Thermal management system, control method of a thermal management system, and vehicle

Abstract

The application discloses a heat management system, a control method of the heat management system and a vehicle. The heat management system comprises: a heating system; an electric drive heat exchange system comprising: a radiator; an air conditioning system comprising: a compressor, an outside heat exchanger, a first inside heat exchanger and a second inside heat exchanger, the compressor being selectively communicated with the outside heat exchanger or the first inside heat exchanger; and the air conditioning system further comprising: a first heat exchanger and a second heat exchanger, the first heat exchanger exchanging heat of the electric drive heat exchange system and the air conditioning system, and the second heat exchanger being selectively connected in series with the radiator or the heating system. When the second heat exchanger is connected in series with the radiator, the cooling liquid at the second heat exchanger can absorb part of heat of the refrigerant, and the heat is dissipated to the air through the radiator, thereby improving the heat dissipation capacity of the heat management system; when the second heat exchanger is connected in series with the heating system, the cooling liquid at the second heat exchanger absorbs part of heat of the refrigerant, and the heating system is used to heat the passenger cabin, thereby improving the heating performance when the passenger cabin is heated.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a thermal management system, a control method for the thermal management system, and a vehicle. Background Technology

[0002] With the national energy conservation and emission reduction technology roadmap proposed, and against the backdrop of increasingly stringent regulations on vehicle fuel consumption, pollutant emissions, and carbon emission control, the automotive industry is moving towards low-carbon development, accelerating the transformation to electric vehicles, and gradually forming a low-carbon development model with pure electric drive as the mainstay. While the pure electric vehicle market is developing rapidly, the improvement in driving range is slow. Factors such as the comfort of real-time temperature control in the cabin, the thermal management of the battery and electric drive assembly to ensure vehicle performance and safety, and suitable thermal management solutions to optimize driving range are all crucial. Electric vehicles are evolving from air-cooled to more complex liquid-cooled battery thermal management, and from PTC-heated passenger compartments to heat pump systems, leading to increasingly complex thermal management systems for new energy vehicles.

[0003] In related technologies, single-core heat exchange is no longer sufficient to meet the requirements of the outdoor heat exchanger sliding to a lower temperature. CO2 heat pumps require stronger heat exchange capacity during cooling. Dehumidification mode cannot effectively dehumidify under internal circulation and high temperature conditions due to excessively high evaporation temperature. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a thermal management system in which, when the second heat exchanger is connected in series with a radiator, the coolant flowing through the second heat exchanger can absorb part of the heat from the refrigerant and dissipate the heat into the air through the radiator, thereby improving the heat dissipation capacity of the thermal management system; when the second heat exchanger is connected in series with a heating system, the coolant at the second heat exchanger absorbs part of the heat from the refrigerant and heats the passenger compartment through the heating system, thereby improving the heating performance when heating the passenger compartment.

[0005] The present invention further proposes a control method for a thermal management system.

[0006] The present invention further proposes a vehicle.

[0007] According to a first aspect of the present invention, a thermal management system includes: a heating system including a heater core; an electric heat exchange system including a radiator, the electric heat exchange system being selectively connected in series with the heating system via a first multi-way valve; an air conditioning system including a compressor, an external heat exchanger, a first internal heat exchanger, and a second internal heat exchanger, the compressor being selectively connected to the external heat exchanger or the first internal heat exchanger via a control valve group; and the air conditioning system further includes: a first heat exchanger and a second heat exchanger, the first heat exchanger exchanging heat between the electric heat exchange system and the air conditioning system, one end of the second heat exchanger being connected to the compressor and the other end being connected to the first internal heat exchanger or the external heat exchanger, the second heat exchanger being selectively connected in series with the radiator or with the heating system via a second multi-way valve.

[0008] According to the thermal management system of the present invention, when the second heat exchanger is connected in series with the radiator, the coolant flowing in the second heat exchanger can absorb part of the heat of the refrigerant and dissipate the heat into the air through the radiator, thereby improving the heat dissipation capacity of the thermal management system; when the second heat exchanger is connected in series with the heating system, the coolant at the second heat exchanger absorbs part of the heat of the refrigerant and heats the passenger compartment through the heating system, thereby improving the heating performance when heating the passenger compartment.

[0009] According to some embodiments of the present invention, the first multi-way valve includes: a first valve port, a second valve port, a third valve port and a fourth valve port, the first valve port being connected to one end of the radiator, the second valve port being connected to one end of the second heat exchanger and one end of the heating core, the third valve port being selectively connected to the other end of the second heat exchanger or the other end of the heating core, and the fourth valve port being connected to the other end of the radiator.

[0010] According to some embodiments of the present invention, the second multi-way valve includes a fifth valve port, a sixth valve port, and a seventh valve port, wherein the fifth valve port is connected to the other end of the second heat exchanger, the sixth valve port is connected to the other end of the heating core, and the seventh valve port is connected to the third valve port.

[0011] According to some embodiments of the present invention, the thermal management system further includes: a first water pump, the first water pump being connected to the other end of the second heat exchanger and the second valve port and one end of the heater core.

[0012] According to some embodiments of the present invention, the compressor includes an outlet and a return port, and the control valve group includes a first solenoid valve and a second solenoid valve, wherein the first solenoid valve is connected to the outlet and the first in-vehicle heat exchanger, and the second solenoid valve is connected to the outlet and the outside heat exchanger.

