Vehicle thermal management system

Abstract

The embodiment of the application provides a kind of vehicle thermal management system, comprising: battery circulation loop, motor circulation loop;The motor circulation loop includes the first multi-way valve, motor heat exchange structure and waste heat recovery device connected in sequence;The battery circulation loop includes the first multi-way valve, battery heat exchange structure and battery cooler connected in sequence;The air conditioning system loop includes the compressor, indoor condenser, outdoor heat exchanger and waste heat recovery device communicated in sequence;By directly heating battery circulation loop to motor circulation loop waste heat, reduce the use of PTC, reduce energy consumption, increase the mileage.

Description

TECHNICAL FIELD

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

[0002] For electric vehicles, the battery is the only source of energy, and the performance of the air conditioning system of the electric vehicle is not only related to the comfort of the passenger cabin, but also affects the cruising range of the electric vehicle. The current electric vehicle air conditioning system does not have a coordinated management between the battery and the electric drive system, and the energy utilization rate is low. Compared with traditional fuel vehicles, pure electric vehicles do not have an engine heat source, and mostly use a positive temperature coefficient (PTC) thermistor heating method to provide energy to the passenger cabin from the battery, which consumes a large amount of electric energy and reduces the cruising range of the electric vehicle at low temperature. When the battery generates heat, the vehicle air conditioning system needs to cool the battery, which consumes a large amount of electric energy and also reduces the cruising range of the vehicle. SUMMARY

[0003] The embodiments of the present application provide a vehicle thermal management system, which cooperatively manages the heat of the air conditioning system loop, the motor circulation loop and the battery circulation loop through the waste heat recovery architecture, and secondarily utilizes the recovered waste heat, so as to reduce the electric energy consumption and improve the cruising range of the vehicle.

[0004] In a first aspect, the embodiments of the present application provide a vehicle thermal management system, which comprises: an air conditioning system loop, a battery circulation loop and a motor circulation loop; the motor circulation loop comprises a first multi-way valve, a motor heat exchange structure and a waste heat recovery device connected in sequence; the battery circulation loop comprises the first multi-way valve, a battery heat exchange structure and a battery cooler connected in sequence; the air conditioning system loop comprises a compressor, an indoor condenser, an outdoor heat exchanger and the waste heat recovery device connected in sequence; a first passage outlet of the waste heat recovery device is in communication with a first flow channel port of the first multi-way valve, a first passage inlet of the waste heat recovery device is in communication with an outlet of the motor heat exchange structure, and an inlet of the motor heat exchange structure is in communication with a fourth flow channel port of the first multi-way valve; a first passage of the battery cooler is connected in series on the battery circulation loop; when the first multi-way valve is in a first communication state, the first flow channel port is in communication with the second flow channel port, and the third flow channel port is in communication with the fourth flow channel port; a second passage inlet of the waste heat recovery device is in communication with a heating outlet of the outdoor heat exchanger, a second passage outlet of the waste heat recovery device is in communication with an inlet of the compressor, a second passage inlet of the battery cooler is in communication with a cooling outlet of the outdoor heat exchanger, and a second passage outlet of the battery cooler is in communication with the inlet of the compressor.

[0005] In some possible implementation manners, the motor circulation loop comprises a low-temperature radiator connected in parallel to the motor circulation loop through a second multi-way valve; an inlet of the second multi-way valve is connected to an outlet of the motor heat exchange structure, a first outlet of the second multi-way valve is connected to an inlet of the low-temperature radiator, a second outlet of the second multi-way valve is connected to a first channel inlet of the waste heat recovery device, and an outlet of the low-temperature radiator is connected between the second outlet of the second multi-way valve and the first flow channel outlet of the first multi-way valve; when the second multi-way valve is in the third connection state, the inlet of the second multi-way valve is in communication with the first outlet of the second multi-way valve.

[0006] In some possible implementation manners, the air conditioning system loop further comprises a heating expansion valve and a bypass valve connected between the outlet of the indoor condenser and the inlet of the outdoor heat exchanger, and the heating expansion valve and the bypass valve are connected in parallel; when the heating expansion valve is turned on and the bypass valve is turned off, the outdoor heat exchanger functions as an evaporator to realize evaporation; when the heating expansion valve is turned off and the bypass valve is turned on, the outdoor heat exchanger functions as a condenser to realize condensation.

[0007] In some possible implementation manners, the air conditioning system loop further comprises a battery expansion valve, an indoor evaporator, and an evaporator expansion valve; an inlet of the indoor evaporator is connected between a heating outlet of the outdoor heat exchanger and a second channel inlet of the battery cooler, and an outlet of the indoor evaporator is connected between a second outlet of the waste heat recovery device and an inlet of the compressor; the battery expansion valve is connected between the indoor evaporator inlet and the second channel inlet of the battery cooler, and the evaporator expansion valve is connected at the indoor evaporator inlet position.

[0008] In some possible implementation manners, a refrigeration outlet of the outdoor heat exchanger is connected to a first refrigeration loop and a second refrigeration loop; in the first refrigeration loop, when the evaporator expansion valve is turned on, the refrigeration outlet of the outdoor heat exchanger is connected to the indoor evaporator inlet, and an outlet of the indoor evaporator is connected to the inlet of the compressor; in the second refrigeration loop, when the battery expansion valve is turned on, the refrigeration outlet of the outdoor heat exchanger is connected to the second channel inlet of the battery cooler, and a second channel outlet of the battery cooler is connected to the inlet of the compressor.

