Heating, ventilation and air conditioning systems, thermal management systems and vehicles

Abstract

The present invention discloses a heating, ventilation, and air conditioning (HVAC) assembly, a thermal management system, and a vehicle, comprising: a duct member defining a duct cavity therein, the duct member being provided with an interior air inlet, an exterior air inlet, an interior air outlet, and an exterior air outlet communicating with the duct cavity; an air inlet fan disposed within the duct cavity; an interior evaporator disposed within the duct cavity; an interior condenser disposed within the duct cavity; and a damper control group mounted on the duct member for controlling the flow path of a fluid within the duct cavity and the opening and closing of the interior air inlet, the exterior air inlet, the interior air outlet, and the exterior air outlet. The HVAC assembly according to an embodiment of the present invention has advantages such as high heat dissipation efficiency, which facilitates reducing the size and noise of heat dissipation components in a vehicle's air conditioning system.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a heating, ventilation and air conditioning assembly, a thermal management system and a vehicle. Background Art

[0002] In related art, a heating, ventilation, and air conditioning (HVAC) assembly typically includes a duct component, an air intake fan, an in-cabin evaporator, and an in-cabin condenser. The duct component is provided with an air duct cavity, an air inlet connected to the cavity, and an in-vehicle air outlet. Airflow enters the duct cavity from the air inlet, exchanges heat with at least one of the in-cabin evaporator and the in-cabin condenser, and then flows into the vehicle through the in-vehicle air outlet to heat or cool the air inside the vehicle. However, the HVAC assembly's air outlet method is relatively simple. When cooling the vehicle interior, the in-cabin condenser cannot effectively reduce the load on the air conditioning system's compressor, resulting in low heat dissipation efficiency. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a heating, ventilation, and air conditioning (HVAC) assembly that has advantages such as high heat dissipation efficiency, thereby reducing the size and noise of heat dissipation components in a vehicle air conditioning system.

[0004] The present invention also provides a thermal management system having the above heating, ventilation and air conditioning assembly.

[0005] The present invention also provides a vehicle having the thermal management system.

[0006] In order to achieve the above-mentioned purpose, according to the first aspect embodiment of the present invention, a heating, ventilation and air-conditioning assembly is proposed, and the heating, ventilation and air-conditioning assembly includes: a duct member, a duct cavity is defined in the duct member, and the duct member is provided with an in-vehicle air inlet, an outside air inlet, an in-vehicle air outlet and an outside air outlet connected to the duct cavity; an air intake fan, the air intake fan is arranged in the duct cavity; an in-cabin evaporator, the in-cabin evaporator is arranged in the duct cavity; an in-cabin condenser, the in-cabin condenser is arranged in the duct cavity; a damper control group, the damper control group is installed on the duct member, and is used to control the flow path of the fluid in the duct cavity and the opening and closing of the in-vehicle air inlet, the outside air inlet, the in-vehicle air outlet and the outside air outlet.

[0007] The HVAC assembly according to the embodiment of the present invention has advantages such as high heat dissipation efficiency, thereby facilitating reduction in the volume and noise of heat dissipation components in the vehicle's air conditioning system.

[0008] According to some specific embodiments of the present invention, the air duct cavity includes: an air inlet duct, which is respectively connected to the in-vehicle air inlet and the out-vehicle air inlet, and the air inlet fan is arranged in the air inlet duct; a first branch duct, which is connected to the air inlet duct, and the in-cabin evaporator is arranged in the first branch duct; a second branch duct, which is connected to the air inlet duct; an air outlet duct, which is respectively connected to the first branch duct and the second branch duct, the in-vehicle air outlet and the out-vehicle air outlet are connected to the air outlet duct, and the in-cabin condenser is arranged in the air outlet duct.

[0009] According to some specific embodiments of the present invention, the damper control group includes: an air inlet damper, which is rotatably mounted on the duct member and is used to select at least one of the in-vehicle air inlet and the out-vehicle air inlet to be connected to the air inlet duct; a first switching damper, which is rotatably mounted on the duct member and is used to control whether the fluid entering the air outlet duct from the first branch duct passes through the in-cabin condenser; a second switching damper, which is rotatably mounted on the duct member and is used to control whether the fluid passing through the in-cabin condenser flows to the in-vehicle air outlet; a branch damper, which is rotatably mounted on the duct member and is used to control whether the second branch duct is connected to the air outlet duct; an in-vehicle air outlet damper, which is rotatably mounted on the duct member and is used to control the opening and closing of the in-vehicle air outlet; and an out-vehicle air outlet damper, which is rotatably mounted on the duct member and is used to control the opening and closing of the internal and external air outlets.

[0010] According to some specific embodiments of the present invention, the in-vehicle air outlet includes a defrost air outlet, a face air outlet and a foot air outlet, and the defrost air outlet, the face air outlet and the foot air outlet are all connected to the air outlet duct; the in-vehicle air outlet damper includes a defrost damper and a face damper, the defrost damper is rotatably mounted on the air duct component and is used to control the opening and closing of the defrost air outlet, and the face damper is rotatably mounted on the air duct component and is used to control the opening and closing of the face damper.

[0011] According to an embodiment of the second aspect of the present invention, a thermal management system is proposed, which includes: the heating, ventilation and air conditioning assembly according to the embodiment of the first aspect of the present invention; an air-conditioning system, the cabin evaporator and the cabin condenser are connected to the air-conditioning system; and a battery cooling system, the battery cooling system includes a battery cooler, and the battery cooler is connected to the air-conditioning system.

[0012] The thermal management system according to the second embodiment of the present invention has the advantages of high heat dissipation efficiency by utilizing the heating, ventilation and air conditioning assembly described in the first embodiment of the present invention, thereby being able to reduce the volume of heat dissipation components in the air-conditioning system and reduce noise.

[0013] According to some specific embodiments of the present invention, the battery cooling system further includes: a first control valve, the first control valve is provided with a first valve port, a second valve port, a third valve port and a fourth valve port, the first control valve switches different states to make the first valve port communicate with the third valve port, the second valve port communicate with the third valve port or the second valve port communicate with the fourth valve port, and the second valve port is suitable for connecting to the vehicle power system; a radiator, the radiator is respectively connected to the third valve port and the fourth valve port; a second control valve, the second control valve is provided with a fifth valve port, a sixth valve port, a seventh valve port and the eighth valve port, the second control valve switches different states to make the fifth valve port communicate with the eighth valve port and the sixth valve port communicate with the seventh valve port, or the fifth valve port communicate with the seventh valve port and the sixth valve port communicate with the eighth valve port, the fifth valve port is suitable for being connected to the vehicle power system, the first valve port is suitable for being connected between the vehicle power system and the fifth valve port, the sixth valve port is suitable for being connected to the vehicle battery, the battery cooler is respectively connected to the seventh valve port and the vehicle battery, and the eighth valve port is respectively connected to the radiator with the fourth valve port.

[0014] According to some specific embodiments of the present invention, the battery cooling system further includes: a liquid reservoir, which is connected between the radiator and the third valve port; a first water pump, which is connected between the power system and the second valve port; and a second water pump, which is connected between the battery cooler and the seventh valve port.

[0015] According to some specific embodiments of the present invention, the thermal management system further includes: a liquid heater, through which the battery cooler is connected to the seventh valve port; and / or a gas heater, which is located in the air duct cavity of the heating, ventilation and air conditioning assembly and is arranged adjacent to the cabin condenser.

