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

Abstract

The application discloses a heat management system of a vehicle, a control method of the heat management system of the vehicle and the vehicle, and the heat management system of the vehicle comprises a compressor, an in-vehicle condenser, an economizer, a first refrigerant inlet and a first refrigerant outlet of the economizer are in communication, a second refrigerant inlet and a second refrigerant outlet of the economizer are in communication, the first refrigerant inlet of the economizer is selectively communicated with a refrigerant outlet of the in-vehicle condenser, the second refrigerant inlet of the economizer is selectively communicated with the first refrigerant outlet, the second refrigerant outlet of the economizer is communicated with a second refrigerant inlet of the compressor, and a first refrigerant port of an out-vehicle heat exchanger is selectively communicated with the first refrigerant outlet of the economizer. Therefore, in a low-temperature environment, the economizer can supplement air and increase enthalpy for the compressor, so that the heating efficiency of the heat management system is improved, and the heating demand of the vehicle in the low-temperature environment is met.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a thermal management system of a vehicle, a control method of the thermal management system of the vehicle and the vehicle. BACKGROUND

[0002] The vehicle air conditioning system uses R134a (C2H2F4, 1,1,1,2-tetrafluoroethane) or r1234yf (2,3,3,3-tetrafluoropropene) as refrigerant, and low temperature working conditions such as-18℃ or below mainly use water heating PTC (positive temperature coefficient thermistor heating body) to heat the passenger compartment, and when the ambient temperature is-10℃ or above, the heat pump air conditioner and the air heating PTC are mainly used to heat the passenger compartment. However, the heat pump technology using R134a or r1234yf as refrigerant, R134a does not meet the national plan, and the heating effect in low temperature environment is not good, and even when water heating PTC and air heating PTC are used as the main heating heat source, the temperature in the passenger compartment cannot meet the heating demand in low temperature environment.

[0003] In the related art, a small amount of vehicle thermal management systems use indirect heat pumps based on a gas supplementing and enthalpy increasing system, which can solve most heating and refrigeration working conditions, but compared with direct heat pumps, the system needs to increase the water system, and has the disadvantages of high cost and the need for secondary heat exchange. SUMMARY

[0004] The present application aims to at least solve one of the technical problems existing in the prior art. To this end, one object of the present application is to provide a thermal management system of a vehicle, which can supplement the compressor with gas and increase the enthalpy to meet the heating demand in low temperature environment.

[0005] The present application further provides a control method of the thermal management system of the vehicle.

[0006] The present application further provides a vehicle.

[0007] The heat management system of the vehicle according to the embodiment of the present application comprises: a compressor; an in-vehicle condenser, a refrigerant inlet of which is selectively communicated with a refrigerant outlet of the compressor; an economizer, a first refrigerant inlet and a first refrigerant outlet of which are communicated, a second refrigerant inlet and a second refrigerant outlet of which are communicated, the first refrigerant inlet of which is selectively communicated with a refrigerant outlet of the in-vehicle condenser, the second refrigerant inlet of which is selectively communicated with the first refrigerant outlet, and the second refrigerant outlet of which is communicated with a second refrigerant inlet of the compressor; and an out-of-vehicle heat exchanger, a first refrigerant port of which is selectively communicated with the first refrigerant outlet of the economizer, and a second refrigerant port of which is selectively communicated with a first refrigerant inlet of the compressor.

[0008] Therefore, by arranging the compressor, the in-vehicle condenser, the economizer and the out-of-vehicle heat exchanger in the heat management system and configuring them, the economizer can supplement the air and increase the enthalpy of the compressor in a low-temperature environment, so that the heating efficiency of the heat management system can be improved, and the heating demand of the vehicle in a low-temperature environment can be met.

[0009] In some examples of the present application, the first throttling member and the second throttling member, the refrigerant inlet of the first throttling member is communicated with the first refrigerant outlet of the economizer, the refrigerant outlet of the first throttling member is selectively communicated with the first refrigerant port of the out-of-vehicle heat exchanger, the refrigerant inlet of the second throttling member is communicated with the first refrigerant outlet of the economizer and is arranged in parallel with the first throttling member, and the refrigerant outlet of the second throttling member is selectively communicated with the second refrigerant inlet of the economizer.

[0010] In some examples of the present application, the heat management system of the vehicle further comprises a fourteen-way valve, the fourteen-way valve comprises a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, a sixth valve port, a seventh valve port, an eighth valve port, a ninth valve port and a tenth valve port, the first valve port is communicated with the refrigerant outlet of the compressor, the second valve port is communicated with the refrigerant inlet of the in-vehicle condenser, the third valve port is communicated with the refrigerant outlet of the in-vehicle condenser, the fourth valve port is communicated with the first refrigerant inlet of the economizer, the fifth valve port is communicated with the refrigerant outlet of the second throttling member, the sixth valve port is communicated with the second refrigerant inlet of the economizer, the seventh valve port is communicated with the refrigerant outlet of the first throttling member, the eighth valve port is communicated with the first refrigerant port of the out-of-vehicle heat exchanger, the ninth valve port is communicated with the second refrigerant port of the out-of-vehicle heat exchanger, and the tenth valve port is communicated with the first refrigerant inlet of the compressor.

[0011] In some examples of the present application, the thermal management system of the vehicle further comprises a battery direct cooling plate and a third throttling device, a refrigerant inlet of the battery direct cooling plate is in communication with the first refrigerant outlet of the economizer and is arranged in parallel with the first throttling device and the second throttling device, a refrigerant outlet of the battery direct cooling plate is in communication with the refrigerant inlet of the compressor, and the third throttling device is in communication between the economizer and the battery direct cooling plate.

[0012] In some examples of the present application, the thermal management system of the vehicle further comprises a fourth throttling device, and the fourth throttling device is in communication between the battery direct cooling plate and the compressor.

[0013] In some examples of the present application, the thermal management system of the vehicle further comprises an in-vehicle evaporator, the fourteen-way valve comprises an eleventh valve port, a refrigerant inlet of the in-vehicle evaporator is in communication with the eleventh valve port, and a refrigerant outlet of the in-vehicle evaporator is in communication with the first refrigerant inlet of the compressor.

[0014] In some examples of the present application, the fourteen-way valve further comprises a twelfth valve port, a thirteenth valve port and a fourteenth valve port, the twelfth valve port is in communication with the first refrigerant passage of the vehicle external heat exchanger, the thirteenth valve port is in communication with the second refrigerant passage of the vehicle external heat exchanger, and the fourteenth valve port is in communication with the first refrigerant passage of the vehicle external heat exchanger.

[0015] In some examples of the present application, the thermal management system of the vehicle further comprises a liquid accumulator, and the liquid accumulator is in communication between the fourth valve port and the economizer.

[0016] The control method of the thermal management system of the vehicle according to the embodiments of the present application is suitable for the above-mentioned thermal management system of the vehicle, and the control method of the thermal management system of the vehicle comprises the following steps: controlling the thermal management system to operate a first heat exchange mode, wherein in the first heat exchange mode: controlling the first valve port to be in communication with the second valve port, controlling the third valve port and the fourth valve port to be in communication, controlling the fifth valve port to be in communication with the sixth valve port, controlling the seventh valve port to be in communication with the eighth valve port, controlling the ninth valve port and the tenth valve port to be in communication, controlling the economizer to be opened, controlling the first throttling device and the second throttling device to be both opened, and controlling the third throttling device and the fourth throttling device to be both closed.

[0017] In some examples of the present disclosure, the method further comprises the following steps: controlling the heat management system to operate in a second heat exchange mode, wherein in the second heat exchange mode: the first valve port is controlled to communicate with the second valve port, the third valve port is controlled to communicate with the fourth valve port, the fifth valve port is controlled to communicate with the sixth valve port, the seventh valve port is controlled to communicate with the eighth valve port, the ninth valve port is controlled to communicate with the tenth valve port, the economizer is controlled to be turned on, and the first throttling component, the second throttling component, the third throttling component, and the fourth throttling component are controlled to be turned on.

[0018] In some examples of the present disclosure, the method further comprises the following steps: controlling the heat management system to operate in a third heat exchange mode, wherein in the third heat exchange mode: the first valve port is controlled to communicate with the second valve port, the third valve port is controlled to communicate with the fourth valve port, the seventh valve port is controlled to communicate with the eleventh valve port, the economizer is controlled to be turned off and turned on, the first throttling component is controlled to be turned on, and the second throttling component, the third throttling component, and the fourth throttling component are controlled to be turned off.

[0019] In some examples of the present disclosure, the method further comprises the following steps: controlling the heat management system to operate in a fourth heat exchange mode, wherein in the fourth heat exchange mode: the first valve port is controlled to communicate with the second valve port, the third valve port is controlled to communicate with the fourth valve port, the seventh valve port is controlled to communicate with the eleventh valve port, the fifth valve port is controlled to communicate with the twelfth valve port, the ninth valve port is controlled to communicate with the tenth valve port, the economizer is controlled to be turned off and turned on, the first throttling component and the second throttling component are controlled to be turned on, and the third throttling component and the fourth throttling component are controlled to be turned off.

