Automobile thermal management system and control method thereof, new energy vehicle

Abstract

The present invention provides an automotive thermal management system and a control method thereof, as well as a new energy vehicle. The automotive thermal management system includes a compressor, an off-board heat exchanger, an on-board evaporator, a battery cooling module, and a valve assembly module. The valve assembly module includes a valve body having multiple interfaces. The first interface and the second interface, and the third interface and the fifth interface are controllably connected. The third interface and the fourth interface are connected through a pipeline. The sixth interface and the seventh interface, and the seventh interface and the ninth interface are controllably connected through a stoppable throttling element. Each interface is also connected to the exhaust port and the intake port of the compressor, the off-board heat exchanger, the on-board evaporator, and the battery cooling module. The present invention facilitates centralized management and assembly of various valve components in the system, reduces the number of pipeline interfaces in the system, reduces the risk of refrigerant leakage, and simplifies pipeline connections.

Description

Technical Field

[0001] The present invention belongs to the technical field of air conditioning, and in particular relates to an automobile thermal management system and a control method thereof, and a new energy vehicle. Background Art

[0002] With the implementation of the national energy conservation and emission reduction policy, new energy vehicles have developed rapidly. Compared with fuel vehicles where air conditioning is only used to cool the passenger compartment, the air conditioning system on new energy vehicles is given more tasks. It needs to manage the cooling and heating of the battery, the cooling and heating of the motor, and the environmental management of the passenger compartment. As a result, the air conditioning system has become very complicated. The air conditioning pipelines have increased from the original three pipes of the single cooler to more than a dozen. At the same time, many solenoid valves and electronic expansion valves have been added to the system, which has greatly increased the complexity of the system, bringing great inconvenience to the installation and maintenance of the air conditioner. Summary of the Invention

[0003] Therefore, the present invention provides an automobile thermal management system and its control method, and a new energy vehicle, which can solve the technical problems in the prior art that the automobile thermal management system has a large number of pipelines and related valves, resulting in a complex system and inconvenient installation and maintenance.

[0004] In order to solve the above problems, the present invention provides an automobile thermal management system, including a compressor, an off-board heat exchanger, an on-board evaporator, a battery cooling module and a valve group module, wherein the valve group module includes a valve body, and the valve body is constructed with a first interface, a second interface, a third interface, a fourth interface, a fifth interface, a sixth interface, a seventh interface and a ninth interface, wherein the first interface and the second interface are controllably connected, the third interface and the fourth interface are connected through a pipeline, the third interface and the fifth interface are controllably connected, and the sixth interface and the seventh interface are connected through a first stoppable throttling element. Controllable connection, the seventh interface and the ninth interface are controllably connected through a second stoppable throttling element, the first interface is connected to the exhaust port of the compressor, the second interface is connected to the first port of the vehicle-side heat exchanger, the third interface is connected to the intake port of the compressor, the fourth interface is connected to the first port of the vehicle-side evaporator, the fifth interface is connected to the first port of the battery cooling module, the sixth interface is connected to the second port of the vehicle-side evaporator, the seventh interface is connected to the second port of the vehicle-side heat exchanger, and the ninth interface is connected to the second port of the battery cooling module.

[0005] In some embodiments, the first interface and the ninth interface are controllably connected, the second interface and the third interface are controllably connected, and the fifth interface and the seventh interface are controllably connected via a third stoppable throttling element.

[0006] In some embodiments, the automobile thermal management system includes an in-vehicle condenser, and the valve body is also constructed with an eighth interface and a tenth interface, wherein the eighth interface and the seventh interface are controllably connected through a fourth stoppable throttling element, the pipeline between the first interface and the tenth interface is always open, the eighth interface is connected to the first port of the in-vehicle condenser, and the tenth interface is connected to the second port of the in-vehicle condenser.

[0007] In some embodiments, the eighth interface and the ninth interface are controllably connected via a fifth stoppable throttling element; and / or, the first interface and the second interface are controllably connected via a first solenoid valve, the third interface and the fifth interface are controllably connected via a second solenoid valve, the first interface and the ninth interface are controllably connected via a third solenoid valve, and the second interface and the third interface are controllably connected via a fourth solenoid valve.

[0008] In some embodiments, the third interface is connected to the air intake of the compressor via a gas-liquid separator.

[0009] The present invention also provides a method for controlling an automobile thermal management system, for controlling the above-mentioned automobile thermal management system, the control method comprising:

[0010] Get the system operation mode;

[0011] According to the obtained system operating mode, the opening sizes of the first solenoid valve, the second solenoid valve, the third solenoid valve, the fourth solenoid valve and the first stoppable throttling element, the second stoppable throttling element, the third stoppable throttling element, the fourth stoppable throttling element and the fifth stoppable throttling element in the automobile thermal management system are controlled.

