 600 is the second port 620 → third interface 630; after flowing out from the third interface 630 of the five-way valve 600, it passes through the first three-way pipe 700, passes through the PTC heater 260, enters the internal flow channel of the battery 240, flows out from the internal flow channel of the battery 240, and enters the second pump 230 inlet to realize the self-circulation temperature uniformity of the battery 240 . The other part of the cooling medium flows out from the first pump 210 and enters the motor electronic control 220. After absorbing heat at the motor electronic control 220, it enters the five-way valve 600 from the first interface 610 of the five-way valve 600. The internal flow direction of the five-way valve 600 is The first interface 610→the fifth interface 650; then the cooling medium flows from the fifth interface 650 of the five-way valve 600 to the third heat exchanger 270, and the cooling medium flows to the four-way pipe after dissipating heat at the third heat exchanger 270 The second port of 900 flows into the first pump 210 through the third port of the four-way pipe 900 to form a circulation of heat dissipation of the motor electronic control 220 .

Mode 2: cooling mode + battery 240 forced cooling mode

In this cooling mode, the battery 240 generates a large amount of heat, and there is a demand for forced cooling. In the cooling medium circulation circuit, the cooling medium flows out from the first heat exchanger 160 after condensing and dissipating heat. Part 150, the refrigerant medium enters the evaporator 122 in the air conditioning box 120 after throttling at the first throttle part 150, and evaporates and absorbs heat at the evaporator 122; the other way flows into the third throttling part 180, and the refrigerant medium enters the third throttling part The throttling member 180 enters the second heat exchanger 300 after throttling, and after evaporating and absorbing heat at the second heat exchanger 300, it merges with the refrigerant flowing out of the evaporator 122 before the inlet of the gas-liquid separator 190 and flows to the gas-liquid separator 190 and compressor 110 . In the cooling medium circulation loop, the cooling medium is divided into two parts to circulate, and a part of the cooling medium flows out from the second pump 230 and then enters the five-way valve 600 from the second port 620 of the five-way valve 600, and the internal flow direction of the five-way valve 600 is the second port 620 → fourth port 640; after flowing out from the fourth port 640 of the five-way valve 600, it flows through the second channel 320 of the second heat exchanger 300, the third port and the second port of the second three-way pipe 800, the first The third interface and the second interface of the three-way pipe 700 enter the internal flow channel of the battery 240 through the PTC heater 260 to realize forced cooling of the battery 240 . The other part of the cooling medium flows out from the first pump 210 and then enters the electric motor controller 220 , which is consistent with the above process and will not be repeated here.

Mode 3: heating mode + battery 240 self-circulation mode

In a low temperature environment, when the new energy vehicle 20 has a heating demand, in the cooling medium circulation circuit, the blower 121 in the air conditioning box 120 is turned on, the temperature regulating damper 124 is opened, and the high temperature and high pressure cooling medium flows out from the compressor 110 and then enters the air conditioning box 120 The condenser 123 inside the condenser 123 flows to the second throttling part 170 after releasing heat at the condenser 123. After the heat flows to the third throttling piece 180, the third throttling piece 180 is fully opened without throttling, and finally passes through the second heat exchanger 300 and the gas-liquid separator 190 to return to the compressor 110. At this time, the second heat exchanger 300 is equivalent to a pipeline, which does not exchange heat with the cooling medium. In the cooling medium circulation circuit, the cooling medium circulates in two parts, and a part of the cooling medium flows out from the second pump 230 and then enters the five-way valve 600 from the second port 620 of the five-way valve 600, and the internal flow direction of the five-way valve 600 is the second port 620 → the third interface 630; after flowing out from the third interface 630 of the five-way valve 600, it passes through the first three-way pipe 700, and from the second interface of the first three-way pipe 700, through the PTC heater 260, enters the internal flow channel of the battery 240, from The battery 240 flows out of the internal flow channel and enters the inlet of the second pump 230 to realize self-circulation temperature uniformity of the battery 240 . The other part of the cooling medium flows out from the first pump 210 and enters the motor electric control 220, then enters the five-way valve 600 from the first port 610 of the five-way valve 600, and the internal flow direction of the five-way valve 600 is the first port 610→the fifth port 650; Then the cooling medium flows to the third heat exchanger 270 at the fifth interface 650 of the five-way valve 600, and the cooling medium flows to the second interface of the four-way pipe 900 after absorbing ambient heat at the third heat exchanger 270, and then flows to the second interface of the four-way pipe 900. The third port of the four-way pipe 900 flows into the first pump 210 .