[0020] In some examples of the present disclosure, the method further comprises the following steps: controlling the heat management system to operate in a fifth heat exchange mode, wherein in the fifth heat exchange mode: the first valve port is controlled to communicate with the thirteenth valve port, the fourteenth valve port is controlled to communicate with the fourth valve port, the seventh valve port is controlled to communicate with the eleventh valve port, the economizer is controlled to be turned off and turned on, the first throttling component is controlled to be turned on, and the second throttling component, the third throttling component, and the fourth throttling component are controlled to be turned off.

[0021] In some examples of the present disclosure, the method further comprises the following steps: controlling the heat management system to operate in a sixth heat exchange mode, wherein in the sixth heat exchange mode: the first valve port is controlled to communicate with the thirteenth valve port, the fourteenth valve port is controlled to communicate with the fourth valve port, the seventh valve port is controlled to communicate with the eleventh valve port, the economizer is controlled to be turned off and turned on, the first throttling component, the third throttling component, and the fourth throttling component are controlled to be turned on, and the second throttling component is controlled to be turned off.

[0022] In some examples of the present application, the control method of the thermal management system of the vehicle further comprises the following steps: controlling the thermal management system to operate a seventh heat exchange mode, wherein in the seventh heat exchange mode: controlling the first valve port to communicate with the thirteenth valve port, controlling the fourteenth valve port to communicate with the fourth valve port, controlling the seventh valve port and the eleventh valve port to communicate, controlling the economizer to stop working and be turned on, controlling the first throttling member and the second throttling member to be closed, and controlling the third throttling member and the fourth throttling member to be opened.

[0023] The vehicle according to the embodiments of the present application comprises the thermal management system of the vehicle described above.

[0024] Additional aspects and advantages of the present application will be made apparent by the following description and the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0025] The above and / or additional aspects and advantages of the present application will become apparent and be readily understood from the following description, taken in conjunction with the accompanying drawings, in which:

[0026] Figure 1 is a schematic diagram of the thermal management system of the vehicle when the fourteen-way valve is in the heating position according to the embodiments of the present application;

[0027] Figure 2 is a schematic diagram of the thermal management system of the vehicle when the fourteen-way valve is in the dehumidifying position according to the embodiments of the present application;

[0028] Figure 3 is a schematic diagram of the thermal management system of the vehicle when the fourteen-way valve is in the refrigerating position according to the embodiments of the present application;

[0029] Figure 4 is a flowchart of the control method of the thermal management system of the vehicle according to the embodiments of the present application;

[0030] Figure 5 is a flowchart of the control method of the thermal management system of the vehicle according to the embodiments of the present application;

[0031] Figure 6 is a schematic diagram of the fourteen-way valve according to the embodiments of the present application;

[0032] Figure 7 is an exploded view of the fourteen-way valve according to the embodiments of the present application;

[0033] Figure 8 is a sectional view of the fourteen-way valve in the refrigerating position according to the embodiments of the present application;

[0034] Figure 9 is a sectional view of the fourteen-way valve in the refrigerating position according to the embodiments of the present application;

[0035] Figure 10 is a cross-sectional view of a fourteen-way valve in a heating position according to an embodiment of the present application;

[0036] Figure 11 is a cross-sectional view of a fourteen-way valve in a heating position according to an embodiment of the present application;

[0037] Figure 12 is a cross-sectional view of a fourteen-way valve in a heating position according to an embodiment of the present application;

[0038] Figure 13 is a cross-sectional view of a fourteen-way valve in a heating position according to an embodiment of the present application;

[0039] Figure 14 is a cross-sectional view of a fourteen-way valve in a heating position according to an embodiment of the present application;

[0040] Figure 15 is a cross-sectional view of a fourteen-way valve in a heating position according to an embodiment of the present application;

[0041] Figure 16 is a cross-sectional view of a fourteen-way valve in a heating position according to an embodiment of the present application;

[0042] Figure 17 is a cross-sectional view of a fourteen-way valve in a heating position according to an embodiment of the present application;

[0043] Figure 18 is a cross-sectional view of a fourteen-way valve in a heating position according to an embodiment of the present application;

[0044] Figure 19 is a cross-sectional view of a fourteen-way valve in a heating position according to an embodiment of the present application.

[0045] Reference Signs:

[0046] 100, thermal management system;

[0047] 1, compressor; 2, in-vehicle condenser;

[0048] 3, economizer;

[0049] 4, first throttling device; 5, out-of-vehicle heat exchanger; 6, second throttling device;

[0050] 7, fourteen-way valve; 701, first valve port; 702, second valve port; 703, third valve port; 704, fourth valve port; 705, fifth valve port; 706, sixth valve port; 707, seventh valve port; 708, eighth valve port; 709, ninth valve port; 7010, tenth valve port; 7011, eleventh valve port; 7012, twelfth valve port; 7013, thirteenth valve port; 7014, fourteenth valve port;

[0051] 71, valve housing; 711, active valve port; 7111, first active valve port group; 7112, second active valve port group; 712, passive valve port; 7121, passive valve port group;

[0052] 72, valve core; 721, active valve core; 7211, active flow channel; 7212, driving shaft; 72121, driving part; 722, passive valve core; 7221, passive flow channel; 7222, shaft hole; 72221, transmission part;

[0053] 73, execution part; 74, sealing ring; 75, sealing cover; 751, avoiding port; 76, base;

[0054] 8, battery direct cooling plate; 9, third throttling part; 10, fourth throttling part; 11, in-vehicle evaporator; 12, liquid accumulator. DETAILED DESCRIPTION

[0055] The embodiments of the present application are described in detail below, and the embodiments described with reference to the accompanying drawings are exemplary, and the embodiments of the present application are described in detail below.

[0056] The embodiments of the present application are described in detail below, and the embodiments described with reference to the accompanying drawings are exemplary, and the embodiments of the present application are described in detail below. Figures 1-19 A thermal management system 100 of a vehicle according to an embodiment of the present application is described below, the thermal management system 100 of the vehicle can adopt a control method of the thermal management system 100 of the vehicle, and the thermal management system 100 of the vehicle can be applied to the vehicle.

[0057] In combination with Figures 1-3 As shown in the figure, the thermal management system 100 of the vehicle according to the present application can mainly include: a compressor 1, an in-vehicle condenser 2, an economizer 3 and an out-vehicle heat exchanger 5, wherein the refrigerant inlet of the in-vehicle condenser 2 is selectively communicated with the refrigerant outlet of the compressor 1, the first refrigerant inlet and the first refrigerant outlet of the economizer 3 are communicated, the second refrigerant inlet and the second refrigerant outlet of the economizer 3 are communicated, the first refrigerant inlet of the economizer 3 is selectively communicated with the refrigerant outlet of the in-vehicle condenser 2, the second refrigerant inlet of the economizer 3 is selectively communicated with the first refrigerant outlet, the second refrigerant outlet of the economizer 3 is communicated with the second refrigerant inlet of the compressor 1, the first refrigerant port of the out-vehicle heat exchanger 5 is selectively communicated with the first refrigerant outlet of the economizer 3, and the second refrigerant port of the out-vehicle heat exchanger 5 is selectively communicated with the first refrigerant inlet of the compressor 1.

[0058] Specifically, the compressor 1 can adiabatically compress the refrigerant and provide power for the flow of the refrigerant, the refrigerant can be condensed and released heat at the in-vehicle condenser 2, and the refrigerant can be condensed and released heat or evaporated and absorbed heat at the out-vehicle heat exchanger 5.

[0059] The refrigerant inlet of the in-vehicle condenser 2 can be connected to the refrigerant outlet of the compressor 1, the first refrigerant inlet of the economizer 3 can be connected to the refrigerant outlet of the in-vehicle condenser 2, the second refrigerant inlet of the economizer 3 can be connected to the first refrigerant outlet, the second refrigerant outlet of the economizer 3 can be connected to the second refrigerant inlet of the compressor 1, the first refrigerant passage of the vehicle external heat exchanger 5 can be connected to the first refrigerant outlet of the economizer 3, the second refrigerant passage of the vehicle external heat exchanger 5 can be connected to the first refrigerant inlet of the compressor 1, and the economizer 3 is turned on. In this way, the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 1 can enter the in-vehicle condenser 2 and become liquid refrigerant after condensation and heat release at the in-vehicle condenser 2. Then the liquid refrigerant can enter the economizer 3 through the first refrigerant inlet, and the economizer 3 works. The refrigerant flowing out of the first refrigerant outlet of the economizer 3 can be divided into two parts.