[0009] In some possible implementation manners, when the motor and power module of the motor circulation loop have heat dissipation requirements, and the battery of the battery circulation loop has a first refrigeration requirement, the following operations are performed: the first multi-way valve is controlled to switch to a second communication state, in the second communication state, a first flow passage port and a fourth flow passage port of the first multi-way valve are in communication, and a second flow passage port and a third flow passage port of the first multi-way valve are in communication; the second multi-way valve is controlled to switch to the third connection state, and the cooling water in the motor circulation loop after absorbing heat is guided to the low-temperature heat sink through the second multi-way valve to dissipate heat, and then the motor and the power module are cooled; the compressor is controlled to start, and the bypass valve and the battery expansion valve are controlled to be turned on, the refrigerant output by the compressor is guided to the outdoor heat exchanger to condense, and the condensed refrigerant is guided to the battery cooler through the refrigerant outlet of the outdoor heat exchanger and the battery expansion valve to cool the battery.

[0010] In some possible implementation manners, when the passenger compartment has a refrigeration requirement, the motor and power module of the motor circulation loop have heat dissipation requirements, and the battery of the battery circulation loop has a first refrigeration requirement, the following operations are performed: the first multi-way valve is controlled to switch to a second communication state, in the second communication state, a first flow passage port and a fourth flow passage port of the first multi-way valve are in communication, and a second flow passage port and a third flow passage port of the first multi-way valve are in communication; the second multi-way valve is controlled to switch to the third connection state, and the cooling water in the motor circulation loop after absorbing heat is guided to the low-temperature heat sink through the second multi-way valve to dissipate heat, and then the motor and the power module are cooled; the compressor is controlled to start, and the bypass valve, the battery expansion valve and the evaporator expansion valve are controlled to be turned on, the refrigerant output by the compressor is guided to the outdoor heat exchanger to condense, and the condensed refrigerant is guided to the battery cooler and the indoor evaporator to cool the battery and the passenger compartment, respectively.

[0011] In some possible implementation manners, the battery circulation loop comprises a cooling water heater connected between the second flow channel port of the first multi-way valve and the first channel inlet of the battery cooler; when the passenger compartment has a heating demand, the battery of the battery circulation loop has a heating demand, and it is determined that the motor circulation loop temperature meets the secondary utilization condition, the following operations are performed: the first multi-way valve is controlled to switch to the second communication state, when the first multi-way valve is in the second communication state, the first flow channel port and the fourth flow channel port of the first multi-way valve are in communication, and the second flow channel port and the third flow channel port of the first multi-way valve are in communication; the cooling water heater is controlled to heat the cooling water to heat the battery; the second multi-way valve is controlled to switch to the fourth connection state, when the second multi-way valve is in the fourth connection state, the inlet and the second outlet of the second multi-way valve are in communication, and the cooling water of the motor circulation loop is cooled by the waste heat recovery device to cool the motor and the power module of the motor circulation loop; the compressor is controlled to start, and the heating expansion valve is controlled to be turned on, the refrigerant output by the compressor is condensed in the indoor condenser to heat the passenger compartment, and the condensed refrigerant enters the outdoor heat exchanger and the waste heat recovery device in sequence through the heating expansion valve to evaporate and absorb heat and then returns to the compressor.

[0012] In some possible implementation manners, when the passenger compartment has a heating demand, the battery of the battery circulation loop has a first refrigeration demand, and the motor circulation loop temperature meets the secondary utilization condition, the following operations are performed: the first multi-way valve is controlled to switch to the second communication state, when the first multi-way valve is in the second communication state, the first flow channel port and the fourth flow channel port of the first multi-way valve are in communication, and the second flow channel port and the third flow channel port of the first multi-way valve are in communication; the second multi-way valve is controlled to switch to the fourth connection state, when the second multi-way valve is in the fourth connection state, the inlet and the first outlet of the second multi-way valve are in communication, and the cooling water of the motor circulation loop is cooled by the waste heat recovery device to cool the motor and the power module of the motor circulation loop; the compressor is controlled to start, and the heating expansion valve is controlled to be turned on, the refrigerant output by the compressor is condensed in the indoor condenser to heat the passenger compartment, and part of the condensed refrigerant enters the battery cooler through the battery expansion valve and then returns to the compressor, and the other part of the condensed refrigerant enters the outdoor heat exchanger and the waste heat recovery device in sequence through the heating expansion valve to evaporate and absorb heat and then returns to the compressor.

[0013] In a second aspect, the embodiments of the present application further provide a vehicle, which comprises the vehicle thermal management system provided in the first aspect.

[0014] By the technical scheme, the motor circulation loop is coupled with the battery circulation loop through the multi-way valve, the waste heat of the motor circulation loop is used to heat the battery circulation loop, the low-temperature radiator is connected in parallel with the motor circulation loop through the valve, and the motor circulation loop and the battery circulation loop are cooled through the low-temperature radiator, so that the waste heat of the motor circulation loop can directly heat the battery circulation loop, the use of the PTC is reduced, the energy consumption is reduced, and the cruising range is increased; when the battery has weak cooling demand, the compressor does not need to be started, the battery circulation loop and the motor circulation loop are connected in series and cooled through the low-temperature radiator, the energy consumption of the whole vehicle is reduced, and the cruising range is increased. BRIEF DESCRIPTION OF DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or the prior art description will be briefly introduced. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0016] Figure 1a The vehicle thermal management system schematic diagram provided by an embodiment of the present application;

[0017] Figure 1b The mode judgment schematic diagram of the air conditioning system loop provided by an embodiment of the present application;

[0018] Figure 2 The specific structure connection schematic diagram of the vehicle thermal management system provided by an embodiment of the present application;

[0019] Figure 3 The first thermal management mode schematic diagram provided by an embodiment of the present application;

[0020] Figure 4 The second thermal management mode schematic diagram provided by an embodiment of the present application;

[0021] Figure 5 The third thermal management mode schematic diagram provided by an embodiment of the present application;

[0022] Figure 6 The fourth thermal management mode schematic diagram provided by an embodiment of the present application;

[0023] Figure 7 The fifth thermal management mode schematic diagram provided by an embodiment of the present application;

[0024] Figure 8 The sixth thermal management mode schematic diagram provided by an embodiment of the present application;

[0025] Figure 9A seventh heat management mode provided by an embodiment of the present application is shown in the schematic diagram.