[0013] According to some embodiments of the present invention, the air conditioning system includes: a third solenoid valve and a fourth solenoid valve, the third solenoid valve being connected between the other end of the external heat exchanger and the return air port, and the fourth solenoid valve being connected between the other end of the internal heat exchanger and the return air port.

[0014] According to some embodiments of the present invention, the air conditioning system further includes: a first throttling element and a second throttling element, wherein the first throttling element selectively connects the first heat exchanger to the external heat exchanger or the first internal heat exchanger, and the second throttling element selectively connects the second internal heat exchanger to the external heat exchanger or the first internal heat exchanger; and a third throttling element connected between the first internal heat exchanger and the external heat exchanger.

[0015] According to a second aspect of the present invention, a control method for a thermal management system includes: the thermal management system, wherein the control method for the thermal management system includes: setting the optimal exhaust pressure of the first throttling element or the second throttling element as Y, and the temperature of the refrigerant flowing out of the external heat exchanger as X, wherein X and Y satisfy the relationship Y = 0.0229X. 2 +0.4455X+40.815;

[0016] When cooling a single crew cabin, the opening degree of the second throttling element is controlled by PI according to the aforementioned relationship;

[0017] When a single battery is cooled, the opening degree of the first throttling element is controlled by PI according to the aforementioned relationship;

[0018] When the passenger compartment and battery are both refrigerated, the opening degree of the first throttling element is controlled according to a preset target table, and the opening degree of the second throttling element is controlled by PI according to the relationship. In the preset target table, there are different exhaust pressures corresponding to the temperature difference between the target temperature and the actual temperature of the battery and the highest temperature of the battery.

[0019] According to some embodiments of the present invention, single-occupant compartment refrigeration is provided, wherein the speed of the compressor is controlled by PI based on the temperature of the second in-vehicle heat exchanger;

[0020] When cooling a single battery, the compressor speed is controlled by PI based on the battery temperature;

[0021] When the passenger compartment and battery are both refrigerated, the compressor speed is controlled by PI based on the target temperature of the second in-vehicle heat exchanger or the target temperature of the battery.

[0022] A vehicle according to a third aspect of the present invention includes: the thermal management system.

[0023] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0024] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0025] Figure 1 This is a schematic diagram of the flow path composition of a thermal management system according to an embodiment of the present invention;

[0026] Figure 2 This is a flow path diagram of a first mode of a thermal management system according to an embodiment of the present invention;

[0027] Figure 3 This is a flow path diagram of a second mode of a thermal management system according to an embodiment of the present invention;

[0028] Figure 4 This is a flow path diagram of the third mode of the thermal management system according to an embodiment of the present invention;

[0029] Figure 5 This is a flow path diagram of the fourth mode of the thermal management system according to an embodiment of the present invention;

[0030] Figure 6 This is a flow path diagram of the fifth mode of the thermal management system according to an embodiment of the present invention;

[0031] Figure 7 This is a flow path diagram of the sixth mode of the thermal management system according to an embodiment of the present invention;

[0032] Figure 8 This is a flow path diagram of the seventh mode of the thermal management system according to an embodiment of the present invention.

[0033] Figure label:

[0034] 100. Thermal management system;

[0035] 11. Compressor; 12. External heat exchanger; 13. First internal heat exchanger; 14. Second internal heat exchanger; 15. Second multi-way valve; 16. First throttling element; 17. Second throttling element; 18. Third throttling element;

[0036] 21. Radiator; 22. First heat exchanger; 23. Second heat exchanger; 24. First water pump; 25. Warm air core; 26. Cooling fan; 27. PTC heater;

[0037] 31. Battery; 32. First multi-way valve;

[0038] 41. First solenoid valve; 42. Second solenoid valve; 43. Third solenoid valve; 44. Fourth solenoid valve. Detailed Implementation

[0039] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0040] The following is for reference. Figures 1-8 The thermal management system 100 according to an embodiment of the present invention is described, and a control method for the thermal management system 100 including the above-described thermal management system 100 is also proposed, and a vehicle including the control method for the thermal management system 100 is further proposed.

[0041] like Figure 1 As shown, the thermal management system 100 includes a heating system, an electric heat exchange system, and an air conditioning system. The heating system and the electric heat exchange system are connected through a first multi-way valve 32. The heating system includes a warm air core 25 and a heating pump. One end of the warm air core 25 is connected to one end of the heating pump, and the other end of the warm air core 25 is connected to one valve port of the first multi-way valve 32. The other end of the heating pump is connected to the other valve port of the first multi-way valve 32. The electric heat exchange system is connected to the other two valve ports of the first multi-way valve 32, thereby connecting the electric heat exchange system and the heating system.

[0042] In a preferred embodiment of this invention, the heating system further includes a PTC heater 27, located between the heating pump and the warm air core 25. By placing the PTC heater 27 on the heating system, not only is its installation and arrangement convenient, enabling heating of the passenger compartment, but also, through its placement between the heating system and the electric heat exchange system, the PTC heater 27 can heat the battery 31, and can simultaneously heat both the passenger compartment and the battery 31. This allows the battery 31 to operate at an optimal temperature and improves the air conditioning's performance.