[0060] The first part of the refrigerant enters the vehicle external heat exchanger 5 to evaporate and absorb heat. The evaporated refrigerant can return to the first refrigerant inlet of the compressor 1, so as to realize the circulation of the refrigerant in the thermal management system 100 and realize the air source heat pump heating of the thermal management system 100 to heat the passenger compartment.

[0061] The second part of the refrigerant returns to the economizer 3 through the second refrigerant inlet and evaporates and absorbs heat. The medium-pressure gaseous refrigerant can enter the second refrigerant inlet of the compressor 1, so as to supplement the gas and increase the enthalpy of the compressor 1, increase the exhaust volume, and reduce the exhaust temperature, thereby improving the heating efficiency of the thermal management system 100 and realizing the air source heat pump heating of the thermal management system 100 in a low-temperature environment. Even in a low-temperature environment, the heating demand of the passenger compartment can be met.

[0062] Wherein, when the economizer 3 works, the second part of the refrigerant can reduce the temperature of the refrigerant in the economizer 3 when returning to the economizer 3 through the second refrigerant inlet, so as to supercool the refrigerant, stabilize the liquid refrigerant, and improve the system capacity and efficiency.

[0063] Therefore, by arranging the compressor 1, the in-vehicle condenser 2, the economizer 3 and the vehicle external heat exchanger 5 in the thermal management system 100 and constructing them, the economizer 3 can supplement the gas and increase the enthalpy of the compressor 1 in a low-temperature environment, thereby improving the heating efficiency of the thermal management system 100 and meeting the heating demand of the vehicle in a low-temperature environment.

[0064] In combination Figures 1-3As shown, the thermal management system 100 of the vehicle can further comprise a first throttling device 4 and a second throttling device 6, a refrigerant inlet of the first throttling device 4 being in communication with the first refrigerant outlet of the economizer 3, a refrigerant outlet of the first throttling device 4 being in selective communication with the first refrigerant passage of the vehicle external heat exchanger 5, a refrigerant inlet of the second throttling device 6 being in communication with the first refrigerant outlet of the economizer 3 and being arranged in parallel with the first throttling device 4, a refrigerant outlet of the second throttling device 6 being in selective communication with the second refrigerant inlet of the economizer 3.

[0065] Specifically, by arranging the first throttling device 4 and the second throttling device 6 and arranging the first throttling device 4 and the second throttling device 6 in parallel, the refrigerant flowing out of the first refrigerant outlet of the economizer 3 can be divided at the first throttling device 4 and the second throttling device 6, on one hand, the refrigerant can enter the vehicle external heat exchanger 5 after being throttled and depressurized by the first throttling device 4, so as to ensure the heat exchange efficiency of the refrigerant in the vehicle external heat exchanger 5, and the refrigerant can return to the compressor 1 after being throttled and depressurized by the second throttling device 6, so as to ensure the supercooling degree of the refrigerant and supplement the gas and enthalpy of the compressor 1, further improving the working performance of the thermal management system 100, on the other hand, the flow direction of the refrigerant can also be controlled by selective opening of the first throttling device 4 and the second throttling device 6.

[0066] In combination Figures 1-3 As shown, the thermal management system 100 of the vehicle can further comprise a fourteen-way valve 7, which can mainly comprise a first valve port 701, a second valve port 702, a third valve port 703, a fourth valve port 704, a fifth valve port 705, a sixth valve port 706, a seventh valve port 707, an eighth valve port 708, a ninth valve port 709, and a tenth valve port 7010.

[0067] The first valve port 701 is in communication with the refrigerant outlet of the compressor 1, the second valve port 702 is in communication with the refrigerant inlet of the vehicle internal condenser 2, the third valve port 703 is in communication with the refrigerant outlet of the vehicle internal condenser 2, the fourth valve port 704 is in communication with the first refrigerant inlet of the economizer 3, the fifth valve port 705 is in communication with the refrigerant outlet of the second throttling device 6, the sixth valve port 706 is in communication with the second refrigerant inlet of the economizer 3, the seventh valve port 707 is in communication with the refrigerant outlet of the first throttling device 4, the eighth valve port 708 is in communication with the first refrigerant passage of the vehicle external heat exchanger 5, the ninth valve port 709 is in communication with the second refrigerant passage of the vehicle external heat exchanger 5, and the tenth valve port 7010 is in communication with the first refrigerant inlet of the compressor 1.

[0068] Therefore, by setting the fourteen-way valve 7, only any two or more of the first valve port 701, the second valve port 702, the third valve port 703, the fourth valve port 704, the fifth valve port 705, the sixth valve port 706, the seventh valve port 707, the eighth valve port 708, the ninth valve port 709, and the tenth valve port 7010 need to be selectively communicated, so that the selective communication of any two or more of the compressor 1, the in-vehicle condenser 2, the vehicle-out heat exchanger 5, the economizer 3, the first throttling device 4, and the second throttling device 6 can be realized, thereby controlling the flow direction of the refrigerant in the thermal management system 100, making the integration of the thermal management system 100 higher, and making the thermal management system 100 more simple and controllable.

[0069] In combination Figures 1-3 As shown, the thermal management system 100 of the vehicle can further include a battery direct cooling plate 8 and a third throttling device 9. The refrigerant inlet of the battery direct cooling plate 8 is in communication with the first refrigerant outlet of the economizer 3 and is arranged in parallel with the first throttling device 4 and the second throttling device 6. The refrigerant outlet of the battery direct cooling plate 8 is in communication with the refrigerant inlet of the compressor 1. The third throttling device 9 is communicated between the economizer 3 and the battery direct cooling plate 8.

[0070] Specifically, the battery system generates heat during operation. In order to ensure that the battery system operates in a safe and efficient temperature range, the battery system needs to be thermally managed. The battery direct cooling plate 8 can be arranged in the battery system. When the low-temperature and low-pressure refrigerant flows through the battery direct cooling plate 8, the refrigerant can exchange heat with the battery system, and the refrigerant evaporates to absorb heat, thereby achieving cooling of the battery system and thermal management of the battery system. Moreover, the direct cooling method can eliminate intermediate heat loss.

[0071] By connecting the refrigerant inlet of the battery direct cooling plate 8 and the first refrigerant outlet of the economizer 3, and arranging the first throttling device 4 and the second throttling device 6 in parallel, and connecting the third throttling device 9 between the economizer 3 and the battery direct cooling plate 8, when the battery system needs to be cooled, the refrigerant can be throttled and depressurized at the third throttling device 9 before flowing into the battery direct cooling plate 8, thereby ensuring the heat exchange efficiency between the refrigerant and the battery direct cooling plate 8 and ensuring the cooling effect of the battery system.

[0072] In combination Figures 1-3 As shown, the thermal management system 100 of the vehicle can further include a fourth throttling device 10. The fourth throttling device 10 is communicated between the battery direct cooling plate 8 and the compressor 1. Specifically, by connecting the fourth throttling device 10 between the battery direct cooling plate 8 and the compressor 1, the refrigerant after heat exchange with the battery system can further flow to the fourth throttling device 10 after flowing out of the battery direct cooling plate 8. The fourth throttling device 10 can throttle and depressurize the refrigerant, and by controlling the opening of the fourth throttling device 10, different evaporation temperatures of the refrigerant can be achieved. Then the refrigerant returns to the compressor 1, thereby improving the working efficiency of the thermal management system 100.

[0073] In combination Figures 1-3 As shown, the thermal management system 100 of the vehicle can further include an in-vehicle evaporator 11, and the fourteen-way valve 7 can further include an eleventh valve port 7011, the refrigerant inlet of the in-vehicle evaporator 11 being in communication with the eleventh valve port 7011, and the refrigerant outlet of the in-vehicle evaporator 11 being in communication with the first refrigerant inlet of the compressor 1.

[0074] Specifically, by providing the in-vehicle evaporator 11, and making the refrigerant inlet of the in-vehicle evaporator 11 in communication with the eleventh valve port 7011, and the refrigerant outlet of the in-vehicle evaporator 11 in communication with the first refrigerant inlet of the compressor 1, by making the eleventh valve port 7011 and the seventh valve port 707 in communication, the refrigerant outlet of the first throttling device 4 can be in communication with the refrigerant inlet of the in-vehicle evaporator 11, so that the refrigerant flowing out of the first throttling device 4 can further flow into the in-vehicle evaporator 11, the refrigerant is evaporated at the in-vehicle evaporator 11 to absorb heat, and the refrigerant flows out of the in-vehicle evaporator 11 to return to the compressor 1 to complete the cycle.

[0075] In combination Figures 1-3 As shown, the fourteen-way valve 7 can further include a twelfth valve port 7012, the twelfth valve port 7012 being in communication with the first refrigerant passage of the vehicle external heat exchanger 5, so that by controlling the fifth valve port 705 and the twelfth valve port 7012 to be in communication, the refrigerant outlet of the second throttling device 6 can be in communication with the first refrigerant passage of the vehicle external heat exchanger 5.