[0026] Figure 10 An outdoor radiator defrosting schematic diagram provided by an embodiment of the present application is shown in the schematic diagram.

[0027] Figure 11 A dehumidification schematic diagram provided by an embodiment of the present application is shown in the schematic diagram.

[0028] Figure 12 A heating and dehumidification schematic diagram provided by an embodiment of the present application is shown in the schematic diagram. DETAILED DESCRIPTION

[0029] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described below in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of the present application.

[0030] Figure 1a A simple structure schematic diagram of a vehicle heat management system provided by an embodiment of the present application is shown in the schematic diagram.

[0031] Referring to Figure 1a The vehicle heat management system can include an air conditioning system loop 10, a battery circulation loop 20, and a motor circulation loop 30, as shown in the schematic diagram.

[0032] Figure 1b A mode determination schematic diagram of the air conditioning system loop provided by an embodiment of the present application is shown in the schematic diagram.

[0033] Referring to Figure 1b In some embodiments, the mode of the air conditioning system loop 10 can include a shutdown mode, a defrosting mode, a cooling mode, and a heating mode, as shown in the schematic diagram. The heating mode specifically includes a heating and dehumidification mode and a passenger cabin heating mode, and the cooling mode specifically includes a passenger cabin cooling mode, a passenger cabin dehumidification mode, a battery cooling mode, and a double cooling mode, which is opened to simultaneously cool the battery circulation loop 20 and the passenger cabin.

[0034] In some embodiments, the vehicle heat management system can determine the current demand of the vehicle through corresponding detection, and control the air conditioning system loop 10 to open the corresponding mode based on the current demand of the vehicle.

[0035] Referring to Figure 1bAs shown, in some embodiments, when the air conditioning system loop 10 is in the shutdown mode, if it is detected that the outdoor temperature is greater than a first temperature value (for example, 10°C), it can be determined that the vehicle currently has a cooling demand, and the air conditioning system loop can be controlled to start the cooling mode. It should be noted that the cooling mode can be a state mode, and the passenger cabin cooling mode, the passenger cabin dehumidification mode, the battery cooling mode and the dual cooling mode can be various actual working modes in the cooling mode.

[0036] After the vehicle enters the cooling mode, it can also be determined by further detection that the vehicle currently needs to start the passenger cabin cooling mode, the passenger cabin dehumidification mode, the battery cooling mode or the dual cooling mode, as follows:

[0037] In some embodiments, in the cooling mode, when it is detected that the user starts the air conditioning operation, it can be determined that the passenger cabin currently has a cooling demand, and the passenger cabin cooling mode is started.

[0038] In some embodiments, in the cooling mode, when it is detected that the battery temperature in the battery circulation loop 20 exceeds a first battery temperature threshold, it can be determined that the battery currently has a cooling demand, and the battery cooling mode is started. It should be noted that when the outdoor temperature is not greater than the first temperature value, if the battery temperature is detected to exceed the first battery temperature threshold, the battery cooling mode can also be directly started for battery cooling and heat dissipation.

[0039] In some embodiments, in the cooling mode, when it is detected that the battery temperature in the battery circulation loop 20 exceeds the first battery temperature threshold, and it is detected that the user starts the air conditioning operation, it can be determined that the passenger cabin and the battery have a cooling demand at the same time, and the dual cooling mode is started, and the passenger cabin and the battery are cooled at the same time.

[0040] In some embodiments, in the cooling mode, when it is detected that the indoor humidity is greater than a first preset humidity, it can be determined that the vehicle currently has a dehumidification demand, and the passenger cabin dehumidification mode is started.

[0041] Referring to Figure 1b As shown, when the vehicle is currently in any one of the passenger cabin cooling mode, the passenger cabin dehumidification mode, the battery cooling mode or the dual cooling mode, the corresponding switching of the working mode in the cooling mode can also be performed based on the change of the current demand of the vehicle, as follows:

[0042] In some embodiments, when the air conditioning system loop 10 of the vehicle is currently in the passenger cabin cooling mode, when it is detected that the target air outlet temperature is greater than the actual air outlet temperature of the air outlet of the air conditioner, it is determined that the vehicle currently has a dehumidification demand, and the cooling mode is switched from the passenger cabin cooling mode to the passenger cabin dehumidification mode.

[0043] In some embodiments, when the air conditioning system loop 10 of the vehicle is currently in the passenger cabin dehumidification mode, when it is detected that the actual air outlet temperature of the air conditioning air outlet is greater than the target air outlet temperature, it is determined that the passenger cabin currently has a recovery refrigeration demand, and the refrigeration mode is switched from the passenger cabin dehumidification mode to the passenger cabin refrigeration mode.

