Integrated thermal management system and vehicle

Abstract

An integrated thermal management system (1000) and a vehicle, the system (1000) comprising a heat pump subsystem (100) used for exchanging heat with a passenger compartment (60) and a battery (60) of the vehicle, the heat pump subsystem (100) including a compressor (1) and a control valve (33), one end of the control valve (33) being connected to an exhaust port of the compressor (1) and the other end of the control valve (33) being connected to a return port of the compressor (1) or to the return port of the compressor (1) via a gas-liquid separator (27), and The system includes a high-pressure cooling subsystem (200) for exchanging heat with the system (11) and the heat pump subsystem (100), a battery self-heating subsystem (300) for heating the battery (70) by charging and discharging it, an air heating subsystem (400) for exchanging heat with the passenger compartment (60), and a control subsystem for controlling a control valve (33) to connect the exhaust port of the compressor (1) and the return port of the compressor (1) to each other, thereby realizing air supply and enthalpy increase.

Description

[Technical field]

[0001] The present disclosure relates to an integrated thermal management system and a vehicle. [Background technology]

[0002] Conventional vehicle thermal management systems not only have difficulty meeting the thermal demand for heating the passenger compartment and battery throughout the vehicle, but also tend to have problems such as insufficient heat distribution and reduced heating efficiency due to the inrationing of heat distribution between the passenger compartment and battery throughout the vehicle.

[0003] Furthermore, when the entire vehicle is heated using the heat pump system, if the temperature is low or the compressor's return pressure is insufficient, the amount of refrigerant flowing into the compressor will be insufficient, the compressor's suction pressure will be low, and output will be low, which will reduce the heating capacity of the heat pump system and significantly reduce the energy utilization efficiency of the entire vehicle. Summary of the Invention [Problem to be solved by the invention]

[0004] The present disclosure solves, at least to some extent, one of the technical problems in the related art. [Means for solving the problem]

[0005] Therefore, a first objective of the present disclosure is to provide an integrated thermal management system that not only meets the thermal demands of the passenger compartment and the battery, but also rationally distributes heat between the passenger compartment and the battery, and by supplementing the compressor and increasing enthalpy, can increase the heating capacity of the heat pump subsystem and improve the energy utilization efficiency of the entire vehicle.

[0006] A second object of the present disclosure is to provide a vehicle.

[0007] In order to achieve the above object, an embodiment of a first aspect of the present disclosure provides an integrated thermal management system, the system comprising: The present invention relates to a heating and cooling system for a passenger compartment of a vehicle, and to a heat exchanger for heating and cooling the passenger compartment of the vehicle and a battery of the vehicle. The heating and cooling system includes a compressor and a control valve, one end of the control valve being connected to an exhaust port of the compressor and the other end being connected to a return port of the compressor or a return port of the compressor through a gas-liquid separator. The above a heat pump subsystem in communication with the return air port; a high pressure refrigeration subsystem for exchanging heat with the high pressure system and the heat pump subsystem of the vehicle; a battery self-heating subsystem for heating the battery by charging and discharging the battery; an air heating subsystem for heating the passenger compartment; and a control subsystem for controlling the control valve to communicate the compressor exhaust port and the compressor return port to achieve air supplementation and enthalpy increase.

[0008] An embodiment of the first aspect of the present disclosure further provides an integrated thermal management system, the system comprising: The heat pump subsystem is used for exchanging heat with a passenger compartment and a battery of a vehicle, and includes a compressor and a control valve, one end of the control valve being connected to an exhaust port of the compressor and the other end being connected to a return port of the compressor or connected to the return port of the compressor via a gas-liquid separator; a high-pressure cooling subsystem for exchanging heat with the high-pressure system and the heat pump subsystem of the vehicle; a battery self-heating subsystem for charging and discharging the battery to heat it; an air heating subsystem for exchanging heat with the passenger compartment; and a control subsystem for controlling the control valve to connect the exhaust port of the compressor and the return port of the compressor to each other, thereby achieving air supply and enthalpy increase.

[0009] In the integrated thermal management system according to the embodiment of the present disclosure, the heat pump subsystem exchanges heat with the passenger compartment and the battery of the vehicle, the high-pressure cooling subsystem exchanges heat with the high-pressure system of the vehicle and the heat pump subsystem, the battery self-heating subsystem charges and discharges the battery to heat it, the air heating subsystem exchanges heat with the passenger compartment, and the control subsystem controls the control valve in the heat pump subsystem to communicate the compressor exhaust port and the compressor return port, thereby achieving compressor air intake and enthalpy increase, which not only meets the thermal demand of the passenger compartment and the battery, but also rationally distributes the heat between the passenger compartment and the battery, and the compressor air intake and enthalpy increase can increase the heating capacity of the heat pump subsystem and improve the energy utilization efficiency of the entire vehicle.

[0010] According to one embodiment of the present disclosure, when there is a heating demand for either the passenger compartment or the battery, the control subsystem obtains a corresponding heat demand value and controls the heat pump subsystem, the high pressure cooling subsystem, the battery, and the like. self Heating Subsystem and the Air Heating Subsystem Each of Obtain the available heat value and energy efficiency value of each of the heat pump subsystem, the high pressure refrigeration subsystem, the battery self-heating subsystem, and the air heating subsystem; Compare the amount of heat that can be supplied by the heat pump subsystem, the high pressure cooling subsystem, the battery self-heating subsystem, and the air heating subsystem The subsystem that meets the demand heat value and is most energy efficient is selected and used to heat the passenger compartment or battery that has the heating demand.

[0011] According to an embodiment of the present disclosure, the control subsystem specifically obtains a corresponding demand heat value when there is a heating demand for either the passenger compartment or the battery, and controls the heat pump subsystem, the high pressure cooling subsystem, the battery heating subsystem, and the air heating subsystem. Each of The available heat value and the energy efficiency value of each of the heat sources are obtained, and are used to determine and heat the subsystem that meets the heating demand and has the highest energy efficiency based on the demand heat value, the available heat value, and the energy efficiency value.

[0012] According to one embodiment of the present disclosure, when there is a heating demand in the passenger compartment, the control subsystem controls the heat pump subsystem, the high pressure refrigeration subsystem, and the air heating subsystem. Each of Obtain the available heat value and energy efficiency value of the the heat pump subsystem, the high pressure refrigeration subsystem, and the air heating subsystem, respectively obtain a supplyable heat value and an energy efficiency value after the two are linked together, and obtain a demand heat value of the passenger compartment; each of the heat pump subsystem, the high pressure refrigeration subsystem, and the air heating subsystem; And after collaboration each of the heat pump subsystem, the high pressure refrigeration subsystem, and the air heating subsystem; From these, the subsystem that meets the heating demand of the passenger compartment and has the highest energy efficiency is selected to heat the passenger compartment.

[0013] According to one embodiment of the present disclosure, when there is a demand for heating in the passenger compartment, the control subsystem is specifically used to determine and heat the subsystem that can meet the passenger compartment heating demand and has the highest energy efficiency based on the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem, the heat value that can be supplied and the energy efficiency value after the different subsystems work together, and the demand heat value of the passenger compartment.

[0014] According to one embodiment of the present disclosure, when there is a heating demand for the battery, the control subsystem controls the heat pump subsystem, the high pressure cooling subsystem, and the battery self-heating subsystem. Each of Obtain the heat value and energy efficiency value of the the heat pump subsystem, the high pressure refrigeration subsystem, and the battery self-heating subsystem obtain a supplyable calorific value and an energy efficiency value after the cooperation of the battery, and obtain a demand calorific value of the battery; each of the heat pump subsystem, the high pressure cooling subsystem, and the battery self-heating subsystem; And after collaboration the heat pump subsystem, the high pressure refrigeration subsystem, and the battery self-heating subsystem From these, the subsystem that meets the battery heating demand and is most energy efficient is selected and used to heat the battery.

[0015] According to one embodiment of the present disclosure, when there is a heating demand in the battery, the control subsystem is specifically used to determine and heat the subsystem that can meet the battery heating demand and has the highest energy efficiency based on the supplyable heat value and energy efficiency value after each subsystem and different subsystems in the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem work together, and the battery demand heat value.

