CN118163563A - Thermal management system - Google Patents

Abstract

The application provides a thermal management system, which comprises a battery heat exchange device, a first pump, a first heat exchanger, a hydraulic system heat dissipation device and a second pump, wherein the first heat exchanger comprises a first heat exchange part and a second heat exchange part which are isolated from each other; the heat management system is in a certain working mode, the first pump, the battery heat exchange device and the first heat exchange part are communicated, the second pump, the hydraulic system heat dissipation device and the second heat exchange part are communicated, and the first heat exchange part and the second heat exchange part exchange heat. According to the heat management system provided by the application, under a certain working mode, the heat exchange is carried out through the first heat exchange part and the second heat exchange part of the first heat exchanger, so that the waste heat of the hydraulic system can be utilized to heat the battery, and the heating efficiency can be improved to a certain extent by recycling the waste heat of the hydraulic system.

Description

Thermal management system

Technical Field

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

Background

Thermal management systems for vehicles (e.g., electric work vehicles) may regulate the ambient temperature within the passenger compartment and thermally manage the battery.

The related heat management system comprises a refrigerant system, a warm air system, a motor loop, a hydraulic loop and a battery heat exchange system, the heat exchange between the warm air system and the motor loop as well as the energy exchange between the hydraulic loop are controlled through a reversing valve, the heat of the motor heat dissipation system and the heat of the hydraulic heat dissipation system can be recovered to heat a cab, the battery heat exchange system directly exchanges energy with the refrigerant system through a battery heat exchanger, and the heat exchange mode of the heat management system is single.

Disclosure of Invention

The application aims to provide a thermal management system, which aims to recycle waste heat of a hydraulic system to heat a battery.

In order to achieve the above object, the present application provides a thermal management system, including a battery heat exchange device, a first pump, a first heat exchanger, a hydraulic system heat dissipation device, and a second pump, where the first heat exchanger includes a first heat exchange portion and a second heat exchange portion that are isolated from each other; the heat management system is in a certain working mode, the first pump, the battery heat exchange device and the first heat exchange part are communicated, the second pump, the hydraulic system heat dissipation device and the second heat exchange part are communicated, and the first heat exchange part and the second heat exchange part exchange heat.

According to the thermal management system provided by the application, under a certain working mode, the first pump, the battery heat exchange device and the first heat exchange part are communicated, the second pump, the hydraulic system heat dissipation device and the second heat exchange part are communicated, the first heat exchange part and the second heat exchange part exchange heat, the battery can be heated by utilizing the waste heat of the hydraulic system, and the heating efficiency of the thermal management system can be improved to a certain extent by recycling the waste heat of the hydraulic system.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly described below, it will be apparent that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort to a person of ordinary skill in the art.

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

FIG. 2 is a schematic illustration of a passenger compartment and battery hybrid cooling mode of an embodiment of a thermal management system of the present application;

FIG. 3 is a schematic representation of a passenger compartment single cooling mode of an embodiment of a thermal management system of the present application;

FIG. 4 is a schematic diagram of a passenger compartment hybrid heating mode of an embodiment of a thermal management system of the present application;

FIG. 5 is a schematic illustration of a first passenger compartment heating mode and motor requiring heating status of an embodiment of a thermal management system of the present application;

FIG. 6 is a schematic illustration of a second passenger compartment heating mode of an embodiment of a thermal management system of the present application;

fig. 7 is a schematic view of a first passenger compartment heating mode and motor requiring heating state of an embodiment of a thermal management system of the present application.

Detailed Description

Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples do not represent all implementations consistent with the application. Rather, they are merely examples of apparatus and methods consistent with aspects of the application as detailed in the accompanying 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 specification 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 used in the description and the claims do not denote any order, quantity or importance, but rather are used to distinguish one element from another. Likewise, 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 and more than two. Unless otherwise indicated, the terms "front," "rear," "lower," and/or "upper" and the like are merely for convenience of description and are not limited to one location or one spatial orientation. The word "comprising" or "comprises", and the like, means that elements or items appearing before "comprising" or "comprising" are encompassed by the element or item recited after "comprising" or "comprising" and equivalents thereof, and that other elements or items are not excluded.

Referring to fig. 1, the present application proposes a thermal management system, which includes a battery heat exchange device 14, a first pump 15, a first heat exchanger 16, a hydraulic system heat dissipation device 18 and a second pump 19, wherein the first heat exchanger 16 includes a first heat exchange portion 161 and a second heat exchange portion 162 that are isolated from each other; in a certain operation mode of the thermal management system, the first pump 15, the battery heat exchanger 14 and the first heat exchanger 161 are communicated, the second pump 19, the hydraulic system heat radiator 18 and the second heat exchanger 162 are communicated, and the first heat exchanger 161 and the second heat exchanger 162 exchange heat. When the battery has heating demand and hydraulic system waste heat is sufficient, the first heat exchange part of the first heat exchanger and the second heat exchange part of the first heat exchanger can carry out heat exchange, the waste heat of the hydraulic system is utilized for heating the battery, and the heating efficiency of the heat management system can be improved to a certain extent by recycling the waste heat of the hydraulic system.