[0076] In combination Figures 1-3 As shown, the fourteen-way valve 7 can further include a thirteenth valve port 7013 and a fourteenth valve port 7014, the thirteenth valve port 7013 being in communication with the second refrigerant passage of the vehicle external heat exchanger 5, and the fourteenth valve port 7014 being in communication with the first refrigerant passage of the vehicle external heat exchanger 5.

[0077] Specifically, by making the thirteenth valve port 7013 of the fourteen-way valve 7 in communication with the second refrigerant passage of the vehicle external heat exchanger 5, by making the first valve port 701 and the thirteenth valve port 7013 in communication, the refrigerant outlet of the compressor 1 can be in communication with the second refrigerant passage of the vehicle external heat exchanger 5, and by making the fourteenth valve port 7014 in communication with the fourth valve port 704, the first refrigerant inlet of the economizer 3 can be in communication with the first refrigerant passage of the vehicle external heat exchanger 5.

[0078] Therefore, by setting the fourteen-way valve 7, selectively controlling the communication state of the fourteen-way valve 7, and cooperating with the selective opening of the economizer 3, the first throttling member 4, the second throttling member 6, the third throttling member 9, and the fourth throttling member 10, the flow path of the refrigerant in the thermal management system 100 of the vehicle can be switched, the architecture of the thermal management system 100 can be simplified, the use cost of the thermal management system 100 can be reduced, and the operation of the user is facilitated.

[0079] In combination Figures 1-3 As shown, the thermal management system 100 of the vehicle can further include a liquid accumulator 12, which is communicated between the fourth valve port 704 and the economizer 3. Specifically, by communicating the liquid accumulator 12 between the fourth valve port 704 and the economizer 3, the liquid accumulator 12 can store the refrigerant, and adapt to the pressure change in the refrigerant circuit, ensure continuous supply of refrigerant to the refrigerant circuit, ensure the balance of the thermal management system 100, and improve the stability and reliability of the thermal management system 100.

[0080] In some embodiments of the present application, the fourteen-way valve 7, the economizer 3, the liquid accumulator 12, the first throttling member 4, the second throttling member 6, the third throttling member 9, and the fourth throttling member 10 can be integrated into one component, and only the compressor 1, the in-vehicle condenser 2, the in-vehicle evaporator 11, the out-vehicle heat exchanger 5, and the battery direct cooling plate 8 need to be connected to the corresponding interfaces of the integrated component to realize the architecture of the thermal management system 100 of the vehicle, thereby improving the reliability of the thermal management system 100 of the vehicle, and facilitating the setting of the thermal management system 100 of the vehicle.

[0081] In combination Figures 6-19 As shown, the fourteen-way valve 7 can include a valve housing 71 and a valve core 72, wherein the valve housing 71 is provided with first valve port 701, second valve port 702, third valve port 703, fourth valve port 704, fifth valve port 705, sixth valve port 706, seventh valve port 707, eighth valve port 708, ninth valve port 709, tenth valve port 7010, eleventh valve port 7011, twelfth valve port 7012, thirteenth valve port 7013, and fourteenth valve port 7014, respectively, and the valve core 72 can mainly include a driving valve core 721 and a driven valve core 722, the driving valve core 721 is rotatably arranged in the valve housing 71, the driven valve core 722 is arranged in the valve housing 71 and selectively drives the driving valve core 721, and the driving valve core 721 is adapted to drive the driven valve core 722 to rotate when rotating by a preset angle.

[0082] Specifically, the first valve port 701, the second valve port 702, the third valve port 703, the fourth valve port 704, the ninth valve port 709, the tenth valve port 7010, the thirteenth valve port 7013 and the fourteenth valve port 7014 are defined as the active valve ports 711, the fifth valve port 705, the sixth valve port 706, the seventh valve port 707, the eighth valve port 708, the eleventh valve port 7011 and the twelfth valve port 7012 are defined as the driven valve ports 712, and the first valve port 701, the second valve port 702 and the thirteenth valve port 7013 form a first active valve port group 7111, the third valve port 703, the fourth valve port 704 and the fourteenth valve port 7014 form another active valve port group 711, the ninth valve port 709 and the tenth valve port 7010 form a second active valve port group 7112, the fifth valve port 705, the sixth valve port 706, the seventh valve port 707, the eighth valve port 708, the eleventh valve port 7011 and the twelfth valve port 7012 form a driven valve port group 7121, and the two first active valve port groups 7111, the second active valve port group 711 and the driven valve port group 7121 are arranged in the up-down direction.

[0083] Correspondingly, the valve core 72 can include an active valve core 721 and a driven valve core 722, the active valve core 721 is provided with three active flow channels 7211, the three active flow channels 7211 are arranged in the up-down direction, and the three active flow channels 7211 correspond to the two first active valve port groups 7111 and the second active valve port group 7112 respectively, and the driven valve port group 7121 is provided with two driven flow channels 7221, the two driven flow channels 7221 are arranged in the same plane, and the two driven flow channels 7221 correspond to the driven valve port group 7121.

[0084] By rotatably arranging the active valve core 721 in the valve housing 71, rotating the active valve core 721 relative to the valve housing 71 can switch the positions of the active flow channels 7211, so that the two ends of the active flow channels 7211 are selectively connected with the two driven valve ports 712 respectively, and considering that the three active flow channels 7211 are located on the active valve core 721, the positions of the three active flow channels 7211 are switched at the same time, so that the communication states in the two first active valve port groups 7111 and the second active valve port group 7112 can be changed.

[0085] By also rotatably arranging the driven valve core 722 in the valve housing 71, rotating the driven valve core 722 relative to the valve housing 71 can switch the positions of the driven flow channels 7221, so that the two ends of the driven flow channels 7221 are selectively connected with the two driven valve ports 712 respectively, and considering that the two driven flow channels 7221 are located on the driven valve core 722, the positions of the two driven flow channels 7221 are switched at the same time, so that the communication states in the driven valve port group 7121 can be changed.

[0086] Further, by selectively drivingly matching the driven valve core 722 with the driving valve core 721, when the driving valve core 721 is not rotated to the preset angle, the driven valve core 722 has no driving force input, the driven valve core 722 is not moved, that is, the fourteen-way valve 7 only switches the communication state between the driving valve ports 711, and the communication state between the driven valve ports 712 remains unchanged, when the driving valve core 721 is rotated to the preset angle, the driving valve core 721 can drive the driven valve core 722 to rotate, that is, the fourteen-way valve 7 not only switches the communication state between the driving valve ports 711, but also switches the communication state between the driven valve ports 712, so that the driving valve ports 711 of the fourteen-way valve 7 have multiple communication states, the driven valve ports 712 of the fourteen-way valve 7 have multiple communication states, and the integration of the fourteen-way valve 7 can be improved, and the fourteen-way valve 7 has multiple working positions.

[0087] In combination with Figure 7 , Figure 11 , Figure 15 and Figure 19 , the driving valve core 721 is provided with a driving portion 72121, the driven valve core 722 is provided with a transmission portion 72221, and the driving portion 72121 and the transmission portion 72221 are drivingly matched when the driving valve core 721 is rotated to the preset angle.

[0088] Specifically, by providing the driving portion 72121 on the driving valve core 721, providing the transmission portion 72221 on the driven valve core 722, and making the driving portion 72121 and the transmission portion 72221 have a preset angle difference in the circumferential direction, the driving portion 72121 and the transmission portion 72221 do not form a driving match at the initial position, so that when the driving valve core 721 is not rotated to the preset angle, the driving portion 72121 and the transmission portion 72221 are still drivingly matched, the driven valve core 722 is not moved, when the driving valve core 721 is rotated to the preset angle, the driving portion 72121 and the transmission portion 72221 abut, the driving portion 72121 and the transmission portion 72221 are drivingly matched, and when the driving shaft 7212 continues to rotate, the driving valve core 721 can drive the driven valve core 722 to rotate together, so that by providing the driving portion 72121 and the transmission portion 72221, the selective driving match between the driving valve core 721 and the driven valve core 722 can be realized, and the movement of the driving valve core 721 and the driven valve core 722 can have an angle difference, and the movement of the driving valve core 721 and the driven valve core 722 can have an angle difference, which is simpler and more reliable.

[0089] In combination with Figure 7 , Figure 11 , Figure 15 and Figure 19As shown, the driving shaft 7212 is arranged on the driving valve core 721, the shaft hole 7222 is arranged on the driven valve core 722, the driving part 72121 is a driving protrusion arranged on the driving shaft 7212, and the transmission part 72221 is a transmission protrusion arranged on the inner wall of the shaft hole 7222. The driving shaft 7212 is rotatably arranged in the shaft hole 7222, and after rotating by a predetermined angle, the driving part 72121 is in transmission cooperation with the transmission part 72221.