[0016] According to one embodiment of the present disclosure, when there is a heating demand for both the passenger compartment and the battery, The control subsystem controls the heat pump subsystem, the high pressure refrigeration subsystem, and the air heating subsystem. Each of Obtain the available heat value and energy efficiency value of the the heat pump subsystem, the high pressure refrigeration subsystem, and the air heating subsystem obtain a supplyable heat value and an energy efficiency value after the two are linked together, and obtain a demand heat value of the passenger compartment; each of the heat pump subsystem, the high pressure refrigeration subsystem, and the air heating subsystem; And after collaboration the heat pump subsystem, the high pressure refrigeration subsystem, and the air heating subsystem from the above, a subsystem that meets the passenger compartment heating demand and has the highest energy efficiency is selected and used to heat the passenger compartment; The control subsystem controls the heat pump subsystem, the high pressure refrigeration subsystem, and the battery self-heating subsystem. Each of Obtain the available heat value and energy efficiency value of the the heat pump subsystem, the high pressure refrigeration subsystem, and the battery self-heating subsystem obtain a supplyable calorific value and an energy efficiency value after the cooperation of the battery, and obtain a demand calorific value of the battery; each of the heat pump subsystem, the high pressure cooling subsystem, and the battery self-heating subsystem; And after collaboration the heat pump subsystem, the high pressure refrigeration subsystem, and the battery self-heating subsystem From the above, a subsystem that meets the battery heating demand and has the highest energy efficiency is selected and used to heat the battery; If the selected subsystem that satisfies the passenger compartment heating demand and has the highest energy efficiency is similar to the subsystem that satisfies the battery heating demand and has the highest energy efficiency, the subsystem satisfies the passenger compartment heating demand and the battery heating demand simultaneously. In response to controlling the subsystem to heat; The subsystem cannot meet both passenger compartment heating demand and battery heating demand. In response to, select and heat the subsystem that meets the passenger compartment heating demand and has the second highest energy efficiency and the subsystem that meets the battery heating demand and has the second highest energy efficiency, or select and heat one of the subsystem that meets the passenger compartment heating demand and has the second highest energy efficiency and the subsystem that meets the battery heating demand and has the second highest energy efficiency.

[0017] According to one embodiment of the present disclosure, a subsystem that meets the passenger compartment heating demand and has the highest energy efficiency is determined based on the supplyable heat value and energy efficiency value after each subsystem and different subsystems in the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem work together, and the demand heat value of the passenger compartment; a subsystem that meets the battery heating demand and has the highest energy efficiency is determined based on the supplyable heat value and energy efficiency value after each subsystem and different subsystems in the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem work together, and the demand heat value of the battery; if it is determined that the subsystem that meets the passenger compartment heating demand and has the highest energy efficiency is similar to the subsystem that meets the battery heating demand and has the highest energy efficiency, if the subsystem simultaneously meets the passenger compartment heating demand and the battery heating demand, the subsystem is controlled to heat; otherwise, a subsystem that meets the passenger compartment heating demand and has the second highest energy efficiency and / or a subsystem that meets the battery heating demand and has the second highest energy efficiency is determined and heated.

[0018] According to one embodiment of the present disclosure, the control subsystem is used to obtain return air port information of a compressor in the heat pump subsystem, and perform air supply and enthalpy increase on the compressor based on the return air port information, and the control subsystem is further used to obtain a supplyable heat value and an energy efficiency value of the heat pump subsystem after air supply and enthalpy increase, and the return air port information includes one of the return air pressure and the return air temperature of the return air port of the compressor.

[0019] According to one embodiment of the present disclosure, the control subsystem is further used to obtain return air port information of the compressor in the heat pump subsystem, perform air supply and enthalpy increase in the compressor based on the return air port information, and obtain the supplyable heat value and energy efficiency value of the heat pump subsystem after air supply and enthalpy increase, where the return air port information includes the return air pressure and / or the return air temperature of the return air port of the compressor.

[0020] According to one embodiment of the present disclosure, the battery self-heating subsystem comprises: A first battery pack and a second battery pack are included. At the connection point which is the first node The negative electrode of the first battery pack is connected to the positive electrode of the second battery pack. Can , a battery, an inverter circuit having a DC terminal connected to the positive electrode of the first battery pack and a DC terminal connected to the negative electrode of the second battery pack; a drive motor, the three-phase winding of which is connected to a corresponding three-phase AC terminal of the inverter circuit, and the neutral point of the three-phase winding of which is connected to the first node by a controllable switch; The control subsystem is used, when employing the battery self-heating subsystem to determine the battery heating, to control the controllable switch to an on state, to control the inverter circuit on and off, and to alternately oscillate and heat the first battery pack and the second battery pack by the three-phase winding.

[0021] According to one embodiment of the present disclosure, a battery self-heating subsystem includes a first battery pack and a second battery pack; At the connection point which is the first node The negative pole of the first battery pack is connected to the positive pole of the second battery pack. Canthe control subsystem further comprises a battery, an inverter circuit whose positive DC terminal is connected to the positive pole of the first battery pack and whose negative DC terminal is connected to the negative pole of the second battery pack, and a driving motor whose three-phase winding is connected corresponding to the three-phase AC terminals of the inverter circuit and whose neutral point of the three-phase winding is connected to a first node by a controllable switch, and when the battery self-heating subsystem is adopted to determine battery heating, the control subsystem is further used to control the controllable switch to an on state and control the inverter circuit on and off, so as to alternately oscillate and heat the first battery pack and the second battery pack by the three-phase winding.

[0022] According to one embodiment of the present disclosure, the control subsystem first controls all upper tubes of each bridge arm in the inverter circuit to an on state and all lower tubes to an off state, so that the first battery pack charges the three-phase winding, then controls all upper and lower tubes of each bridge arm in the inverter circuit to an off state, so that the three-phase winding charges the second battery pack, and also controls all lower tubes of each bridge arm in the inverter circuit to an on state and all upper tubes to an off state, so that the second battery pack charges the three-phase winding, and controls all upper and lower tubes of each bridge arm in the inverter circuit to an off state, so that the three-phase winding charges the first battery pack, and so on, repeating this process to alternately oscillate and heat.

[0023] According to one embodiment of the present disclosure, the control subsystem is further used to obtain a corresponding demand cooling value when there is a demand for cooling in the passenger compartment, and control the heat pump subsystem to provide cooling to the passenger compartment based on the demand cooling value.

[0024] According to one embodiment of the present disclosure, the control subsystem is further used to obtain a corresponding demand cooling value when there is a cooling demand in the battery, and control the heat pump subsystem to exchange heat with the battery based on the demand cooling value.

[0025] According to an embodiment of the present disclosure, the control subsystem further comprises: when the high pressure system has a heat dissipation demand, the heat pump subsystem has no heat exchange demand. In response to Controlling the high-pressure cooling subsystem to cut off heat exchange between the high-pressure cooling subsystem and the heat pump subsystem, and controlling the high-pressure cooling subsystem to radiate heat from the high-pressure system to air; In response to a heat exchange demand in the heat pump subsystem, , which is used to control the high-pressure refrigeration subsystem, heat exchange the heat pump subsystem, and dissipate heat from the high-pressure system.

[0026] According to an embodiment of the present disclosure, the control subsystem further comprises: when there is a heat dissipation demand in the high-pressure system, there is no heat supplement demand in the heat pump subsystem; In response to , controlling the high-pressure cooling subsystem to dissipate heat from the high-pressure system through air; In response to the heat exchange demands of the heat pump subsystem It is used to dissipate heat from the high-pressure system by controlling the high-pressure cooling subsystem to supplement heat in the heat pump subsystem.

[0027] To achieve the above object, an embodiment of a second aspect of the present disclosure provides a vehicle including the integrated thermal management system according to the embodiment of the first aspect.

[0028] With the above-mentioned integrated thermal management system, a vehicle according to an embodiment of the present disclosure can not only meet the thermal demand of the passenger compartment and the battery, but also rationally distribute the heat between the passenger compartment and the battery. By increasing the compressor's air supply and enthalpy, the heating capacity of the heat pump subsystem can be improved, and the energy utilization efficiency of the entire vehicle can be improved.

[0029] Additional aspects and advantages of the disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the disclosure. [Brief description of the drawings]

[0030] [Figure 1] FIG. 1 is a structural schematic diagram showing an integrated thermal management system according to a first embodiment of the present disclosure. [Diagram 2]FIG. 2 is a structural schematic diagram showing an integrated thermal management system according to a second embodiment of the present disclosure. [Diagram 3] FIG. 13 is a structural schematic diagram showing an integrated thermal management system according to a third embodiment of the present disclosure. [Figure 4] FIG. 2 is a structural schematic diagram showing a battery self-heating subsystem according to an embodiment of the present disclosure. [Diagram 5] FIG. 2 is a schematic diagram showing the current flow direction of a battery self-heating subsystem according to a first embodiment of the present disclosure. [Figure 6] FIG. 13 is a schematic diagram showing the current flow direction of a battery self-heating subsystem according to a second embodiment of the present disclosure. [Figure 7] FIG. 13 is a schematic diagram showing the current flow direction of a battery self-heating subsystem according to a third embodiment of the present disclosure. [Figure 8] FIG. 13 is a schematic diagram showing the current flow direction of a battery self-heating subsystem according to a fourth embodiment of the present disclosure. [Figure 9] 1 is a structural schematic diagram of a vehicle according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0031] Hereinafter, the embodiments of the present disclosure will be described in detail. Examples according to the embodiments are shown in the drawings, and the same or similar reference numerals throughout indicate the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the drawings are illustrative and intended to explain the present disclosure, and are not to be construed as limiting the present disclosure.