Mode 4: heating mode + waste heat recovery mode

When the new energy vehicle 20 is under the heating condition, the electric motor controller 220 has heat that can be used for waste heat recovery. In the refrigeration medium circulation circuit, the air blower 121 in the air conditioning box 120 is turned on, the temperature regulating damper 124 is opened, and the high temperature and high pressure refrigeration medium flows out from the compressor 110 and then flows to the condenser 123 in the air conditioning box 120, where the condenser 123 releases heat Flow to the second throttling piece 170, pass through the first heat exchanger 160 in sequence after throttling at the second throttling piece 170, and flow to the third throttling piece 180 after the refrigerant absorbs heat, and the third throttling piece 180 However, the opening degree is relatively large, and the refrigerant medium flowing out of the third throttling member 180 continues to absorb heat at the second heat exchanger 300 , and then flows back to the compressor 110 through the gas-liquid separator 190 . In the cooling medium circulation circuit, the cooling medium is divided into two parts to circulate, and one cooling medium flows out from the second pump 230 and then enters the five-way valve 600 from the second port 620 of the five-way valve 600, and the internal flow direction of the five-way valve 600 is the second port 620 → third port 630; after flowing out from the third port 630 of the five-way valve 600, it passes through the first port of the first three-way pipe 700, and enters the battery 240 from the second port of the first three-way pipe 700 through the PTC heater 260 The internal flow channel flows out from the internal flow channel of the battery 240 and finally flows to the second pump 230 to realize the self-circulation and uniform temperature of the battery 240. If the battery 240 also has a lot of excess heat, the internal flow direction of the five-way valve 600 can also be switched to participate In the waste heat recovery mode, the internal flow direction of the five-way valve 600 changes from the second port 620 → the third port 630 to the second port 620 → the fourth port 640 . The other cooling medium flows out from the first pump 210 and enters the motor electric control 220 to absorb heat, then enters the five-way valve 600 from the first port 610 of the five-way valve 600, and the internal flow direction of the five-way valve 600 is the first port 610 → the fourth port 640, flows out from the fourth port 640 of the five-way valve 600 and then flows to the second channel 320 of the second heat exchanger 300, and then passes through the second channel 320 of the second three-way pipe 800 after releasing heat at the second heat exchanger 300 The three ports and the first port, the fourth port and the third port of the four-way pipe 900 return to the first pump 210 .

Mode 5: Dehumidification mode

When the humidity in the passenger compartment is too high, the automotive thermal management system 10 operates in a dehumidification mode. When the system is running in dehumidification mode, in the cooling medium circulation circuit, the air blower 121 in the air conditioning box 120 is turned on, the high temperature and high pressure cooling medium flows out from the compressor 110 and enters the condenser 123 in the air conditioning box 120, and the cooling medium is placed in the condenser 123. The heat is released at the condenser 123 and then flows to the second throttling part 170. The refrigerant medium is throttled at the second throttling part 170. The heat exchange at the heat exchanger 160, specifically the heat absorption and heat release at the first heat exchanger 160 needs to be determined according to the ambient temperature and the logic control of the opening of the second throttling member 170 valve, and the flow out of the first heat exchanger 160 Then to the first throttling part 150 of the first branch 130, the refrigerant medium enters the evaporator 122 after throttling at the first throttling part 150, the refrigerant evaporates and absorbs heat at the evaporator 122, and finally undergoes gas-liquid separation The device 190 returns to the compressor 110. If the temperature of the refrigerant medium flowing through the evaporator 122 is low, it is easy to cause frost on the surface of the evaporator 122. At this time, it can be combined with the second branch 140 for dehumidification. The working principle of the first branch 130 combined with the second branch 140 is described above. It has already been described in detail, and will not be repeated here. In the cooling medium circulation loop, under the dehumidification condition, the cooling medium should be controlled at an appropriate temperature to meet the cooling and heating requirements of the passenger compartment without triggering the cooling of the battery 240 . Generally, the battery 240 does not need forced cooling, and it can be cooled by self-circulation or circulation with the electric motor control 220 . Taking the self-circulation of the battery 240 as an example, the cooling medium is divided into two parts for circulation. One cooling medium flows out from the second pump 230 and enters the five-way valve 600 from the second interface 620 of the five-way valve 600. The internal flow direction of the five-way valve 600 is the first Second interface 620 → third interface 630; after flowing out from the third interface 630 of the five-way valve 600, it passes through the first three-way pipe 700, and the PTC heater 260 enters the internal flow channel of the battery 240, flows out from the internal flow channel of the battery 240 and enters the first three-way pipe 700. The second pump 230 realizes self-circulation temperature uniformity of the battery 240 . The other cooling medium flows out from the first pump 210 and enters the motor electric control 220 to absorb heat, then enters the five-way valve 600 from the first port 610 of the five-way valve 600, and the internal flow direction of the five-way valve 600 is the first port 610→the fifth port 650 , flows out from the fifth port 650 of the five-way valve 600 to the third heat exchanger 270 , and then flows back to the first pump 210 through the second port and the third port of the four-way pipe 900 in sequence.