The components of the thermal management system are connected through pipelines to form two large systems, namely a refrigerant system and a cooling liquid system, which are isolated from each other and are not communicated with each other. The refrigerant system is communicated with a refrigerant, the cooling liquid system is communicated with a cooling liquid, the refrigerant can be R134A or carbon dioxide or other heat exchange media, and the cooling liquid can be a mixed solution of ethanol and water, oil or other cooling media. The coolant system includes a battery circuit and a hydraulic circuit. The battery loop comprises a battery heat exchange device 14 and a first pump 15, and the hydraulic loop comprises a hydraulic system heat dissipation device 18 and a second pump 19; the battery circuit and the hydraulic circuit are capable of exchanging heat via the first heat exchanger 16. In some embodiments, the flowing medium in the hydraulic circuit is oil, and the first heat exchanger 16 may be a water-oil plate heat exchanger, a coaxial tube, a shell-and-tube liquid cooling heat exchanger, or the like, for heat exchange between the cooling liquid and the oil. The components of the battery circuit and the hydraulic circuit can be indirectly connected through pipelines or valves, and can be integrated into an integral structure. The first pump 15 is used for providing power for the flow of the cooling liquid in the battery loop, the second pump 19 is used for providing power for the flow of the oil in the hydraulic loop, the specifications of the first pump 15 and the second pump 19 can be selected according to the requirements of the thermal management system, wherein the first pump 15 is a water pump, and the second pump 19 is an oil pump.

Referring again to fig. 1, in some embodiments, the thermal management system further comprises a first valve member 12, the first valve member 12 comprising a port a, a port b, and a port c, the outlet of the first pump 15 being in communication with the port a of the first valve member 12, the inlet of the first pump 15 being in communication with at least one of the port b of the first valve member 12 and the port c of the first valve member 12; when the first valve element 12 is in the operating state, the port a of the first valve element 12 communicates with at least one of the port b of the first valve element 12 and the port c of the first valve element 12. In a specific embodiment, the first valve member 12 adopts a proportional three-way valve, through switching of the first valve member 12, a battery circuit and a hydraulic circuit can be connected in series, waste heat of the hydraulic system can be utilized to heat the battery, and the proportional adjustment function of the first valve member 12 can realize control of the flow rate of the cooling liquid and is used for adjusting the flow rate ratio of the cooling liquid of the two flow paths.

Referring again to fig. 1, in some embodiments, the thermal management system further comprises a second heat exchanger 20, a motor heat exchange device 22, and a third pump 23, the second heat exchanger 20 comprising a third heat exchange portion 201 and a fourth heat exchange portion 202 isolated from each other; referring to fig. 5, in some embodiments, the thermal management system has a battery heating mode in which the third pump 23, the motor heat exchanging device 22 and the fourth heat exchanging portion 202 are in communication, the first pump 15, the battery heat exchanging device 14 and the third heat exchanging portion 201 are in communication, and the third heat exchanging portion 201 and the fourth heat exchanging portion 202 exchange heat. Wherein the coolant system comprises a motor circuit. The motor loop comprises a motor heat exchange device 22 and a third pump 23, the battery loop and the motor loop can exchange heat through the second heat exchanger 20, and the second heat exchanger 20 can adopt a water-water plate heat exchanger, a coaxial pipe, a shell-and-tube liquid cooling heat exchanger and other heat exchangers for exchanging heat between cooling liquid and cooling liquid. All parts of the motor loop can be indirectly connected through pipelines or valve members, and can be integrated into an integral structure. The components of the battery loop, the hydraulic loop and the motor loop can be indirectly connected through pipelines or valves, and can be integrated into an integral structure. The third pump 23 is used for providing power for the flow of the cooling liquid in the motor loop, and the specification of the third pump 23 can be selected according to the requirements of the thermal management system, wherein the third pump 23 is a water pump.

Referring again to fig. 1, in some embodiments, the thermal management system further comprises a second valve member 13, the second valve member 13 comprising a port d, a port e, and a port f, the outlet of the first pump 15 being in communication with the port d of the second valve member 13, the inlet of the first pump 15 being in communication with at least one of the port e of the second valve member 13 and the port f of the second valve member 13; when the second valve element 13 is in the working state, the port d of the second valve element 13 can be communicated with at least one of the port e of the second valve element 13 and the port f of the second valve element 13; the inlet of the third heat exchanging part 201 is communicated with the port e of the second valve member 13, and the outlet of the third heat exchanging part 201 is communicated with the inlet of the first pump 15.

Referring to fig. 5 and 6, in some embodiments, the battery circuit, the motor circuit, and the hydraulic circuit can be connected in series by switching the first valve element 12 and the second valve element 13, where the port a of the first valve element 12 communicates with the port c of the first valve element 12, or the port a of the first valve element 12 communicates with the port b of the first valve element 12 and the port c of the first valve element 12 at the same time; the port d of the second valve element 13 communicates with the port e of the second valve element 13; the first heat exchanging portion 161 and the second heat exchanging portion 162 can exchange heat, the third heat exchanging portion 201 and the fourth heat exchanging portion 202 can exchange heat, and the battery can be heated by using motor waste heat and hydraulic system waste heat. Wherein, the proportion adjusting function of the first valve element 12 and the second valve element 13 can realize the control of the flow rate of the cooling liquid, and is used for adjusting the proportion of the flow rates of the cooling liquid of the three flow paths.

Referring again to fig. 1, in some embodiments, the thermal management system further comprises a third heat exchanger 11, the third heat exchanger 11 being configured to exchange heat with the atmosphere, the third heat exchanger 11, the battery heat exchange device 14, and the first pump 15; and/or the thermal management system further comprises a fourth heat exchanger 17, the fourth heat exchanger 17 is used for exchanging heat with the atmospheric environment, and the second pump 19, the hydraulic system heat dissipation device 18, the second heat exchange part 162 and the fourth heat exchanger 17 are communicated; and/or the thermal management system further comprises a fifth heat exchanger 21, wherein the fifth heat exchanger 21 is used for exchanging heat with the atmosphere, and the third pump 23, the motor heat exchanging device 22, the fourth heat exchanging part 202 and the fifth heat exchanger 21 are communicated.