[0032] Hereinafter, an integrated thermal management system and a vehicle according to an embodiment of the present disclosure will be described with reference to the drawings.

[0033] FIG. 1 is a structural schematic diagram showing an integrated thermal management system according to a first embodiment of the present disclosure. As shown in FIG. 1, the system 1000 includes a heat pump subsystem 100, a high-pressure cooling subsystem 200, a battery self-heating subsystem 300, an air heating subsystem 400 and a control subsystem 500.

[0034] The heat pump subsystem 100 is used to exchange heat with the passenger compartment 60 and the battery 70 of the vehicle, the high-pressure cooling subsystem 200 is used to exchange heat with the high-pressure system 11 of the vehicle and the heat pump subsystem 100, the battery self-heating subsystem 300 is used to charge and discharge the battery 70 to heat it, and the air heating subsystem 400 is used to exchange heat with the passenger compartment 60. The heat pump subsystem 100 includes a compressor 1 and a control valve 33, one end of the control valve 33 is connected to the exhaust port of the compressor 1 and the other end of the control valve 33 is connected to the return port of the compressor 1, or the other end of the control valve 33 is connected to the return port of the compressor 1 via the gas-liquid separator 27, and the control subsystem 500 controls the control valve 33 to connect the exhaust port of the compressor 1 and the return port of the compressor, thereby realizing air supply and enthalpy increase.

[0035] Specifically, as shown in FIG. 1, when there is a demand for heating in the passenger compartment 60, the passenger compartment 60 can be heated by controlling the heat pump subsystem 100 or the air heating subsystem 400. The high-pressure cooling subsystem 200 is used to exchange heat with the high-pressure system 11 and the heat pump subsystem 100. In the process of heat exchange, the high-pressure cooling subsystem 200 can transfer the generated heat to the heat pump subsystem 100, thereby replenishing the heat of the heat pump subsystem 100. The heat pump subsystem 100 and the high-pressure cooling subsystem 200 can cooperate to realize heating of the passenger compartment 60. Furthermore, the heat pump subsystem 100 can cooperate with the air heating subsystem 400 to realize heating of the passenger compartment 60. The heat pump subsystem 100, the high pressure cooling subsystem 200, and the air heating subsystem 400 cooperate to realize heating of the passenger compartment 60. When there is a demand for heating of the battery 70, the heat pump subsystem 100 or the battery self-heating subsystem 300 can be controlled to heat the battery 70. Similarly, as described above, the heat pump subsystem 100 and the high pressure cooling subsystem 200 cooperate to realize heating of the battery 70. Furthermore, the heat pump subsystem 100 and the battery self-heating subsystem 300 cooperate to realize heating of the battery 70. The heat pump subsystem 100 and the high pressure cooling subsystem 200 cooperate to realize heating of the battery 70. In other words, in the actual use process, the heating of the passenger compartment and the battery can be realized by rationally utilizing each subsystem and the cooperation of different subsystems according to the heating demand of the passenger compartment and the battery, which not only meets the heat demand of the passenger compartment and the battery, but also realizes a rational distribution of heat, avoids insufficient heat distribution, and improves the energy utilization efficiency of the entire vehicle.

[0036] In addition, the integrated thermal management system 1000 is further provided with a structure for supplying air and increasing enthalpy. That is, when the refrigerant flow rate sucked into the compressor 1 is insufficient and the heating capacity of the heat pump subsystem 100 is reduced, the refrigerant flow rate can be increased to supply air to the return port of the compressor 1 and increase the enthalpy, thereby improving the heating capacity of the heat pump subsystem 100. Specifically, a control valve 33 is provided inside the heat pump subsystem 100. As shown in FIG. 1, the control subsystem 500 controls the direct communication between the exhaust port of the compressor 1 and the return port of the compressor, so that the refrigerant diverted at the exhaust port of the compressor 1 is re-introduced to the compressor 1, thereby realizing the supply of air to the compressor 1 and the increase of enthalpy, thereby increasing the refrigerant flow rate of the compressor 1. Alternatively, the control subsystem 500 controls the communication between the exhaust port of the compressor 1 and the gas-liquid separator 27, so that the refrigerant diverted at the exhaust port of the compressor 1 is re-introduced to the compressor 1 by the gas-liquid separator 27, thereby realizing the supply of air to the compressor 1 and the increase of enthalpy. This increases the amount of refrigerant flowing into the compressor by boosting the compressor's aeration and enthalpy, improving the heating capacity of the heat pump subsystem and improving the energy utilization efficiency of the entire vehicle.

[0037] In this embodiment, the control valve 33 is a throttle control valve whose opening is adjustable, and can also be cut off.

[0038] As a specific example, as shown in Figures 2 and 3, the heat pump subsystem includes a compressor 1, a temperature and pressure sensor 2, an in-vehicle condenser 3, an electromagnetic electronic expansion valve 5, an electromagnetic valve 6, an external condenser 7, a check valve 13, a plate-type heat exchanger 15, an electromagnetic valve 16, a check valve 17 / 18, a two-way electronic expansion valve 19, a refrigerant temperature sensor 20, a battery pack cooling plate 21, a refrigerant temperature and pressure sensor 22, a throttle valve 23, an electromagnetic valve 24 / 25, a check valve 26, a gas-liquid separator 27, a refrigerant temperature and pressure sensor 28, a check valve 29, an electromagnetic valve 30, an evaporator 31, an electronic expansion valve 32 and a control valve 33; the high-pressure cooling subsystem includes a motor radiator 8, an electronic fan 9, a three-way valve 10, a high-pressure system 11, a water pump 12 and a water temperature sensor 14; the air heating subsystem is an air PTC 4; and the battery self-heating subsystem 300 directly heats the battery 70.

[0039] When there is a demand for heating in the passenger compartment 60, the operation of the compressor 1 is controlled to drive the refrigerant to flow into the in-vehicle condenser 3, where the refrigerant condenses and releases heat, thereby raising the temperature of the passenger compartment 60. When the opening of the solenoid valve 6 and the closing of the solenoid valve 16 are controlled, the refrigerant flows into the external condenser 7, where it absorbs heat and evaporates, and then returns to the compressor 1 via the solenoid valve 30 and the gas-liquid separator 27, thereby forming a first heat exchange heating circuit for the passenger compartment 60. Alternatively, when the opening of the solenoid valve 16 and the closing of the solenoid valve 6 are controlled, the refrigerant flows into the plate-type heat exchanger 15, where it absorbs heat and evaporates, and then returns to the compressor 1 via the solenoid valve 30 and the gas-liquid separator 27, thereby forming a first heat exchange heating circuit for the passenger compartment 60. 0, and forms a second heat exchange heating circuit for the high-pressure system 11. Furthermore, during the operation of the entire vehicle, the high-pressure system 11 generates heat, and by driving the water pump 12 in the high-pressure cooling subsystem, the high-temperature coolant that flows out after cooling the high-pressure system 11 can be transferred to the plate-type heat exchanger 15, which not only can cool the high-temperature coolant, but also can realize the heat supplement of the heat pump subsystem 100, improving the energy utilization efficiency of the entire vehicle, and the heat released from the high-pressure system 11 can be waste heat, or the amount of heat generated can be actively controlled. In addition, the air can be directly heated by the wind PTC 4, and the heated air can be directly blown into the passenger compartment 60 to realize the heating. As described above, the passenger compartment is heated by the cooperation between each system, and will not be described again here.