[0012] In some embodiments,

[0013] When the system operation mode is the cabin cooling mode, the first solenoid valve and the first stoppable throttling element are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state; or

[0014] When the system operation mode is the battery cooling mode, the first solenoid valve, the second solenoid valve and the second stoppable throttling element are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state; or

[0015] When the system operating mode is the cabin cooling + battery cooling mode, the first solenoid valve, the second solenoid valve, the second stoppable throttling element, and the first stoppable throttling element are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state.

[0016] In some embodiments,

[0017] When the system operation mode is the battery heating mode, the fourth solenoid valve, the third stoppable throttling element, and the third solenoid valve are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state.

[0018] In some embodiments,

[0019] When the system operation mode is the cabin heating mode, the fourth solenoid valve and the fourth stoppable throttle element are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state; or

[0020] When the system operating mode is the cabin heating + battery heating mode, the fourth solenoid valve, the fourth stoppable throttle element, the third stoppable throttle element, and the third solenoid valve are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state.

[0021] In some embodiments,

[0022] When the system operating mode is the first cabin heating + battery cooling mode, the second solenoid valve and the fifth stoppable throttle element are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state; or

[0023] When the system operating mode is the second cabin heating + battery cooling mode, the fourth solenoid valve, the second solenoid valve, the fourth stoppable throttle element, and the fifth stoppable throttle element are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state; or

[0024] When the system operating mode is the second mode of cabin heating + battery cooling, the first solenoid valve, the second solenoid valve, the fifth stoppable throttle element, and the second stoppable throttle element are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state.

[0025] The present invention also provides a new energy vehicle, comprising the above-mentioned vehicle thermal management air-conditioning system.

[0026] The present invention provides an automobile thermal management system and a control method thereof, as well as a new energy vehicle. By achieving direct or controllable connection between different interfaces on a valve body through pipelines, solenoid valves and shut-off throttling elements, the automobile thermal management system can switch between multiple operating modes. Since the various solenoid valves and shut-off throttling elements are all integrated and connected to the valve body, it is convenient to centrally manage and assemble the various valve components in the system, reduce the number of pipeline interfaces in the system, reduce the risk of refrigerant leakage, and simplify pipeline connections. At the same time, the technical solution uses refrigerant to directly exchange heat with the battery through the battery cooling module, which can reduce the heat loss and temperature control delay of the secondary heat exchange in the battery heat exchange method using a water cooling system in the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 Schematic diagram of the principle of an automotive thermal management system according to an embodiment of the present invention;

[0028] Figure 2 for Figure 1 Schematic diagram of the refrigerant flow direction when the vehicle thermal management system in the vehicle cabin cooling mode is running (the arrows in the figure show the refrigerant flow direction);

[0029] Figure 3 for Figure 1 Schematic diagram of the refrigerant flow when the vehicle thermal management system operates in battery cooling mode (the arrows in the figure show the refrigerant flow direction);

[0030] Figure 4 for Figure 1 Schematic diagram of the refrigerant flow direction when the vehicle thermal management system in the vehicle cabin heating mode is running (the arrows in the figure show the refrigerant flow direction);

[0031] Figure 5 for Figure 1 Schematic diagram of the refrigerant flow when the vehicle thermal management system in the battery heating mode is running (the arrows in the figure show the refrigerant flow direction);

[0032] Figure 6 for Figure 1 Schematic diagram of the refrigerant flow when the vehicle thermal management system operates in cabin cooling + battery cooling mode (arrows in the figure indicate the refrigerant flow direction);

[0033] Figure 7 for Figure 1 Schematic diagram of the refrigerant flow when the vehicle thermal management system is operating in cabin heating + battery heating mode (arrows in the figure indicate the refrigerant flow direction);

[0034] Figure 8 for Figure 1 Schematic diagram of the refrigerant flow when the vehicle thermal management system operates in cabin heating + first battery cooling mode (arrows in the figure indicate the refrigerant flow direction);

[0035] Figure 9 for Figure 1 Schematic diagram of the refrigerant flow when the vehicle thermal management system operates in cabin heating + secondary battery cooling mode (arrows in the figure indicate the refrigerant flow direction);

[0036] Figure 10 for Figure 1 Schematic diagram of the refrigerant flow when the vehicle thermal management system operates in cabin heating + third battery cooling mode (the arrows in the figure show the refrigerant flow direction).