[0044] In some embodiments, the passenger cabin refrigeration mode and the dual refrigeration mode can be switched based on the passenger cabin refrigeration demand condition and the battery refrigeration demand condition in the battery circulation loop 20. Specifically, when the air conditioning system loop 10 of the vehicle is currently in the passenger cabin refrigeration mode, when it is detected that the battery temperature exceeds the first battery temperature threshold, it is determined that the battery also currently has a refrigeration demand, i.e., the passenger cabin and the battery have a refrigeration demand at the same time, and the refrigeration mode is switched from the passenger cabin refrigeration mode to the dual refrigeration mode. Conversely, when the air conditioning system loop 10 of the vehicle is currently in the dual refrigeration mode, when it is detected that the battery temperature does not exceed the first battery temperature threshold, it is determined that the battery currently does not need to be refrigerated by the air conditioning system, and the refrigeration mode is switched from the dual refrigeration mode to the passenger cabin refrigeration mode.

[0045] In some embodiments, the passenger cabin refrigeration mode and the battery refrigeration mode can be switched based on the passenger cabin refrigeration demand condition and the battery refrigeration demand condition in the battery circulation loop 20. Specifically, when the air conditioning system loop 10 of the vehicle is currently in the passenger cabin refrigeration mode, when it is detected that the user turns off the passenger cabin refrigeration operation and it is detected that the battery temperature exceeds the first battery temperature threshold, it is determined that the passenger cabin currently has no refrigeration demand and the battery has a refrigeration demand, and the refrigeration mode is switched from the passenger cabin refrigeration mode to the battery refrigeration mode. Conversely, when the air conditioning system loop 10 of the vehicle is currently in the battery refrigeration mode, when it is detected that the battery temperature does not exceed the first battery temperature threshold and it is detected that the user turns on the passenger cabin refrigeration operation, it is determined that the battery currently does not need to be refrigerated by the air conditioning system and the passenger cabin currently has a refrigeration demand, and the refrigeration mode is switched from the battery refrigeration mode to the passenger cabin refrigeration mode.

[0046] In some embodiments, the dual refrigeration mode and the battery refrigeration mode can be switched based on the passenger cabin refrigeration demand condition and the battery refrigeration demand condition in the battery circulation loop 20. When the air conditioning system loop 10 of the vehicle is currently in the dual refrigeration mode, when it is detected that the battery temperature does not exceed the first battery temperature threshold, it is determined that the battery currently does not need to be refrigerated by the air conditioning system, and the refrigeration mode is switched from the dual refrigeration mode to the battery refrigeration mode. When the air conditioning system loop 10 of the vehicle is currently in the battery refrigeration mode, when it is detected that the battery temperature exceeds the first battery temperature threshold, it is determined that the battery also currently has a refrigeration demand, i.e., the passenger cabin and the battery have a refrigeration demand at the same time, and the refrigeration mode is switched from the passenger cabin refrigeration mode to the dual refrigeration mode.

[0047] Referring toFigure 1b As shown, when the air conditioning system loop 10 is in the shutdown mode, when it is detected that the outdoor temperature is in the first temperature range, such as between (-20°C-10°C), and there is no overheating phenomenon of the system, it is determined that the vehicle currently has a heating demand, and the air conditioning system loop 10 can be controlled to start the heating mode. It should be noted that the heating mode can be a state mode, and the passenger cabin heating mode and the heating dehumidification mode can be various actual working modes in the heating mode.

[0048] After the vehicle enters the heating mode, it can also be determined by further detection that the vehicle currently needs to start the passenger cabin heating mode or the heating dehumidification mode, as follows:

[0049] In some embodiments, in the heating mode, when it is detected that the user starts the air conditioning operation, it can be determined that the passenger cabin currently has a heating demand, and the passenger cabin heating mode is started.

[0050] In some embodiments, in the heating mode, when it is detected that the indoor humidity is greater than the second preset humidity, it can be determined that the vehicle currently has a dehumidification demand, and the heating dehumidification mode is started. It should be noted that in different embodiments, the first preset humidity and the second preset humidity can be the same or different, and the present application does not limit this.

[0051] Referring to Figure 1b As shown, when the vehicle is currently in the passenger cabin heating mode or the heating dehumidification mode, the corresponding switching of the working mode in the heating mode can also be performed based on the change of the current demand of the vehicle, as follows:

[0052] In some embodiments, when the air conditioning system loop 10 of the vehicle is currently in the passenger cabin heating mode, when it is detected that the actual inlet air temperature of the air conditioning inlet is greater than the target inlet air temperature, or the outdoor temperature is greater than the second temperature value (for example, 0°C), it is determined that the vehicle currently has a dehumidification demand, that is, the passenger cabin is heated while dehumidification is performed, and the heating mode can be switched from the passenger cabin heating mode to the heating dehumidification mode.

[0053] In some embodiments, when the air conditioning system loop 10 of the vehicle is currently in the heating dehumidification mode, when it is detected that the target inlet air temperature of the air conditioning inlet is greater than the actual inlet air temperature, and the outdoor temperature is less than the third temperature value (for example, -5°C), it is determined that the vehicle currently has no dehumidification demand, that is, only the passenger cabin is heated, and the heating mode can be switched from the heating dehumidification mode to the passenger cabin heating mode.

[0054] Referring to Figure 1bAs shown, when the air conditioning system loop 10 is in the heating mode (the passenger cabin heating mode or the heating dehumidification mode), when it is detected that the outdoor temperature is currently in the second temperature range (for example, -10-5℃), the outdoor temperature T1 is greater than the sum of the outdoor heat exchanger outlet temperature T2 and the correction value T0, that is, T1>(T2+T0), and the current state remains for a preset length of time, it is determined that the vehicle currently has defrosting demand, and the defrosting mode can be started.