Wherein the battery circuit further comprises a third heat exchanger 11, the hydraulic circuit further comprises a fourth heat exchanger 17, optionally the fourth heat exchanger 17 may be an oil cooler, and the motor circuit further comprises a fifth heat exchanger 21. The inlet of the third heat exchanger 11 can be communicated with the port e of the second valve member 13 and the port f of the second valve member 13, and the outlet of the third heat exchanger 11 is communicated with the inlet of the first pump 15.

In some embodiments, the third heat exchanger 11, the seventh heat exchanger 3, the fourth heat exchanger 17, the fifth heat exchanger 21 are arranged in sequence, or the third heat exchanger 11, the seventh heat exchanger 3, the fifth heat exchanger 21, the fourth heat exchanger 17 are arranged in sequence, along the head-to-tail direction of the vehicle. The components can be arranged in the same air duct and can share the fan. In addition, during refrigeration, the cooler air of the third heat exchanger 11 can reduce the temperature of the seventh heat exchanger 3, and during heating, the third heat exchanger 11 can provide a part of waste heat of a battery and a hydraulic system for the seventh heat exchanger 3.

The battery circuit comprises a first communication state, a second communication state and a third communication state, and the switching of the communication states is controlled through the first valve element 12 and the second valve element 13. When the port a of the first valve element 12 communicates with the port b of the first valve element 12 and the port d of the second valve element 13 communicates with the port f of the second valve element 13, the battery circuit is in the first communication state, and at this time, the outlet of the first pump 15, the battery heat exchanging device 14, the eighth heat exchanging portion 52, the third heat exchanger 11, and the inlet of the first pump 15 are sequentially communicated.

When the port a of the first valve element 12 communicates with the port c of the first valve element 12 and the port d of the second valve element 13 communicates with the port e of the second valve element 13, the battery circuit is in the second communication state, and at this time, the outlet of the first pump 15, the battery heat exchanging device 14, the eighth heat exchanging portion 52, the first heat exchanging portion 161, the third heat exchanging portion 201, the third heat exchanger 11, and the inlet of the first pump 15 are sequentially communicated.

When the port a of the first valve member 12 is simultaneously communicated with the port b of the first valve member 12 and the port c of the first valve member 12, and the port d of the second valve member 13 is communicated with the port e of the second valve member 13, the battery circuit is in a third communication state, and at this time, the outlet of the first pump 15, the battery heat exchanging device 14, the eighth heat exchanging portion 52, the first valve member 12, the third heat exchanging portion 11, the third heat exchanging portion 201, and the inlet of the first pump 15 are sequentially communicated; when the cooling liquid is output through the port b of the first valve member 12 and the port c of the first valve member 12, part of the cooling liquid enters the third heat exchange portion 201 after passing through the first heat exchange portion 161, and part of the cooling liquid directly enters the third heat exchange portion 201.

In the hydraulic circuit, the outlet of the second pump 19, the hydraulic system radiator 18, the second heat exchanger 162, the fourth heat exchanger 17, and the inlet of the second pump 19 are sequentially connected.

The motor loop comprises an outlet of the third pump 23, a motor heat exchange device 22, a fourth heat exchange part 202, a fifth heat exchanger 21 and an inlet of the third pump 23 which are sequentially communicated.

Referring to fig. 3, when the battery, the motor, and the hydraulic system all have heat dissipation requirements, the battery, the motor, and the hydraulic system are in a heat dissipation state. At this time, the battery circuit, the hydraulic circuit and the motor circuit can be independently circulated, and the third heat exchanger 11, the fourth heat exchanger 17 and the fifth heat exchanger 21 can radiate heat, so that the cooling can be performed without a refrigerant system, and the electric energy of the whole vehicle can be saved. The third heat exchanger 11, the fourth heat exchanger 17, and the fifth heat exchanger 21 use air cooling to dissipate heat, and the third heat exchanger 11, the fourth heat exchanger 17, and the fifth heat exchanger 21 are all air-cooled heat exchangers for performing heat exchange with air, and the structure of the air-cooled heat exchangers is well known to those skilled in the art, which is not described in detail herein.

Referring to fig. 1, in some embodiments, the thermal management system further includes a compressor 1, a sixth heat exchanger 2, a seventh heat exchanger 3, a third valve element 8, an eighth heat exchanger 24, and a fourth pump 26, where the sixth heat exchanger 2 includes a fifth heat exchange portion 210 and a sixth heat exchange portion 220 that are isolated from each other, the third valve element 8 has a throttling function, and the seventh heat exchanger 3 is used for exchanging heat with the atmospheric environment.

Referring to fig. 5, in some embodiments, the thermal management system has a first passenger cabin heating mode in which the compressor 1 is in an on state, the third valve member 8 is in a throttled state, the inlet of the third valve member 8 is in communication with the outlet of the fifth heat exchange portion 210, the inlet of the seventh heat exchanger 3 is in communication with the outlet of the third valve member 8, the compressor 1, the fifth heat exchange portion 210, the third valve member 8 and the seventh heat exchanger 3 are in communication, the fourth pump 26, the sixth heat exchange portion 220 and the eighth heat exchanger 24 are in communication, and the fifth heat exchange portion 210 and the sixth heat exchange portion 220 exchange heat. Wherein the third valve element 8 can throttle the refrigerant, and optionally, the third valve element 8 is an electronic expansion valve or a thermal expansion valve. The sixth heat exchanger 2 is a liquid cooling heat exchanger, and is used for heat exchange between the cooling liquid and the cooling liquid. In the sixth heat exchanger 2 the refrigerant is used for releasing heat and the eighth heat exchanger 24 is used as a warm air core, which increases the temperature of the air entering the passenger compartment.