[0037] The reference numerals indicate:

[0038] 1. Compressor; 2. External heat exchanger; 31. Internal evaporator; 32. Internal condenser; 4. Battery cooling module; 5. Valve group module; 6. Gas-liquid separator; 701. Third solenoid valve; 702. First solenoid valve; 703. Fourth solenoid valve; 704. Second solenoid valve; 705. Fifth stoppable throttling element; 706. Fourth stoppable throttling element; 707. Second stoppable throttling element; 708. Third stoppable throttling element; 709. First stoppable throttling element; a. First interface; b. Second interface; c. Third interface; d. Fourth interface; e. Fifth interface; f. Sixth interface; g. Seventh interface; h. Eighth interface; i. Ninth interface; j. Tenth interface. DETAILED DESCRIPTION

[0039] See also Figures 1 to 10As shown, according to an embodiment of the present invention, an automobile thermal management system is provided, including a compressor 1, an exterior heat exchanger 2, an interior evaporator 31, a battery cooling module 4, and a valve assembly module 5. The valve assembly module 5 includes a valve body, on which are constructed a first interface a, a second interface b, a third interface c, a fourth interface d, a fifth interface e, a sixth interface f, a seventh interface g, and a ninth interface i. The first interface a and the second interface b are controllably connected via a first solenoid valve 702, the third interface c and the fourth interface d are normally connected via a pipeline, the third interface c and the fifth interface e are controllably connected via a second solenoid valve 704, and the sixth interface f and the seventh interface g are controllably connected via a first stoppable throttling element 706. 09 is controllably connected, the seventh interface g and the ninth interface i are controllably connected via the second stoppable throttling element 707, the first interface a is connected to the exhaust port of the compressor 1, the second interface b is connected to the first port of the vehicle-side heat exchanger 2, the third interface c is connected to the intake port of the compressor 1, the fourth interface d is connected to the first port of the vehicle-side evaporator 31, the fifth interface e is connected to the first port of the battery cooling module 4, the sixth interface f is connected to the second port of the vehicle-side evaporator 31, the seventh interface g is connected to the second port of the vehicle-side heat exchanger 2, and the ninth interface i is connected to the second port of the battery cooling module 4. In this way, when the first solenoid valve 702 and the first stoppable throttling element 709 are both in a connected state (such as Figure 2 As shown), when the remaining valves on the valve body are in the closed state, the system can operate the cabin cooling mode. When the first solenoid valve 702, the second solenoid valve 704 and the second stoppable throttle element 707 are in the connected state at the same time (as shown Figure 3 As shown), when the remaining valves on the valve body are in the closed state, the system can operate the battery cooling mode. When the first solenoid valve 702, the second solenoid valve 704 and the second stoppable throttling element 707 and the first stoppable throttling element 709 are in the connected state at the same time (as shown), the battery cooling mode can be operated by the system. Figure 6 (as shown), when the remaining valves on the valve body are all in the closed state, the system can operate in the cabin cooling + battery cooling mode. In this technical solution, by achieving direct or controllable communication between the various interfaces on a valve body through pipes, solenoid valves, and a shutoff throttling element, the vehicle thermal management system can switch between multiple operating modes. Because the various solenoid valves and shutoff throttling elements are all integrated and connected to the valve body, it facilitates the centralized management and assembly of the various valve components in the system, reduces the number of pipe interfaces in the system, reduces the risk of refrigerant leakage, and simplifies pipe connections. At the same time, this technical solution uses refrigerant to directly exchange heat with the battery through the battery cooling module 4, which can reduce the heat loss and temperature control delay caused by the secondary heat exchange method of using a water cooling system for battery heat exchange in the existing technology.

[0040] In some embodiments, the first interface a and the ninth interface i are controllably connected via the third solenoid valve 701, the second interface b and the third interface c are controllably connected via the fourth solenoid valve 703, and the fifth interface e and the seventh interface g are controllably connected via the third stoppable throttling element 708. At this time, when the fourth solenoid valve 703, the third stoppable throttling element 708, and the third solenoid valve 701 are simultaneously in a connected state (e.g., Figure 5 As shown in the figure), when the remaining valves on the valve body are in the cut-off state, the system runs the battery heating mode.

[0041] In some embodiments, the automotive thermal management system includes an interior condenser 32, and the valve body is further configured with an eighth port h and a tenth port j. The eighth port h is controllably connected to the seventh port g via a fourth stoppable throttling element 706, and the first port a and the tenth port j are normally connected. The eighth port h is connected to the first port of the interior condenser 32, and the tenth port j is connected to the second port of the interior condenser 32. At this time, when the fourth solenoid valve 703 and the fourth stoppable throttling element 706 are both in a connected state (e.g., Figure 4 As shown), the remaining valves on the valve body are all in the closed state, and the system operates in the cabin heating mode. When the fourth solenoid valve 703, the fourth stoppable throttle element 706, the third stoppable throttle element 708, and the third solenoid valve 701 are all in the connected state, the remaining valves on the valve body are all in the closed state (as shown). Figure 7 As shown), the system operates in cabin heating + battery heating mode.