[0040] When the battery 70 has a heating demand, the battery 70 can be directly heated by the battery self-heating subsystem 300, and the battery 70 can be quickly heated. The battery 70 can also be heated by controlling the heat pump subsystem 100. The compressor 1 is operated, and the refrigerant flows into the battery pack cooling plate 21 through the solenoid valve 24 and the throttle valve 23. The refrigerant in the battery pack cooling plate 21 is condensed and then the battery 70 is heated. When the solenoid valve 6 is opened and the solenoid valve 16 is closed, the refrigerant flows into the external condenser 7, absorbs heat and evaporates in the external condenser 7, and then returns to the compressor 1 through the solenoid valve 30 and the gas-liquid separator 27. Thus, a first heat pump heating circuit for the battery 70 is formed; or, when controlling the opening of the solenoid valve 16 and the closing of the solenoid valve 6, the refrigerant flows into the plate heat exchanger 15, absorbs heat in the plate heat exchanger 15 and evaporates, and then returns to the compressor 1 via the solenoid valve 30 and the gas-liquid separator 27, thereby forming a second heat pump heating circuit for the battery 70; similarly, the heat generated by the high-pressure system 11 can still supplement the heat of the heat pump subsystem 100, improving the energy utilization efficiency; as above, the battery is heated by the cooperation between the systems, and will not be described again here. What needs to be explained is that the battery self-heating is an internal heating, and has a higher heating efficiency than the heating method by the heat pump subsystem 100, thereby improving the energy utilization efficiency of the entire vehicle; at the same time, in the process of lowering the temperature of the high-pressure system 11, the active heat generation amount of the motor can be reduced, and the motor can be operated in a more efficient section, improving the driving efficiency.

[0041] Furthermore, when the refrigerant flow rate sucked by the compressor 1 is insufficient and the heating capacity of the heat pump subsystem 100 decreases, the refrigerant flow rate can be increased to supply air to the return port of the compressor 1 and increase the enthalpy, thereby improving the heating capacity of the heat pump subsystem 100. Specifically, as shown in FIG. 2, when the control subsystem 500 controls the exhaust port of the compressor 1 to communicate with the return port of the compressor, the high-temperature and high-pressure gas refrigerant compressed by a part of the compressor 1 is throttled and decompressed, and then flows back into the return port of the compressor 1 and mixes with the gas refrigerant at the return port of the compressor 1. This increases the pressure and flow rate of the gas refrigerant at the return port of the compressor 1, and further improves the heating capacity of the heat pump subsystem 100. As shown in FIG. 3, when the exhaust port of the compressor 1 is controlled to communicate with the gas-liquid separator 27 at the return port, a part of the high temperature and high pressure gas refrigerant is throttled and decompressed, and then flows into the gas-liquid separator 27 through the control valve 33. This not only increases the temperature of the gas refrigerant separated in the gas-liquid separator 27, but also heats the liquid refrigerant in the gas-liquid separator 27 and changes its phase to gas refrigerant, thereby increasing the flow rate of the gas refrigerant flowing into the return port of the compressor 1, and further increasing the heating capacity of the heat pump subsystem 100. As a result, the compressor is aerated and the enthalpy is increased, which increases the refrigerant flow rate into the compressor, thereby increasing the heating capacity of the heat pump subsystem, and further improving the energy utilization efficiency of the entire vehicle.

[0042] In the integrated thermal management system according to the embodiment of the present disclosure, the heat pump subsystem exchanges heat with the passenger compartment and the battery of the vehicle, the high-pressure cooling subsystem exchanges heat with the high-pressure system of the vehicle and the heat pump subsystem, the battery self-heating subsystem charges and discharges the battery to heat it, the air heating subsystem exchanges heat with the passenger compartment, and the control subsystem controls the control valve in the heat pump subsystem to communicate the compressor exhaust port and the compressor return port, thereby achieving compressor air intake and enthalpy increase, which not only meets the thermal demand of the passenger compartment and the battery, but also rationally distributes the heat between the passenger compartment and the battery, and the compressor air intake and enthalpy increase can increase the heating capacity of the heat pump subsystem and improve the energy utilization efficiency of the entire vehicle.

[0043] In some embodiments, the control subsystem specifically obtains a corresponding demand heat value when there is a heating demand for either the passenger compartment or the battery, obtains the supplyable heat value and energy efficiency value of each subsystem in the heat pump subsystem, the high-pressure cooling subsystem, the battery heating subsystem, and the air heating subsystem, and determines and heats the subsystem that meets the heating demand and has the highest energy efficiency based on the demand heat value, the supplyable heat value, and the energy efficiency value.

[0044] It is necessary to explain that the heat demand value of the passenger compartment can be obtained from the current ambient temperature and the demand ambient temperature, the heat demand value of the battery can be obtained from the temperature at which the battery can normally operate and the current ambient temperature, the heat supply value of the heat pump subsystem can be obtained from the compressor power and the evaporation amount of the refrigerant of the heat pump subsystem, the compressor power can be obtained from the compressor rotation speed, voltage and current, the evaporation amount of the refrigerant can be obtained from the temperature difference before and after the refrigerant flowing through the external condenser or plate heat exchanger, that is, from the enthalpy difference of the refrigerant entering the external condenser or plate heat exchanger, the energy efficiency value that can be supplied by the heat pump subsystem is a calibration value, and the corresponding energy efficiency value is obtained by a lookup table manner, the heat supply value of the high-pressure cooling subsystem is provided by the motor in the high-pressure system, and the heat supply value of the high-pressure cooling subsystem can be obtained by obtaining the operating voltage, current and frequency of the motor to obtain the heat supply value of the motor. the energy efficiency value of the high-pressure cooling subsystem is the energy efficiency value of the motor, and similarly the energy efficiency value of the motor is pre-calibrated through experiments and the corresponding energy efficiency value is obtained using a look-up table method; the energy efficiency value of the battery heating subsystem is the amount of heat that the current battery heating subsystem can provide within a safe operating range, and the energy efficiency value of the battery heating subsystem is obtained from the operating current of the battery heating subsystem, and similarly the energy efficiency value of the battery heating subsystem is pre-calibrated through experiments and the corresponding energy efficiency value is obtained using a look-up table method; the energy efficiency value of the air heating subsystem is the amount of heat that the current air heating subsystem can provide when operating normally, and the heat value of the air heating subsystem is obtained from the operating current of the air heating subsystem, and similarly the energy efficiency value of the air heating subsystem is pre-calibrated through experiments and the corresponding energy efficiency value is obtained using a look-up table method.

[0045] Specifically, during actual operation, when there is a heating demand in either the passenger compartment or the battery, the control subsystem obtains the corresponding demand heat value, and the control subsystem obtains the supplyable heat value and corresponding energy efficiency value of each subsystem in the heat pump subsystem, the high-pressure cooling subsystem, the battery heating subsystem and the air heating subsystem, compares the demand heat value with the supplyable heat value of each subsystem, selects from there the subsystem that meets the heating demand and has the highest energy efficiency, and uses the subsystem to heat the module with heating demand, thereby realizing a rational distribution of heat throughout the entire vehicle on the premise of meeting the heat demand of the passenger compartment and the battery, and improving the energy utilization efficiency of the entire vehicle.

[0046] Optionally, the control subsystem is specifically used, when there is a demand for heating in the passenger compartment, to determine and heat the subsystem that meets the passenger compartment heating demand and has the highest energy efficiency based on the supplyable heat value and energy efficiency value of each subsystem in the heat pump subsystem, the high pressure cooling subsystem and the air heating subsystem and after the different subsystems cooperate with each other, and the demand heat value of the passenger compartment.

[0047] Specifically, when the control subsystem heats only the passenger compartment, it obtains a demand heat value for the passenger compartment. Suppose the demand heat value is A. At the same time, the control subsystem obtains the supplyable heat value and energy efficiency value of each subsystem, for example, the supplyable heat value C and energy efficiency value c of the heat pump subsystem, the supplyable heat value D and energy efficiency value d of the high-pressure cooling subsystem, and the supplyable heat value F and energy efficiency value f of the air heating subsystem. Furthermore, the supplyable heat value and energy efficiency value after different subsystems are linked together, for example, the supplyable heat value C+D and the corresponding energy efficiency value cd of the heat pump subsystem and the high-pressure cooling subsystem linked together, and the supplyable heat value F and energy efficiency value f of the heat pump subsystem and the air heating subsystem linked together, are obtained. The heat value C+F and the corresponding energy efficiency value cf can be obtained by the cooperation of the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem, and the heat value C+D+F and the corresponding energy efficiency value cdf can be obtained by the cooperation of the heat pump subsystem, the air heating subsystem, the cooperation of the heat pump subsystem and the high-pressure cooling subsystem, the cooperation of the heat pump subsystem and the air heating subsystem, and the cooperation of the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem. The heat value (C, F, C+D, C+F, and C+D+F) can be compared with the demand heat value (A) by the heat pump subsystem, the air heating subsystem, the cooperation of the heat pump subsystem and the high-pressure cooling subsystem, the cooperation of the heat pump subsystem and the air heating subsystem, and the cooperation of the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem, and the subsystem that meets the heating demand and has the highest energy efficiency value is selected to heat the passenger compartment. In this way, the passenger compartment is heated by the cooperation of each subsystem or different subsystems, and the heating efficiency is improved, thereby improving the driving experience of the user in the cab.