[0090] Specifically, by arranging the driving shaft 7212 on the driving valve core 721 and the shaft hole 7222 on the driven valve core 722, when the multi-way valve is assembled, the driving valve core 721 and the driven valve core 722 can be abutted in the up-down direction, and the driving shaft 7212 can be inserted into the shaft hole 7222.

[0091] Further, by arranging the driving part 72121 as a driving protrusion and the transmission part 72221 as a transmission protrusion, and arranging the driving protrusion on the driving shaft 7212 and the transmission protrusion on the inner wall of the shaft hole 7222, when the driving valve core 721 drives the driving shaft 7212 to rotate, the driving protrusion can selectively abut against the transmission protrusion, so that the driving valve core 721 can drive the driven valve core 722 to rotate only after rotating by a predetermined angle.

[0092] In this way, the structural design of the driving valve core 721 and the driven valve core 722 can be optimized, the structure of the driving part 72121 and the transmission part 72221 can be made simpler and more reliable, and the implementation of the angle difference between the movements of the driving valve core 721 and the driven valve core 722 can be made simpler and more reliable.

[0093] It should be noted that the driving part 72121 can also be arranged as a driving protrusion, and the transmission part 72221 can be arranged as a driven groove. The driving protrusion can be inserted into the driven groove and in transmission cooperation with the driven groove after rotating by a predetermined angle, which will not be described here.

[0094] In combination Figure 6 and Figure 7 As shown, the fourteen-way valve 7 can further include an actuator 73 arranged above the valve housing 71 and in transmission connection with the driving valve core 721. Specifically, by arranging the actuator 73 above the valve housing 71, the actuator 73 is in transmission connection with the driving valve core 721, so that the actuator 73 can input driving force to the driving valve core 721 to drive the driving valve core 721 to rotate synchronously. Further, the driving force can be selectively transmitted to the driven valve core 722 through the driving valve core 721, so that the control of the driving valve core 721 and the driven valve core 722 of the fourteen-way valve 7 can be realized by controlling the operation of the actuator 73, the rotation and stop of the valve core 72 can be controlled, and the rotation angle of the valve core 72 can be controlled, so that the fourteen-way valve 7 can be more intelligent and controllable.

[0095] In some embodiments of the present application, in combination with Figures 7-10 , Figures 12-14 and Figures 16-18 , the two ends of the active flow channel 7211 are open, a sealing ring 74 is arranged on the active valve port 711, and the sealing ring 74 is selectively sealed between the two ends of the active flow channel 7211 and the active valve port 711. Specifically, the active flow channel 7211 can have an arc-shaped structure, the two ends of the active flow channel 7211 are the two ends of the arc-shaped structure, by arranging the sealing ring 74 on the active valve port 711, the sealing ring 74 is fixedly arranged relative to the valve housing 71, when the active valve core 721 rotates relative to the valve housing 71, the two open ends of the active flow channel 7211 correspond to the active valve port 711, the sealing ring 74 can be sealed between the two ends of the active flow channel 7211 and the active valve port 711, thereby preventing leakage of refrigerant at the gap between the two ends of the active flow channel 7211 and the active valve port 711, and improving the reliability of the fourteen-way valve 7.

[0096] In some embodiments of the present application, in combination with Figure 7 , Figure 11 , Figure 15 and Figure 19 , the driven valve core 722 is provided with a sealing cover 75, the driven flow channel 7221 is open on one side in the circumferential direction, the sealing cover 75 covers the open side of the driven flow channel 7221, the sealing cover 75 is provided with a relief port 751, and the relief port 751 corresponds to the driven valve port 712.

[0097] Specifically, the driven flow channel 7221 can have a crescent-shaped slot, the driven flow channel 7221 is open on one side in the circumferential direction, by arranging the sealing cover 75 on the outer periphery of the driven valve core 722, the sealing cover 75 covers the open side of the driven flow channel 7221, the sealing cover 75 is fixedly arranged relative to the valve housing 71, and by arranging the relief port 751 on the sealing cover 75, the relief port 751 corresponds to the driven valve port 712, so that the relief port 751 and the driven valve port 712 can serve as a refrigerant passage, when the driven valve core 722 rotates relative to the valve housing 71, the open circumferential side of the active flow channel 7211 corresponds to the driven valve port 712, the part of the sealing cover 75 that is not provided with the relief port 751 can be sealed between the valve core 72 and the valve housing 71, thereby preventing leakage of refrigerant at the gap between the driven flow channel 7221 and the driven valve port 712, and improving the reliability of the fourteen-way valve 7.

[0098] It should be noted that the active flow channel 7211 can also be arranged as a structure with one side open in the circumferential direction, and the driven flow channel 7221 can also be arranged as a structure with both ends open, which is not limited here and can be selected according to actual production needs. In addition, the sealing cover 75 can be arranged on the outside of the active valve core 721, and the escape opening 751 on the sealing cover 75 can correspond to the active valve core 721. The sealing ring 74 can also be arranged on the driven valve port 712, which is not limited here and can be selected according to actual production needs.

[0099] In combination Figure 2 As shown in the drawings, the fourteen-way valve 7 can also include a base 76 arranged below the valve housing 71 to seal the lower part of the valve housing 71, thereby preventing leakage of refrigerant and preventing foreign matter from entering the interior of the fourteen-way valve 7 and affecting the normal operation of the fourteen-way valve 7.

[0100] In one specific embodiment of the present application, in a first active valve port group 7111, the first valve port 701 and the second valve port 702 have an axis angle of 90°, and the first valve port 701 and the thirteenth valve port 7013 have an axis angle of 90°. In another first active valve port group 7111, the fourth valve port 704 and the third valve port 703 have an axis angle of 90°, and the fourth valve port 704 and the fourteenth valve port 7014 have an axis angle of 90°. In a second active valve port group 7112, the ninth valve port 709 and the tenth valve port 7010 have an angle of 90° between them. In the driven valve port group 7121, the seventh valve port 707, the eighth valve port 708, the twelfth valve port 7012, the fifth valve port 705, the sixth valve port 706, and the eleventh valve port 7011 are arranged in a circumferential direction of the valve housing 71 and are uniformly spaced apart, and the angle between adjacent two is 60°.

[0101] In addition, the angle between the axis extension lines of the two ends of the three active flow channels 7211 is 90°, and the projections of the three active flow channels 7211 on the horizontal plane completely coincide. The angle between the axis extension lines of the two ends of the two driven flow channels 7221 is 60°, and the angle between the two ends of the two driven flow channels 7221 is 120°.

[0102] In this way, the fourteen-way valve 7 can have at least a heating position, a dehumidifying position, and a refrigerating position.

[0103] In combination Figures 8-11 As shown in the drawings, the first valve port 701 communicates with the fourteenth valve port 7014, the third valve port 703 communicates with the fourth valve port 704, the eighth valve port 708 communicates with the ninth valve port 709, and the eleventh valve port 7011 communicates with the twelfth valve port 7012. At this time, the fourteen-way valve 7 is in a refrigerating position.

[0104] In combination Figures 12-15As shown, the first valve port 701 communicates with the second valve port 702, the fourth valve port 704 communicates with the fifth valve port 705, the sixth valve port 706 communicates with the seventh valve port 707, the eighth valve port 708 communicates with the ninth valve port 709, and the eleventh valve port 7011 communicates with the twelfth valve port 7012, at this time, the fourteen-way valve 7 is in the dehumidification position.

[0105] In combination Figures 16-19 As shown, the first valve port 701 communicates with the second valve port 702, the fourth valve port 704 communicates with the fifth valve port 705, the sixth valve port 706 communicates with the seventh valve port 707, the tenth valve port 7010 communicates with the ninth valve port 709, and the thirteenth valve port 7013 communicates with the twelfth valve port 7012, at this time, the fourteen-way valve 7 is in the heating position.

[0106] In combination

[0107] It should be noted that the fourteen-way valve 7 can be switched between any two of the heating position, the dehumidification position, and the refrigeration position, and here only the switching from the refrigeration position to the dehumidification position and the switching from the dehumidification position to the heating position are exemplarily described, and other cases are the same, and thus will not be described here.

[0108] In combination Figure 1 In combination Figure 4 As shown, the control method of the thermal management system 100 of the vehicle according to the present application can be applied to the above-mentioned thermal management system 100 of the vehicle, and the control method of the thermal management system 100 of the vehicle can include the following steps: controlling the thermal management system 100 to operate in a first heat exchange mode, wherein in the first heat exchange mode: controlling the first valve port 701 to communicate with the second valve port 702, controlling the third valve port 703 and the fourth valve port 704 to communicate, controlling the fifth valve port 705 to communicate with the sixth valve port 706, controlling the seventh valve port 707 to communicate with the eighth valve port 708, controlling the ninth valve port 709 and the tenth valve port 7010 to communicate, controlling the economizer 3 to be opened, controlling the first throttling member 4 and the second throttling member 6 to be opened, and controlling the third throttling member 9 and the fourth throttling member 10 to be closed.