[0042] In some embodiments, the eighth interface h and the ninth interface i are controllably connected via the fifth stoppable throttling element 705. At this time, when the second solenoid valve 704 and the fifth stoppable throttling element 705 are both in a connected state (e.g., Figure 8 As shown), when the remaining valves on the valve body are all in the closed state, the system operates in the first mode of cabin heating + battery cooling; when the fourth solenoid valve 703, the second solenoid valve 704, the fourth stoppable throttle element 706, and the fifth stoppable throttle element 705 are all in the connected state (as shown), ... Figure 9 As shown), when the remaining valves on the valve body are all in the closed state, the system operates in the second mode of cabin heating + battery cooling; when the first solenoid valve 702, the second solenoid valve 704, the fifth stoppable throttle element 705, and the second stoppable throttle element 707 are all in the connected state (as shown), ... Figure 10As shown), the remaining valves on the valve body are in the closed state, and the system operates in the third mode of cabin heating + battery cooling. In the first mode of cabin heating + battery cooling and the second mode of cabin heating + battery cooling, the air-conditioning system can recover at least part of the heat of the battery pack to achieve the dual purpose of heating the passenger compartment and cooling the battery. This can improve the energy efficiency of the heating operation of the air-conditioning system, thereby reducing the power consumption of the whole vehicle and extending the cruising range of the whole vehicle.

[0043] See also Figure 1 As shown, the third interface c is connected to the air intake of the compressor 1 via the gas-liquid separator 6 , so as to reduce the probability of liquid being carried in the air intake of the compressor 1 through the gas-liquid separator 6 .

[0044] According to an embodiment of the present invention, a control method for an automotive thermal management system is further provided, for controlling the above-mentioned automotive thermal management system. The control method includes:

[0045] Get the system operation mode;

[0046] According to the acquired system operating mode, the opening sizes of the first solenoid valve 702, the second solenoid valve 704, the third solenoid valve 701, the fourth solenoid valve 703 and the first stoppable throttling element 709, the second stoppable throttling element 707, the third stoppable throttling element 708, the fourth stoppable throttling element 706 and the fifth stoppable throttling element 705 in the automobile thermal management system are controlled.

[0047] In some embodiments, when the system operating mode is the cabin cooling mode, the first solenoid valve 702 and the first stoppable throttle element 709 are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state. For details, see Figure 2As shown, in this mode, the air conditioning system only needs to meet the cabin cooling demand. At this time, the first solenoid valve 702 is open, and all other valves except the first stoppable throttle element 709 are closed. The first stoppable throttle element 709 is adjusted to an appropriate opening according to system parameters. After being compressed by the compressor 1, the system refrigerant enters the first port a of the valve assembly module 5. It then flows through the first solenoid valve 702 and out of the second port b of the valve assembly module. The refrigerant enters the exterior heat exchanger 2, where the condenser fan forcibly releases heat to the surrounding air. It then flows into the seventh port g of the valve assembly module 5. After being throttled by the first stoppable throttle element 709, it flows into the interior evaporator 31. The blower forces the cabin air to flow through the interior evaporator 31 for heat exchange, achieving cabin cooling. After exchanging heat with the air, the refrigerant flows out of the interior evaporator 31 and into the fourth port d of the valve assembly module 5. It then enters the inlet of the gas-liquid separator 6 through the dc channel of the valve assembly module 5 and enters the compressor 1 for the next cycle. This mode is suitable for situations where the temperature inside the car is high in the summer. When the vehicle is just started, the cabin needs to be cooled down. However, since the battery has just started working, the temperature inside the battery pack has not yet reached the stage where cooling is required. Or, when the vehicle is stuck in traffic and traveling at a low speed, the battery generates little heat and does not require external cooling.

[0048] When the system operation mode is the battery cooling mode, the first solenoid valve 702, the second solenoid valve 704 and the second stoppable throttle element 707 are controlled to be in a connected state at the same time, and the remaining valves on the valve body are in a closed state. For details, see Figure 3 As shown, in this mode, the air conditioner only needs to meet the cooling needs of the battery pack. At this time, the first solenoid valve 702 and the second solenoid valve 704 are open, and all other valves are closed except the second stoppable throttle element 707. The second stoppable throttle element 707 is adjusted to an appropriate opening according to system parameters. The system refrigerant is compressed by compressor 1 and enters valve block a of valve block 5. It then flows through first solenoid valve 702 and out of valve block b of valve block 5. The refrigerant enters the off-board heat exchanger 2, where the condenser fan forcibly releases heat to the surrounding air. It then flows into valve block g of valve block 5. After being throttled by second stoppable throttle element 707, it flows into battery cooling module 4, where it cools the battery. The refrigerant then flows out of battery cooling module 4 and into valve block e of valve block 5. It then passes through second solenoid valve 704 and enters the inlet of gas-liquid separator 6 before entering compressor 1 for the next cycle. This mode is suitable for situations where the outside ambient temperature is not high, about 15℃~25℃, and there is no need for cooling in the cabin. However, when the vehicle is traveling at high speed, the battery continuously outputs a large current, the battery temperature rises, and cooling is required; or when the vehicle is in the process of fast charging, it generates a lot of heat and requires the air conditioning system to cool it down.