[0016] According to some specific embodiments of the present invention, the air-conditioning system includes: a compressor, which is connected to the cabin condenser; a front-end condenser, which is connected to the cabin condenser through a first expansion valve; an intermediate heat exchanger, which has a first heat exchange path and a second heat exchange path, one end of the first heat exchange path is connected to the front-end condenser through a first stop valve, the other end of the first heat exchange path is connected to the cabin evaporator through a second expansion valve, one end of the second heat exchange path is connected to the cabin evaporator, and the other end of the second heat exchange path is connected to the compressor; a one-way valve, one end of the one-way valve is connected to the other end of the first heat exchange path, the other end of the one-way valve is connected to the one end of the first heat exchange path through a second stop valve and is connected to the battery cooler through a third expansion valve; wherein the cabin evaporator is connected to the battery cooler through the third stop valve and the cabin condenser is connected to the battery cooler through a fourth stop valve.

[0017] According to some specific embodiments of the present invention, the air-conditioning system also includes: a fifth check valve, which is connected between the first expansion valve and the front-end condenser; a sixth check valve, which is connected to the first expansion valve; a seventh check valve, which is connected between the sixth check valve and the intermediate heat exchanger; and an eighth check valve, which is connected between the fifth check valve and the intermediate heat exchanger.

[0018] According to some specific embodiments of the present invention, the thermal management system further includes: a cooling fan, the air-conditioning system further includes a front-end condenser, the battery cooling system further includes a radiator, and the cooling fan is adjacent to the radiator and the front-end condenser, and is used to dissipate heat for the radiator and the front-end condenser.

[0019] According to a third aspect of the present invention, a vehicle is provided. The vehicle includes: a thermal management system according to the second aspect of the present invention.

[0020] The vehicle according to the embodiment of the present invention has the advantages of high heat dissipation efficiency by utilizing the thermal management system according to the second embodiment of the present invention, thereby reducing the volume of the heat dissipation components of the air-conditioning system and reducing noise.

[0021] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments with reference to the following drawings, in which:

[0023] Figure 1 Schematic diagram of the structure of an air conditioning system and a battery cooling system according to an embodiment of the present invention.

[0024] Figure 2 2 is a schematic structural diagram of a heating, ventilation and air conditioning assembly according to an embodiment of the present invention.

[0025] Figure 3 1 is a schematic diagram of the flow of refrigerant in the air-conditioning system and coolant in the battery cooling system when the thermal management system according to an embodiment of the present invention is in the first mode.

[0026] Figure 4 2 is a schematic diagram of the flow of refrigerant in the air-conditioning system and coolant in the battery cooling system when the thermal management system according to an embodiment of the present invention is in the second mode.

[0027] Figure 5 3 is a schematic diagram of the flow of refrigerant in the air-conditioning system and coolant in the battery cooling system when the thermal management system according to an embodiment of the present invention is in the third mode.

[0028] Figure 6 2 is a schematic diagram of the flow of refrigerant in the air-conditioning system and coolant in the battery cooling system when the thermal management system according to an embodiment of the present invention is in the fourth mode.

[0029] Figure 7 1 is a schematic diagram of the flow of refrigerant in the air-conditioning system and coolant in the battery cooling system when the thermal management system according to an embodiment of the present invention is in the fifth mode.

[0030] Figure 8 2 is a schematic structural diagram of a heating, ventilation and air conditioning assembly when the thermal management system according to an embodiment of the present invention is in the fifth mode.

[0031] Figure 9 2 is a schematic diagram of the flow of refrigerant in the air-conditioning system and coolant in the battery cooling system when the thermal management system according to an embodiment of the present invention is in the sixth mode.

[0032] Figure 10 2 is a schematic diagram of the flow of refrigerant in the air-conditioning system and coolant in the battery cooling system when the thermal management system according to an embodiment of the present invention is in the seventh mode.

[0033] Figure 11 2 is a schematic diagram of the flow of refrigerant in the air-conditioning system and coolant in the battery cooling system when the thermal management system according to an embodiment of the present invention is in the eighth mode.

[0034] Figure 12 2 is a schematic structural diagram of a heating, ventilation and air conditioning assembly when the thermal management system according to an embodiment of the present invention is in the ninth mode.

[0035] Figure 13 2 is a schematic structural diagram of a heating, ventilation and air conditioning assembly when the thermal management system according to an embodiment of the present invention is in the tenth mode.

[0036] Figure 14 Schematic diagram of the structure of the heating, ventilation and air conditioning assembly when the thermal management system according to an embodiment of the present invention is in the twelfth mode

[0037] Figure 15 3 is a schematic diagram of the flow of refrigerant in the air-conditioning system and coolant in the battery cooling system when the thermal management system according to an embodiment of the present invention is in the thirteenth mode.

[0038] Figure 16 3 is a structural diagram of a heating, ventilation and air conditioning assembly when the thermal management system according to an embodiment of the present invention is in the thirteenth mode.

[0039] Figure 17 1 is a schematic diagram of the flow of refrigerant in the air-conditioning system and coolant in the battery cooling system when the thermal management system according to an embodiment of the present invention is in the fourteenth mode.

[0040] Figure 18 1 is a schematic diagram of the flow of refrigerant in the air-conditioning system and coolant in the battery cooling system when the thermal management system according to an embodiment of the present invention is in the fifteenth mode.

[0041] Figure 19 1 is a schematic diagram of the flow of refrigerant in the air-conditioning system and coolant in the battery cooling system when the thermal management system according to an embodiment of the present invention is in the sixteenth mode.

[0042] Figure 20 16 is a schematic structural diagram of a heating, ventilation and air conditioning assembly when the thermal management system according to an embodiment of the present invention is in the sixteenth mode.

[0043] Figure 21 1 is a schematic diagram of the flow of refrigerant in the air-conditioning system and coolant in the battery cooling system when the thermal management system according to an embodiment of the present invention is in the eighteenth mode.

[0044] Figure 22 1 is a schematic diagram of the flow of refrigerant in the air-conditioning system and coolant in the battery cooling system when the thermal management system according to an embodiment of the present invention is in the nineteenth mode.

[0045] Figure 23 2 is a flow diagram of the refrigerant in the air-conditioning system and the coolant in the battery cooling system when the thermal management system according to an embodiment of the present invention is in the twentieth mode.

[0046] Reference numerals:

[0047] Heating, ventilation and air conditioning assembly 1,

[0048] Air duct member 100, air duct cavity 110, air inlet duct 111, first branch air duct 112, second branch air duct 113, air outlet duct 114, interior air inlet 120, exterior air inlet 130, interior air outlet 140, defrost air outlet 141, face air outlet 142, foot air outlet 143, exterior air outlet 150,

[0049] Air intake fan 200,

[0050] In-cabin evaporator 300, in-cabin condenser 310,

[0051] Inlet damper 410, first switching damper 420, second switching damper 430, branch damper 440, in-vehicle air outlet damper 450, defrost damper 451, face damper 452, out-vehicle air outlet damper 460,

[0052] Thermal management system 2,

[0053] Air conditioning system 500, compressor 510, front end condenser 520, first expansion valve 521, second expansion valve 522, third expansion valve 523, intermediate heat exchanger 530, first heat exchange flow path 531, second heat exchange flow path 532, one-way valve 540, first on-off valve 550, second on-off valve 551, third on-off valve 552, fourth on-off valve 553, fifth on-off valve 554, sixth on-off valve 555, seventh on-off valve 556, eighth on-off valve 557,

[0054] Battery cooling system 600, battery cooler 610, first control valve 620, first valve port 621, second valve port 622, third valve port 623, fourth valve port 624, radiator 630, second control valve 640, fifth valve port 641, sixth valve port 642, seventh valve port 643, eighth valve port 644, reservoir 650, first water pump 660, second water pump 670, vehicle battery 680,

[0055] Liquid heater 700, gas heater 800,

[0056] Cooling fan 900 , vehicle power system 910 , first temperature sensor 911 , second temperature sensor 912 . DETAILED DESCRIPTION

[0057] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0058] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0059] In the description of the present invention, "first feature" or "second feature" may include one or more of the features.