[0109] Specifically, the heat management system 100 of the vehicle operates a first heat exchange mode, controls the fourteen-way valve 7 to be in a heating position, controls the economizer 3 to be open, controls the first throttling component 4 and the second throttling component 6 to be both open, and controls the third throttling component 9 and the fourth throttling component 10 to be both closed, so that the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 1 can enter the in-vehicle condenser 2, and after being condensed and releasing heat at the in-vehicle condenser 2, the refrigerant becomes liquid refrigerant, and then the liquid refrigerant can enter the economizer 3 through the first refrigerant inlet, and the economizer 3 works, and the refrigerant flowing out of the first refrigerant outlet of the economizer 3 can be divided into two parts.

[0110] The first part of the refrigerant, after being throttled and depressurized by the first throttling component 4, enters the out-vehicle heat exchanger 5 to be evaporated and absorb heat, and the evaporated refrigerant can return to the first refrigerant inlet of the compressor 1, so as to realize the circulation of the refrigerant in the heat management system 100, and realize the air source heat pump heating of the heat management system 100 to heat the passenger compartment.

[0111] The second part of the refrigerant, after being throttled and depressurized by the second throttling component 6, enters the economizer 3 through the second refrigerant inlet, and after being evaporated and absorbing heat, the medium-pressure gaseous refrigerant can enter the second refrigerant inlet of the compressor 1, so as to supplement the gas and increase the enthalpy of the compressor 1, increase the exhaust volume, and reduce the exhaust temperature, so as to improve the heating efficiency of the heat management system 100, and realize the air source heat pump heating of the heat management system 100 in a low-temperature environment, and even in a low-temperature environment, the heating demand of the passenger compartment can be met.

[0112] Wherein, when the economizer 3 works, the second part of the refrigerant can reduce the temperature of the refrigerant in the economizer 3 when returning to the economizer 3 through the second refrigerant inlet, so as to supercool the refrigerant, stabilize the liquid refrigerant, and improve the system capacity and efficiency.

[0113] It should be noted that the first heat exchange mode can be applied to air source heat pump heating in a low-temperature environment, and when the vehicle is in a medium-high temperature environment and needs to heat the passenger compartment, the heat management system 100 of the vehicle can also operate a working mode different from the first heat exchange mode, and relative to the first heat exchange mode, only the economizer 3 is stopped working and turned on, and the second throttling component 6 is closed, so that the refrigerant flowing out of the first refrigerant outlet of the economizer 3 can all pass through the first throttling component 4, and after being throttled and depressurized by the first throttling component 4, the refrigerant enters the out-vehicle heat exchanger 5 to be evaporated and absorb heat, and the evaporated refrigerant can return to the compressor 1 through the first refrigerant inlet of the compressor 1, so as to realize the circulation of the refrigerant in the heat management system 100, and realize the air source heat pump heating of the heat management system 100 in a medium-high temperature environment to heat the passenger compartment.

[0114] In combination with Figure 1 and Figure 4As shown, the control method of the thermal management system 100 of the vehicle can further include the following steps: controlling the thermal management system 100 to operate in a second heat exchange mode, wherein in the second heat exchange mode: the first valve port 701 is controlled to communicate with the second valve port 702, the third valve port 703 and the fourth valve port 704 are controlled to communicate, the fifth valve port 705 is controlled to communicate with the sixth valve port 706, the seventh valve port 707 is controlled to communicate with the eighth valve port 708, the ninth valve port 709 and the tenth valve port 7010 are controlled to communicate, the economizer 3 is controlled to be opened, and the first throttling device 4, the second throttling device 6, the third throttling device 9 and the fourth throttling device 10 are all controlled to be opened.

[0115] Specifically, the thermal management system 100 operates in the second heat exchange mode, the fourteen-way valve 7 is controlled to be in the heating position, the economizer 3 is controlled to be opened, and the first throttling device 4, the second throttling device 6, the third throttling device 9 and the fourth throttling device 10 are all controlled to be opened, so that the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 1 can enter the in-vehicle condenser 2 through the fourteen-way valve 7, and after condensing and releasing heat at the in-vehicle condenser 2, the liquid refrigerant becomes liquid refrigerant, which can further flow into the economizer 3. Since the battery direct cooling plate 8 is connected in parallel with the first throttling device 4 and the second throttling device 6, the refrigerant flowing out of the first refrigerant outlet of the economizer 3 can be divided into three parts.

[0116] The first part of the refrigerant flows to the first throttling device 4, and after throttling through the first throttling device 4, it enters the out-of-vehicle heat exchanger 5 through the fourteen-way valve 7 to evaporate and absorb heat. The evaporated refrigerant returns to the first refrigerant inlet of the compressor 1 through the fourteen-way valve 7 again.

[0117] The second part of the refrigerant flows to the second throttling device 6, and after throttling through the second throttling device 6, it enters the economizer 3 through the fourteen-way valve 7 to evaporate and absorb heat and becomes medium-pressure gaseous refrigerant. The medium-pressure gaseous refrigerant can directly enter the second refrigerant inlet of the compressor 1. Among them, the second part of the refrigerant can reduce the temperature of the refrigerant in the economizer 3 when returning to the economizer 3 through the second refrigerant inlet, so as to supercool the refrigerant, stabilize the liquid refrigerant, and improve the system capacity and efficiency.

[0118] In this way, through the flow and phase change of the first part of the refrigerant and the second part of the refrigerant, the air source heat pump heating of the vehicle thermal management system 100 in a low temperature environment can be realized.

[0119] The third part of the refrigerant flows to the third throttling device 9, and after throttling through the third throttling device 9, flows to the battery direct cooling plate 8, and exchanges heat with the battery system at the battery direct cooling plate 8, the refrigerant evaporates and absorbs heat, then throttles and depressurizes through the fourth throttling device 10, and by controlling the opening of the fourth throttling device 10, different evaporation temperatures of the refrigerant can be achieved, and then the refrigerant returns to the compressor 1, thereby improving the working efficiency of the thermal management system 100. Returns to the compressor 1, thereby realizing the battery cooling function of the vehicle thermal management system 100.

[0120] Above, by making the vehicle thermal management system 100 run in the second heat exchange mode, not only can the vehicle thermal management system 100 realize air source heat pump heating in a low temperature environment, but also can realize the battery cooling function of the vehicle thermal management system 100.

[0121] In combination with Figure 2 and Figure 4 It is shown that the control method of the vehicle thermal management system 100 can further include the following steps: controlling the thermal management system 100 to run in a third heat exchange mode, wherein in the third heat exchange mode: controlling the first valve port 701 and the second valve port 702 to communicate, controlling the third valve port 703 and the fourth valve port 704 to communicate, controlling the seventh valve port 707 and the eleventh valve port 7011 to communicate, controlling the economizer 3 to stop working and be turned on, controlling the first throttling device 4 to be opened, and controlling the second throttling device 6, the third throttling device 9 and the fourth throttling device 10 to be closed.

[0122] Specifically, the vehicle thermal management system 100 runs in the third heat exchange mode, controls the fourteen-way valve 7 to be in the dehumidification position, controls the economizer 3 to stop working and be turned on, controls the first throttling device 4 to be opened, and controls the second throttling device 6, the third throttling device 9 and the fourth throttling device 10 to be closed, so that the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 1 can enter the in-vehicle condenser 2 through the fourteen-way valve 7, and condense and release heat at the in-vehicle condenser 2 to realize reheating of the in-vehicle air, and the high-temperature and high-pressure liquid refrigerant can directly flow through the economizer 3, the liquid refrigerant becomes low-temperature and low-pressure liquid refrigerant after throttling through the first throttling device 4, so that the low-temperature and low-pressure liquid refrigerant can reduce the temperature of the in-vehicle evaporator 11 when flowing through the in-vehicle evaporator 11, and the water vapor in the high-temperature in-vehicle air will condense when contacting the surface of the low-temperature in-vehicle evaporator 11, thereby realizing dehumidification of the in-vehicle air. In this way, self-circulating dehumidification of the vehicle thermal management system 100 can be realized, dehumidification and reheating of the passenger compartment can be realized, and the temperature of the passenger compartment after dehumidification can be avoided.

[0123] In combination with Figure 2 and Figure 4As shown, the control method of the thermal management system 100 of the vehicle can further include the following steps: controlling the thermal management system 100 to operate a fourth heat exchange mode, wherein in the fourth heat exchange mode: the first valve port 701 and the second valve port 702 are controlled to be communicated, the third valve port 703 and the fourth valve port 704 are controlled to be communicated, the seventh valve port 707 and the eleventh valve port 7011 are controlled to be communicated, the fifth valve port 705 and the twelfth valve port 7012 are controlled to be communicated, the ninth valve port 709 and the tenth valve port 7010 are controlled to be communicated, the economizer 3 is controlled to stop working and be turned on, the first throttling element 4 and the second throttling element 6 are both controlled to be opened, and the third throttling element 9 and the fourth throttling element 10 are both controlled to be closed.