In this embodiment, the refrigerant system of the thermal management system includes the compressor 1, the fifth heat exchange portion 210, the seventh heat exchanger 3, and the third valve member 8, where the above components may be indirectly connected through a pipeline or a valve member, or may be integrated into a single structure. In the first passenger compartment heating mode, the flow order of the refrigerant is the outlet of the compressor 1, the fifth heat exchanging portion 210, the third valve element 8, the seventh heat exchanger 3, the inlet of the compressor 1.

Referring to fig. 5, in some embodiments, when there is a heating requirement for both the passenger compartment and the battery, and the waste heat of the motor and the hydraulic system is sufficient, the thermal management system is in the first passenger compartment heating mode, and uses the waste heat of the motor and the waste heat of the hydraulic system to heat the battery. The seventh heat exchanger 3 is an outdoor heat exchanger, and the passenger cabin is heated by an air source heat pump. The battery loop, the motor loop and the hydraulic loop are connected in series through the switching of the first valve element 12 and the second valve element 13, and the battery is heated by utilizing the motor waste heat and the hydraulic system waste heat. The first valve element 12 and the second valve element 13 may adopt proportional three-way water valves, where the port a of the first valve element 12 communicates with the port c of the first valve element 12, or the port a of the first valve element 12 communicates with the port b of the first valve element 12 and the port c of the first valve element 12 at the same time; the port d of the second valve element 13 communicates with the port e of the second valve element 13; the first heat exchanging portion 161 exchanges heat with the second heat exchanging portion 162, and the third heat exchanging portion 201 exchanges heat with the fourth heat exchanging portion 202. The refrigerant system can fully heat the passenger cabin, and the waste heat is used for heating the battery, so that the heating efficiency can be improved.

Referring to fig. 7, in other embodiments, when there is a heating requirement in only the passenger compartment and insufficient residual heat of the battery, the motor, and the hydraulic system cannot be recovered, the thermal management system is in the first passenger compartment heating mode, and the battery, the motor, and the hydraulic system are all in a heat dissipation state. The seventh heat exchanger 3 is an outdoor heat exchanger, the passenger cabin is heated by the air source heat pump, and heat exchange is performed between the passenger cabin and the outside air through the seventh heat exchanger 3. At this time, the port a of the first valve element 12 communicates with the port b of the first valve element 12; the port d of the second valve member 13 is communicated with the port f of the second valve member 13, and the battery circuit, the hydraulic circuit and the motor circuit are independently circulated to dissipate heat through the third heat exchanger 11, the fourth heat exchanger 17 and the fifth heat exchanger 21. The third heat exchanger 11, the fourth heat exchanger 17 and the fifth heat exchanger 21 adopt air cooling to dissipate heat, and the third heat exchanger 11, the fourth heat exchanger 17 and the fifth heat exchanger 21 are all air cooling heat exchangers for exchanging heat with air.

Referring again to fig. 1, in some embodiments, the thermal management system further includes a heater 25, and referring to fig. 6, in some embodiments, the thermal management system further has a second passenger compartment heating mode in which the compressor 1 is in an off state, and the fourth pump 26, the sixth heat exchange portion 220, the heater 25, and the eighth heat exchanger 24 are in communication.

Referring to fig. 6 again, in some embodiments, when there is a heating requirement for both the passenger compartment and the battery, and the heat of the atmospheric environment is insufficient, and the waste heat of the motor and the hydraulic system is sufficient; the thermal management system is in a second passenger compartment heating mode and can utilize motor waste heat and hydraulic system waste heat to heat the battery. Wherein the heater 25 is a PTC heater, the passenger compartment is heated by the PTC heater, and the eighth heat exchanger 24 is used as a warm air core, which can raise the temperature of air entering the passenger compartment; the battery loop, the motor loop and the hydraulic loop are connected in series by switching the first valve element 12 and the second valve element 13, and the motor waste heat and the hydraulic system waste heat are used for heating the battery. The first valve element 12 and the second valve element 13 may be proportional three-way water valves, where the port a of the first valve element 12 is communicated with the port c of the first valve element 12, or the port a of the first valve element 12 is simultaneously communicated with the port b of the first valve element 12 and the port c of the first valve element 12; the port d of the second valve element 13 communicates with the port e of the second valve element 13, the first heat exchanging portion 161 exchanges heat with the second heat exchanging portion 162, and the third heat exchanging portion 201 exchanges heat with the fourth heat exchanging portion 202.