[0055] Referring to Figure 1b As shown, when the air conditioning system loop 10 is switched from the heating mode (the passenger cabin heating mode or the heating dehumidification mode) to the defrosting mode, when it is detected that the indoor humidity is not greater than the second preset humidity, it is determined that the vehicle currently no longer has dehumidification demand, and the air conditioning system loop 10 is controlled to return to the heating mode.

[0056] Referring to Figure 1b As shown, when the air conditioning system loop 10 is in the shutdown mode, when it is detected that the user starts the defrosting mode operation, the defrosting mode is started in response to the user operation.

[0057] Referring to Figure 1b As shown, the cooling mode and the heating mode of the air conditioning system loop 10 can be switched based on the change of the outdoor temperature, and the specific implementation is as follows:

[0058] In some embodiments, when the air conditioning system loop 10 is currently in any working mode of the cooling mode, if it is detected that the outdoor temperature changes to the first temperature range, such as between -20℃-10℃, it is determined that the vehicle currently has heating demand, the air conditioning system loop 10 is controlled to start the heating mode, and then it can be further detected and determined that the vehicle currently needs to start the passenger cabin heating mode or the heating dehumidification mode, and the specific implementation is the same as above, which will not be repeated here.

[0059] In some embodiments, when the air conditioning system loop 10 is currently in any working mode of the heating mode, if it is detected that the outdoor temperature changes to be greater than the first temperature value (for example, 10℃), it is determined that the vehicle currently has cooling demand, the air conditioning system loop can be controlled to start the cooling mode, and then it can be further detected and determined that the vehicle currently needs to start the passenger cabin cooling mode, the passenger cabin dehumidification mode, the battery cooling mode or the double cooling mode, and the specific implementation is the same as above, which will not be repeated here.

[0060] Referring to Figure 2 As shown, when the air conditioning system loop 10 is in any working mode of the cooling mode, any working mode of the heating mode or the defrosting mode, the mode of the air conditioning system loop 10 can also be returned to the shutdown mode based on the change of the current state, and the specific implementation is as follows:

[0061] In some embodiments, when the air conditioning system loop 10 is currently in any working mode in the cooling mode, if it is detected that the outdoor temperature is greater than a fourth temperature value (for example, -20°C), or it is detected that the user turns off the operation of the air conditioner, the air conditioning system loop 10 can be switched to the shutdown mode.

[0062] In some embodiments, when the air conditioning system loop 10 is currently in any working mode in the heating mode, if it is detected that the outdoor temperature is greater than a fifth temperature value (for example, 5°C), or it is detected that the user turns off the operation of the air conditioner, or it is detected that the system is overheated, the air conditioning system loop 10 can be switched to the shutdown mode.

[0063] In some embodiments, when the air conditioning system loop 10 is currently in the defrosting mode, if it is determined that the vehicle currently no longer has a defrosting demand, or it is detected that the vehicle has a heating demand or a cooling demand, the air conditioning system loop 10 can be switched to the shutdown mode first, so as to reduce the load of the compressor.

[0064] In some embodiments, the motor circulation loop can include a first multi-way valve, a motor heat exchange structure and a waste heat recovery device connected in sequence; and the battery circulation loop can include a first multi-way valve, a battery heat exchange structure and a battery cooler connected in sequence. In an implementation, the first multi-way valve can be a four-way valve including a first flow passage port, a second flow passage port, a third flow passage port and a fourth flow passage port.

[0065] In some embodiments, the motor circulation loop further includes a power module heat dissipation module, which can be upstream of the motor heat exchange structure, and specifically, the power module heat dissipation module is connected to the motor heat exchange structure through the first flow passage port and the fourth flow passage port of the first multi-way valve.

[0066] In some embodiments, the air conditioning system loop includes a compressor, an indoor condenser, an outdoor heat exchanger and a waste heat recovery device connected in sequence.

[0067] In some embodiments, the first passage outlet of the waste heat recovery device is in communication with the first flow passage port of the first multi-way valve, the first passage inlet of the waste heat recovery device is in communication with the outlet of the motor heat exchange structure, and the inlet of the motor heat exchange structure is in communication with the fourth flow passage port of the first multi-way valve. Under this connection path, the temperature carried by the cooling water in the motor circulation loop can be recovered by the waste heat recovery device, and the recovered waste heat can be used by the air conditioning system loop for secondary use, thereby reducing the use of PTC in the air conditioning system loop, so as to reduce energy consumption and increase the cruising range.

[0068] In some embodiments, the first channel of the battery cooler is connected in series on the battery circulation loop. In one implementation, the first channel outlet of the battery cooler is connected to the inlet of the battery heat exchange structure, the outlet of the battery heat exchange structure is connected to the third flow channel port of the first multi-way valve, and the first channel inlet of the battery cooler is connected to the second flow channel port of the first multi-way valve; when the first multi-way valve is in the first connection state, the first flow channel port is connected to the second flow channel port, and the third flow channel port is connected to the fourth flow channel port. With this connection path, the cooling water cooled by the battery cooler can directly cool the battery of the battery heat exchange structure, reducing the consumption of low-temperature cooling water and improving the cooling efficiency.

[0069] In some embodiments, the second channel inlet of the waste heat recovery device is connected to the heating outlet of the outdoor heat exchanger, the second channel outlet of the waste heat recovery device is connected to the inlet of the compressor, the second channel inlet of the battery cooler is connected to the refrigeration outlet of the outdoor heat exchanger, and the second channel outlet of the battery cooler is connected to the inlet of the compressor.

[0070] The architecture of the vehicle thermal management system provided by the above technical solution can realize thermal coupling between the motor circulation loop and the battery circulation loop by changing the connection state of the first multi-way valve. The air conditioning system loop can also realize thermal coupling with the motor circulation loop through the waste heat recovery device, and the air conditioning system loop can also realize thermal coupling with the battery circulation loop through the battery cooler. Through the thermal coupling between the loops, the cold or heat in the loops can be fully utilized, thereby reducing the battery power consumption for heating or cooling in each loop, and increasing the vehicle range.