[0049] When the system operating mode is the cabin cooling + battery cooling mode, the first solenoid valve 702, the second solenoid valve 704, the second stoppable throttle element 707, and the first stoppable throttle element 709 are controlled to be in a connected state at the same time, and the remaining valves on the valve body are in a closed state. For details, see Figure 6 As shown, in this mode, the air conditioner needs to meet the requirements of simultaneously cooling the passenger compartment and the battery pack. At this time, the first solenoid valve 702 and the second solenoid valve 704 are open, and all other valves except the second stoppable throttle element 707 and the first stoppable throttle element 709 are closed. The second and first stoppable throttle elements 707 and 709 are adjusted to appropriate openings based on system parameters. After being compressed by compressor 1, the system refrigerant enters outlet a of valve block 5 and then flows through first solenoid valve 702 and out of outlet b of valve block 5. The refrigerant enters the heat exchanger 2 outside the vehicle, and is forced to release heat to the surrounding air through the condensing fan, and then flows into g of the valve group module 5. One path is throttled by the first stoppable throttling element 709 and flows into the evaporator 31 inside the vehicle. The air in the cabin is forced to flow through the evaporator 31 inside the vehicle for heat exchange by the blower, thereby cooling the cabin. After heat exchange with the air, the refrigerant flows out of the evaporator 31 inside the vehicle and flows into d of the valve group module 5. The other path is throttled by the second stoppable throttling element 707 and flows into the battery cooling module 4. The battery is cooled by the cooling module in the battery. The refrigerant flows out of the battery cooling module 4 and flows into e of the valve group module 5, and then passes through the second solenoid valve 704 to merge with the refrigerant on the side of the evaporator 31 inside the vehicle, and then flows out through c of the valve group module 5, enters the gas-liquid separator 6, and then enters the compressor 1 for the next cycle. This mode is suitable for hot summer weather when the cabin temperature is high. At the same time, the vehicle is traveling at high speed, the battery outputs a large current, and the heat is severe and needs to be cooled. The air-conditioning system needs to meet the temperature reduction requirements of the cabin and the battery pack at the same time.

[0050] When the system operation mode is the battery heating mode, the fourth solenoid valve 703, the third stoppable throttling element 708, and the third solenoid valve 701 are all in a connected state, and the remaining valves on the valve body are all in a closed state. Figure 6As shown, in this mode, as long as the battery pack requires heating, the third and fourth solenoid valves 701 and 703 are open, and all other valves except the third throttle element 708 are closed. The third throttle element 708 is adjusted to an appropriate opening according to system parameters. After being compressed by compressor 1, the system refrigerant enters valve block module 5 at point a. It then flows through valve block module 5's third solenoid valve 701 into battery cooling module 4, releasing heat to the battery pack. The refrigerant then exits battery cooling module 4 and enters valve block module 5 at point e. After being throttled by the third throttle element 708, it exits at point g and enters offboard heat exchanger 2. After absorbing heat from the surrounding environment, it exits offboard heat exchanger 2, enters valve block module 5 at point b, passes through fourth solenoid valve 703, and exits at point c. It then enters gas-liquid separator 6 and compressor 1, starting the next cycle. This mode is suitable for low temperatures in winter. When the battery is quickly charged, the battery temperature needs to be raised to a suitable temperature first, so the battery needs to be heated. Or when the temperature is low (below -15°C), the vehicle has just been started and the heat pump system cannot provide enough heat. It can only heat the battery first and then the cabin.

[0051] When the system operation mode is the cabin heating mode, the fourth solenoid valve 703 and the fourth stoppable throttle element 706 are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state; for details, see Figure 4 As shown, in this mode, the air conditioning system only needs to meet the cabin heating demand. At this time, the fourth solenoid valve 703 is open, and all other valves except the fourth stoppable throttle element 706 are closed. The fourth stoppable throttle element 706 is adjusted to an appropriate opening according to system parameters. After being compressed by compressor 1, the system refrigerant enters channel a of valve block module 5, flows through channel aj of valve block module 5, and flows into the interior condenser 32. After releasing heat to the cabin, the refrigerant exits the interior condenser 32 and enters channel h of valve block module 5. After being throttled by the fourth stoppable throttle element 706, the refrigerant exits through channel g and enters the exterior heat exchanger 2. After absorbing heat from the surrounding environment, the refrigerant exits the exterior heat exchanger 2 and enters channel b of valve block module 5. After passing through the fourth solenoid valve 703, the refrigerant exits through channel c, enters the gas-liquid separator 6, and then enters compressor 1, starting the next cycle. This mode is suitable for winter conditions, when the battery heat generation is sufficient to maintain the vehicle's internal temperature after a period of driving, but the cabin temperature is still low and heating is required.