[0060] In the description of the present invention, “a plurality of” means two or more, and “a number of” means one or more.

[0061] The following describes a heating, ventilation and air conditioning assembly 1 according to an embodiment of the present invention with reference to the accompanying drawings.

[0062] like Figure 2 、 Figure 8 、 Figure 12-14 、 Figure 16 and Figure 20 As shown, a heating, ventilation and air conditioning (HVAC) assembly 1 according to an embodiment of the present invention includes a duct member 100, an air intake fan 200, an in-cabin evaporator 300, an in-cabin condenser 310 and a damper control group.

[0063] The duct member 100 defines a duct cavity 110, which is provided with an interior air inlet 120, an exterior air inlet 130, an interior air outlet 140, and an exterior air outlet 150, all communicating with the duct cavity 110. An air inlet fan 200, an interior evaporator 300, and an interior condenser 310 are also located within the duct cavity 110. A damper control unit is mounted on the duct member 100 to control the flow path of the fluid within the duct cavity 110 and the opening and closing of the interior air inlet 120, exterior air inlet 130, interior air outlet 140, and exterior air outlet 150.

[0064] The HVAC assembly 1 can be used in a vehicle to adjust the air intake and air outlet modes of the vehicle.

[0065] According to the heating, ventilation and air conditioning assembly 1 of the embodiment of the present invention, a duct cavity 110 is defined in the duct member 100, and the duct member 100 is provided with an in-vehicle air inlet 120, an out-vehicle air inlet 130, an in-vehicle air outlet 140, and an out-vehicle air outlet 150 connected to the duct cavity 110. It should be noted that the air duct cavity 110 can be used to limit the direction of air flow. The air duct component 100 is connected to the outside air through the outside air inlet 130 and the outside air outlet 150, and the air duct component 100 is connected to the inside air through the inside air inlet 120 and the inside air outlet 140. Therefore, the air duct component 100 can inhale the inside air and the outside air, and can discharge the gas in the air duct cavity 110 into the car or outside the car. In this way, on the one hand, the heating, ventilation and air conditioning assembly 1 can use the outside air to change the temperature in the car and the composition ratio of the gas in the car (for example, reduce the concentration of carbon dioxide in the car), which is beneficial to increase the comfort of the passengers' environment. On the other hand, the gas in the car can be discharged to the outside of the car, which can also play a role in changing the composition ratio of the gas in the car.

[0066] Furthermore, the air intake fan 200 is disposed within the air duct cavity 110, the in-cabin evaporator 300 is disposed within the air duct cavity 110, and the in-cabin condenser 310 is disposed within the air duct cavity 110. The air intake fan 200 can be disposed adjacent to the in-vehicle air inlet 120 and the out-vehicle air inlet 130. The air intake fan 200 can accelerate air flow, allowing the outside air and the in-vehicle air to flow into the air duct member 100 more quickly. The in-cabin evaporator 300 and the in-cabin condenser 310 can exchange heat with the air flowing through the air duct cavity 110. The heat-exchanged air is then blown into the vehicle through the in-vehicle air outlet 140, heating or cooling the interior of the vehicle and improving passenger comfort.

[0067] At the same time, by setting the vehicle's external air outlet 150, when the vehicle's air-conditioning system 500 is used to cool the interior of the vehicle, that is, when the cabin evaporator 300 is cooling and the cabin condenser 310 is dissipating heat, the air in the duct member 100 can be heat-exchanged with the cabin condenser 310 and then discharged to the outside of the vehicle. In this way, the cabin condenser 310 can also assist the vehicle's air-conditioning system, thereby reducing the load of the compressor 510 in the vehicle's air-conditioning system 500. The amount of heat dissipation required by the remaining heat dissipation components in the air-conditioning system 500 (for example, the front-end condenser 520 and the heat dissipation fan 900 for dissipating heat for the front-end condenser 520) can be reduced. As a result, the volume of the above-mentioned heat dissipation components (for example, the above-mentioned front-end condenser 520 and the heat dissipation fan 900) can be reduced. At this time, the rotation speed of the heat dissipation fan 900 can also be reduced, thereby reducing the working noise of the heat dissipation fan 900. At this time, since the load of the compressor 510 is reduced, the working noise of the compressor 510 can also be reduced. Alternatively, when the volumes of the remaining heat dissipation components (for example, the front-end condenser 520 and the heat dissipation fan 900) remain unchanged, and with the cabin condenser 310 assisting in heat dissipation, the upper load limit of the compressor 510 in the air-conditioning system 500 can be increased to reduce the time required to lower the temperature inside the vehicle, thereby effectively increasing the cooling efficiency and greatly improving ride comfort.

[0068] Furthermore, a damper control assembly is mounted on the duct member 100 to control the flow path of the fluid within the duct cavity 110 and the opening and closing of the interior air inlet 120, exterior air inlet 130, interior air outlet 140, and exterior air outlet 150. The damper control assembly 400 controls the flow path of air within the duct member 100, as well as the inlet and outlet of air. This allows the air flow direction of the duct member 100 to be adjusted based on the varying needs of passengers and the ambient temperature, resulting in effective temperature regulation and reduced energy consumption.

[0069] As such, the HVAC assembly 1 according to the embodiment of the present invention has advantages such as high heat dissipation efficiency, thereby facilitating reduction in the volume of heat dissipation components in the vehicle air conditioning system 500 and lowering noise.

[0070] According to some specific embodiments of the present invention, Figure 2 、 Figure 8 、 Figure 12-14 、 Figure 16 and Figure 20 As shown, the air duct cavity 110 includes an air inlet duct 111 , a first branch air duct 112 , a second branch air duct 113 and an air outlet duct 114 .

[0071] The air inlet duct 111 is connected to the interior air inlet 120 and the exterior air inlet 130, respectively. The air inlet blower 200 is disposed within the air inlet duct 111. The first branch duct 112 is connected to the air inlet duct 111. The cabin evaporator 300 is disposed within the first branch duct 112. The second branch duct 113 is connected to the air inlet duct 111. The air outlet duct 114 is connected to the first branch duct 112 and the second branch duct 113, respectively. The interior air outlet 140 and the exterior air outlet 150 are connected to the air outlet duct 114, and the cabin condenser 310 is disposed within the air outlet duct 114. Thus, after the interior air and the exterior air enter the air duct member 100, they can exchange heat within the air duct member 100 through the cabin evaporator 300 and the cabin condenser 310, and then be discharged into the vehicle to adjust the interior temperature.

[0072] For example, the cabin evaporator 300 can abut against opposite sides of the first branch air duct 112, allowing the gas flowing through the first branch air duct 112 to more fully contact the cabin evaporator 300, thereby improving heat exchange efficiency. The cabin condenser 310 also abuts against at least one side of the outlet air duct 114, allowing the gas flowing through the cabin condenser 310 to more fully contact the cabin condenser 310, thereby improving heat exchange efficiency.

[0073] Specifically, air enters the air inlet duct 111 from at least one of the in-vehicle air inlet 120 and the out-vehicle air inlet 130. The air inlet fan 200 can make the air in the air inlet duct 111 flow quickly to the first branch duct 112 and the second branch duct 113. In addition, the in-cabin evaporator 300 can exchange heat with the air flowing through the first branch duct 112. The air after heat exchange flows to the outlet duct 114 and is blown into the vehicle through the in-vehicle air outlet 140 to cool, dehumidify or heat the interior of the vehicle.

[0074] In addition, the cabin condenser 310 can be arranged at a position adjacent to the vehicle's external air outlet 150 of the air outlet duct 114. When the cabin evaporator 300 is cooling, the cabin condenser 310 can exchange heat with the gas in the air outlet duct 114 to dissipate heat. After heat exchange, the air in the air outlet duct 114 is discharged to the outside of the vehicle through the vehicle's external air outlet 150, thereby reducing the load of the compressor 510 to improve the working efficiency of the vehicle's air-conditioning system 500.