[0071] In some embodiments, the motor circulation loop includes a low-temperature radiator connected in parallel on the motor circulation loop through a second multi-way valve; the inlet of the second multi-way valve is connected to the outlet of the motor heat exchange structure, the first outlet of the second multi-way valve is connected to the inlet of the low-temperature radiator, the second outlet of the second multi-way valve is connected to the first channel inlet of the waste heat recovery device, and the outlet of the low-temperature radiator is connected between the second outlet of the second multi-way valve and the first flow channel port of the first multi-way valve; when the second multi-way valve is in the third connection state, the inlet of the second multi-way valve is connected to the first outlet of the second multi-way valve. The low-temperature radiator can cool the motor circulation loop, and on the other hand, the first channel of the waste heat recovery device can be connected in series with the motor circulation loop through the connection state of the second multi-way valve, so that the waste heat recovery device absorbs the temperature carried by the cooling water in the motor circulation loop, thereby achieving the purpose of cooling the motor and the power module.

[0072] In some embodiments, the air conditioning system loop further comprises a heating expansion valve and a bypass valve connected in parallel between the outlet of the indoor condenser and the inlet of the outdoor heat exchanger; when the heating expansion valve is turned on and the bypass valve is turned off, the outdoor heat exchanger functions as an evaporator; when the heating expansion valve is turned off and the bypass valve is turned on, the outdoor heat exchanger functions as a condenser.

[0073] In some embodiments, the air conditioning system loop further comprises a battery expansion valve, an indoor evaporator, and an evaporator expansion valve; wherein the inlet of the indoor evaporator is connected between the heating outlet of the outdoor heat exchanger and the second passage inlet of the battery cooler, and the outlet of the indoor evaporator is connected between the second outlet of the waste heat recovery device and the inlet of the compressor; the battery expansion valve is connected between the indoor evaporator inlet and the second passage inlet of the battery cooler, and the evaporator expansion valve is connected at the indoor evaporator inlet position.

[0074] In some embodiments, the refrigeration outlet of the outdoor heat exchanger is connected to a first refrigeration circuit and a second refrigeration circuit; in the first refrigeration circuit, when the evaporator expansion valve is turned on, the refrigeration outlet of the outdoor heat exchanger is connected to the inlet of the indoor evaporator, and the outlet of the indoor evaporator is connected to the inlet of the compressor; in the second refrigeration circuit, when the battery expansion valve is turned on, the refrigeration outlet of the outdoor heat exchanger is connected to the second passage inlet of the battery cooler, and the second passage outlet of the battery cooler is connected to the inlet of the compressor.

[0075] It should be noted that the connection (communication) in the embodiments of the present application can include direct connection (communication) or indirect connection (communication).

[0076] The internal connection relationship of the vehicle thermal management system provided by the embodiments of the present application is described in detail below in combination with the accompanying drawings.

[0077] Figure 2 The specific structure connection diagram of the vehicle thermal management system provided by an embodiment of the present application is shown.

[0078] Referring to Figure 2 As shown in the figure, the motor circulation loop 30 comprises a motor 301, a power module 302, a first multi-way valve 303a, a second multi-way valve 303b, an electric drive water pump 304, a low-temperature radiator 305, a waste heat recovery device 111, and two temperature sensors 306 (including 306a and 306b). Among them, the motor 301 comprises a motor heat exchange structure, which is in communication with the motor circulation loop through the motor heat exchange structure, and the power module 302 comprises a power module heat exchange structure, which is in communication with the motor circulation loop through the power module heat exchange structure; the electric drive water pump 304 circulates the cooling water in the motor circulation loop by pumping, thereby achieving cooling and heat dissipation of the motor 301 and the power module 302.

[0079] In some embodiments, the output port of the electrically driven water pump 304 is connected to the inlet of the power module 302, the outlet of the power module 302 is connected to the first flow channel port M1 of the first multi-way valve 303a, the fourth flow channel port M4 of the first multi-way valve 303a is connected to the inlet of the second multi-way valve 303b, the second outlet C2 of the second multi-way valve 303b is connected to the first channel inlet of the waste heat recovery device 111, and the first channel outlet of the waste heat recovery device 111 is connected to the input port of the electrically driven water pump 304. In an implementation, the first multi-way valve 303a can be a four-way valve, and the second multi-way valve 303b can be a three-way valve.

[0080] In some embodiments, the first outlet C1 of the second multi-way valve 303b is connected to the inlet of the low-temperature radiator 305, and the outlet of the low-temperature radiator 305 is connected between the first channel outlet of the waste heat recovery device 111 and the input port of the electrically driven water pump 304.