Referring to fig. 1, in some embodiments, the thermal management system further includes a ninth heat exchanger 5 and a fifth valve element 9, where the ninth heat exchanger 5 includes a seventh heat exchanging portion 51 and an eighth heat exchanging portion 52 that are isolated from each other, and the fifth valve element 9 has a throttling function. Referring to fig. 4, in some embodiments, the thermal management system has a passenger compartment hybrid heating mode in which the compressor 1 is in an on state, the third valve member 8 is in a throttled state, the fifth valve member 9 is in a throttled state, the inlet of the third valve member 8 is in communication with the outlet of the fifth heat exchange portion 210, the outlet of the third valve member 8 is in communication with the inlet of the seventh heat exchanger 3, the inlet of the fifth valve member 9 is in communication with the outlet of the fifth heat exchange portion 210, and the outlet of the fifth valve member 9 is in communication with the inlet of the seventh heat exchange portion 51. The compressor 1, the fifth heat exchange part 210, the third valve element 8 and the seventh heat exchanger 3 are communicated, and the compressor 1, the fifth heat exchange part 210, the fifth valve element 9 and the seventh heat exchange part 51 are communicated; the fourth pump 26, the sixth heat exchange portion 220 and the eighth heat exchanger 24 are communicated, and the fifth heat exchange portion 210 and the sixth heat exchange portion 220 exchange heat; the first pump 15, the battery heat exchanger 14, and the eighth heat exchanger 52 are in communication, and the seventh heat exchanger 51 and the eighth heat exchanger 52 exchange heat. The third valve element 8 and the fifth valve element 9 can throttle the refrigerant, and optionally, the third valve element 8 and the fifth valve element 9 are electronic expansion valves or thermal expansion valves. The refrigerant in the sixth heat exchanger 2 is used to release heat and the eighth heat exchanger 24 is used as a warm air core to raise the temperature of the air entering the passenger compartment.

In this embodiment, the refrigerant system of the thermal management system further includes a fifth valve element 9 and a seventh heat exchange portion 51, and each component of the refrigerant system may be indirectly connected to each other through a pipeline or a valve element, or may be integrated into a unitary structure. In the passenger-cabin hybrid heating mode, the flow order of the refrigerant is the outlet of the compressor 1, the fifth heat exchanging portion 210, the third valve element 8, the seventh heat exchanger 3, the inlet of the compressor 1, and the outlet of the compressor 1, the fifth heat exchanging portion 210, the fifth valve element 9, the seventh heat exchanging portion 51, the inlet of the compressor 1.

Referring to fig. 4, in some embodiments, when there is only a heating demand in the passenger compartment and the waste heat of the battery, motor, and hydraulic system is sufficient, the thermal management system is in the passenger compartment hybrid heating mode, and the waste heat of the battery, motor, and hydraulic system can be recovered for heating the passenger compartment. At this time, the passenger cabin is heated by adopting a heat pump, the battery loop, the motor loop and the hydraulic loop are connected in series through the switching of the first valve element 12 and the second valve element 13, and the three parts of heat are used for heating the whole cabin through the ninth heat exchanger 5, so that the waste heat of the battery, the motor and the hydraulic system is recycled, and the energy saving is realized. The first valve element 12 and the second valve element 13 may be proportional three-way water valves, where the port a of the first valve element 12 is communicated with the port c of the first valve element 12, or the port a of the first valve element 12 is simultaneously communicated with the port b of the first valve element 12 and the port c of the first valve element 12; the port d of the second valve element 13 communicates with the port e of the second valve element 13; the first heat exchanging portion 161 exchanges heat with the second heat exchanging portion 162, the third heat exchanging portion 201 exchanges heat with the fourth heat exchanging portion 202, and the seventh heat exchanging portion 51 exchanges heat with the eighth heat exchanging portion 52. Meanwhile, the heat management system can absorb heat from the outdoor side through the seventh heat exchanger 3, so that the system COP can be improved. In addition, when the battery has a heating requirement, the opening degree of the fifth valve element 9 in front of the ninth heat exchanger 5 can be reduced, so that the heat absorption quantity of the passenger cabin passing through the ninth heat exchanger 5 can be reduced.

Referring again to fig. 1, the thermal management system further includes a tenth heat exchanger 4 and a fourth valve element 10, the fourth valve element 10 having a throttling function, the thermal management system having a passenger compartment single cooling mode and/or a passenger compartment and battery hybrid cooling mode; referring to fig. 2 and 3, in some embodiments, in the passenger compartment single cooling mode and the passenger compartment and battery hybrid cooling mode, the compressor 1 is in an on state, the fourth valve member 10 is in a throttled state, the inlet of the fourth valve member 10 is communicated with the outlet of the seventh heat exchanger 3, the outlet of the fourth valve member 10 is communicated with the inlet of the tenth heat exchanger 4, and the compressor 1, the fifth heat exchanging portion 210, the seventh heat exchanger 3, the fourth valve member 10 and the tenth heat exchanger 4 are communicated; the refrigerant in the tenth heat exchanger 4 is used to absorb heat, and the temperature of the air entering the passenger compartment can be reduced.

Referring to fig. 2, in some embodiments, in the passenger compartment and battery hybrid cooling mode, the fifth valve element 9 is in a throttled state, the inlet of the fifth valve element 9 is communicated with the outlet of the seventh heat exchanger 3, the outlet of the fifth valve element 9 is communicated with the inlet of the seventh heat exchange portion 51, and the compressor 1, the fifth heat exchange portion 210, the seventh heat exchanger 3, the fifth valve element 9 and the seventh heat exchange portion 51 are communicated. The refrigerant in the ninth heat exchanger 5 is used to absorb heat and reduce the temperature of the air entering the passenger compartment.