[0048] Optionally, when there is a heating demand for the battery, the control subsystem selects the subsystem that meets the battery heating demand and has the highest energy efficiency based on the supplyable heat value and energy efficiency value after each subsystem in the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem and the cooperation of different subsystems, and the battery demand heat value, to heat the battery.

[0049] Specifically, when only the battery is heated by the control subsystem, the demand heat value of the battery is assumed to be B. At the same time, the control subsystem acquires the supplyable heat value and energy efficiency value of each subsystem, for example, the supplyable heat value C and energy efficiency value c of the heat pump subsystem, the supplyable heat value D and energy efficiency value d of the high-pressure cooling subsystem, and the supplyable heat value G and energy efficiency value g of the battery self-heating subsystem. Furthermore, the supplyable heat value and energy efficiency value after different subsystems cooperate with each other, for example, the supplyable heat value C+D and the corresponding energy efficiency value cd by the cooperation between the heat pump subsystem and the high-pressure cooling subsystem, and the supplyable heat value G and energy efficiency value g by the cooperation between the heat pump subsystem and the battery self-heating subsystem. The heat value C+G and the corresponding energy efficiency value cg can be obtained by the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem, and the heat value C+D+G and the corresponding energy efficiency value cdg can be obtained by the heat pump subsystem, the battery self-heating subsystem, the heat pump subsystem and the high-pressure cooling subsystem, the heat pump subsystem and the battery self-heating subsystem, and the heat pump subsystem, the high-pressure cooling subsystem and the battery self-heating subsystem. The heat values ​​(C, G, C+D, C+G, and C+D+G) that can be supplied by the heat pump subsystem, the battery self-heating subsystem, the heat pump subsystem and the high-pressure cooling subsystem, the heat pump subsystem and the battery self-heating subsystem, and the heat pump subsystem and the high-pressure cooling subsystem and the battery self-heating subsystem are compared with the demand heat value (B), and the subsystem that meets the heating demand and has the highest energy efficiency value is selected to heat the battery. In this way, when there is a heating demand for the battery, the heat pump subsystem can be employed to heat it, and the battery self-heating subsystem can also be directly employed to heat the battery, thereby obtaining a higher heating efficiency, and the battery can be heated by using different subsystems in cooperation with each other to improve the heating rate and the heating range of the battery.

[0050] Selectively, a subsystem that meets the passenger compartment heating demand and has the highest energy efficiency is determined based on the supplyable heat value and energy efficiency value after each subsystem and different subsystems in the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem work together, and the demand heat value of the passenger compartment; a subsystem that meets the battery heating demand and has the highest energy efficiency is determined based on the supplyable heat value and energy efficiency value after each subsystem and different subsystems in the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem work together, and the demand heat value of the battery; if it is determined that the subsystem that meets the passenger compartment heating demand and has the highest energy efficiency is similar to the subsystem that meets the battery heating demand and has the highest energy efficiency, if the subsystem simultaneously meets the passenger compartment heating demand and the battery heating demand, the subsystem is controlled to heat; otherwise, a subsystem that meets the passenger compartment heating demand and has the second highest energy efficiency and / or a subsystem that meets the battery heating demand and has the second highest energy efficiency is determined and heated.

[0051] Specifically, when the passenger compartment and the battery are heated simultaneously by the control subsystem, suppose that the heat demand values ​​of the passenger compartment and the battery acquired by the control subsystem are A and B, respectively, the heat supply value of the heat pump subsystem acquired by the control subsystem is C, the energy efficiency value is c, the heat supply value of the high-pressure cooling subsystem is D, the energy efficiency value is d, the heat supply value of the air heating subsystem is F, the energy efficiency value is f, the heat supply value of the battery self-heating subsystem is G, the energy efficiency value is g, and the heat pump subsystem, the air heating subsystem, the cooperation between the heat pump subsystem and the high-pressure cooling subsystem, the cooperation between the heat pump subsystem and the air heating subsystem, and the heat pump subsystem are The heat quantity values ​​(C, F, C+D, C+F, and C+D+F) that can be supplied by the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem in cooperation with each other are compared with the heat quantity value demanded by the passenger compartment (A), and from among them, the subsystem that meets the heating demand and has the highest energy efficiency value is selected; and from among them, the heat quantity values ​​(C, G, C+D, C+G, and C+D+G) that can be supplied by the heat pump subsystem, the battery self-heating subsystem, the cooperation between the heat pump subsystem and the high-pressure cooling subsystem, the cooperation between the heat pump subsystem and the battery self-heating subsystem, and the cooperation between the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem in cooperation with each other are compared with the heat quantity value demanded (B), and from among them, the subsystem that meets the heating demand and has the highest energy efficiency value is selected.

[0052] If the subsystem that meets the passenger compartment heating demand and has the highest energy efficiency is different from the subsystem that meets the battery heating demand and has the highest energy efficiency, the corresponding subsystems are employed to heat the passenger compartment and the battery, respectively, i.e., the subsystem that meets the passenger compartment heating demand and has the highest energy efficiency is employed to heat the passenger compartment, and the subsystem that meets the battery heating demand and has the highest energy efficiency is employed to heat the battery.

[0053] If a subsystem that meets the passenger compartment heating demand and has the highest energy efficiency is similar to a subsystem that meets the battery heating demand and has the highest energy efficiency, using the same subsystem to heat the passenger compartment and the battery may result in energy dispersion, so it is necessary to determine whether the subsystem meets the passenger compartment heating demand and the battery heating demand simultaneously, and if the subsystem meets the passenger compartment heating demand and the battery heating demand simultaneously, the subsystem is controlled to heat.

[0054] If the subsystem does not satisfy both the passenger compartment heating demand and the battery heating demand, a subsystem that satisfies the passenger compartment heating demand and has the second highest energy efficiency is obtained, and the subsystem that satisfies the passenger compartment heating demand and has the second highest energy efficiency can be adopted to heat the passenger compartment, and the subsystem that satisfies the battery heating demand and has the highest energy efficiency can be adopted to heat the battery, respectively, to obtain a subsystem that satisfies the battery heating demand and has the second highest energy efficiency, and the subsystem that satisfies the passenger compartment heating demand and has the most energy efficiency can be adopted to heat the passenger compartment, and the subsystem that satisfies the battery heating demand and has the second highest energy efficiency can be adopted to heat the battery, respectively, to obtain a subsystem that satisfies the passenger compartment heating demand and has the second highest energy efficiency and a subsystem that satisfies the battery heating demand and has the second highest energy efficiency simultaneously, and a subsystem that satisfies the passenger compartment heating demand and has the second highest energy efficiency can be adopted to simultaneously obtain a subsystem that satisfies the passenger compartment heating demand and has the second highest energy efficiency. determine whether the subsystem that meets the passenger compartment heating demand and has the second highest energy efficiency is similar to the subsystem that meets the battery heating demand and has the second highest energy efficiency; if the subsystem that meets the passenger compartment heating demand and has the second highest energy efficiency is different from the subsystem that meets the battery heating demand and has the second highest energy efficiency, employ the corresponding subsystems to heat the passenger compartment and the battery, i.e., employ the subsystem that meets the passenger compartment heating demand and has the second highest energy efficiency to heat the passenger compartment, and employ the subsystem that meets the battery heating demand and has the second highest energy efficiency to heat the battery; if the subsystem that meets the passenger compartment heating demand and has the second highest energy efficiency is similar to the subsystem that meets the battery heating demand and has the second highest energy efficiency, determine whether the subsystem simultaneously meets the passenger compartment heating demand and the battery heating demand; and if the subsystem simultaneously meets the passenger compartment heating demand and the battery heating demand, control the subsystem to heat.

[0055] This allows the joint heating of the passenger compartment and the battery to be realized by adopting appropriate subsystems or the cooperation of different subsystems, which not only meets the thermal demand of the passenger compartment and the battery, but also realizes rational distribution of thermal energy throughout the vehicle and improves energy utilization efficiency.

[0056] In some embodiments, the control subsystem is further used to obtain return air inlet information of the compressor in the heat pump subsystem, perform air supply and enthalpy increase to the compressor based on the return air inlet information, and obtain a supplyable heat value and an energy efficiency value of the heat pump subsystem after air supply and enthalpy increase, where the return air inlet information includes a return air pressure and / or a return air temperature of the return air inlet of the compressor.