[0124] Specifically, the thermal management system 100 of the vehicle operates the fourth heat exchange mode, the fourteenth valve 7 is controlled to be in the dehumidification position, the economizer 3 is controlled to stop working and be turned on, the first throttling element 4 and the second throttling element 6 are both controlled to be opened, and the third throttling element 9 and the fourth throttling element 10 are both controlled to be closed, so that the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 1 can enter the in-vehicle condenser 2 to be condensed and release heat, thereby achieving heating of the in-vehicle air. The refrigerant flowing out of the in-vehicle condenser 2 can be divided into two parts after directly flowing through the economizer 3.

[0125] The first part of the refrigerant is throttled by the first throttling element 4 and then enters the in-vehicle evaporator 11 through the fourteenth valve 7, exchanges heat with the in-vehicle air at the in-vehicle evaporator 11, achieves dehumidification of the in-vehicle air, and returns to the compressor 1.

[0126] The second part of the refrigerant is throttled by the second throttling element 6 and then enters the out-vehicle heat exchanger 5 through the fourteenth valve 7 to evaporate and absorb heat to become gaseous refrigerant, and then returns to the compressor 1.

[0127] In this way, parallel dehumidification of the thermal management system 100 of the vehicle can be achieved, the thermal management system 100 exchanges heat with the outside, dehumidification and reheating of the passenger compartment can be achieved, and the temperature of the passenger compartment after dehumidification is reduced.

[0128] It should be noted that when the passenger compartment of the vehicle needs to be dehumidified, the third heat exchange mode and the fourth heat exchange mode can be selectively operated to achieve multi-range coverage of dehumidification and meet the dehumidification needs of users in different scenarios, thereby ensuring the comfort of the temperature and humidity in the passenger compartment.

[0129] In combination with Figure 3 and Figure 5As shown, the control method of the thermal management system 100 of the vehicle can further include the following steps: controlling the thermal management system 100 to operate in a fifth heat exchange mode, wherein in the fifth heat exchange mode: the first valve port 701 is controlled to communicate with the thirteenth valve port 7013, the fourteenth valve port 7014 is controlled to communicate with the fourth valve port 704, the seventh valve port 707 and the eleventh valve port 7011 are controlled to communicate, the economizer 3 is controlled to stop working and be turned on, the first throttling component 4 is controlled to be opened, and the second throttling component 6, the third throttling component 9 and the fourth throttling component 10 are all controlled to be closed.

[0130] Specifically, the thermal management system 100 of the vehicle operates in the fifth heat exchange mode, the fourteenth valve 7 is controlled to be in the refrigeration position, the economizer 3 is controlled to stop working and be turned on, the first throttling component 4 is controlled to be opened, and the second throttling component 6, the third throttling component 9 and the fourth throttling component 10 are all controlled to be closed, so that the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 1 can flow into the vehicle external heat exchanger 5 through the fourteenth valve 7 and be condensed and released heat at the vehicle external heat exchanger 5 to become high-temperature and high-pressure liquid refrigerant, and then flow to the economizer 3 through the fourteenth valve 7. The refrigerant directly flows out of the economizer 3, and then flows into the vehicle internal evaporator 11 through the fourteenth valve 7 after being throttled and reduced in pressure by the first throttling component 4, and is evaporated and absorbs heat at the vehicle internal evaporator 11. The liquid refrigerant evaporates into gaseous refrigerant, and then returns to the compressor 1, so that the thermal management system 100 of the vehicle can realize the refrigeration function of the passenger compartment, reduce the temperature of the passenger compartment, and ensure the temperature comfort of the passenger compartment.

[0131] In combination Figure 3 and Figure 5 As shown, the control method of the thermal management system 100 of the vehicle can further include the following steps: controlling the thermal management system 100 to operate in a sixth heat exchange mode, wherein in the sixth heat exchange mode: the first valve port 701 is controlled to communicate with the thirteenth valve port 7013, the fourteenth valve port 7014 is controlled to communicate with the fourth valve port 704, the seventh valve port 707 and the eleventh valve port 7011 are controlled to communicate, the economizer 3 is controlled to stop working and be turned on, the first throttling component 4, the third throttling component 9 and the fourth throttling component 10 are all controlled to be opened, and the second throttling component 6 is controlled to be closed.

[0132] Specifically, the thermal management system of the vehicle operates in the sixth heat exchange mode, the fourteenth valve 7 is controlled to be in the refrigeration position, the economizer 3 is controlled to stop working and be turned on, the first throttling component 4, the third throttling component 9 and the fourth throttling component 10 are all controlled to be opened, and the second throttling component 6 is controlled to be closed, so that the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 1 can flow to the vehicle external heat exchanger 5 through the fourteenth valve 7 and be condensed and released heat, and the high-temperature and high-pressure gaseous refrigerant becomes high-temperature and high-pressure liquid refrigerant. The liquid refrigerant can flow to the economizer 3 through the fourteenth valve 7, the refrigerant directly flows out of the economizer 3, and is divided into two parts.

[0133] The first portion of the refrigerant is throttled by the first throttling device 4, enters the vehicle evaporator 11 through the fourteen-way valve 7, evaporates into gaseous refrigerant, and then returns to the compressor 1, so that the cooling of the passenger compartment can be achieved.

[0134] The second portion of the refrigerant is throttled by the third throttling device 9, enters the battery direct cooling plate 8, evaporates and absorbs heat, and then returns to the compressor 1 after being throttled by the fourth throttling device 10, so that the cooling of the battery direct cooling plate 8 can be achieved.

[0135] In this way, the cooling double opening of the thermal management system 100 of the vehicle can be achieved, and the cooling requirements of the passenger compartment and the battery system can be met.

[0136] In combination with FIGS. 1-3, Figure 3 and Figure 5 As shown in FIG. 7, the control method of the thermal management system 100 of the vehicle can further include the following steps: controlling the thermal management system 100 to operate in a seventh heat exchange mode, wherein in the seventh heat exchange mode: the first valve port 701 is controlled to communicate with the thirteenth valve port 7013, the fourteenth valve port 7014 is controlled to communicate with the fourth valve port 704, the seventh valve port 707 and the eleventh valve port 7011 are controlled to communicate, the economizer 3 is controlled to stop working and be turned on, the first throttling device 4 and the second throttling device 6 are controlled to be closed, and the third throttling device 9 and the fourth throttling device 10 are controlled to be opened.

[0137] Specifically, the thermal management system 100 of the vehicle operates in the seventh heat exchange mode, the fourteen-way valve 7 is controlled to be in the cooling position, the economizer 3 is controlled to stop working and be turned on, the first throttling device 4 and the second throttling device 6 are controlled to be closed, and the third throttling device 9 and the fourth throttling device 10 are controlled to be opened, so that the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 1 can flow to the vehicle external heat exchanger 5 through the fourteen-way valve 7, condense and release heat at the vehicle external heat exchanger 5, and become high-temperature and high-pressure liquid refrigerant, and then the liquid refrigerant can flow to the economizer 3 through the fourteen-way valve 7, the refrigerant directly flows out of the economizer 3, is throttled by the third throttling device 9, enters the battery direct cooling plate 8 to evaporate and absorb heat to become gaseous refrigerant, and then returns to the compressor 1 after being throttled by the fourth throttling device 10, so that the separate cooling of the battery system can be achieved, and the needs of different scenes of the vehicle can be met.

[0138] In this way, the thermal management system 100 of the vehicle can have multiple heat exchange modes, the flow paths and the state changes of the refrigerant in different heat exchange modes are different, and the various heat exchange modes of the thermal management system 100 of the vehicle can be switched to each other to adapt to different use requirements of different users.

[0139] The vehicle according to the present application can mainly comprise the heat management system 100 of the vehicle described above. Specifically, by applying the heat management system 100 described above to the vehicle, on one hand, the heating, cooling and dehumidifying requirements of the vehicle in different scenarios can be met, the endurance of the vehicle can be improved, the cost can be reduced, the energy efficiency can be improved, the switching of various heat exchange modes can be facilitated, the system structure is simple and reliable, and thus the product competitiveness of the vehicle can be improved, and the user experience can be improved.

[0140] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application.

[0141] In the description of the present application, the description of the terms "one embodiment", "some embodiments", "illustrative embodiment", "example", "specific example" or "some examples" means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example.

[0142] Although embodiments of the present application have been shown and described, those skilled in the art can understand that various changes, modifications, replacements and variations can be made to the embodiments without departing from the principles and spirit of the present application, and the scope of the present application is defined by the claims and their equivalents.