[0043] It is worth noting that the aforementioned heater core 25, the first in-vehicle heat exchanger 13, and the second in-vehicle heat exchanger 14 are arranged within the HVAC (Heating, Ventilation, and Air Conditioning) assembly. This integration of the heater core 25, the first in-vehicle heat exchanger 13, and the second in-vehicle heat exchanger 14 into the HVAC assembly improves component integration and facilitates overall vehicle layout.

[0044] The electric heat exchange system includes a radiator 21, which is selectively connected in series with the heating system via a first multi-way valve 32. Specifically, the two ends of the electric heat exchange system are connected to two ports of the first multi-way valve 32, and the two ends of the heating system are connected to the other two ports of the first multi-way valve 32. The first multi-way valve 32 switches the connection of each port to connect the electric heat exchange system and the heating system in series. The electric heat exchange system also includes a cooling fan 26. The radiator 21 and the cooling fan 26 are located on both sides of the external heat exchanger 12, and they work together to dissipate heat.

[0045] Reference Figures 1-8 As shown, the air conditioning system includes: a compressor 11, an external heat exchanger 12, a first internal heat exchanger 13, and a second internal heat exchanger 14. The compressor 11 is selectively connected to either the external heat exchanger 12 or the first internal heat exchanger 13 via a control valve assembly. Specifically, the compressor 11 is selectively connected to either the external heat exchanger 12 or the first internal heat exchanger 13 via the control valve assembly. When the control valve assembly connects the compressor 11 and the external heat exchanger 12, the high-temperature, high-pressure refrigerant flowing from the compressor 11 flows to the external heat exchanger 12, where it releases heat. Then, the refrigerant flows through the second internal heat exchanger 14 and absorbs heat at the heat exchanger, thus achieving the function of cooling the battery 31 and the passenger compartment. When the control valve group connects the compressor 11 and the first in-vehicle heat exchanger 13, the high-temperature and high-pressure refrigerant flowing out of the compressor 11 flows to the first in-vehicle heat exchanger 13 and releases heat at the first in-vehicle heat exchanger 13, which can realize dehumidification mode, air source heat pump mode or water source heat pump mode.

[0046] In addition, the air conditioning system also includes: a first heat exchanger 22 and a second heat exchanger 23. The first heat exchanger 22 exchanges heat between the electric drive heat exchange system and the air conditioning system. One end of the second heat exchanger 23 is connected to the compressor 11 and the other end is connected to the first in-vehicle heat exchanger 13 or the outside heat exchanger 12. The second heat exchanger 23 is selectively connected in series with the radiator 21 or with the heating system through the second multi-way valve 15.

[0047] The first heat exchanger 22 is connected in series in the electric drive heat exchange system. One end of the first heat exchanger 22 is connected to the external heat exchanger 12 or the first internal heat exchanger 13, and the other end is connected to the other end of the compressor 11. That is, after the refrigerant releases heat at the external heat exchanger 12 or the first internal heat exchanger 13, the refrigerant can flow to the first heat exchanger 22. The refrigerant exchanges heat with the coolant at the first heat exchanger 22. The refrigerant absorbs the heat of the coolant, thereby cooling the battery 31. The first heat exchanger 22 exchanges the heat of the coolant and the refrigerant to achieve the cooling of the battery 31.

[0048] When cooling the battery 31 and the passenger compartment, the second multi-way valve 15 connects the second heat exchanger 23 and the radiator 21 in series. Coolant flows between the second heat exchanger 23 and the radiator 21. When the compressor 11 and the external heat exchanger 12 are running, the high-temperature, high-pressure refrigerant flows from the compressor 11 to the external heat exchanger 12. At the second heat exchanger 23, the refrigerant and coolant exchange heat, and the refrigerant releases some heat. The refrigerant then exchanges heat with the outside air at the external heat exchanger 12, releasing some heat again, and then flows to the first heat exchanger 22 and / or the second internal heat exchanger 14, thus cooling the battery 31 and / or cooling the passenger compartment. The coolant absorbs the heat from the refrigerant and transfers the heat to the radiator 21. Therefore, the second heat exchanger 23 acts as an auxiliary heat dissipation device in this process, which can improve the heat dissipation capacity of the thermal management system 100 in cooling the passenger compartment and the battery 31.

[0049] The following is based on Figures 2-8 The following describes seven modes of embodiments of the present invention.

[0050] The first mode, namely the passenger cabin cooling mode, is as follows: Figure 2 As shown, compressor 11 and external heat exchanger 12 are connected. During the flow of high-temperature, high-pressure refrigerant from compressor 11 to external heat exchanger 12, the refrigerant exchanges heat with coolant at the second heat exchanger 23, releasing some heat. The refrigerant then exchanges heat with outside air at external heat exchanger 12, releasing some heat again. The refrigerant then passes through the second internal heat exchanger 14 to absorb heat from the passenger compartment before finally returning to compressor 11, thus achieving refrigerant circulation within the air conditioning system and cooling the passenger compartment. The coolant at the second heat exchanger 23 absorbs heat from the refrigerant and transfers it to radiator 21. Therefore, the second heat exchanger 23 acts as an auxiliary heat dissipation device, improving the cooling effect of the thermal management system 100 on the passenger compartment.