[0052] When the system operation mode is cabin heating + battery heating mode, the fourth solenoid valve 703, the fourth stoppable throttle element 706, the third stoppable throttle element 708, and the third solenoid valve 701 are all in a connected state, and the remaining valves on the valve body are all in a closed state. Figure 7As shown, in this mode, the air-conditioning system needs to meet the needs of cabin heating and battery pack heating at the same time. At this time, the third solenoid valve 701 and the fourth solenoid valve 703 are in the open state, and all are in the closed state except the fourth stoppable throttling element 706 and the third stoppable throttling element 708. The fourth stoppable throttling element 706 and the third stoppable throttling element 708 are adjusted to the appropriate opening according to the system parameters. After being compressed by the compressor 1, the system refrigerant enters a of the valve group module 5, flows into the interior condenser 32 through the aj channel of the valve group module 5, releases heat to the vehicle cabin, and then flows out of the interior condenser 32, then enters h of the valve group module 5, and flows out from g of the valve group module 5 after throttling by the fourth stoppable throttling element 706. The other path flows into the battery cooling module 4 through the third solenoid valve 701 of the valve group module 5, releases heat to the battery pack, and then flows out of the battery cooling module 4, then enters e of the valve group module 5, and after throttling by the third stoppable throttling element 708, merges with the refrigerant of the interior condenser 32 at g, and then enters the exterior heat exchanger 2. After absorbing heat from the surrounding environment, it flows out of the exterior heat exchanger 2, enters b of the valve group module 5, flows out from c after passing through the fourth solenoid valve 703, enters the gas-liquid separator 6, and then enters the compressor 1 to start the next cycle. This mode is suitable for winter temperatures above -15°C during the initial vehicle startup, when both the passenger compartment and the battery need to be heated. Alternatively, in temperatures below -15°C, when the vehicle is driving slowly and the battery pack is generating insufficient heat to meet its own discharge needs, requiring additional heating. The air conditioning system must also take into account the battery pack's heating needs to maintain the temperature required for sustained discharge.

[0053] When the system operation mode is the first mode of cabin heating + battery cooling, the second solenoid valve 704 and the fifth stoppable throttle element 705 are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state. Figure 8As shown, in this mode, the passenger compartment requires heating and the battery pack requires cooling. Second solenoid valve 704 is open, and all other valves except fifth throttle element 705 are closed. Fifth throttle element 705 is adjusted to an appropriate opening based on system parameters. System refrigerant, after being compressed by the compressor, enters valve block 5 at channel a, flows through valve block 5's aj channel to the interior condenser 32, releases heat to the cabin, and then exits interior condenser 32. It then enters valve block 5's h channel, is throttled by fifth throttle element 705, and flows out of valve block 5's i channel into battery cooling module 4. After absorbing heat from the battery pack, the refrigerant exits battery cooling module 4 and enters valve block 5's e channel. It then passes through second solenoid valve 704 and exits valve block 5's c channel, enters gas-liquid separator 6, and then enters compressor 1, starting the next cycle. This mode is suitable for winter temperatures of approximately -5℃-15℃. The crew cabin needs to be heated. The heat generated by the battery pack due to the high-power output current is just enough to maintain the heat demand of the crew cabin. The air-conditioning system recovers the heat of the battery pack to achieve the dual purpose of heating the passenger cabin and cooling the battery.