[0081] In some embodiments, in the motor circulation loop 30, the seventh temperature sensor 306a is arranged at the inlet end of the electrically driven water pump 304, and the eighth temperature sensor 306b is arranged on the connecting pipeline between the motor 301 and the inlet of the second multi-way valve 303b. The temperature of the motor circulation loop 30 detected by the seventh temperature sensor 306a and the eighth temperature sensor 306b can be used to specifically detect the temperature of the motor circulation loop 30 before and after the cooling water cools the power module 302 and the motor 301, so that whether the power module 302 and the motor 301 need to be adjusted in the heat dissipation mode and whether the cooling liquid passing through the power module 302 and the motor 301 needs to be recovered in waste heat can be determined based on the detected temperature. In an implementation, when the cooling water temperature in the motor circulation loop 30 satisfies a first temperature state, the power module 302 and the motor 301 are cooled by a corresponding first heat dissipation mode, where the first temperature state is that the cooling water temperature Tx in the motor circulation loop 30 is greater than a first preset water temperature T3 and less than a second preset water temperature T4, i.e., T3 < Tx < T4. The first heat dissipation mode can be that the cooling water is pumped by the electrically driven water pump 304 to circulate in the motor circulation loop 30. When the cooling water temperature in the motor circulation loop 30 satisfies a second temperature state, the power module 302 and the motor 301 are cooled by a corresponding second heat dissipation mode, where the second temperature state is that the cooling water temperature Tx in the motor circulation loop 30 is greater than the second preset water temperature T4, i.e., T4 < Tx. The second heat dissipation mode can be that the low-temperature radiator 305 is controlled to communicate with the motor circulation loop 30, and the cooling water is cooled and dissipated by the low-temperature radiator 305, and then the power module 302 and the motor 301 are cooled and dissipated at low temperature by the cooled and dissipated cooling water. In an implementation, when the detection temperature of the eighth temperature sensor 306b satisfies the secondary utilization condition (i.e., the detection temperature exceeds the waste heat recovery preset temperature), it is determined that the waste heat recovery can be performed.

[0082] Referring to Figure 2 As shown, the battery circulation loop 20 can include a battery 201, a cooling water heater 202, a battery water pump 203, a first multi-way valve 303a, a battery chiller 204, and two temperature sensors 205 (including 205a and 205b). Among them, the battery 201 includes a battery heat exchange structure, which is communicated with the battery circulation loop through the battery heat exchange structure, and the battery water pump 203 pumps the cooling water to circulate in the battery circulation loop to realize the cooling of the battery 201. In an embodiment, the cooling water heater 202 can be a PTC heater.

[0083] In some embodiments, the output port of the battery water pump 203 is connected to the third flow channel port M3 of the first multi-way valve 303a, the second flow channel port of the first multi-way valve 303a is connected to the inlet of the cooling water heater 202, the outlet of the cooling water heater 202 is connected to the first channel inlet of the battery chiller 204, the first channel outlet of the battery chiller 204 is connected to the cooling inlet of the battery 201, and the cooling outlet of the battery 201 is connected to the input port of the battery water pump 203.

[0084] In some embodiments, in the battery circulation loop 20, the fifth temperature sensor 205a and the sixth temperature sensor 205b are respectively arranged at both ends of the battery 201 to monitor the temperature at both ends of the battery 201 in the battery circulation loop, and then the cooling or heating demand of the battery 201 is determined in combination with the sensing results of the temperature sensors at both ends of the battery 201 and the temperature inside the battery 201.

[0085] Referring to Figure 2 As shown, the air conditioning system loop 10 can include a compressor 101, an indoor condenser 102, a filter valve 103, a dehumidification valve 104, a heating expansion valve 105, a bypass valve 106, an outdoor heat exchanger 107, a high-pressure check valve 108, a refrigeration valve 109, a heating valve 110, a waste heat recovery device 111, a battery chiller 204, a gas-liquid separator 112, an evaporator expansion valve 113, a battery expansion valve 114, an indoor evaporator 115, and four temperature sensors 116 (including 116a-116d) and two temperature and pressure sensors 117 (including 117a and 117b).

[0086] In some embodiments, the outlet of the compressor 101 is connected to the inlet of the indoor condenser 102, the outlet of the indoor condenser 102 is connected to the inlet of the outdoor heat exchanger 107 through the heating expansion valve 105 and the bypass valve 106, and the heating expansion valve 105 and the bypass valve 106 are connected in parallel. By adjusting the on-off of the heating expansion valve 105 or the bypass valve 106, the switching of the outdoor heat exchanger 107 between the function of the evaporator and the condenser can be realized. Specifically, when the heating expansion valve 105 is turned on and the bypass valve 106 is turned off, the outdoor heat exchanger 107 realizes the evaporation function as an evaporator, and when the heating expansion valve 105 is turned off and the bypass valve 106 is turned on, the outdoor heat exchanger 107 realizes the condensation function as a condenser.

[0087] The outdoor heat exchanger 107 includes a heating outlet and a cooling outlet.

[0088] The heating outlet of the outdoor heat exchanger 107 is connected to the second passage inlet of the waste heat recovery device 111 through the heating valve 110, the second passage outlet of the waste heat recovery device 111 is connected to the inlet of the gas-liquid separator 112, and the outlet of the gas-liquid separator 112 is connected to the inlet of the compressor 101.

[0089] The cooling outlet of the outdoor heat exchanger 107 is connected to the first cooling circuit and the second cooling circuit through the cooling valve 109 and the high-pressure check valve 108, respectively.

[0090] In the passage connecting the first cooling circuit, the cooling outlet of the outdoor heat exchanger 107 is connected to the inlet of the indoor evaporator 115 through the cooling valve 109, the high-pressure check valve 108, and the evaporator expansion valve 113, and the outlet of the indoor evaporator 115 is connected to the inlet of the compressor through the gas-liquid separator 112.

[0091] In the passage connecting the second cooling circuit, the cooling outlet of the outdoor heat exchanger 107 is connected to the second passage inlet of the battery cooler 204 through the cooling valve 109, the high-pressure check valve 108, and the battery expansion valve 114, and the second passage outlet of the battery cooler 204 is connected to the inlet of the compressor through the gas-liquid separator 112.