[0051] The second mode, namely, the separate cooling of the battery (mode 31), is as follows: Figure 3 As shown, the compressor 11 and the external heat exchanger 12 are connected. During the flow of high-temperature, high-pressure refrigerant from the compressor 11 to the external heat exchanger 12, the refrigerant exchanges heat with the coolant at the second heat exchanger 23, releasing some heat. The refrigerant then exchanges heat with the outside air at the external heat exchanger 12, releasing some heat again. The refrigerant then passes through the first heat exchanger 22, absorbing heat there, cooling the battery 31, and finally returns to the compressor 11, thus achieving refrigerant circulation within the air conditioning system and cooling the battery 31. The coolant in the second heat exchanger 23 absorbs heat from the refrigerant and transfers it to the radiator 21. Therefore, the second heat exchanger 23 acts as an auxiliary heat dissipation device, improving the cooling effect of the thermal management system 100 on the battery 31.

[0052] The third mode, namely, the crew cabin cooling and battery 31 cooling mode, such as... Figure 4 As shown, compressor 11 and external heat exchanger 12 are connected. During the flow of high-temperature, high-pressure refrigerant from compressor 11 to external heat exchanger 12, the refrigerant exchanges heat with coolant at the second heat exchanger 23, releasing some heat. The coolant in the second heat exchanger 23 absorbs this heat and transfers it to radiator 21. The refrigerant then flows back to external heat exchanger 12, where it exchanges heat with outside air and releases some heat again. Next, a portion of the refrigerant passes through the second internal heat exchanger 14 to absorb heat from the passenger compartment and finally returns to compressor 11, thus circulating the refrigerant within the air conditioning system and cooling the passenger compartment. Another portion of the refrigerant flows to the first heat exchanger 22, where it exchanges heat with coolant and absorbs heat from battery 31. This allows for cooling of both the passenger compartment and battery 31 simultaneously. In this process, the second heat exchanger 23 acts as an auxiliary heat dissipation unit, improving the thermal management system 100's effectiveness in cooling both the passenger compartment and battery 31.

[0053] There are two dehumidification modes: one is low-temperature dehumidification, i.e., mode four; the other is high-temperature dehumidification, i.e., mode five.

[0054] The fourth mode, namely, the low-temperature dehumidification mode, such as... Figure 5 As shown, compressor 11 is connected to the first in-vehicle heat exchanger 13 via a control valve group. During the process of the high-temperature and high-pressure refrigerant flowing from compressor 11 to the external heat exchanger 12, the refrigerant and coolant exchange heat at the second heat exchanger 23. The refrigerant releases some heat, and the coolant in the second heat exchanger 23 absorbs the heat from the refrigerant. The coolant then transfers the heat to the heating system, which can heat the passenger compartment in low-temperature mode. The refrigerant then flows to the first in-vehicle heat exchanger 13, where it exchanges heat with the indoor air and releases some heat again. It then flows through the second in-vehicle heat exchanger 14, where it exchanges heat and absorbs heat, thereby dehumidifying the passenger compartment.

[0055] The fifth mode, namely the high-temperature dehumidification mode, such as... Figure 6 As shown, compressor 11 is connected to the first in-vehicle heat exchanger 13 via a control valve group. During the process of the high-temperature and high-pressure refrigerant flowing from compressor 11 to the external heat exchanger 12, the refrigerant and coolant exchange heat at the second heat exchanger 23. The refrigerant releases some heat, and the coolant in the second heat exchanger 23 absorbs the heat from the refrigerant. In high-temperature mode, the coolant needs to transfer the heat to the radiator 21, and the radiator 21 dissipates the heat to the outside air, thereby preventing the temperature inside the passenger compartment from becoming too high. The refrigerant then flows to the first in-vehicle heat exchanger 13, where it exchanges heat with the indoor air and releases some heat again. Then it flows through the second in-vehicle heat exchanger 14, where it exchanges heat and absorbs heat, thereby achieving dehumidification of the passenger compartment.

[0056] The sixth mode, namely, the air source heat pump mode, such as... Figure 7 As shown, during the process of the high-temperature and high-pressure refrigerant flowing from the compressor 11 to the first in-vehicle heat exchanger 13, the refrigerant and coolant exchange heat at the second heat exchanger 23. The refrigerant releases some heat, and the coolant in the second heat exchanger 23 absorbs the heat from the refrigerant. The second heat exchanger 23 is connected in series with the heating system, and the coolant transfers heat to the heating system, which can heat the passenger compartment. In addition, the refrigerant exchanges heat with the air inside the vehicle in the first in-vehicle heat exchanger 13, releasing heat to heat the passenger compartment. Then, the refrigerant flows through the second in-vehicle heat exchanger 14 to the outside heat exchanger 12 to absorb heat. At this time, the second in-vehicle heat exchanger 14 can be either an evaporator or a condenser. The refrigerant absorbs heat from the outside air at the outside heat exchanger 12. This is the air source heat pump mode.