[0075] According to some specific embodiments of the present invention, Figure 2 、 Figure 8 、 Figure 12-14 、 Figure 16 and Figure 20 As shown, the damper control group includes an air inlet damper 410 , a first switching damper 420 , a second switching damper 430 , a branch damper 440 , an in-vehicle air outlet damper 450 and an out-vehicle air outlet damper 460 .

[0076] An air inlet damper 410 is rotatably mounted on the duct member 100 and is used to select whether at least one of the interior air inlet 120 and the exterior air inlet 130 is connected to the air inlet duct 111. This allows passengers to recirculate air within the vehicle by opening the interior air inlet 120 and the interior air outlet 140, which allows for more rapid temperature changes within the vehicle. Alternatively, they can recirculate air outside the vehicle by opening the exterior air inlet 130 and the interior air outlet 140, which allows for adjustments to the composition of the air inside the vehicle, thereby cleaning the air and improving interior comfort. In addition, the air volume entering the air duct component 100 can be adjusted by the air inlet damper 410. For example, when the heat exchange demand for the air inside the vehicle is low, the air intake volume of the air duct component 100 can be low. At this time, the air inlet damper 410 can be controlled to open only one of the air inlet 120 inside the vehicle and the air inlet 130 outside the vehicle. When the heat exchange demand for the air inside the vehicle is high, the air intake volume of the air duct component 100 needs to be higher. At this time, the air inlet damper 410 can be controlled to open the air inlet 120 inside the vehicle and the air inlet 130 outside the vehicle at the same time to allow more air to enter.

[0077] The first switching damper 420 is rotatably mounted on the duct member 100 and is used to control whether the fluid entering the outlet duct 114 from the first branch duct 112 passes through the in-cabin condenser 310. For example, when it is necessary to heat the air in the first branch duct 112, the first switching damper 420 can be adjusted to allow the fluid from the first branch duct 112 to flow through the in-cabin condenser 310 and then be blown into the vehicle through the in-vehicle air outlet 140. The in-cabin condenser 310 can then heat and dehumidify the air in the first branch duct 112, making the air entering the vehicle relatively dry and suitable for human activity.

[0078] A second switching damper 430 is rotatably mounted on the duct member 100 and controls whether the fluid passing through the cabin condenser 310 flows toward the interior air outlet 140. When the vehicle interior needs to be cooled and the air in the first branch duct 112 does not require dehumidification, the second switching damper 430 can be adjusted to prevent the fluid passing through the cabin condenser 310 from flowing toward the interior air outlet 140, thereby increasing the cooling rate of the vehicle interior by the HVAC assembly 1.

[0079] The branch damper 440 is rotatably mounted on the duct member 100 and controls whether the second branch duct 113 is connected to the outlet duct 114. Therefore, when the vehicle's air conditioning system 500 is heating, the second branch duct 113 and the outlet duct 114 do not need to be connected. Alternatively, when the vehicle's air conditioning system 500 is cooling and the compressor 510 in the air conditioning system 500 is not heavily loaded, the second branch duct 113 and the outlet duct 114 do not need to be connected. In these situations, air flows only from the first branch duct 112 to the outlet duct 114, improving the heat exchange efficiency of the cabin heat exchanger 300.

[0080] In addition, an outgoing air damper 460 is rotatably mounted on the duct member 100 and is used to control the opening and closing of the outgoing air vent 150. When the vehicle's air conditioning system 500 is cooling and the compressor 510 within the air conditioning system 500 is under heavy load, the second branch air duct 113 can be connected to the outlet air duct 114. At this time, the outgoing air vent 150 needs to be opened to allow the air in the second branch air duct 113 to exchange heat with the cabin condenser 310 before being discharged outside the vehicle through the outgoing air vent 150. This increases the heat dissipation efficiency of the cabin condenser 310 and ensures the normal operation of the vehicle's air conditioning system 500.

[0081] The air outlet door 450 is rotatably mounted on the air duct member 100 to control the opening and closing of the air outlet 140. In this way, the opening and closing of the air outlet 140 can be adjusted according to the needs of the passengers to meet the needs of the passengers and ensure riding comfort.

[0082] Furthermore, the in-vehicle air outlet 140 includes a defrost air outlet 141, a face air outlet 142, and a foot air outlet 143. The defrost air outlet 141 can blow air toward the vehicle windows to remove fog or frost on the windows. The face air outlet 142 can be located above the foot air outlet 143, so that the face air outlet 142 can blow air toward the upper part of the human body, and the foot air outlet 143 can blow air toward the lower part of the human body. The defrost air outlet 141, the face air outlet 142, and the foot air outlet 143 are all connected to the air outlet duct 114. The heat-exchanged air can flow to different air outlets through the air outlet duct 114, thereby blowing air toward different parts of the passenger, resulting in a better air outlet effect.

[0083] Furthermore, the in-vehicle air outlet dampers 450 include a defroster damper 451 and a face damper 452. The defroster damper 451 is rotatably mounted on the duct member 100 and is used to control the opening and closing of the defroster air outlet 141. The face damper 452 is rotatably mounted on the duct member 100 and is used to control the opening and closing of the face damper 452. The defroster damper 451 and the face damper 452 rotate independently, allowing passengers to adjust the airflow from different air outlets separately, providing a high degree of airflow adjustability. Furthermore, when one or more of the defroster damper 451, the face damper 452, and the foot air outlet 143 are closed, the air in the duct member 100 is blown out of the remaining air outlets, thereby increasing the airflow from the remaining air outlets.

[0084] In addition, the face damper 452 and the second switching damper 430 in the embodiment of the present invention can be used together to control the opening and closing of the foot air outlet 143. For example, when the face damper 452 rotates along the first direction, the face air outlet 142 can be closed. When the face damper 452 rotates along the second direction (the second direction and the first direction are two opposite directions in the rotation direction of the face damper 452, for example, when the first direction is clockwise, the second direction is counterclockwise), the face damper 452 can stop at the second switching damper 430. At this time, the face damper 452 can close the foot air outlet 143 together with the second switching damper 430.

[0085] The following describes a thermal management system 2 according to an embodiment of the present invention with reference to the accompanying drawings.

[0086] like Figure 1-Figure 23 As shown, the thermal management system 2 according to the embodiment of the present invention includes the HVAC assembly 1 according to the above embodiment of the present invention, an air conditioning system 500 and a battery cooling system 600 .

[0087] The cabin evaporator 300 and the cabin condenser 310 are connected to the air-conditioning system 500, that is, the refrigerant in the air-conditioning system 500 flows through the cabin evaporator 300 and the cabin condenser 310, so the cabin evaporator 300 and the cabin condenser 310 can heat or cool the air flowing through them to change the temperature inside the vehicle.

[0088] In addition, the battery cooling system 600 includes a battery chiller 610 , which is connected to the air conditioning system 500 .

[0089] It is understood that both the air conditioning system 500 and the battery cooling system 600 contain a cooling material. For ease of description, this application refers to the cooling material in the air conditioning system 500 as refrigerant, while the cooling material in the battery cooling system 600 as coolant. The cooling material in the air conditioning system 500 and the battery cooling system 600 can be the same.

[0090] For example, two cooling pipes may be provided in the battery cooler 610, one of the two cooling pipes is connected to the air-conditioning system 500 for circulating the refrigerant of the air-conditioning system 500, and the other of the two cooling pipes is connected to the battery cooling system 600 for circulating the coolant of the battery cooling system 600. In this way, the refrigerant of the air-conditioning system 500 and the coolant of the battery cooling system 600 undergo heat exchange at the battery cooler 610, and then the vehicle's battery 680 is heated or cooled by the temperature of the refrigerant in the air-conditioning system 500 to ensure the performance of the vehicle's battery 680.