In this embodiment, the refrigerant system of the thermal management system further includes the tenth heat exchanger 4 and the fourth valve element 10, and each component of the refrigerant system may be indirectly connected to each other through a pipeline or a valve element, or may be integrated into a unitary structure. In the passenger compartment single cooling mode, the flow order of the refrigerant is the outlet of the compressor 1, the fifth heat exchanging portion 210, the seventh heat exchanger 3, the third valve element 8, the fourth valve element 10, the tenth heat exchanger 4, the inlet of the compressor 1. In the passenger compartment and battery hybrid cooling mode, the flow order of the refrigerant is the outlet of the compressor 1, the fifth heat exchange portion 210, the seventh heat exchanger 3, the third valve element 8, the fourth valve element 10, the tenth heat exchanger 4, the inlet of the compressor 1, and the outlet of the compressor 1, the fifth heat exchange portion 210, the seventh heat exchanger 3, the third valve element 8, the fifth valve element 9, the seventh heat exchange portion 51, the inlet of the compressor 1.

Referring to fig. 3, in some embodiments, when the passenger compartment has cooling requirements, the battery, the motor, and the hydraulic system have heat dissipation requirements, the thermal management system is in a passenger compartment single cooling mode, and the battery, the motor, and the hydraulic system are in a heat dissipation state. Wherein, the first valve element 12 and the second valve element 13 can adopt proportional three-way water valves, and at this time, the port a of the first valve element 12 is communicated with the port b of the first valve element 12; the port d of the second valve member 13 is communicated with the port f of the second valve member 13, the battery loop, the hydraulic loop and the motor loop are independently circulated, and the third heat exchanger 11, the fourth heat exchanger 17 and the fifth heat exchanger 21 dissipate heat without cooling by a refrigerant system, so that the electric energy of the whole vehicle can be saved. The third heat exchanger 11, the fourth heat exchanger 17 and the fifth heat exchanger 21 adopt air cooling to dissipate heat, and the third heat exchanger 11, the fourth heat exchanger 17 and the fifth heat exchanger 21 are all air cooling heat exchangers for exchanging heat with air.

Referring to fig. 2, in other embodiments, the thermal management system is in a passenger compartment and battery hybrid cooling mode when both the passenger compartment and the battery are in need of cooling and the motor and hydraulic system are in need of heat dissipation. At this time, the passenger compartment is cooled by the refrigerant system, the motor and the hydraulic system are in a heat dissipation state, the seventh heat exchange portion 51 and the eighth heat exchange portion 52 exchange heat for cooling the battery, and the third heat exchanger 11 can be used for air-cooling and heat dissipation of the battery. The battery loop, the motor loop and the hydraulic loop do not exchange heat through the switching of the first valve element 12 and the second valve element 13; wherein, the first valve element 12 and the second valve element 13 can adopt proportional three-way water valves, and at this time, the port a of the first valve element 12 is communicated with the port b of the first valve element 12; the port d of the second valve element 13 communicates with the port f of the second valve element 13. The hydraulic circuit and the motor circuit can be independently circulated, and air cooling and heat dissipation are respectively carried out through the fourth heat exchanger 17 and the fifth heat exchanger 21.

In other embodiments, when the motor also has a cooling requirement, the second valve 13 may also control part of the cooling liquid to exchange heat with the motor loop through the second heat exchanger 20 to cool the motor. At this time, the port d of the second valve element 13 communicates with the port e of the second valve element 13/the port f of the second valve element 13 at the same time.

Referring again to fig. 1, in some embodiments, the thermal management system further includes a sixth valve element 7, the sixth valve element 7 having a first port 71, a second port 72, a third port 73, and a fourth port 74, the sixth valve element 7 being configured to switch the communication state of the four ports thereof by the valve element, the first port 71 being in communication with the inlet of the compressor 1, the third port 73 being in communication with the outlet of the compressor 1, the second port 72 being in communication with the seventh heat exchanger 3, the fourth port 74 being in communication with the inlet of the third valve element 8 and the inlet of the fifth valve element 9;

Referring to fig. 4,5 and 7, in some embodiments, in the passenger compartment hybrid heating mode and the first passenger compartment heating mode, the compressor 1 is in an on state, the third valve member 8 is in a throttled state, the third port 73 is in communication with the fourth port 74, the fourth port 74 is in communication with the inlet of the seventh heat exchanger 3, the outlet of the seventh heat exchanger 3 is in communication with the second port 72, and the second port 72 is in communication with the first port 71. Referring again to fig. 4, in some embodiments, in the passenger compartment hybrid heating mode, the fifth valve element 9 is in a throttled state and the fourth port 74 is in communication with the seventh heat exchange portion 51.

Referring to fig. 2 and 3, in some embodiments, in the passenger compartment single cooling mode and the passenger compartment and battery hybrid cooling mode, the third port 73 communicates with the second port 72, the second port 72 communicates with the inlet of the second-heat exchanger 3, and the outlet of the seventh heat exchanger 3 communicates with the inlet of the tenth heat exchanger 4. Referring again to fig. 2, in some embodiments, in the passenger compartment and battery hybrid cooling mode, the outlet of the seventh heat exchanger 3 communicates with the inlet of the seventh heat exchanging portion 51.

In some other embodiments, the refrigerant system further comprises a gas-liquid separation device 6, the outlet of the gas-liquid separation device 6 being in communication with the inlet of the compressor 1, the inlet of the gas-liquid separation device 6 being capable of communicating with the outlets of the seventh heat exchanger 3, the tenth heat exchanger 4, the ninth heat exchanger 5. In some specific embodiments, the gas-liquid separation device 6 includes a gas-liquid separator and an intermediate heat exchanger that are independent of each other, and are respectively connected to other components through pipelines, and the structure and the working principle of the gas-liquid separator and the intermediate heat exchanger are well known to those skilled in the art, so that the description of the present application is omitted.