[0057] The seventh mode, namely, the water source heat pump mode, such as... Figure 8 As shown, during the process of the high-temperature and high-pressure refrigerant flowing from the compressor 11 to the first in-vehicle heat exchanger 13, the refrigerant and coolant exchange heat at the second heat exchanger 23. The refrigerant releases some heat, and the coolant in the second heat exchanger 23 absorbs the heat from the refrigerant. The second heat exchanger 23 is connected in series with the heating system, and the coolant transfers heat to the heating system, which can heat the passenger compartment. In addition, the refrigerant exchanges heat with the air inside the vehicle in the first in-vehicle heat exchanger 13, releasing heat to heat the passenger compartment. Then the refrigerant flows to the first heat exchanger 22, where it absorbs the heat from the coolant flowing in the first heat exchanger 22. At this time, it is in water source heat pump mode.

[0058] Therefore, when the second heat exchanger 23 is connected in series with the radiator 21, the coolant flowing in the second heat exchanger 23 can absorb part of the heat from the refrigerant and dissipate the heat into the air through the radiator 21, thereby improving the heat dissipation capacity of the thermal management system 100 and enhancing the performance of the thermal management system 100 in cooling the battery 31 and the refrigeration of the passenger compartment. When the second heat exchanger 23 is connected in series with the heating system, the coolant at the second heat exchanger 23 absorbs part of the heat from the refrigerant and heats the passenger compartment through the heating system. The second heat exchanger 23 acts as an auxiliary heater, improving the heating performance when heating the passenger compartment.

[0059] like Figures 1-4 As shown, the first multi-way valve 32 includes a first valve port, a second valve port, a third valve port and a fourth valve port. The first valve port is connected to one end of the radiator 21, the second valve port is connected to one end of the second heat exchanger 23 and one end of the heating core 25, the third valve port is selectively connected to the other end of the second heat exchanger 23 or the other end of the heating core 25, and the fourth valve port is connected to the other end of the radiator 21.

[0060] It is understandable that the first multi-way valve 32 includes multiple valve ports, the first valve port being, i.e. Figure 1 Port A in the middle; the second valve port, that is, Figure 1 Port B in the middle; the third valve port, that is, Figure 1 Port C in the middle; the fourth valve port, that is, Figure 1 Port D in the diagram. The first valve port is connected to one end of radiator 21, and the second valve port is connected to one end of the second heat exchanger 23 and one end of the heating core 25. When the first and second valve ports are connected, one end of radiator 21 is connected to one end of the first heat exchanger 22 and one end of the heating core 25. The third valve port is connected to one end of the second heat exchanger 23 or one end of the heating core 25, and the fourth valve port is connected to the other end of radiator 21. When the third and fourth valve ports are connected, the other end of radiator 21 is connected to one end of the second heat exchanger 23 or the other end of the heating core 25. This allows the second heat exchanger 23 to be connected in series with radiator 21 or in series with radiator 21 and the heating system, thereby improving the heat dissipation capacity during cooling.

[0061] In the first, second, third, and fifth modes, the first and second valve ports are connected, and the third and fourth valve ports are connected, that is, the second heat exchanger 23 is connected in series with the radiator 21 to improve the cooling capacity of the thermal management system 100; in the fourth, sixth, or seventh modes, the second heat exchanger 23 is connected in series with the heating system to improve the heating performance of the thermal management system 100.

[0062] In some embodiments, the second multi-way valve 15 includes a fifth valve port, a sixth valve port, and a seventh valve port. The fifth valve port is connected to the other end of the second heat exchanger 23, the sixth valve port is connected to the other end of the heating system, and the seventh valve port is connected to a third valve port. Specifically, the second multi-way valve 15 includes multiple valve ports, namely the fifth valve port, i.e., Figure 1 Port E in the middle; the sixth valve port, that is, Figure 1 Port F in the middle; the seventh valve port, that is, Figure 1 The fifth valve port is connected to the other end of the second heat exchanger 23, the sixth valve port is connected to the other end of the heating system, and the seventh valve port is connected to the third valve port. That is, the seventh valve port can be connected to the other end of the radiator 21.

[0063] When the thermal management system 100 is in the first, second, third, or fifth mode, the fifth valve port is connected to the seventh valve port, so that the second heat exchanger 23 is connected in series with the radiator 21. The coolant flowing in the second heat exchanger 23 absorbs the heat of the refrigerant and dissipates the heat to the outside air through the radiator 21.

[0064] When the thermal management system 100 is in the fourth, sixth, or seventh mode, the fifth and sixth valve ports are connected, so that the second heat exchanger 23 is connected in series with the heating system. The coolant flowing in the second heat exchanger 23 absorbs the heat of the refrigerant and transfers the heat to the heating system, thereby improving the heating performance of the thermal management system 100.

[0065] In some embodiments, the thermal management system 100 further includes a first water pump 24, which connects the other end of the second heat exchanger 23 to the second valve port and one end of the heater core 25. Specifically, when the first water pump 24 is off, the coolant does not flow in the second heat exchanger 23, and the refrigerant does not release heat when flowing through the second heat exchanger 23; when the first water pump 24 is on, the coolant can flow in the second heat exchanger 23 to exchange heat with the high-temperature, high-pressure refrigerant flowing out of the compressor 11 at the second heat exchanger 23. The coolant absorbs the heat from the refrigerant and can flow to the radiator 21 or the heating system, dissipating the heat to the outside air through the radiator 21 or transferring it to the heating system, thereby improving the heat dissipation capacity of the thermal management system 100.