[0057] Specifically, as shown in FIG. 1, the control subsystem 500 acquires return air port information of the compressor 1 in the heat pump subsystem 100, and the return air port information includes the return air pressure and / or the return air temperature of the return air port of the compressor 1, that is, the return air port information acquired by the control subsystem 500 may be the return air pressure of the return air port, the return air temperature of the return air port, or the return air pressure and return air temperature of the return air port.

[0058] Based on the acquired return air port information, it is determined whether air supplementation and enthalpy increase are required. If the return air pressure is insufficient, the return air temperature is too low, or the return air pressure is insufficient and the return air temperature is too low, it is determined that the refrigerant flow rate into the heat pump subsystem 100 is insufficient. Therefore, it is necessary to perform air supplementation and enthalpy increase in the compressor 1, thereby increasing the return air port refrigerant flow rate into the compressor 1, and further increasing the refrigerant flow rate into the heat pump subsystem 100, thereby improving the heating capacity of the heat pump subsystem 100, thereby solving the problem of insufficient heating capacity of the heat pump subsystem 100 when the return air pressure is insufficient. The air supplementation and enthalpy increase allow the compressor to output more, reducing the dependency on the heat absorption amount of the return air port, improving the heating capacity of the heat pump subsystem at low temperature, so that the heat pump subsystem meets the usage demand at low temperature, and solving the situation where the compressor output is low at low temperature and the heating capacity of the heat pump subsystem 100 is poor.

[0059] Further, as a specific example, as shown in FIG. 2, the temperature and pressure sensor 2 acquires the return air pressure of the return air port. If the acquired return air pressure is lower than the first threshold value of the preset return air pressure, that is, if the return air port pressure of the compressor 1 is low, the communication between the exhaust port of the compressor 1 and the return air port is controlled. After the exhaust port of the compressor 1 is connected to the return air port, the high-temperature and high-pressure gas refrigerant compressed by a part of the compressor 1 is throttled and decompressed, and then flows again into the return air port of the compressor 1 by the control valve 33 and mixed with the gas refrigerant at the return air port of the compressor 1, thereby increasing the pressure and flow rate of the gas refrigerant at the return air port of the compressor 1. If the return air pressure of the compressor is equal to or higher than the second threshold value of the preset return air pressure, the communication between the exhaust port of the compressor 1 and the return air port is cut off, and the compressor 1 stops the supply of air and the increase in enthalpy. What needs to be explained is that the second threshold value of the preset return air pressure is equal to or higher than the first threshold value of the preset return air pressure. That is, the second threshold of the preset return air pressure may be equal to the first threshold of the preset return air pressure, or may be greater than the first threshold of the preset return air pressure to have a certain margin. When the return air port pressure is low, as shown in FIG. 3, the communication between the exhaust port of the compressor 1 and the gas-liquid separator 27 at the return air port may be controlled. After the exhaust port of the compressor 1 communicates with the gas-liquid separator 27 at the return air port, a part of the high temperature and high pressure gas refrigerant flows into the gas-liquid separator 27 after being throttled and decompressed, thereby improving the temperature of the gas refrigerant separated in the gas-liquid separator 27, and at the same time, the liquid refrigerant in the gas-liquid separator 27 is heated and phase-changed to gas refrigerant, thereby increasing the pressure and flow rate of the gas refrigerant flowing into the return air port of the compressor 1. When the return air pressure of the compressor is equal to or greater than the second threshold of the preset return air pressure, the communication between the exhaust port of the compressor 1 and the gas-liquid separator 27 at the return air port is cut off, and the compressor 1 stops the supply of air and the increase in enthalpy.

[0060] The temperature and pressure sensor 2 acquires the return air temperature at the return air port, and if the acquired return air temperature is lower than the preset return air temperature threshold, i.e., if the compressor 1 operates in a low temperature environment and the heat absorption capacity of the return air port is insufficient, the pressure and flow rate of the gas refrigerant at the return air port of the compressor 1 may be increased by controlling the communication between the exhaust port of the compressor 1 and the return air port or the communication between the exhaust port of the compressor 1 and the gas-liquid separator 27 at the return air port, and the specific control process will not be described again here. This allows the compressor to output more at low temperatures, reduces the dependency on the heat absorption capacity of the return air port, increases the heating capacity of the heat pump subsystem at low temperatures, and allows the heat pump subsystem to meet the usage demand at low temperatures.

[0061] The temperature and pressure sensor 2 simultaneously acquires the return air pressure and return air temperature of the return air port, and when the acquired return air pressure is lower than the preset first threshold value of the return air pressure and the acquired return air temperature is lower than the preset return air temperature threshold value, i.e., when the return air port pressure of the compressor 1 is low and the compressor 1 is operating in a low temperature environment, the pressure and flow rate of the gas refrigerant at the return air port of the compressor 1 can be increased by similarly controlling the communication between the exhaust port of the compressor 1 and the return air port or the communication between the exhaust port of the compressor 1 and the gas-liquid separator 27 at the return air port, and the specific control process will not be repeated here.

[0062] In this way, the high temperature and high pressure refrigerant at the compressor exhaust port can be directly introduced into the compressor return port, or the refrigerant can be indirectly introduced into the compressor return port through a gas-liquid separator, thereby increasing the pressure and flow rate of the refrigerant at the compressor intake port, thereby improving the output capacity and heating capacity of the heat pump subsystem; at the same time, the air supply and enthalpy increase only involve the communication between the compressor exhaust port and the return port, or the communication between the compressor exhaust port and the gas-liquid separator at the return port, which makes the structure simple, easy to install, and low cost.

[0063] What needs to be explained is that after air is supplied to the heat pump subsystem and enthalpy is increased, the heat value and energy efficiency value that the heat pump subsystem can supply are obtained again, and when heating the passenger compartment and / or battery, the heat pump subsystem after air supply and enthalpy increase is adopted to participate in the selection of subsystems and the cooperation of different subsystems, the heat value and energy efficiency value that can be supplied after each latest subsystem and the latest different subsystem cooperates are determined, and the appropriate subsystem and different subsystem are selected and cooperated to heat the passenger compartment and battery. In other words, when there is a demand for heating in the passenger compartment, the heat quantity values ​​and energy efficiency values ​​that can be supplied by air supply and enthalpy increase in the heat pump subsystem, the air heating subsystem, the cooperation between the heat pump subsystem and the high-pressure cooling subsystem after air supply and enthalpy increase, the cooperation between the heat pump subsystem and the air heating subsystem after air supply and enthalpy increase, or the cooperation between the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem after air supply and enthalpy increase are obtained, and the one that meets the heating demand of the passenger compartment and has the highest energy efficiency is determined to heat the passenger compartment; when there is a demand for heating in the battery, the heat quantity values ​​and energy efficiency values ​​that can be supplied by air supply and enthalpy increase in the heat pump subsystem, the battery self-heating subsystem, the cooperation between the heat pump subsystem and the high-pressure cooling subsystem after air supply and enthalpy increase, the cooperation between the heat pump subsystem and the battery self-heating subsystem after air supply and enthalpy increase, or the cooperation between the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem after air supply and enthalpy increase are obtained, and the one that meets the heating demand of the passenger compartment and has the highest energy efficiency is determined to heat the battery.

[0064] In some embodiments, as shown in FIG. 4, the battery self-heating subsystem 300 includes a first battery pack 71 and a second battery pack 72; At the junction point which is the first node N The negative electrode of the first battery pack 71 is connected to the positive electrode of the second battery pack 72. CanThe battery 70 includes an inverter circuit 310 having a positive DC terminal connected to the positive electrode of the first battery pack 71 and a negative DC terminal connected to the negative electrode of the second battery pack 72, and a driving motor 320 having a three-phase winding connected to a corresponding three-phase AC terminal of the inverter circuit 310 and a neutral point of the three-phase winding connected to a first node N by a controllable switch 330. When the control subsystem 500 determines to employ the battery self-heating subsystem 300 for heating, it controls the controllable switch 330 to an on state and controls the inverter circuit 310 on and off to alternately oscillate and heat the first battery pack 71 and the second battery pack 72 by the three-phase winding.

[0065] Furthermore, the control subsystem 500 specifically first controls all of the upper tubes of each bridge arm in the inverter circuit 310 to an on state and all of the lower tubes to an off state, so that the first battery pack 71 charges the three-phase winding; controls all of the upper and lower tubes of each bridge arm in the inverter circuit 310 to an off state, so that the three-phase winding charges the second battery pack 72; controls all of the lower tubes of each bridge arm in the inverter circuit 310 to an on state and all of the upper tubes to an off state, so that the second battery pack 72 charges the three-phase winding; controls all of the upper and lower tubes of each bridge arm in the inverter circuit 4 to an off state, so that the three-phase winding charges the first battery pack 71; and repeats this process, oscillating alternately to heat up.