[0091] According to the thermal management system 2 of the embodiment of the present invention, by utilizing the heating, ventilation and air conditioning assembly 1 according to the above embodiment of the present invention, it has the advantages of high heat dissipation efficiency, thereby reducing the volume of the heat dissipation components in the air-conditioning system 500 and reducing noise.

[0092] According to some specific embodiments of the present invention, Figure 3-Figure 6 As shown, the battery cooling system 600 further includes a first control valve 620 , a radiator 630 , and a second control valve 640 .

[0093] The first control valve 620 has a first valve port 621, a second valve port 622, a third valve port 623, and a fourth valve port 624. The first control valve 620 switches between different states to connect the first valve port 621 with the third valve port 623, the second valve port 622 with the third valve port 623, or the second valve port 622 with the fourth valve port 624. The second valve port 622 is adapted to be connected to the vehicle power system 910. The radiator 630 is connected to the third valve port 623 and the fourth valve port 624, respectively.

[0094] The second control valve 640 is provided with a fifth valve port 641, a sixth valve port 642, a seventh valve port 643, and an eighth valve port 644. The second control valve 640 switches between different states to connect the fifth valve port 641 with the eighth valve port 644 and the sixth valve port 642 with the seventh valve port 643, or to connect the fifth valve port 641 with the seventh valve port 643 and the sixth valve port 642 with the eighth valve port 644. The fifth valve port 641 is adapted to be connected to the vehicle power system 910, the first valve port 621 is adapted to be connected between the vehicle power system 910 and the fifth valve port 641, the sixth valve port 642 is adapted to be connected to the vehicle battery 680, the battery cooler 610 is connected to the seventh valve port 643 and the vehicle battery 680, respectively, and the eighth valve port 644 and the fourth valve port 624 are connected to the radiator 630.

[0095] By switching between different states of the first control valve 620 and the second control valve 640, the thermal management system 2 can have multiple operating modes. The following examples describe different operating modes of the thermal management system 2.

[0096] The first mode, such as Figure 3As shown: the second valve port 622 is connected to the third valve port 623, and the fifth valve port 641 is connected to the eighth valve port 644. At this time, the coolant in the battery cooling system 600 circulates through the radiator 630, the third valve port 623, the second valve port 622, the vehicle power system 910, the fifth valve port 641, and the eighth valve port 644. The coolant removes heat from the vehicle power system 910 to dissipate heat for the vehicle power system 910, and exchanges heat with the outside air through the radiator 630 to reduce the temperature of the coolant, so that the coolant can dissipate heat for the vehicle power system 910 again. This mode is mainly used when the vehicle is in normal driving conditions, that is, the value of the first temperature sensor 911 does not exceed the temperature limit, and the temperature of the vehicle power system 910 does not exceed the limit.

[0097] The second mode, such as Figure 4 As shown: the second valve port 622 is connected to the third valve port 623, the fifth valve port 641 is connected to the seventh valve port 643, and the sixth valve port 642 is connected to the eighth valve port 644. At this time, the coolant in the battery cooling system 600 circulates in the radiator 630, the third valve port 623, the second valve port 622, the vehicle power system 910, the fifth valve port 641, the seventh valve port 643, the battery cooler 610, the vehicle battery 680, the sixth valve port 642 and the eighth valve port 644. The coolant takes out the heat of the vehicle power system 910 and the vehicle battery 680 to dissipate heat from the vehicle power system 910 and the vehicle battery 680, and exchanges heat with the outside air through the radiator 630 to reduce the temperature of the coolant, so that the coolant can dissipate heat for the vehicle power system 910 and the vehicle battery 680 again. This mode is mainly used under working conditions where the vehicle power system 910 and the vehicle battery 680 generate less heat. At this time, the values ​​of the first temperature sensor 911 and the second temperature sensor 912 do not exceed the limit, and the temperature of the vehicle power system 910 and the temperature of the vehicle battery 680 do not exceed the limit.

[0098] The third mode, such as Figure 5As shown, the first valve port 621 is connected to the third valve port 623, the fifth valve port 641 is connected to the seventh valve port 643, and the sixth valve port 642 is connected to the eighth valve port 644. At this time, the coolant in the battery cooling system 600 circulates through the radiator 630, the third valve port 623, the first valve port 621, the fifth valve port 641, the seventh valve port 643, the battery cooler 610, the vehicle battery 680, the sixth valve port 642, and the eighth valve port 644. The coolant removes heat from the vehicle battery 680, dissipating heat for the vehicle battery 680. The coolant then exchanges heat with the outside air through the radiator 630, lowering the coolant temperature so that the coolant can dissipate heat for the vehicle battery 680 again. This mode is primarily used when the vehicle is not driving or when the vehicle power system 910 generates very little heat, but the vehicle battery 680 is dissipating heat. In this case, the temperature of the second temperature sensor 912 and the vehicle battery 680 does not exceed the limit, and the vehicle power system 910 does not generate a temperature alarm.

[0099] The fourth mode, such as Figure 6 As shown, the second valve port 622 is connected to the fourth valve port 624, the fifth valve port 641 is connected to the seventh valve port 643, and the sixth valve port 642 is connected to the eighth valve port 644. At this time, the coolant in the battery cooling system 600 circulates through the fourth valve port 624, the second valve port 622, the vehicle power system 910, the fifth valve port 641, the seventh valve port 643, the battery cooler 610, the vehicle battery 680, the sixth valve port 642, and the eighth valve port 644. The coolant in the battery cooling system 600 removes heat from the vehicle power system 910 and heats the vehicle battery 680. This mode is mainly used when the vehicle is driving at low temperatures. The battery cooling system 600 uses the heat from the vehicle power system 910 to heat the vehicle battery 680, preventing the vehicle battery 680 from cooling too low and ensuring normal operation of the vehicle battery 680.

[0100] Alternatively, as Figure 3-Figure 6 As shown, the battery cooling system 600 further includes a reservoir 650 , a first water pump 660 , and a second water pump 670 .

[0101] The reservoir 650 is connected between the radiator 630 and the third valve port 623 , the first water pump 660 is connected between the power system and the second valve port 622 , and the second water pump 670 is connected between the battery cooler 610 and the seventh valve port 643 .

[0102] Specifically, the reservoir 650 can store coolant for circulation within the battery cooling system 600, eliminating the need to refill the battery cooling system 600 with coolant multiple times within a short period of time, thereby ensuring long-term vehicle use. The first water pump 660 and the second water pump 670 can provide the power to circulate the coolant. The first water pump 660 and the second water pump 670 can operate independently, allowing them to be activated simultaneously or only one of them, thereby ensuring sufficient power while saving energy.

[0103] In some embodiments of the present invention, such as Figure 1 As shown, the thermal management system 2 further includes a liquid heater 700, and the battery cooler 610 is connected to the seventh valve port 643 via the liquid heater 700. By providing the liquid heater 700, the coolant flows out of the seventh valve port 643 and then flows to the battery cooler 610 through the liquid heater 700. The liquid heater 700 heats the coolant, which in turn can heat the vehicle battery 680. At the same time, the heated coolant can also heat the vehicle interior by exchanging heat with the refrigerant of the air conditioning system 500 at the battery cooler 610.

[0104] In another embodiment of the present invention, Figure 2 As shown, the thermal management system 2 further includes a gas heater 800, which is located within the air duct cavity 110 of the HVAC assembly 1 and adjacent to the cabin condenser 310. Thus, the gas heater 800 can heat the gas flowing through the air duct cavity 110, thereby heating the interior of the vehicle as the gas in the air duct cavity 110 is discharged into the vehicle.

[0105] In some specific embodiments of the present invention, the thermal management system 2 may be provided with both a liquid heater 700 and a gas heater 800 so that different heaters can be selected according to actual conditions.