[0066] In some embodiments, the compressor 11 includes an outlet and a return port, and the control valve group includes a first solenoid valve 41 and a second solenoid valve 42. The first solenoid valve 41 is connected to the outlet and the first in-vehicle heat exchanger 13, and the second solenoid valve 42 is connected to the outlet and the external heat exchanger 12. Specifically, the outlet of the compressor 11 discharges other refrigerant at high temperature and high pressure. The first solenoid valve 41 is connected to the outlet and the first in-vehicle heat exchanger 13. When the first solenoid valve 41 is open, the high-temperature and high-pressure gaseous refrigerant can flow from the compressor 11 to the first in-vehicle heat exchanger 13. The second solenoid valve 42 is connected to the outlet and the external heat exchanger 12. When the second solenoid valve 42 is open, the high-temperature and high-pressure gaseous refrigerant can flow from the compressor 11 to the external heat exchanger 12.

[0067] When the thermal management system 100 is in the first, second, or third mode, the first solenoid valve 41 is closed and the second solenoid valve 42 is open, allowing the high-temperature, high-pressure gaseous refrigerant to flow from the compressor 11 to the external heat exchanger 12.

[0068] When the thermal management system 100 is in the fourth, fifth, sixth, or seventh mode, the first solenoid valve 41 is opened and the second solenoid valve 42 is closed, so that the high-temperature and high-pressure gaseous refrigerant can flow from the compressor 11 to the first in-vehicle heat exchanger 13.

[0069] In some embodiments, the electric heat exchange system further includes: a battery 31, a first heat exchanger 22 connected in parallel across the two ends of the battery 31, one end of the first heat exchanger 22 being connected to the first in-vehicle heat exchanger 13 or the external heat exchanger 12 and the other end being connected to the return air port. Specifically, the battery 31 and the radiator 21 are selectively connected in series, and the two ends of the first heat exchanger 22 are respectively connected to the two ends of the battery 31. In the air conditioning system, one end of the first heat exchanger 22 is connected to the first in-vehicle heat exchanger 13 or the external heat exchanger 12, and the other end is connected to the return air port of the compressor 11.

[0070] The thermal management system 100 is in the second or third mode. The first heat exchanger 22 is connected to the external heat exchanger 12. The high-temperature and high-pressure gaseous refrigerant releases heat at the external heat exchanger 12, and then the refrigerant flows to the first heat exchanger 22, where it exchanges heat with the coolant to achieve cooling of the battery 31.

[0071] When the thermal management system 100 is in the seventh mode, the first heat exchanger 22 is connected to the first in-vehicle heat exchanger 13. The high-temperature and high-pressure gaseous refrigerant releases heat at the first in-vehicle heat exchanger 13. Then, part of the refrigerant flows to the first heat exchanger 22 and exchanges heat with the coolant at the first heat exchanger 22 to cool the battery 31. The other part of the refrigerant flows to the second in-vehicle heat exchanger 14 to cool the passenger compartment.

[0072] In some embodiments, the air conditioning system includes a third solenoid valve 43 and a fourth solenoid valve 44. The third solenoid valve 43 is connected between the other end of the external heat exchanger 12 and the return air port, and the fourth solenoid valve 44 is connected between the other end of the internal heat exchanger 14 and the return air port. Specifically, when the thermal management system 100 is in the first, second, third, fourth, fifth, or seventh mode, the third solenoid valve 43 is closed, and the external heat exchanger 12 is not connected to the return air port; when the thermal management system 100 is in the sixth mode, the third solenoid valve 43 is open, connecting the external heat exchanger 12 and the return air port.

[0073] When the thermal management system 100 is in the first, third, fourth, or fifth mode, the fourth solenoid valve 44 is open, directly connecting the second in-vehicle heat exchanger 14 and the return air port; when the thermal management system 100 is in the second, sixth, or seventh mode, the fourth solenoid valve 44 is closed.

[0074] In some embodiments, the air conditioning system further includes a first throttling element 16 and a second throttling element 17, wherein the first throttling element 16 selectively connects the first heat exchanger 22 to the external heat exchanger 12 or the first internal heat exchanger 13.

[0075] In some embodiments, when the thermal management system 100 is in the second or third mode, the first throttling element 16 connects the external heat exchanger 12 and the first heat exchanger 22. The refrigerant that has released heat in the external heat exchanger 12 flows to the first heat exchanger 22 through the first throttling element 16. The first throttling element 16 can cool and depressurize the refrigerant. The refrigerant absorbs heat at the first heat exchanger 22, cools the battery 31, and finally returns to the compressor 11, realizing the circulation of refrigerant in the air conditioning system and cooling the battery 31.

[0076] like Figure 8As shown, when the thermal management system 100 is in the seventh mode, the first throttling element 16 connects the first in-vehicle heat exchanger 13 and the first heat exchanger 22. The refrigerant after releasing heat in the first in-vehicle heat exchanger 13 flows through the first throttling element 16 and then flows to the first heat exchanger 22. The first throttling element 16 can cool and depressurize the refrigerant. The refrigerant absorbs heat from the coolant at the first heat exchanger 22. The cooling battery 31 finally returns to the compressor 11, realizing the circulation of refrigerant in the air conditioning system and making good use of the heat of the coolant for heating the passenger compartment.