The thermal management system of the present embodiment has various modes of operation, when the compressor 1 is on, the sixth heat exchanger 2 may function as a condenser, the refrigerant in the sixth heat exchanger 2 is used to release heat, the eighth heat exchanger 24 is used as a warm air core, and the temperature of the air entering the passenger compartment may be raised; the tenth heat exchanger 4 serves as an evaporator, and the refrigerant is used to absorb heat in the tenth heat exchanger 4, so that the temperature of the air entering the passenger compartment can be reduced. In some other embodiments, the battery heat exchange device 14 is used to thermally manage the battery. Alternatively, the battery heat exchange device 14 may be an integral component of unitary construction with the battery, or may be a separate component that is then assembled with the battery. The motor heat exchange device 22 is used for performing heat management on the motor. Alternatively, the motor heat exchange device 22 may be an integral component of a unitary structure with the motor, or may be a separate component that is then assembled with the motor. The hydraulic system heat sink 18 is used to thermally manage the hydraulic system. Alternatively, the hydraulic system heat sink 18 may be an integral component of a unitary structure with the hydraulic system or may be a separate component that is then assembled with the hydraulic system.

The two components in the application can be directly connected or connected through a pipeline, and only a pipeline can be arranged between the two components, or a valve device or other components besides the pipeline can be arranged between the two components. Similarly, in the application, the two components can be directly communicated, or can be communicated through a pipeline, and the two components can be communicated through a pipeline only, or can be communicated after being further provided with a valve device or other components.

It should be understood that, each mode of the thermal management system of the present application is independent of each other, and may be directly operated when turned on, and the operation of each mode has no sequence, and the description of the progressive relationship in the above description is only for convenience of understanding, and should not be understood as that the operation of two modes has sequence.

The technical principles of the present application have been described above in connection with specific embodiments, but it should be noted that the above descriptions are only for explaining the principles of the present application and should not be construed as limiting the scope of the present application in any way. Other embodiments of the application, or equivalents thereof, will suggest themselves to those skilled in the art without undue burden from the present disclosure, based on the explanations herein.

Claims (10)

1. A thermal management system comprising a battery heat exchange device (14), a first pump (15), a first heat exchanger (16), a hydraulic system heat dissipation device (18) and a second pump (19), the first heat exchanger (16) comprising a first heat exchange portion (161) and a second heat exchange portion (162) isolated from each other;

Under a certain working mode, the first pump (15), the battery heat exchange device (14) and the first heat exchange part (161) are communicated, the second pump (19), the hydraulic system heat dissipation device (18) and the second heat exchange part (162) are communicated, and the first heat exchange part (161) and the second heat exchange part (162) exchange heat.

2. The thermal management system of claim 1, further comprising a first valve member (12), the first valve member (12) comprising a port a, a port b, and a port c, the outlet of the first pump (15) being in communication with port a of the first valve member (12), the inlet of the first pump (15) being in communication with at least one of port b of the first valve member (12) and port c of the first valve member (12);

When the first valve element (12) is in an operating state, a port a of the first valve element (12) is communicated with at least one of a port b of the first valve element (12) and a port c of the first valve element (12).

3. The thermal management system according to claim 1, further comprising a second heat exchanger (20), a motor heat exchange device (22) and a third pump (23), the second heat exchanger (20) comprising a third heat exchange portion (201) and a fourth heat exchange portion (202) isolated from each other;

The thermal management system is provided with a battery heating mode, in the battery heating mode, the third pump (23), the motor heat exchange device (22) and the fourth heat exchange part (202) are communicated, the first pump (15), the battery heat exchange device (14) and the third heat exchange part (201) are communicated, and the third heat exchange part (201) and the fourth heat exchange part (202) are subjected to heat exchange.

4. A thermal management system according to claim 3, further comprising a second valve member (13), the second valve member (13) comprising a port d, a port e and a port f, the outlet of the first pump (15) being in communication with the port d of the second valve member (13), the inlet of the first pump (15) being in communication with at least one of the port e of the second valve member (13) and the port f of the second valve member (13);

when the second valve element (13) is in an operating state, a port d of the second valve element (13) can be communicated with at least one of a port e of the second valve element (13) and a port f of the second valve element (13); the inlet of the third heat exchange part (201) is communicated with the port e of the second valve element (13), and the outlet of the third heat exchange part (201) is communicated with the inlet of the first pump (15).

5. A thermal management system according to claim 3, characterized in that the thermal management system further comprises a third heat exchanger (11), the third heat exchanger (11) being for heat exchange with the atmosphere, the third heat exchanger (11), the battery heat exchange device (14) and the first pump (15) being in communication;

And/or the thermal management system further comprises a fourth heat exchanger (17), wherein the fourth heat exchanger (17) is used for exchanging heat with the atmosphere, the second pump (19), the hydraulic system heat dissipation device (18), the second heat exchange part (162) and the fourth heat exchanger (17) are communicated, and the second pump (19) is an oil pump;

And/or, the thermal management system further comprises a fifth heat exchanger (21), the fifth heat exchanger (21) is used for exchanging heat with the atmosphere, and the third pump (23), the motor heat exchange device (22), the fourth heat exchange part (202) and the fifth heat exchanger (21) are communicated.