[0106] According to some specific embodiments of the present invention, Figure 1 As shown, the air conditioning system 500 includes a compressor 510 , a front-end condenser 520 , an intermediate heat exchanger 530 and a one-way valve 540 .

[0107] Compressor 510 is connected to cabin condenser 310, and front condenser 520 is connected to cabin condenser 310 via a first expansion valve 521. Intermediate heat exchanger (IHX) 530 has a first heat exchange path 531 and a second heat exchange path 532. One end of first heat exchange path 531 is connected to front condenser 520 via a first on / off valve 550, and the other end of first heat exchange path 531 is connected to cabin evaporator 300 via a second expansion valve 522. One end of second heat exchange path 532 is connected to cabin evaporator 300, and the other end of second heat exchange path 532 is connected to compressor 510.

[0108] In this way, the coolant can flow from the front condenser 520 through the first heat exchange path 531 into the intermediate heat exchanger 530, and then flow to the cabin evaporator 300. At the same time, the coolant can flow from the cabin evaporator 300 back to the intermediate heat exchanger 530, and then flow through the second heat exchange path 532 to the compressor 510, and then flow through the compressor 510 into the cabin condenser to exchange heat with the air inside the vehicle. The intermediate heat exchanger 530 can promote heat exchange between the refrigerant and the air in the air conditioning system 500, thereby reducing the load on the compressor 510.

[0109] One end of one-way valve 540 is connected to the other end of first heat exchange path 531. The other end of one-way valve 540 is connected to one end of first heat exchange path 531 via second stop valve 551 and to battery cooler 610 via third expansion valve 523. Refrigerant can only flow from first heat exchange path 531 to third expansion valve 523 and cannot flow from third expansion valve 523 to first heat exchange path 531.

[0110] The cabin evaporator 300 is connected to the battery cooler 610 via the third on-off valve 552 , and the cabin condenser 310 is connected to the battery cooler 610 via the fourth on-off valve 553 .

[0111] Thus, different refrigerant circulation circuits can be formed in the air-conditioning system 500 by cooperating with multiple on-off valves. Therefore, the thermal management system 2 can have multiple operating modes. The following examples describe different operating modes of the thermal management system 2.

[0112] The fifth mode, such as Figure 7 and Figure 8As shown, the first on-off valve 550 is open, the second on-off valve 551, the third on-off valve 552, and the fourth on-off valve 553 are closed, and the first switching damper 420 prevents the fluid entering the outlet duct 114 from the first branch duct 112 from passing through the cabin condenser 310. At least one of the face outlet 142 and the foot outlet 143 is open. At this time, the compressor 510 performs work on the refrigerant, converting the low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gaseous refrigerant. This gas then exchanges heat with the outside air through the front condenser 520 to form a medium-temperature liquid refrigerant. After passing through the second expansion valve 522, the medium-temperature liquid refrigerant forms a low-temperature mist refrigerant. The low-temperature mist refrigerant evaporates in the cabin evaporator 300, absorbing heat and lowering the temperature of the gas in the first branch duct 112. This gas then enters the passenger compartment of the vehicle through the face outlet 142 or the foot outlet 243, thereby cooling the passenger compartment. This mode is primarily used when the passenger compartment requires cooling.

[0113] The sixth mode, such as Figure 9 As shown: Based on the fifth mode, the third check valve 552 is opened, the sixth valve port 642 and the seventh valve port 643 are connected, and the second expansion valve 522 is controlled to stop supplying refrigerant to the cabin evaporator 300, and the face air outlet 142 and the foot air outlet 143 are closed. As a result, the medium-temperature liquid refrigerant after passing through the front condenser 520 enters the second expansion valve 522 and becomes a low-temperature mist refrigerant that can flow to the battery cooler 610. At this time, the low-temperature mist refrigerant can absorb the temperature of the coolant in the battery cooler 610 in the battery cooling system 600. The cooled coolant can dissipate heat for the vehicle battery 680. This mode is mainly used in conditions where the heat dissipation demand of the vehicle battery 680 is high and the external temperature is high, and the heat dissipation demand of the vehicle battery 680 cannot be met by only the second mode or the third mode mentioned above.

[0114] The seventh mode, such as Figure 10 As shown: On the basis of the sixth mode, the second expansion valve 522 is controlled to deliver refrigerant to the cabin evaporator 300, and the face air outlet 142 and the foot air outlet 143 are opened. At this time, the passenger compartment can be cooled and the vehicle battery 680 can be cooled. The refrigerant flow to different circuits can be distributed through the second expansion valve 522 and the third expansion valve 523, so that the cooling needs of the passenger compartment and the cooling needs of the vehicle battery 680 can be met at the same time.

[0115] The eighth mode, such as Figure 11As shown, based on the sixth mode, the second valve port 622 is controlled to communicate with the third valve port 623, the fifth valve port 641 is controlled to communicate with the seventh valve port 643, and the sixth valve port 642 is controlled to communicate with the eighth valve port 644. The coolant in the battery cooling system 600 can dissipate heat for the vehicle battery 680 and the vehicle power system 910. The coolant in the battery cooling system 600 can also exchange heat with the refrigerant in the air conditioning system 500 in the battery cooler 610 to reduce the temperature of the coolant in the battery cooling system 600, so that the coolant in the battery cooling system 600 can again dissipate heat for the vehicle battery 680 and the vehicle power system 910. This mode is mainly used when the vehicle power system 910 is operating at high speed, such as when the vehicle is in track mode. The first mode described above cannot completely remove the heat from the vehicle power system 910. By using the refrigerant in the air conditioning system 500 to dissipate heat for the coolant in the battery cooling system 600, the temperature of the vehicle power system 910 can be kept within the limit.

[0116] The ninth mode, such as Figure 12 As shown, based on the eighth mode, the branch damper controls the connection between the second branch duct and the outlet duct, the second switching damper prevents the fluid passing through the cabin condenser from flowing to the interior air outlet, and the first switching damper prevents the fluid entering the outlet duct from passing through the cabin condenser. With the exterior air outlet open, the gas in the second branch duct 113 can exchange heat with the cabin condenser 310, and the heat-exchanged gas is then discharged to the exterior of the vehicle through the exterior air outlet 150. By opening the branch damper 440 and the exterior air damper 460, the cabin condenser 310 dissipates heat for the refrigerant in the air conditioning system 500. This mode is primarily used when the vehicle power system 910 and the vehicle battery 680 have high heat dissipation requirements and the front condenser 520 has insufficient heat dissipation performance. In this case, the cabin condenser 310 is used to dissipate heat to the exterior of the vehicle to supplement the heat dissipation performance of the air conditioning system 500.

[0117] The tenth mode, such as Figure 13 As shown, the second check valve 551 and the fourth check valve 553 are opened, the first check valve 550 and the third check valve 552 are closed, and the sixth valve port 642 and the seventh valve port 643 are connected. At this time, the power of the cabin evaporator 300 and the power of the cabin condenser 310 can offset each other. Based on the following thirteenth mode, the air conditioning system 500 retains only the heat generated by the work of the compressor 510. The heat generated by the work of the compressor 510 can heat the coolant in the battery cooling system 600 at the battery cooler 610, so that the coolant heats the vehicle battery 680. This mode is mainly used when the vehicle battery 680 needs to be heated, the outside temperature is low, and the front condenser 520 can no longer absorb heat from the outside environment.

[0118] Eleventh Mode: In the tenth mode, when the passenger compartment temperature is high and a passenger exits the vehicle, compressor 510 stops operating. The evaporator 310 absorbs heat from the passenger compartment and transfers it to the vehicle battery 680 via the battery cooler 610 for heat storage. Because the vehicle battery 680 has good thermal insulation, the heat stored in the battery 680 can be used to heat the passenger compartment when a passenger enters the vehicle next time. This mode is primarily used when passengers enter and exit the vehicle for a short period of time.