Mode 6: battery 240 forced cooling mode

When there is no cooling demand for the passenger compartment, the battery 240 generates a large amount of heat, and there is a demand for forced cooling, the blower 121 in the air-conditioning box 120 is turned off in the cooling medium circulation circuit, and the high-temperature and high-pressure cooling medium flows out of the compressor 110 and then flows into the condenser 123. Since the blower 121 is closed, the refrigerant flows out of the condenser 123 without exchanging heat and enters the second throttling member 170 and the first heat exchanger 160, and the second throttling member 170 is fully opened. The heat is condensed in the heat exchanger 160, and the refrigerant medium flows out from the first heat exchanger 160 to the third throttling member 180, and enters the second heat exchanger 300 after throttling at the third throttling member 180. The second heat exchanger 300 evaporates and absorbs heat, and then flows back to the compressor 110 through the gas-liquid separator 190 . In the cooling medium circulation loop, the cooling medium is divided into two parts to circulate, and a part of the cooling medium flows out from the second pump 230 and then enters the five-way valve 600 from the second port 620 of the five-way valve 600, and the internal flow direction of the five-way valve 600 is the second port 620 → the fourth interface 640; after flowing out from the fourth interface 640 of the five-way valve 600, it passes through the second channel 320, the second three-way pipe 800, the first three-way pipe 700 and the PTC heater 260 and enters the internal flow channel of the battery 240, It flows out from the flow channel inside the battery 240 and enters the inlet of the second pump 230 to realize forced cooling of the battery 240 . The other part of the cooling medium flows out from the first pump 210 and enters the motor electric control 220 to absorb heat, then enters the five-way valve 600 from the first port 610 of the five-way valve 600, and the internal flow direction of the five-way valve 600 is the first port 610 → the fifth port 650; then the cooling medium flows to the third heat exchanger 270 at the fifth interface 650 of the five-way valve 600, and after the cooling medium dissipates heat at the third heat exchanger 270, it passes through the second interface of the four-way pipe 900 in turn And the third interface flows back to the first pump 210, forming a circulation of heat dissipation of the electric motor control 220.

Mode 7: battery 240 fast charge cooling mode

When the new energy vehicle 20 is fast-charging, the heat of the battery 240 will be too high in the fast-charging mode to affect the charging rate and life of the battery 240. At this time, the thermal management mode of the whole vehicle will request to run the fast-charging cooling mode of the battery 240. When the battery 240 is running in the fast charging and cooling mode, in the cooling medium circulation circuit, the blower 121 in the air conditioning box 120 is turned on, and the high-temperature and high-pressure cooling medium flows out from the compressor 110 and flows into the condenser 123. Since the blower 121 is turned on, the cooling medium flows in the condenser 123 After the heat is condensed and released into the passenger compartment, it flows out and enters the second throttling element 170 and the first heat exchanger 160. The second throttling element 170 is fully opened, and the refrigerant condenses and releases heat again in the first heat exchanger 160 and flows concurrently. To the third throttling part 180, the refrigerant medium enters the second heat exchanger 300 after throttling at the third throttling part 180, and the refrigerant medium evaporates and absorbs heat at the second heat exchanger 300 and then passes through the gas-liquid separator 190 Return to compressor 110. When the electric quantity of the whole vehicle is charged to 80%-90%, open the first throttling member 150, close the temperature adjustment damper 124 in the air conditioning box 120, the refrigerant flows through the condenser 123 without heat exchange, and flows through the evaporator 122 to evaporate and absorb. Cool down the temperature of the passenger compartment, because the temperature in the car is too high during fast charging of the battery 240, and the experience is poor. Therefore, at the end of charging, the passenger compartment is cooled to improve comfort. In the cooling medium circulation circuit, the cooling medium flows out from the second pump 230 and enters the five-way valve 600 from the second port 620 of the five-way valve 600, and the internal flow direction of the five-way valve 600 is the second port 620→the fourth port 640; After the outflow from the fourth interface 640 of the valve 600 passes through the second channel 320, the second three-way pipe 800, the first three-way pipe 700 and the PTC heater 260, it enters the internal flow channel of the battery 240, flows out from the internal flow channel of the battery 240, and enters the first The inlet of the second pump 230 realizes forced cooling of the battery 240 .