[0077] In some embodiments, the second throttling element 17 selectively connects the second in-vehicle heat exchanger 14 to the external heat exchanger 12 or the first in-vehicle heat exchanger 13. The second throttling element 17 can cool and depressurize the refrigerant. The second throttling element 17 connects the second in-vehicle heat exchanger 14 to the external heat exchanger 12 or the first in-vehicle heat exchanger 13.

[0078] like Figure 2 and Figure 4 As shown, when the heat pump is in the first and third modes, the second throttling element 17 connects the external heat exchanger 12 and the internal heat exchanger 14. The refrigerant that has released heat in the external heat exchanger 12 flows through the second throttling element 17. The second throttling element 17 cools and depressurizes the refrigerant, so that the refrigerant absorbs heat at the internal heat exchanger 14, thereby achieving cooling of the passenger compartment.

[0079] like Figure 6 and Figure 7 As shown, when the heat pump is in the fourth, fifth, or sixth mode, the second throttling element 17 connects the first in-vehicle heat exchanger 13 and the second in-vehicle heat exchanger 14. The refrigerant after releasing heat in the first in-vehicle heat exchanger 13 flows through the second throttling element 17, which can cool and depressurize the refrigerant.

[0080] In some embodiments, the air conditioning system further includes a third throttling element 18, which is connected between the second in-vehicle heat exchanger 14 and the external heat exchanger 12. The third throttling element 18 can cool and depressurize the refrigerant. When the heat pump is in the sixth mode, after the refrigerant releases heat at the first in-vehicle heat exchanger 13, it flows through the second throttling element 17. The second throttling element 17 adjusts the temperature of the refrigerant flowing out of the second throttling element 17 by controlling the exhaust pressure. It can absorb or release heat at the second in-vehicle heat exchanger 14, and then flows through the third throttling element 18 to the external heat exchanger 12. The third throttling element 18 further cools and depressurizes the refrigerant. The refrigerant absorbs heat at the external heat exchanger 12 and finally returns to the compressor 11.

[0081] In some embodiments, the control method of the thermal management system 100 includes: the thermal management system 100, and the control method of the thermal management system 100 further includes: setting the optimal exhaust pressure of the first throttling element 16 or the second throttling element 17 as Y, and the temperature of the refrigerant flowing out of the external heat exchanger 12 as X, where X and Y satisfy the relationship Y = 0.0229X. 2 +0.4455X+40.815. The exhaust pressure of both the first throttling element 16 and the second throttling element 17 can be controlled by the optimal exhaust pressure relationship.

[0082] The preset target table specifies different exhaust pressures based on the temperature difference between the target temperature and the actual temperature of battery 31, as well as the highest temperature of battery 31.

[0083] The preset target tables include a first target table and a second target table. The first and second target tables set the exhaust pressure of the first throttling element 16 based on the temperature difference between the target temperature and the actual temperature of the battery 31, as well as the highest temperature of the battery 31. When the crew compartment and the battery 31 are both cooled, the first throttling element 16 can determine its exhaust pressure by consulting either the first or second target table.

[0084] The target temperature of the second in-vehicle heat exchanger 14 is set as T1, and the actual temperature of the second in-vehicle heat exchanger 14 is set as T2; the target temperature of the battery 31 is set as T3, and the actual temperature of the battery 31 is set as T4.

[0085] When the single-occupant compartment is cooled, i.e., in the first mode, the first throttling element 16 is closed, and the second throttling element 17 is controlled by a PI control according to a formula. The discharge pressure Y1 of the second throttling element 17 is controlled according to this formula. At this time, the temperature of the refrigerant flowing out of the external heat exchanger 12 is X1, and the discharge pressure Y1 of the second throttling element 17 is 0.0229X1. 2 +0.4455X1+40.815.

[0086] At this time, the speed of compressor 11 is controlled by PI according to T2.

[0087] When the single battery 31 is cooled, i.e., in the second mode, the first throttling element 16 is controlled by a PI converter according to the formula, and the second throttling element 17 is in the closed state. The exhaust pressure Y2 of the first throttling element 16 is controlled according to this formula, thereby controlling the opening degree of the first throttling element 16. At this time, the temperature of the refrigerant flowing out of the external heat exchanger 12 is X2, and the exhaust pressure Y2 of the second throttling element 17 is 0.0229X2. 2 +0.4455X2+40.815.

[0088] At this time, the speed of compressor 11 is controlled by PI according to T4.

[0089] When both the passenger compartment and battery 31 are under dual cooling, i.e., in the third mode, the second throttling element 17 is controlled by a PI control according to a formula. The discharge pressure Y1 of the second throttling element 17 is controlled according to this formula, thereby controlling the opening degree of the second throttling element 17. At this time, the temperature of the refrigerant flowing out of the external heat exchanger 12 is X1, and the discharge pressure Y1 of the second throttling element 17 is 0.0229X. 2 +0.4455X1+40.815.

[0090] When the primary function is to cool the crew cabin, the first throttling element 16 selects the appropriate exhaust pressure according to the first target table, thereby controlling the opening degree of the first throttling element 16. The speed of the compressor 11 is controlled by PI according to T1.