[0119] The twelfth mode, such as Figure 14 As shown: in the sixteenth mode, the heating demand of the vehicle battery 680 can no longer be met by the compressor 510 alone, and the liquid heater 700 can be turned on to heat the coolant in the battery cooling system 600 to heat the vehicle battery 680.

[0120] Furthermore, the air conditioning system 500 further includes a fifth on-off valve 554 , a sixth on-off valve 555 , a seventh on-off valve 556 and an eighth on-off valve 558 .

[0121] The fifth check valve 554 is connected between the first expansion valve 521 and the front end condenser 520, the sixth check valve 555 is connected to the first expansion valve 521, the seventh check valve 556 is connected between the sixth check valve 555 and the front end condenser 520, and the eighth check valve 558 is connected between the fifth check valve 554 and the front end condenser 520.

[0122] By controlling the on / off of the fifth on / off valve 554 , the sixth on / off valve 555 , the seventh on / off valve 556 , and the eighth on / off valve 558 , the thermal management system 2 adds multiple operating modes, which provide greater diversity. The following describes the newly added operating modes of the thermal management system 2 in detail.

[0123] The thirteenth mode, such as Figure 15 and Figure 16 As shown: the first check valve 550, the sixth check valve 555, the seventh check valve 556 and the eighth check valve 557 are opened, and the second check valve 551, the third check valve 552, the fourth check valve 553 and the fifth check valve 554 are closed. At this time, the compressor 510 works on the refrigerant, converting the low-temperature and low-pressure gaseous refrigerant into a high-temperature and high-pressure gaseous refrigerant, which is dissipated through the cabin condenser 310 to form a medium-temperature liquid refrigerant, and the medium-temperature liquid refrigerant is converted into a low-temperature mist refrigerant through the first expansion valve 521, which absorbs heat from the environment through the front condenser 520 to form a low-temperature and low-pressure gaseous refrigerant.

[0124] At the same time, the first switching damper 420 controls the fluid entering the outlet duct 114 from the first branch duct 112 to pass through the cabin condenser 310. The first branch duct 112 first passes through the cabin evaporator 300 for dehumidification, then passes through the cabin condenser 310 for heating, and finally enters the passenger compartment through at least one of the face air outlet 142 and the foot air outlet 143.

[0125] Furthermore, as the front condenser 520 absorbs heat from the outside, moisture from the air condenses on its surface, forming frost. In this case, the fifth mode is briefly operated to heat the front condenser 520, melting the frost. This mode is primarily used when the passenger compartment needs to be heated and the outside temperature is not too low, allowing the front condenser 520 to absorb heat from the environment.

[0126] The fourteenth mode, such as Figure 17 As shown, based on the thirteenth mode, the first check valve 550 and the eighth check valve 557 are closed, and the third check valve 552 is opened. In this case, the refrigerant in the air conditioning system 500 does not pass through the front condenser 520. The second valve port 622 is connected to the fourth valve port 624, the fifth valve port 641 is connected to the seventh valve port 643, and the sixth valve port 642 is connected to the eighth valve port 644. The refrigerant in the air conditioning system 500 exchanges heat with the coolant in the battery cooling system 600 at the battery cooler 610. The coolant absorbs heat from the vehicle powertrain 910 and the vehicle battery 680 to heat the refrigerant in the air conditioning system 500. The heated refrigerant then passes through the cabin condenser 310 to heat the passenger compartment. This mode is primarily used when the ambient temperature is low and the front condenser 520 is unable to absorb heat from the ambient temperature. In this case, the vehicle powertrain 910 and the vehicle battery 680 have a certain amount of heat, which is then absorbed and used to heat the passenger compartment.

[0127] The fifteenth mode, such as Figure 18 As shown, based on the fourteenth mode, the sixth valve port 642 and the seventh valve port 643 are connected, and the refrigerant in the air conditioning system 500 exchanges heat with the coolant in the battery cooling system 600 at the battery cooler 610. The coolant can absorb heat from the vehicle battery 680 to heat the refrigerant in the air conditioning system 500. The heated refrigerant then passes through the cabin condenser 310 to heat the passenger compartment. This mode is mainly used when the heat generated by the vehicle power system 910 is excessive. At this time, the coolant passing through the vehicle power system 910 and then passing through the vehicle battery 680 will cause heat damage to the vehicle battery 680. Therefore, the second control valve 640 is controlled to disconnect the vehicle power system 910 and the vehicle battery 680, thereby protecting the vehicle battery 680.

[0128] The sixteenth mode, such as Figure 19 and Figure 20As shown, the sixth and seventh check valves 555 and 556 are open, while the first, second, third, fourth, fifth, and eighth check valves 550, 551, 552, 553, 554, and 557 are closed. Coolant in the air conditioning system 500 does not flow through the front condenser 520. Instead, the refrigerant heated by the compressor 510 flows through the cabin condenser 310 and the cabin evaporator 300. The vehicle's internal air circulation is activated, and the first switching damper 420 controls the flow of fluid entering the outlet duct 114 from the first branch duct 112 through the cabin condenser 310. The power of the cabin evaporator 300 and the power of the cabin condenser 310 offset each other, leaving only the heat generated by the compressor 510 to heat the passenger compartment. This mode is primarily used to heat the passenger compartment when the vehicle's power system 910 and battery 680 are unable to generate additional heat.

[0129] Mode 17: Based on Mode 15, liquid heater 700 heats the coolant in battery cooling system 600, allowing the refrigerant in air conditioning system 500 to absorb the coolant's heat at battery cooler 610. Heat from liquid heater 700 is then used to heat the passenger compartment. This mode is primarily used when the heat generated by compressor 510 in Mode 15 is insufficient, with liquid heater 700 providing supplementary heating.

[0130] The eighteenth mode, such as Figure 21 As shown: the first check valve 550, the second check valve 551, the fourth check valve 553 and the eighth check valve 557 are open, the third check valve 552, the fifth check valve 554, the sixth check valve 555 and the seventh check valve 556 are closed, the sixth valve port 642 and the seventh valve port 643 are connected, and the high-temperature and high-pressure refrigerant discharged from the compressor 510 enters the battery cooler 610 through the fourth check valve 553, discharges heat into the coolant to heat the vehicle battery 680, and then the medium-temperature liquid refrigerant passes through the third expansion valve 523 to form a low-temperature mist refrigerant, and the low-temperature mist refrigerant enters the front condenser 520 through the second check valve 551 and the first check valve 550 to absorb heat from the environment. The refrigerant in the front condenser 520 then flows to the intermediate heat exchanger 530, the cabin evaporator 300 and the compressor 510 through the eighth check valve 557. This mode is mainly used when the outside temperature of the vehicle is not very low, the front condenser 520 can absorb heat from the environment, and the vehicle battery 680 needs to be heated.

[0131] The nineteenth mode, such as Figure 22 As shown: On the basis of the eighteenth mode, the sixth stop valve 555 is opened. At this time, this mode meets the requirements of the thirteenth mode and the eighteenth mode at the same time, that is, it can absorb heat to the environment through the front condenser 520, and at the same time meet the heating needs of the passenger compartment and the heating needs of the vehicle battery 680.

[0132] The twentieth mode, such as Figure 23 As shown: On the basis of the sixteenth mode, the second stop valve 551 and the fourth stop valve 553 are opened. At this time, this mode meets the requirements of the tenth mode and the sixteenth mode at the same time. The heat generated by the compressor 510 can heat the passenger compartment and the vehicle battery 680 at the same time.

[0133] According to some specific embodiments of the present invention, the thermal management system 2 further includes a heat dissipation fan 900 .