Mode 8: The battery 240 utilizes the waste heat of the electric motor 220 to heat the mode

When the temperature of the cooling medium is lower than the temperature requirement range of the battery 240 , the vehicle thermal management system 10 will issue a heating request for the battery 240 . At this time, the battery 240 can be used for self-heating, the PTC heater 260 can be used to directly heat the battery 240 , and the waste heat of the electric motor control 220 can also be used for heating. When the motor electric control 220 waste heat heats the battery 240 to run, in the cooling medium circulation loop, the cooling medium is divided into two circuits, one cooling medium flows out from the first pump 210 and then flows through the motor electric control 220 to absorb heat and then flows from the five-way valve 600 The first port 610 of the five-way valve 600 flows to the five-way valve 600, and the internal flow direction of the five-way valve 600 is the first port 610 → the third port 630; the other cooling medium flows out from the second port 620 of the five-way valve 600 after the second pump 230 Entering the five-way valve 600, the internal flow direction of the five-way valve 600 is the second port 620→the third port 630, and the two cooling mediums meet at the third port 630 of the five-way valve 600 and then flow into the mixing pipeline 250 for mixing. Flow to the first three-way pipe 700, and be divided into two paths at the first three-way pipe 700, all the way through the second interface of the first three-way pipe 700, the PTC heater 260 flows to the battery 240 to heat the battery 240, and then flows out to the first three-way pipe 700 Second pump 230. The other path flows back to the first pump 210 through the second and first ports of the second three-way pipe 800 , and the fourth and third ports of the four-way pipe 900 , completing the cycle in which the battery 240 is heated by the residual heat of the electric motor control 220 .

Mode 9: Motor electric control 220 residual heat defrosting mode

Under the condition of low ambient temperature and high humidity, when the surface of the first heat exchanger 160 is frosted, the electric motor control 220 operates in the waste heat defrosting mode. In the refrigerating medium circulation circuit, the blower 121 in the air-conditioning box 120 is turned on, the temperature regulating damper 124 is opened, the high-temperature and high-pressure refrigerating medium flows out from the compressor 110 and flows into the condenser 123, and the refrigerating medium releases heat in the condenser 123 and flows out into the second Throttle 170, first heat exchanger 160, and second throttle 170 are fully opened. At this time, the fan 280 next to the first heat exchanger 160 is turned off, and the cooling medium releases heat in the first heat exchanger 160. The surface of a heat exchanger 160 defrosts, the refrigerant flows out of the first heat exchanger 160 and then flows to the third throttling member 180, and enters the second heat exchanger 300 after throttling at the third throttling member 180, and the refrigeration The medium evaporates and absorbs the heat of the cooling medium at the second heat exchanger 300 and then flows back to the compressor 110 through the gas-liquid separator 190 . In the cooling medium circulation circuit, the cooling medium is divided into two parts to circulate, and one cooling medium flows out from the second pump 230 and then enters the five-way valve 600 from the second port 620 of the five-way valve 600, and the internal flow direction of the five-way valve 600 is the second port 620 → third port 630; after flowing out from the third port 630 of the five-way valve 600, it passes through the first port of the first three-way pipe 700, and enters the battery 240 from the second port of the first three-way pipe 700 through the PTC heater 260 The internal flow channel flows out from the internal flow channel of the battery 240 and finally flows to the second pump 230 to realize self-circulation and uniform temperature of the battery 240 . The other cooling medium flows out from the first pump 210 and enters the motor electric control 220 to absorb heat, then enters the five-way valve 600 from the first port 610 of the five-way valve 600, and the internal flow direction of the five-way valve 600 is the first port 610 → the fourth port 640, flows out from the fourth port 640 of the five-way valve 600 and then flows to the second channel 320 of the second heat exchanger 300, and then passes through the second channel 320 of the second three-way pipe 800 after releasing heat at the second heat exchanger 300 The three ports and the first port, the fourth port and the third port of the four-way pipe 900 return to the first pump 210 .