6. The thermal management system according to any one of claims 1 to 5, further comprising a compressor (1), a sixth heat exchanger (2), a seventh heat exchanger (3), a third valve element (8), an eighth heat exchanger (24) and a fourth pump (26), the sixth heat exchanger (2) comprising a fifth heat exchange portion (210) and a sixth heat exchange portion (220) isolated from each other, the third valve element (8) having a throttling function, the seventh heat exchanger (3) being adapted to exchange heat with the atmosphere;

The heat management system is provided with a first passenger cabin heating mode, the compressor (1) is in an opening state in the first passenger cabin heating mode, the third valve element (8) is in a throttling state, an inlet of the third valve element (8) is communicated with an outlet of the fifth heat exchange portion (210), an outlet of the third valve element (8) is communicated with an inlet of the seventh heat exchanger (3), the compressor (1), the fifth heat exchange portion (210), the third valve element (8) and the seventh heat exchanger (3) are communicated, the fourth pump (26), the sixth heat exchange portion (220) and the eighth heat exchanger (24) are communicated, and the fifth heat exchange portion (210) and the sixth heat exchange portion (220) are subjected to heat exchange.

7. The thermal management system according to claim 6, further comprising a heater (25), the thermal management system further having a second passenger cabin heating mode in which the compressor (1) is in an off state, the fourth pump (26), the sixth heat exchanger (220), the heater (25) and the eighth heat exchanger (24) are in communication.

8. The thermal management system according to claim 6, further comprising a ninth heat exchanger (5) and a fifth valve element (9), the ninth heat exchanger (5) comprising a seventh heat exchange portion (51) and an eighth heat exchange portion (52) isolated from each other, the fifth valve element (9) having a throttling function;

The thermal management system is provided with a passenger cabin hybrid heating mode, in which the compressor (1) is in an open state, the third valve element (8) is in a throttling state, the fifth valve element (9) is in a throttling state, an inlet of the third valve element (8) is communicated with an outlet of the fifth heat exchange part (210), an outlet of the third valve element (8) is communicated with an inlet of the seventh heat exchanger (3), an inlet of the fifth valve element (9) is communicated with an outlet of the fifth heat exchange part (210), and an outlet of the fifth valve element (9) is communicated with an inlet of the seventh heat exchange part (51);

The compressor (1), the fifth heat exchange part (210), the third valve element (8) and the seventh heat exchanger (3) are communicated, and the compressor (1), the fifth heat exchange part (210), the fifth valve element (9) and the seventh heat exchange part (51) are communicated; the fourth pump (26), the sixth heat exchange part (220) and the eighth heat exchanger (24) are communicated, and the fifth heat exchange part (210) and the sixth heat exchange part (220) exchange heat; the first pump (15), the battery heat exchange device (14) and the eighth heat exchange part (52) are communicated, and the seventh heat exchange part (51) and the eighth heat exchange part (52) exchange heat.

9. The thermal management system according to claim 8, further comprising a tenth heat exchanger (4) and a fourth valve member (10), the fourth valve member (10) having a throttling function, the thermal management system having a passenger compartment single cooling mode and/or a passenger compartment and battery hybrid cooling mode;

In the passenger cabin single cooling mode and the passenger cabin and battery mixed cooling mode, the compressor (1) is in an on state, the fourth valve element (10) is in a throttling state, an inlet of the fourth valve element (10) is communicated with an outlet of the seventh heat exchanger (3), an outlet of the fourth valve element (10) is communicated with an inlet of the tenth heat exchanger (4), and the compressor (1), the fifth heat exchange part (210), the seventh heat exchanger (3), the fourth valve element (10) and the tenth heat exchanger (4) are communicated;

In the passenger cabin and battery mixed refrigeration mode, the fifth valve element (9) is in a throttling state, an inlet of the fifth valve element (9) is communicated with an outlet of the seventh heat exchanger (3), an outlet of the fifth valve element (9) is communicated with an inlet of the seventh heat exchange portion (51), and the compressor (1), the fifth heat exchange portion (210), the seventh heat exchanger (3), the fifth valve element (9) and the seventh heat exchange portion (51) are communicated.

10. The thermal management system according to claim 9, further comprising a sixth valve element (7), the sixth valve element (7) having a first port (71), a second port (72), a third port (73) and a fourth port (74), the sixth valve element (7) switching its four port communication state by a valve element, the first port (71) communicating with an inlet of the compressor (1), the third port (73) communicating with an outlet of the compressor (1), the second port (72) communicating with a seventh heat exchanger (3), the fourth port (74) communicating with an inlet of the third valve element (8) and an inlet of the fifth valve element (9);

In the passenger compartment hybrid heating mode and the first passenger compartment heating mode, the compressor (1) is in an open state, the third valve member (8) is in a throttled state, the third port (73) is communicated with the fourth port (74), the fourth port (74) is communicated with an inlet of the seventh heat exchanger (3), an outlet of the seventh heat exchanger (3) is communicated with the second port (72), and the second port (72) is communicated with the first port (71);

And/or, in the passenger compartment hybrid heating mode, the fifth valve element (9) is in a throttled state, and the fourth port (74) is in communication with the seventh heat exchange portion (51);

And/or, in the passenger compartment single cooling mode and the passenger compartment and battery hybrid cooling mode, the third port (73) is in communication with the second port (72), the second port (72) is in communication with the inlet of the second-heat exchanger (3), and the outlet of the seventh heat exchanger (3) is in communication with the inlet of the tenth heat exchanger (4);

and/or, in the passenger compartment and battery hybrid cooling mode, the outlet of the seventh heat exchanger (3) is in communication with the inlet of the seventh heat exchange portion (51).