[0054] When the system operation mode is the second mode of cabin heating + battery cooling, the fourth solenoid valve 703, the second solenoid valve 704, the fourth stoppable throttle element 706, and the fifth stoppable throttle element 705 are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state. Figure 9As shown, in this mode, the passenger compartment needs to be heated and the battery pack needs to be cooled. At this time, the fourth solenoid valve 703 and the second solenoid valve 704 are in the open state, and all valves except the fifth stoppable throttling element 705 and the fourth stoppable throttling element 706 are in the closed state. The fifth stoppable throttling element 705 and the fourth stoppable throttling element 706 are adjusted to the appropriate opening according to the system parameters. After being compressed by the compressor 1, the system refrigerant enters a of the valve group module 5, flows into the in-vehicle condenser 32 through the aj channel of the valve group module 5, releases heat into the vehicle cabin, and then flows out of the in-vehicle condenser 32, and then enters h of the valve group module 5. One path is throttled by the fifth stoppable throttling element 705 and flows out from i of the valve group module 5, flows into the battery cooling module 4, and absorbs heat from the battery pack. Then, the refrigerant flows out of the battery cooling module 4, and then enters e of the valve group module 5, flows out from c of the valve group module 5 through the second solenoid valve 704, and another path is throttled by the fourth stoppable throttling element 706 and flows out of the valve group module 5 through g, enters the in-vehicle heat exchanger 2, absorbs heat from the environment, and flows out of the in-vehicle heat exchanger 2, enters the valve group module 5 from b, passes through the fourth solenoid valve 703, and merges with the refrigerant in the battery cooling module 4 at c, then enters the gas-liquid separator 6, and then enters the compressor 1 to start the next cycle. This mode is suitable for winter temperatures of approximately -5℃-15℃. The crew cabin needs to be heated, and the battery pack generates heat due to the high-power output current. However, the heat in the battery pack is not enough to supply the heating needs of the cabin. The air-conditioning system needs to absorb some heat from the external environment. Therefore, the air-conditioning system is divided into two paths, one to absorb heat from the battery pack and the other to absorb heat from the external environment, achieving the dual purpose of heating the passenger cabin and cooling the battery.

[0055] When the system operation mode is the second mode of cabin heating + battery cooling, the first solenoid valve 702, the second solenoid valve 704, the fifth stoppable throttle element 705, and the second stoppable throttle element 707 are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state. Figure 10As shown, in this mode, the passenger compartment needs to be heated and the battery pack needs to be cooled. At this time, the first solenoid valve 702 and the second solenoid valve 704 are in the open state, and all valves except the fifth stoppable throttling element 705 and the second stoppable throttling element 707 are in the closed state. The fifth stoppable throttling element 705 and the second stoppable throttling element 707 are adjusted to the appropriate opening according to the system parameters. After being compressed by the compressor 1, the system refrigerant enters a of the valve group module 5, flows into the interior condenser 32 through the aj channel of the valve group module 5, releases heat to the cabin, and then flows out of the interior condenser 32, then enters h of the valve group module 5, is throttled by the fifth stoppable throttling element 705, and flows out from i of the valve group module 5. It flows to the exterior heat exchanger 2 through the first solenoid valve 702 at a, releases heat to the surrounding environment, and then flows out of the exterior heat exchanger 2, enters the valve group module 5 from g, and then is throttled by the second stoppable throttling element 707, and merges with the refrigerant of the interior condenser 32 at i, and then flows into the battery cooling module 4. After absorbing the heat from the battery pack, the refrigerant flows out of the battery cooling module 4, then enters e of the valve group module 5, flows out of c of the valve group module 5 through the second solenoid valve 704, then enters the gas-liquid separator 6, and then enters the compressor 1 to start the next cycle. This mode is suitable for winter temperatures of approximately -5℃-15℃. The crew cabin needs to be heated, and the battery pack generates heat due to the high-power output current. At this time, the heat generated by the battery pack is large and exceeds the heat demand of the passenger cabin. The air-conditioning system needs to release some heat to the external environment. Therefore, the air-conditioning system is divided into two paths. One path releases heat to the passenger cabin to meet the heating demand of the passenger cabin, and the other path releases heat to the external environment to achieve the purpose of cooling the battery pack.

[0056] It should be noted that the first stoppable throttling element 709 , the second stoppable throttling element 707 , the third stoppable throttling element 708 , and the fourth stoppable throttling element 706 may all be electronic expansion valves.

[0057] The present invention also provides a new energy vehicle, comprising the above-mentioned vehicle thermal management air-conditioning system.

[0058] It is easy for those skilled in the art to understand that, under the premise of no conflict, the advantageous technical features of the above-mentioned methods can be freely combined and superimposed.

[0059] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention. The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art may make various improvements and variations without departing from the technical principles of the present invention, and such improvements and variations shall also be considered within the scope of protection of the present invention.