The automobile thermal management system 10 and the new energy automobile 20 provided by the present application have complete functions, few components, simple structure, high integration of cooling medium circuit, and low cost. Its automotive thermal management system 10 can realize cooling mode + battery 240 self-circulation mode, cooling mode + battery 240 forced cooling mode, heating mode + battery 240 self-circulation mode, heating mode + waste heat recovery mode, dehumidification mode, and battery 240 forced cooling mode. Cooling mode, battery 240 fast charging and cooling mode, battery 240 heating by electric motor control 220 waste heat, motor electric control 220 waste heat defrosting mode. This application covers many modes, which are suitable for driving under high, medium and low ambient temperatures, idling, charging, preheating of the passenger compartment, etc., and the functional modes of various actual use scenarios of the vehicle. The thermal management requirements of the passenger compartment and the battery 240 and the electric motor control 220.

The technical features of the above-mentioned embodiments can be combined arbitrarily. To make the description concise, all possible combinations of the technical features in the above-mentioned embodiments are not described. However, as long as there is no contradiction in the combination of these technical features, should be considered as within the scope of this specification.

The above-mentioned embodiments only express several implementation modes of the present application, and the description thereof is relatively specific and detailed, but should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the scope of patent protection of this application should be based on the appended claims.

Claims

A thermal management system for an automobile, characterized in that it includes a refrigerant circuit, the refrigerant circuit includes a compressor, an air-conditioning box, a first branch and a second branch, the air-conditioning box includes an evaporator and a condenser, the The inlet of the condenser is communicated with the outlet of the compressor, the outlet of the condenser is communicated with the inlet of the evaporator through the first branch, and communicated with the compressor through the second branch The inlet of the evaporator, the outlet of the evaporator is connected to the inlet of the compressor, and the first throttling member is provided on the first branch to control the flow of the refrigerant flowing into the evaporator and the flow of the refrigerating medium into the evaporator The refrigerant medium throttling and depressurizing.
The automobile heat management system according to claim 1, wherein the refrigerant medium circuit further comprises a first heat exchanger and a second throttling element, and the second throttling element is arranged between the outlet of the condenser and the Between the inlets of the first heat exchanger, the outlet of the first heat exchanger communicates with the first branch and the second branch.
The automotive thermal management system according to claim 1, wherein the automotive thermal management system further includes a cooling medium circuit and a second heat exchanger, and the second heat exchanger includes a first channel and a second channel that are isolated from each other The outlet of the condenser and the inlet of the compressor communicate with both ends of the first channel respectively, and the second channel communicates with the cooling medium circuit.
The automobile thermal management system according to claim 3, wherein the cooling medium circuit includes a first pump and an electric motor control, the outlet of the first pump is connected to the inlet of the electric motor control, and the first pump The inlet of the motor and the outlet of the electrical control of the motor are connected to both ends of the second channel.
The automobile thermal management system according to claim 4, wherein the cooling medium circuit further includes a third heat exchanger, and the outlet of the electrical control of the motor and the inlet of the first pump are connected to the third heat exchanger respectively. both ends of the heater.
The automobile thermal management system according to claim 3, wherein the cooling medium circuit includes a second pump and a battery, and the outlet of the second pump communicates with the inlet of the battery at both ends of the second channel.
The automobile thermal management system according to claim 6, wherein, the cooling medium circuit further comprises a PTC heater, and the two ends of the PTC heater are connected to the outlet of the second pump of the battery and the outlet of the battery respectively. import.
The automobile thermal management system according to claim 3, wherein a third throttling member is provided before the inlet of the first channel.
The automobile heat management system according to claim 1, wherein the automobile heat management system further comprises a fourth throttling member, one end of the fourth throttling member is connected to the outlet of the compressor, and the other end is connected to the outlet of the compressor. inlet of the compressor.
A new energy vehicle, characterized by comprising the vehicle thermal management system described in any one of claims 1-9.