Claims

1. A thermal management system of a vehicle, characterized by, Comprise: a compressor (1); an in-car condenser (2), a refrigerant inlet of which is selectively communicated with a refrigerant outlet of the compressor (1); an economizer (3), a first refrigerant inlet and a first refrigerant outlet of which are communicated, a second refrigerant inlet and a second refrigerant outlet of which are communicated, the first refrigerant inlet of which is selectively communicated with a refrigerant outlet of the in-car condenser (2), the second refrigerant inlet of which is selectively communicated with the first refrigerant outlet, and the second refrigerant outlet of which is communicated with a second refrigerant inlet of the compressor (1); an out-car heat exchanger (5), a first refrigerant port of which is selectively communicated with the first refrigerant outlet of the economizer (3), and a second refrigerant port of which is selectively communicated with a first refrigerant inlet of the compressor (1); a first throttling device (4) and a second throttling device (6); a fourteen-way valve (7), comprising a first valve port (701), a second valve port (702), a third valve port (703), a fourth valve port (704), a fifth valve port (705), a sixth valve port (706), a seventh valve port (707), an eighth valve port (708), a ninth valve port (709), and a tenth valve port (7010), the first valve port (701) being communicated with a refrigerant outlet of the compressor (1), the second valve port (702) being communicated with a refrigerant inlet of the in-car condenser (2), the third valve port (703) being communicated with a refrigerant outlet of the in-car condenser (2), the fourth valve port (704) being communicated with a first refrigerant inlet of the economizer (3), the fifth valve port (705) being communicated with a refrigerant outlet of the second throttling device (6), the sixth valve port (706) being communicated with a second refrigerant inlet of the economizer (3), the seventh valve port (707) being communicated with a refrigerant outlet of the first throttling device (4), the eighth valve port (708) being communicated with a first refrigerant port of the out-car heat exchanger (5), the ninth valve port (709) being communicated with a second refrigerant port of the out-car heat exchanger (5), and the tenth valve port (7010) being communicated with a first refrigerant inlet of the compressor (1).

2. The thermal management system of a vehicle according to claim 1, characterized by, A refrigerant inlet of the first throttling device (4) is communicated with the first refrigerant outlet of the economizer (3), and a refrigerant outlet of the first throttling device (4) is selectively communicated with the first refrigerant port of the out-car heat exchanger (5), a refrigerant inlet of the second throttling device (6) is communicated with the first refrigerant outlet of the economizer (3) and is arranged in parallel with the first throttling device (4), and a refrigerant outlet of the second throttling device (6) is selectively communicated with the second refrigerant inlet of the economizer (3).

3. The thermal management system of a vehicle according to claim 1, characterized by, The battery direct cooling plate (8) is further connected in parallel with the first throttling device (4) and the second throttling device (6) and is connected in communication with the first refrigerant outlet of the economizer (3), and the refrigerant outlet of the battery direct cooling plate (8) is connected in communication with the refrigerant inlet of the compressor (1).

4. The thermal management system of a vehicle according to claim 3, characterized by The fourth throttling device (10) is further connected in communication between the battery direct cooling plate (8) and the compressor (1).

5. The thermal management system of a vehicle according to claim 1, characterized by, The fourteen-way valve (7) further comprises an eleventh valve port (7011), a twelfth valve port (7012), a thirteenth valve port (7013), and a fourteenth valve port (7014), the refrigerant inlet of the indoor evaporator (11) is connected in communication with the eleventh valve port (7011), the twelfth valve port (7012) is connected in communication with the first refrigerant passage of the outdoor heat exchanger (5), the thirteenth valve port (7013) is connected in communication with the second refrigerant passage of the outdoor heat exchanger (5), and the fourteenth valve port (7014) is connected in communication with the first refrigerant passage of the outdoor heat exchanger (5).

6. The thermal management system of a vehicle according to claim 1, characterized by, The liquid accumulator (12) is further connected in communication between the fourth valve port (704) and the economizer (3).

7. The thermal management system of a vehicle according to claim 1, characterized by, The following steps are included:

8. A control method of a thermal management system of a vehicle, adapted to the thermal management system of a vehicle according to any one of claims 1 to 7, characterized in that, The heat management system (100) is controlled to run a first heat exchange mode, wherein in the first heat exchange mode: the first valve port (701) is controlled to be connected in communication with the second valve port (702), the third valve port (703) and the fourth valve port (704) are controlled to be connected in communication, the fifth valve port (705) is controlled to be connected in communication with the sixth valve port (706), the seventh valve port (707) is controlled to be connected in communication with the eighth valve port (708), the ninth valve port (709) and the tenth valve port (7010) are controlled to be connected in communication, the economizer (3) is controlled to be turned on, the first throttling device (4) and the second throttling device (6) are both controlled to be turned on, and the third throttling device (9) and the fourth throttling device (10) are both controlled to be turned off. The following steps are further included:

9. The control method of a thermal management system of a vehicle according to claim 8, characterized by, The heat management system (100) is controlled to run a second heat exchange mode, wherein in the second heat exchange mode: the first valve port (701) is controlled to be connected in communication with the second valve port (702), the third valve port (703) and the fourth valve port (704) are controlled to be connected in communication, the fifth valve port (705) is controlled to be connected in communication with the sixth valve port (706), the seventh valve port (707) is controlled to be connected in communication with the eighth valve port (708), the ninth valve port (709) and the tenth valve port (7010) are controlled to be connected in communication, the economizer (3) is controlled to be turned on, the first throttling device (4), the second throttling device (6), the third throttling device (9), and the fourth throttling device (10) are all controlled to be turned on. The following steps are further included:

10. The control method of a thermal management system of a vehicle according to claim 8, characterized by, ​ controlling the heat management system (100) to operate in a third heat exchange mode, wherein in the third heat exchange mode: the first valve port (701) and the second valve port (702) are controlled to be in communication, the third valve port (703) and the fourth valve port (704) are controlled to be in communication, the seventh valve port (707) and the eleventh valve port (7011) are controlled to be in communication, the economizer (3) is controlled to stop working and be conducted, the first throttling component (4) is controlled to be opened, and the second throttling component (6), the third throttling component (9), and the fourth throttling component (10) are all controlled to be closed.

11. The control method of a thermal management system of a vehicle according to claim 8, characterized by, Further comprising the steps of: controlling the heat management system (100) to operate in a fourth heat exchange mode, wherein in the fourth heat exchange mode: the first valve port (701) and the second valve port (702) are controlled to be in communication, the third valve port (703) and the fourth valve port (704) are controlled to be in communication, the seventh valve port (707) and the eleventh valve port (7011) are controlled to be in communication, the fifth valve port (705) and the twelfth valve port (7012) are controlled to be in communication, the ninth valve port (709) and the tenth valve port (7010) are controlled to be in communication, the economizer (3) is controlled to stop working and be conducted, the first throttling component (4) and the second throttling component (6) are both controlled to be opened, and the third throttling component (9) and the fourth throttling component (10) are both controlled to be closed.

12. The control method of a thermal management system of a vehicle according to claim 8, characterized by, Further comprising the steps of: controlling the heat management system (100) to operate in a fifth heat exchange mode, wherein in the fifth heat exchange mode: the first valve port (701) and the thirteenth valve port (7013) are controlled to be in communication, the fourteenth valve port (7014) and the fourth valve port (704) are controlled to be in communication, the seventh valve port (707) and the eleventh valve port (7011) are controlled to be in communication, the economizer (3) is controlled to stop working and be conducted, the first throttling component (4) is controlled to be opened, and the second throttling component (6), the third throttling component (9), and the fourth throttling component (10) are all controlled to be closed.

13. The control method of a thermal management system of a vehicle according to claim 8, characterized by, Further comprising the steps of: controlling the heat management system (100) to operate in a sixth heat exchange mode, wherein in the sixth heat exchange mode: the first valve port (701) and the thirteenth valve port (7013) are controlled to be in communication, the fourteenth valve port (7014) and the fourth valve port (704) are controlled to be in communication, the seventh valve port (707) and the eleventh valve port (7011) are controlled to be in communication, the economizer (3) is controlled to stop working and be conducted, the first throttling component (4), the third throttling component (9), and the fourth throttling component (10) are all controlled to be opened, and the second throttling component (6) is controlled to be closed.

14. The control method of a thermal management system of a vehicle according to claim 8, characterized by, Further comprising the steps of: controlling the heat management system (100) to operate in a seventh heat exchange mode, wherein in the seventh heat exchange mode: the first valve port (701) and the thirteenth valve port (7013) are controlled to be in communication, the fourteenth valve port (7014) and the fourth valve port (704) are controlled to be in communication, the seventh valve port (707) and the eleventh valve port (7011) are controlled to be in communication, the economizer (3) is controlled to stop working and be conducted, the first throttling component (4) and the second throttling component (6) are both controlled to be closed, and the third throttling component (9) and the fourth throttling component (10) are both controlled to be opened.

15. A vehicle characterized by comprising: comprising: The thermal management system (100) of the vehicle of any one of claims 1-7.

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