[0134] The air conditioning system 500 further includes a front condenser 520 , and the battery cooling system 600 further includes a radiator 630 . The cooling fan 900 is adjacent to the radiator 630 and the front condenser 520 and is used to dissipate heat for the radiator 630 and the front condenser 520 .

[0135] Among them, the radiator 630 can exchange heat with the outside air with high heat exchange efficiency. The heat dissipation fan 900 can promote the flow of outside air, so that the outside air takes away the heat from the radiator 630 and the front-end condenser 520, thereby improving the heat exchange efficiency of the radiator 630 and the front-end condenser 520. In addition, the heat dissipation fan 900 can also blow away the moisture on the surface of the front-end condenser 520, which is beneficial to the defrosting of the front-end condenser 520.

[0136] A vehicle according to an embodiment of the present invention will be described below with reference to the accompanying drawings.

[0137] The vehicle according to the embodiment of the present invention includes the thermal management system 2 according to the above-described embodiment of the present invention.

[0138] The vehicle according to the embodiment of the present invention has advantages such as high heat dissipation efficiency by utilizing the thermal management system 2 according to the above embodiment of the present invention, thereby reducing the volume of heat dissipation components of the air conditioning system and reducing noise.

[0139] Other components and operations of the HVAC assembly, thermal management system and vehicle according to the embodiments of the present invention are well known to those skilled in the art and will not be described in detail here.

[0140] In this specification, reference to terms such as "specific embodiment" and "specific example" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example.

[0141] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A heating, ventilation and air conditioning assembly, characterized in that: include: An air duct member, wherein an air duct cavity is defined in the air duct member, and the air duct member is provided with an in-vehicle air inlet, an out-vehicle air inlet, an in-vehicle air outlet, and an out-vehicle air outlet, which are connected to the air duct cavity; an air inlet fan, the air inlet fan being arranged in the air duct cavity; an in-cabin evaporator, the in-cabin evaporator being arranged in the air duct cavity; an in-cabin condenser, the in-cabin condenser being arranged in the air duct cavity; a damper control group, the damper control group being mounted on the air duct member and being used to control the flow path of the fluid in the air duct cavity and the opening and closing of the interior air inlet, the exterior air inlet, the interior air outlet, and the exterior air outlet; An air inlet duct, the air inlet duct being connected to the vehicle interior air inlet and the vehicle exterior air inlet respectively, and the air inlet fan being arranged in the air inlet duct; a first branch air duct, the first branch air duct being in communication with the air inlet duct, the cabin evaporator being disposed in the first branch air duct; a second branch air duct, the second branch air duct being connected to the air inlet duct; an air outlet duct, the air outlet duct being in communication with the first branch air duct and the second branch air duct respectively, the in-vehicle air outlet and the out-vehicle air outlet being in communication with the air outlet duct, and the in-cabin condenser being disposed in the air outlet duct; The damper control group includes: an air inlet damper, the air inlet damper being rotatably mounted on the air duct member and being used to select at least one of the in-vehicle air inlet and the external air inlet to be in communication with the air inlet duct; a first switching damper rotatably mounted on the air duct member and configured to control whether the fluid entering the outlet air duct from the first branch air duct passes through the cabin condenser; a second switching damper rotatably mounted on the air duct member and configured to control whether the fluid passing through the cabin condenser flows to the vehicle interior air outlet; a branch damper rotatably mounted on the air duct member and configured to control whether the second branch air duct is in communication with the air outlet duct; An in-vehicle air outlet damper, the in-vehicle air outlet damper being rotatably mounted on the air duct member and being used to control the opening and closing of the in-vehicle air outlet; The vehicle outgoing air damper is rotatably mounted on the air duct member and is used to control the opening and closing of the vehicle outgoing air outlet.

2. The heating, ventilation and air conditioning assembly according to claim 1, characterized in that: The air outlets in the vehicle include a defrost air outlet, a face air outlet and a foot air outlet, and the defrost air outlet, the face air outlet and the foot air outlet are all connected to the air outlet duct; The in-vehicle air outlet damper includes a defrost damper and a face damper. The defrost damper is rotatably mounted on the duct member and is used to control the opening and closing of the defrost air outlet. The face damper is rotatably mounted on the duct member and is used to control the opening and closing of the face damper.

3. A thermal management system, characterized in that: include: A heating, ventilation and air conditioning assembly according to any one of claims 1 to 2; An air conditioning system, wherein the cabin evaporator and the cabin condenser are connected to the air conditioning system; A battery cooling system includes a battery cooler connected to the air conditioning system.

4. The thermal management system according to claim 3, characterized in that: The battery cooling system further includes: a first control valve, the first control valve having a first valve port, a second valve port, a third valve port, and a fourth valve port, the first control valve being capable of switching between different states to allow the first valve port to communicate with the third valve port, the second valve port to communicate with the third valve port, or the second valve port to communicate with the fourth valve port, the second valve port being adapted to be connected to a vehicle power system; a radiator, the radiator being connected to the third valve port and the fourth valve port respectively; The second control valve is provided with a fifth valve port, a sixth valve port, a seventh valve port and an eighth valve port. The second control valve switches different states to make the fifth valve port communicate with the eighth valve port and the sixth valve port communicate with the seventh valve port, or the fifth valve port communicate with the seventh valve port and the sixth valve port communicate with the eighth valve port. The fifth valve port is suitable for being connected to the vehicle power system, the first valve port is suitable for being connected between the vehicle power system and the fifth valve port, the sixth valve port is suitable for being connected to the vehicle battery, the battery cooler is respectively connected to the seventh valve port and the vehicle battery, and the eighth valve port and the fourth valve port are respectively connected to the radiator.

5. The thermal management system according to claim 4, characterized in that: The battery cooling system further includes: a liquid reservoir connected between the radiator and the third valve port; a first water pump connected between the power system and the second valve port; A second water pump is connected between the battery cooler and the seventh valve port.

6. The thermal management system according to claim 4, characterized in that: Also includes: a liquid heater, wherein the battery cooler is connected to the seventh valve port via the liquid heater; and / or A gas heater is located in the air duct cavity of the HVAC assembly and is disposed adjacent to the cabin condenser.

7. The thermal management system according to claim 3, characterized in that: The air conditioning system comprises: a compressor connected to the cabin condenser; a front condenser connected to the cabin condenser via a first expansion valve; an intermediate heat exchanger, the intermediate heat exchanger having a first heat exchange flow path and a second heat exchange flow path, one end of the first heat exchange flow path being connected to the front end condenser via a first on / off valve, the other end of the first heat exchange flow path being connected to the cabin evaporator via a second expansion valve, one end of the second heat exchange flow path being connected to the cabin evaporator, and the other end of the second heat exchange flow path being connected to the compressor; a one-way valve, one end of the one-way valve being connected to the other end of the first heat exchange flow path, and the other end of the one-way valve being connected to the one end of the first heat exchange flow path via a second on-off valve and connected to the battery cooler via a third expansion valve; The in-cabin evaporator is connected to the battery cooler via a third on-off valve, and the in-cabin condenser is connected to the battery cooler via a fourth on-off valve.

8. The thermal management system according to claim 7, characterized in that: The air conditioning system further comprises: a fifth on-off valve connected between the first expansion valve and the front-end condenser; a sixth on-off valve connected to the first expansion valve; a seventh on-off valve connected between the sixth on-off valve and the intermediate heat exchanger; An eighth on-off valve is connected between the fifth on-off valve and the intermediate heat exchanger.

9. The thermal management system according to any one of claims 3 to 8, characterized in that: Also includes: The air conditioning system further includes a front-end condenser, and the battery cooling system further includes a radiator. The heat dissipation fan is adjacent to the radiator and the front-end condenser and is used to dissipate heat for the radiator and the front-end condenser.

10. A vehicle, characterized in that: include: A thermal management system according to any one of claims 3 to 9.

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