Claims

1. An automotive thermal management system, characterized in that: The invention comprises a compressor (1), an exterior heat exchanger (2), an interior evaporator (31), a battery cooling module (4), and a valve group module (5), wherein the valve group module (5) comprises a valve body, and the valve body is provided with a first interface (a), a second interface (b), a third interface (c), a fourth interface (d), a fifth interface (e), a sixth interface (f), a seventh interface (g), and a ninth interface (i), wherein the first interface (a) and the second interface (b) are controllably connected, the third interface (c) and the fourth interface (d) are connected by a pipeline, the third interface (c) and the fifth interface (e) are controllably connected, the sixth interface (f) and the seventh interface (g) are controllably connected via a first stoppable throttling element (709), and the seventh interface (i) is connected by a first stoppable throttling element (709). (g) is controllably connected to the ninth interface (i) via a second stoppable throttling element (707), the first interface (a) is connected to the exhaust port of the compressor (1), the second interface (b) is connected to the first port of the vehicle-side heat exchanger (2), the third interface (c) is connected to the intake port of the compressor (1), the fourth interface (d) is connected to the first port of the vehicle-side evaporator (31), the fifth interface (e) is connected to the first port of the battery cooling module (4), the sixth interface (f) is connected to the second port of the vehicle-side evaporator (31), the seventh interface (g) is connected to the second port of the vehicle-side heat exchanger (2), and the ninth interface (i) is connected to the second port of the battery cooling module (4).

2. The automotive thermal management system according to claim 1, characterized in that: The first interface (a) and the ninth interface (i) are controllably connected, the second interface (b) and the third interface (c) are controllably connected, and the fifth interface (e) and the seventh interface (g) are controllably connected via a third stoppable throttling element (708).

3. The automotive thermal management system according to claim 2, characterized in that: The automobile thermal management system further includes an in-vehicle condenser (32), and the valve body is further provided with an eighth interface (h) and a tenth interface (j), wherein the eighth interface (h) and the seventh interface (g) are controllably connected via a fourth stoppable throttling element (706), a pipeline between the first interface (a) and the tenth interface (j) is always connected, the eighth interface (h) is connected to a first port of the in-vehicle condenser (32), and the tenth interface (j) is connected to a second port of the in-vehicle condenser (32).

4. The automotive thermal management system according to claim 3, characterized in that: The eighth interface (h) and the ninth interface (i) are controllably connected via a fifth stoppable throttling element (705); and / or, the first interface (a) and the second interface (b) are controllably connected via a first solenoid valve (702), the third interface (c) and the fifth interface (e) are controllably connected via a second solenoid valve (704), the first interface (a) and the ninth interface (i) are controllably connected via a third solenoid valve (701), and the second interface (b) and the third interface (c) are controllably connected via a fourth solenoid valve (703).

5. The automotive thermal management system according to any one of claims 1 to 4, characterized in that: The third interface (c) is connected to the air intake of the compressor (1) via a gas-liquid separator (6).

6. A control method for an automobile thermal management system, characterized in that: For controlling the automotive thermal management system according to claim 4, the control method comprises: Get the system operation mode; The opening sizes of the first solenoid valve (702), the second solenoid valve (704), the third solenoid valve (701), the fourth solenoid valve (703), the first stoppable throttling element (709), the second stoppable throttling element (707), the third stoppable throttling element (708), the fourth stoppable throttling element (706), and the fifth stoppable throttling element (705) in the automobile thermal management system are controlled according to the obtained system operation mode.

7. The control method according to claim 6, characterized in that: When the system operation mode is the cabin cooling mode, the first solenoid valve (702) and the first stoppable throttling element (709) are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state; or, When the system operation mode is the battery cooling mode, the first solenoid valve (702), the second solenoid valve (704) and the second stoppable throttling element (707) are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state; or, When the system operating mode is the cabin cooling + battery cooling mode, the first solenoid valve (702), the second solenoid valve (704), the second stoppable throttling element (707), and the first stoppable throttling element (709) are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state.

8. The control method according to claim 6, characterized in that: When the system operation mode is the battery heating mode, the fourth solenoid valve (703), the third stoppable throttling element (708), and the third solenoid valve (701) are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state.

9. The control method according to claim 6, characterized in that: When the system operation mode is the cabin heating mode, the fourth solenoid valve (703) and the fourth stoppable throttling element (706) are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state; or, When the system operating mode is the cabin heating + battery heating mode, the fourth solenoid valve (703), the fourth stoppable throttling element (706), the third stoppable throttling element (708), and the third solenoid valve (701) are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state.

10. The control method according to claim 6, characterized in that: When the system operation mode is the first mode of cabin heating + battery cooling, the second solenoid valve (704) and the fifth stoppable throttling element (705) are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state; or, When the system operation mode is the second mode of cabin heating + battery cooling, the fourth solenoid valve (703), the second solenoid valve (704), the fourth stoppable throttling element (706), and the fifth stoppable throttling element (705) are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state; or, When the system operating mode is the second mode of cabin heating + battery cooling, the first solenoid valve (702), the second solenoid valve (704), the fifth stoppable throttling element (705), and the second stoppable throttling element (707) are controlled to be in a connected state at the same time, and the remaining valves on the valve body are all in a closed state.

11. A new energy vehicle, characterized in that: An automotive thermal management system comprising the automotive thermal management system according to any one of claims 1 to 5.

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