[0091] When T2-T1 < 1℃ (TBD) and T4-T3 > 1℃ (TBD), the system switches from primarily using cabin cooling to primarily using battery 31 cooling. When battery 31 cooling is the primary mode, the first throttling element 16 selects the appropriate exhaust pressure based on the second target table, thereby controlling the opening of the first throttling element 16. At this time, the compressor 11's speed is controlled by PI based on T3. When T2-T1 > 3℃ (TBD), the system switches from primarily using battery 31 cooling to primarily using cabin cooling.

[0092] In some embodiments, the vehicle of the present invention includes a control method for a thermal management system 100. That is, the vehicle includes a control method for a thermal management system 100, and the thermal management system is controlled according to the aforementioned control method for the thermal management system 100, thereby cooling or heating the passenger compartment and the battery 31 according to different situations.

[0093] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0094] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0095] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management system, characterized in that, include: Heating system, including: warm air core (25); An electric heat exchange system includes: a radiator (21), wherein the electric heat exchange system is selectively connected in series with the heating system via a first multi-way valve (32); An air conditioning system, comprising: a compressor (11), an external heat exchanger (12), a first internal heat exchanger (13), and a second internal heat exchanger (14), wherein the compressor (11) is selectively connected to the external heat exchanger (12) or the first internal heat exchanger (13) via a control valve group. The air conditioning system further includes a first heat exchanger (22) and a second heat exchanger (23). The first heat exchanger (22) exchanges heat between the electric drive heat exchange system and the air conditioning system. One end of the second heat exchanger (23) is connected to the compressor (11) and the other end is connected to the first in-vehicle heat exchanger (13) or the outside heat exchanger (12). The second heat exchanger (23) is selectively connected in series with the radiator (21) or with the heating system via a second multi-way valve (15). The first multi-way valve (32) includes: a first valve port, a second valve port, a third valve port and a fourth valve port. The first valve port is connected to one end of the radiator (21), the second valve port is connected to one end of the second heat exchanger (23) and one end of the heating core (25), the third valve port is selectively connected to the other end of the second heat exchanger (23) or the other end of the heating core (25), and the fourth valve port is connected to the other end of the radiator (21). The second multi-port valve (15) includes a fifth valve port, a sixth valve port and a seventh valve port. The fifth valve port is connected to the other end of the second heat exchanger (23), the sixth valve port is connected to the other end of the warm air core (25), and the seventh valve port is connected to the third valve port.

2. The thermal management system according to claim 1, characterized in that, The thermal management system further includes: a first water pump (24), the first water pump (24) being connected to the other end of the second heat exchanger (23) and the second valve port and one end of the warm air core (25).

3. The thermal management system according to claim 1, characterized in that, The compressor (11) includes an air outlet and an air return port. The control valve group includes a first solenoid valve (41) and a second solenoid valve (42). The first solenoid valve (41) is connected to the air outlet and the first in-vehicle heat exchanger (13). The second solenoid valve (42) is connected to the air outlet and the outside heat exchanger (12).

4. The thermal management system according to claim 3, characterized in that, The air conditioning system includes a third solenoid valve (43) and a fourth solenoid valve (44). The third solenoid valve (43) is connected between the other end of the external heat exchanger (12) and the return air port, and the fourth solenoid valve (44) is connected between the other end of the second internal heat exchanger (14) and the return air port.

5. The thermal management system according to claim 1, characterized in that, The air conditioning system further includes: a first throttling element (16) and a second throttling element (17), wherein the first throttling element (16) selectively connects the first heat exchanger (22) to the external heat exchanger (12) or the first internal heat exchanger (13), and the second throttling element (17) selectively connects the second internal heat exchanger (14) to the external heat exchanger (12) or the first internal heat exchanger (13); and a third throttling element (18) connected between the first internal heat exchanger (13) and the external heat exchanger (12).

6. A control method for a thermal management system according to any one of claims 1-5, characterized in that, The control method of the thermal management system (100) includes: Let Y be the optimal exhaust pressure of the first throttling element (16) or the second throttling element (17), and X be the temperature of the refrigerant flowing out of the external heat exchanger (12). X and Y satisfy the relationship Y = 0.0229X. 2 +0.4455X+40.815; When the single-occupant cabin is cooled, the opening degree of the second throttling element (17) is controlled by PI according to the above relationship; When the single battery is cooled, the opening degree of the first throttling element (16) is controlled by PI according to the above relationship; When the crew cabin and battery are both cooled, the opening degree of the first throttling element (16) is controlled according to a preset target table, and the opening degree of the second throttling element (17) is controlled by PI according to the relationship. In the preset target table, there are different exhaust pressures corresponding to the temperature difference between the target temperature and the actual temperature of the battery (31) and the highest temperature of the battery (31).

7. The control method for the thermal management system according to claim 6, characterized in that, The single-occupant compartment is refrigerated, and the speed of the compressor (11) is controlled by PI according to the temperature of the second in-vehicle heat exchanger (14); When the single battery is cooled, the rotation speed of the compressor (11) is controlled by PI according to the temperature of the battery (31); When the passenger compartment and battery are both refrigerated, the speed of the compressor (11) is controlled by PI based on the target temperature of the second in-vehicle heat exchanger (14) or the target temperature of the battery (31).

8. A vehicle, characterized in that, include: The thermal management system according to any one of claims 1-5.

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