[0066] Specifically, when the battery self-heating subsystem 300 is employed to heat the battery, the control subsystem 500 controls the controllable switch 330 to an ON state, and controls the upper tubes of each bridge arm in the inverter circuit 310 to be all ON and the lower tubes to be all OFF, that is, when T1, T2, and T3 are ON and T4, T5, and T6 are OFF, as shown in FIG. 5, the current flows from the positive pole of the first battery pack 71 through T1, T2, and T3 to charge the three-phase windings LU, LV, and LW of the driving motor 320, and the charged current returns to the negative pole of the first battery pack 71 through the controllable switch 330. In this step, the first battery pack 71 is discharged to charge the three-phase windings LU, LV, and LW of the driving motor 320.

[0067] When the upper and lower tubes of each bridge arm in the inverter circuit 310 are all controlled to be in the off state, that is, T1, T2, T3 are in the off state, and T4, T5, T6 are also in the off state, as shown in FIG. 6, current flows from the three-phase windings LU, LV, LW of the driving motor 320 to the positive pole of the second battery pack 72 through the controllable switch 330 to charge the second battery pack 72, and the charged current returns to the other end of the three-phase windings LU, LV, LW of the driving motor 320 through the diodes T4, T5, T6. In this step, the three-phase windings LU, LV, LW of the driving motor 320 are discharged, and the second battery pack 72 is charged.

[0068] When the lower tubes of each bridge arm in the inverter circuit 310 are all controlled to be in the ON state and the upper tubes are all controlled to be in the OFF state, that is, when T1, T2, and T3 are in the OFF state and T4, T5, and T6 are in the ON state, as shown in FIG. 7, a current flows from the positive pole of the second battery pack 72 through the controllable switch 330 to charge the three-phase windings LU, LV, and LW of the driving motor 320, and the charged current returns to the negative pole of the second battery pack 72 after passing through T1, T2, and T3. During this step, the second battery pack 72 is discharged to charge the three-phase windings LU, LV, and LW of the driving motor 320.

[0069] When the upper and lower tubes of each bridge arm in the inverter circuit 4 are all controlled to be in the off state, that is, when T1, T2, T3 are in the off state and T4, T5, T6 are also in the off state, as shown in FIG. 8, current flows from the three-phase windings LU, LV, LW of the driving motor 320 through the diodes T4, T5, T6 to the positive electrode of the first battery pack 71 to charge the first battery pack 71, and the charged current returns to the other end of the three-phase windings LU, LV, LW of the driving motor 320 through the controllable switch 330. During this step, the three-phase windings LU, LV, LW of the driving motor 320 are discharged to charge the first battery pack 71.

[0070] As a result, the battery self-heating subsystem can realize the charging and discharging of the first and second battery packs in different periods, ensuring that at the same time, only one battery pack is charging or discharging, not only forming an alternating oscillating heating circuit, but also reducing battery ripple; the midpoint leads provided on the first and second battery packs can not only provide a distribution circuit for the oscillating current when currents flow in the same direction in the three-phase windings of the traction motor, but also provide an alternating oscillating heating power that can reach three times that of without the battery midpoint lead, improving the temperature rise rate of the battery heating; the added midpoint lead does not affect the normal running of the vehicle, and battery self-heating can be achieved by multiplexing components such as the traction motor, thereby reducing the cost of the battery self-heating subsystem.

[0071] In some embodiments, the control subsystem is further used to obtain a corresponding demand cooling value when there is a demand for cooling in the passenger compartment, and to control the heat pump subsystem to provide cooling based on the demand cooling value.

[0072] Specifically, as shown in Figures 2 and 3, when there is a demand for cooling in the passenger compartment 60, first, the demand cooling value corresponding to the passenger compartment 60 is obtained, and the refrigerant flow rate output by the compressor 1 in the heat pump subsystem is obtained based on the demand cooling value, and the refrigerant is driven to flow into the external condenser 7 through the solenoid valve 6 to dissipate heat. After dissipating heat, the refrigerant is throttled and decompressed by the electronic expansion valve 32 and flows into the evaporator 31. After the refrigerant absorbs heat and is evaporated by the evaporator 31, it returns to the compressor 1 through the gas-liquid separator 27, thereby realizing heat exchange between the passenger compartment 60 and the evaporator 31 and achieving the purpose of lowering the temperature of the passenger compartment 60 inside the vehicle.

[0073] In some embodiments, the control subsystem is further used to obtain a corresponding demand cooling value when there is a cooling demand for the battery, and based on the demand cooling value, control the heat pump subsystem to exchange heat with the battery, specifically, the heat pump subsystem cools the battery.

[0074] Specifically, as shown in Figures 2 and 3, when there is a demand for cooling of the battery 70, first, the demand cooling value corresponding to the battery 70 is obtained, and the refrigerant flow rate output by the compressor 1 in the heat pump subsystem is adjusted based on the demand cooling value, and the refrigerant is driven to flow into the external condenser 7 via the solenoid valve 6 to dissipate heat. After dissipating heat, the refrigerant is throttled and reduced in pressure by the electronic expansion valve 19 and flows into the battery pack cooling plate 21. The refrigerant absorbs heat in the battery pack cooling plate 21 and evaporates, after which its pressure is adjusted by the throttle valve 23 and it returns to the compressor 1 via the gas-liquid separator 27, thereby realizing the cooling and temperature reduction of the battery 70.

[0075] In some embodiments, the control subsystem is further used to control the disconnection of heat exchange between the high-pressure cooling subsystem and the heat pump subsystem when it is determined that there is a heat dissipation demand in the high-pressure system, e.g., when there is no need to supplement heat in the heat pump subsystem, to control the high-pressure cooling subsystem to perform air heat dissipation in the high-pressure system, and to control the high-pressure cooling subsystem to perform heat exchange in the heat pump subsystem when it is determined that there is a heat exchange demand in the heat pump subsystem, e.g., when there is a need to supplement heat in the heat pump subsystem, to control the high-pressure cooling subsystem to perform heat exchange in the heat pump subsystem, specifically, to control the high-pressure cooling subsystem to supplement heat in the heat pump subsystem and to dissipate heat in the high-pressure system.

[0076] Specifically, referring to Figures 2 and 3, when the heat generated by the motor and other components in the high-pressure system 11 is too large and there is a need for heat dissipation, but there is no need for heat supplementation in the heat pump subsystem, the three-way valve is controlled to open the AC circuit and cut off the BC circuit, and the water pump 12 in the high-pressure cooling subsystem is driven, so that the high-temperature coolant flowing out of the high-pressure system 11 after the temperature is reduced enters the motor radiator 8, the electronic fan 9 is operated, the temperature of the coolant in the motor radiator 8 is reduced, and the heat is directly released into the air, thereby realizing the cooling and cooling of the high-pressure system 11; when the heat pump subsystem has a need for heat supplementation, the three-way valve is controlled to open the BC circuit and cut off the AC circuit, and the water pump 12 in the high-pressure cooling subsystem is driven, so that the high-temperature coolant flowing out of the high-pressure system 11 after the temperature is reduced is transferred to the plate heat exchanger 15, which not only reduces the temperature of the high-pressure system 11, but also realizes the heat supplementation of the heat pump subsystem, thereby improving the energy utilization efficiency of the entire vehicle.

[0077] As described above, the integrated thermal management system according to the embodiment of the present disclosure uses the heat pump subsystem to exchange heat with the passenger compartment and the battery of the vehicle, the high-pressure cooling subsystem to exchange heat with the high-pressure system of the vehicle and the heat pump subsystem, the battery self-heating subsystem to charge and discharge the battery for heating, the air heating subsystem to exchange heat with the passenger compartment, and the control subsystem to control the control valve in the heat pump subsystem to communicate the compressor exhaust port and the compressor return port, thereby achieving compressor air intake and enthalpy increase, which not only meets the thermal demand of the passenger compartment and the battery, but also rationally distributes the heat between the passenger compartment and the battery, and the compressor air intake and enthalpy increase can increase the heating capacity of the heat pump subsystem and improve the energy utilization efficiency of the entire vehicle.

[0078] FIG. 9 is a structural schematic diagram of a vehicle according to an embodiment of the present disclosure. As shown in FIG. 9, the vehicle 10000 is equipped with the above-mentioned integrated thermal management system 1000.

[0079] With the above-mentioned integrated thermal management system, a vehicle according to an embodiment of the present disclosure can not only meet the thermal demand of the passenger compartment and the battery, but also rationally distribute the heat between the passenger compartment and the battery. By increasing the compressor's air supply and enthalpy, the heating capacity of the heat pump subsystem can be improved, and the energy utilization efficiency of the entire vehicle can be improved.

[0080] In the description herein, references such as "one embodiment," "some embodiments," "examples," "embodiments," or "some examples" mean that the specific features, structures, materials, or characteristics described in the embodiment or examples are included in at least one embodiment or example of the present invention. In the description herein, the terms exemplary and illustrative do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0081] It should be noted that the terms "first" and "second" are used for descriptive purposes only and cannot be understood as expressing or implying a relative importance or number of technical features being shown. Thus, a feature defined by "first" or "second" can explicitly or implicitly include at least one of the feature. In the description of the present invention, "plurality" means at least two, e.g., two, three, etc., unless otherwise limited.

[0082] In the present disclosure, the terms "attached," "coupled," "connected," "fixed," and the like, unless otherwise clearly defined and limited, should be understood in a broad sense, and may mean, for example, fixedly connected, detachably connected, or integral, mechanically connected, directly connected, indirectly connected via an intermediate medium, or an internal communication between two elements or an interactive relationship between two elements. A person skilled in the art can understand the specific meaning of the above terms in the present invention according to the circumstances.

[0083] Although the embodiments of the present disclosure have been presented and described, the above embodiments are illustrative and cannot be understood as limiting the present disclosure, and it is understood that various changes, modifications, substitutions and variations of the above embodiments are possible within the scope of the present disclosure.

[0084] This disclosure claims priority to a Chinese patent application submitted to the China Patent Office on March 31, 2022, bearing application number 202210345378.X and entitled "Integrated Thermal Management System and Vehicle," the entire contents of which are incorporated herein by reference.

Claims

1. 1. An integrated thermal management system, comprising: a heat pump subsystem used for heating or cooling a passenger compartment of a vehicle and exchanging heat with a battery of the vehicle, the heat pump subsystem including a compressor and a control valve, one end of the control valve being connected to an exhaust port of the compressor and the other end of the control valve being connected to a return port of the compressor or to the return port of the compressor via a gas-liquid separator; a high pressure refrigeration subsystem for exchanging heat with the high pressure system and the heat pump subsystem of the vehicle; a battery self-heating subsystem for heating the battery by charging and discharging the battery; an air heating subsystem for heating the passenger compartment; a control subsystem for controlling the control valve to communicate the compressor exhaust and the compressor return to achieve air supplementation and enthalpy augmentation.

2. 2. The integrated thermal management system of claim 1, wherein when there is a demand for heating in either the passenger compartment or the battery, the control subsystem obtains a corresponding demand heat value, obtains the supplyable heat value and the energy efficiency value of each subsystem in the heat pump subsystem, the high-pressure cooling subsystem, the battery heating subsystem, and the air heating subsystem, compares the demand heat value with the magnitude of the supplyable heat value of each subsystem, and selects the subsystem that meets the demand heat value and has the highest energy efficiency to be used to heat the passenger compartment or the battery that has a heating demand.

3. When there is a demand for heating in the passenger compartment, 3. The integrated thermal management system according to claim 1 or 2, wherein the control subsystem obtains the supplyable heat value and the energy efficiency value of each subsystem in the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem, obtains the supplyable heat value and the energy efficiency value after different subsystems are coordinated, and obtains the demand heat value of the passenger compartment, and selects from each subsystem and the subsystems after coordination the subsystem that meets the passenger compartment heating demand and has the highest energy efficiency to be used for heating the passenger compartment.

4. When there is a heating demand for the battery, the control subsystem obtains the supplyable heat value and energy efficiency value of each subsystem in the heat pump subsystem, the high-pressure cooling subsystem and the battery self-heating subsystem, obtains the supplyable heat value and energy efficiency value after different subsystems are linked, and obtains the demand heat value of the battery, and selects from each subsystem and the subsystem after linkage that meets the battery heating demand and has the highest energy efficiency to be used for heating the battery. The integrated thermal management system of any one of claims 1 to 3.

5. When there is a heating demand in both the passenger compartment and the battery, The control subsystem obtains the supplyable heat value and the energy efficiency value of each subsystem in the heat pump subsystem, the high pressure cooling subsystem and the air heating subsystem, obtains the supplyable heat value and the energy efficiency value after different subsystems are linked, and obtains the demand heat value of the passenger compartment, and is used to heat the passenger compartment by selecting a subsystem that meets the passenger compartment heating demand and has the highest energy efficiency from each subsystem and the linked subsystems; The control subsystem obtains the supplyable heat value and energy efficiency value of each subsystem in the heat pump subsystem, the high pressure cooling subsystem and the battery self-heating subsystem, obtains the supplyable heat value and energy efficiency value after different subsystems are linked, and obtains the demand heat value of the battery, which is used to select the subsystem that meets the battery heating demand and has the highest energy efficiency from each subsystem and the subsystems after linkage to heat the battery; If the selected subsystem that satisfies the passenger compartment heating demand and has the highest energy efficiency is similar to the subsystem that satisfies the battery heating demand and has the highest energy efficiency, control the subsystem to heat if the subsystem simultaneously satisfies the passenger compartment heating demand and the battery heating demand; An integrated thermal management system as described in any one of claims 1 to 4, wherein if the subsystem does not meet both the passenger compartment heating demand and the battery heating demand, the subsystem that meets the passenger compartment heating demand and has the second highest energy efficiency and the subsystem that meets the battery heating demand and has the second highest energy efficiency are selected for heating, or one of the subsystem that meets the passenger compartment heating demand and has the second highest energy efficiency and the subsystem that meets the battery heating demand and has the second highest energy efficiency are selected for heating.

6. The integrated thermal management system of any one of claims 1 to 5, wherein the control subsystem is used to obtain return air port information of a compressor in the heat pump subsystem and perform air supply and enthalpy increase on the compressor based on the return air port information, and the control subsystem is further used to obtain a supplyable heat value and an energy efficiency value of the heat pump subsystem after air supply and enthalpy increase, and the return air port information includes one of a return air pressure and a return air temperature of the return air port of the compressor.

7. The battery self-heating subsystem includes: A battery including a first battery pack and a second battery pack, the negative electrode of the first battery pack being connected to the positive electrode of the second battery pack, and the connection point being a first node; an inverter circuit, the DC terminal of which is connected to the positive electrode of the first battery pack and the negative DC terminal of which is connected to the negative electrode of the second battery pack; a drive motor, a three-phase winding connected to a corresponding three-phase AC terminal of the inverter circuit, and a neutral point of the three-phase winding connected to the first node by a controllable switch; The integrated thermal management system of any one of claims 1 to 6, wherein the control subsystem is used to control the controllable switch to an on state, control the inverter circuit on and off, and alternately oscillate and heat the first battery pack and the second battery pack by the three-phase winding when determining the battery heating by employing the battery self-heating subsystem.

8. The control subsystem first controls all upper tubes of each bridge arm in the inverter circuit to an on state and all lower tubes to an off state, so that the first battery pack charges the three-phase winding, then controls all upper and lower tubes of each bridge arm in the inverter circuit to an off state, so that the three-phase winding charges the second battery pack, and also controls all lower tubes of each bridge arm in the inverter circuit to an on state and all upper tubes to an off state, so that the second battery pack charges the three-phase winding, and controls all upper and lower tubes of each bridge arm in the inverter circuit to an off state, so that the three-phase winding charges the first battery pack, and the integrated thermal management system of any one of claims 1 to 7 is used to alternately oscillate and heat.

9. The integrated thermal management system of any one of claims 1 to 8, wherein the control subsystem is further used to obtain a corresponding demand cooling value when there is a cooling demand in the passenger compartment, and to control the heat pump subsystem based on the demand cooling value to cool the passenger compartment.

10. The integrated thermal management system of any one of claims 1 to 9, wherein the control subsystem is further used to obtain a corresponding demand cooling value when there is a cooling demand in the battery, and to control the heat pump subsystem based on the demand cooling value to exchange heat with the battery.

11. The integrated thermal management system according to any one of claims 1 to 10, wherein the control subsystem further controls the high-pressure cooling subsystem to shut off heat exchange between the high-pressure cooling subsystem and the heat pump subsystem when the high-pressure system has a heat dissipation demand and controls the high-pressure cooling subsystem to make the high-pressure system dissipate heat with air when the control subsystem determines that the high-pressure system has no heat exchange demand, otherwise controls the high-pressure cooling subsystem to make the heat pump subsystem exchange heat and is used to dissipate heat from the high-pressure system.

12. A vehicle comprising an integrated thermal management system according to any one of claims 1 to 11.

Images