[0092] In some embodiments, in the air conditioning system circuit 10, a first temperature sensor 116a and a second temperature sensor 116b are arranged at the inlet and outlet of the compressor 101, respectively, for monitoring the refrigerant temperature at the inlet and outlet of the compressor 101, and the rotation speed of the compressor can be controlled based on the refrigerant temperature at the inlet and outlet of the compressor 101, thereby protecting the compressor. A third temperature sensor 116c is arranged on the connecting pipeline between the outdoor heat exchanger 107 and the heating valve 110, and a fourth temperature sensor 116d is arranged around the indoor evaporator 115 and monitors the air temperature around the indoor evaporator 115.

[0093] In some embodiments, in the air conditioning system circuit 10, a temperature and pressure sensor 117a is arranged at an outlet position of the indoor evaporator 115 to monitor the temperature and pressure at the outlet of the indoor evaporator 115, and the opening degree of the evaporator expansion valve 113 can be adjusted based on the temperature and pressure at the outlet of the indoor evaporator 115 to adjust the cooling capacity of the passenger compartment; a temperature and pressure sensor 117b is arranged at an outlet position of the indoor condenser 102 to monitor the temperature at the outlet position of the indoor condenser 102.

[0094] In some embodiments, in the air conditioning system circuit 10, a gas-liquid separator 112 is arranged on a connecting pipeline between the second passage outlet of the waste heat recovery device 111 and the inlet of the compressor 101, to separate the refrigerant returning to the compressor 101 into gas and liquid, and retain the separated liquid in the gas-liquid separator 112, thereby preventing the gas-liquid mixed refrigerant from causing liquid damage to the compressor 101.

[0095] In some embodiments, a filter valve 103 is arranged between the outlet of the indoor condenser 102 and the bypass valve 106 to filter impurities in the refrigerant.

[0096] In some embodiments, the outlet of the indoor condenser 102 is connected to the second passage inlet of the battery cooler 204 through the filter valve 103, the dehumidification valve 104, and the battery expansion valve 114.

[0097] It should be noted that the vehicle thermal management system provided by the embodiments of the present application is not limited to Figure 2 the system shown, and in other embodiments, the number of devices can be increased or decreased based on the system shown in Figure 3 .

[0098] The vehicle thermal management system provided by the embodiments of the present application can perform corresponding thermal management in multiple scenarios, thereby reducing the energy consumption of the vehicle battery, improving the utilization rate of the vehicle battery, and improving the vehicle range.

[0099] The vehicle thermal management in each scenario will be described in detail below with reference to the accompanying drawings.

[0100] Embodiment One (First Thermal Management Mode)

[0101] When the passenger compartment has a cooling demand and the motor 301 and the power module 302 of the motor circulation loop 30 have a heat dissipation demand, the following operations are performed:

[0102] The first flow port M1 and the fourth flow port M4 of the first multi-way valve 303a are controlled to be communicated. The second multi-way valve 303b is controlled to switch to the third connection state, and the cooling water in the motor circulation loop 30 after absorbing heat is led into the low-temperature radiator 305 to dissipate heat, and then the motor 301 and the power module 302 are cooled. The compressor 101 is controlled to start, and the refrigerant output by the compressor 101 is condensed in the outdoor heat exchanger 107, and then evaporated in the indoor evaporator 115 to absorb heat, and the passenger compartment is cooled.

[0103] The first embodiment will be described in detail below with reference to the drawings.

[0104] Figure 3 The first heat management mode provided for an embodiment of the application is shown in the schematic diagram.

[0105] When the outdoor environment temperature is greater than a first temperature value (for example, 10°C) and it is detected that the user starts the air conditioning operation, it is considered that the passenger compartment has a cooling demand, and then the air conditioning system loop can be controlled to start the passenger compartment cooling mode. When it is determined according to the detection results of the seventh temperature sensor 306a and the eighth temperature sensor 306b that the cooling water temperature in the motor circulation loop meets a second temperature condition, it is considered that the motor 301 and the power module 302 of the motor circulation loop 30 have a cooling demand, and the motor 301 and the power module 302 are cooled by the second cooling mode; at this time, the first heat management mode is entered.

[0106] Referring to Figure 3 In the first heat management mode, the air conditioning system loop starts the passenger compartment cooling mode, and specifically the compressor 101 can be controlled to start, the bypass valve 106 is turned on, the refrigeration valve 109 is turned on, and the evaporator expansion valve (EVX) 113 is turned on. Under this path, the compressor 101 outputs pressurized refrigerant, and the pressurized refrigerant enters the outdoor heat exchanger 107 through the filter valve 103 and the bypass valve 106. At this time, since the gas enters the outdoor heat exchanger 107 through the bypass valve 106, the outdoor heat exchanger 107 acts as a condenser to condense and release heat from the passing refrigerant. The refrigerant after condensation passes through the refrigeration valve 109, the high-pressure check valve 108, and the evaporator expansion valve (EVX) 113, enters the indoor evaporator 115, and evaporates and absorbs heat in the evaporator to meet the cooling demand of the passenger compartment. The refrigerant after absorbing heat returns to the compressor 101 and continues to circulate and cool through the above process. In Figure 3 In the first heat management mode provided in the embodiment shown in

[0107] Referring to Figure 4As shown, in the first heat management mode, the motor 301 and the power module 302 are cooled by the second cooling mode. Specifically, the second multi-way valve 303b is controlled to switch to the third connection state, so that the low-temperature radiator 305 is in communication with the motor circulation loop 30, and the cooling water is cooled and radiated by the low-temperature radiator 305, and then the power module 302 and the motor 301 are cooled by the cooling water cooled and radiated. Specifically, the electric drive water pump 304 can be controlled to be turned on, and the inlet of the second multi-way valve 303b is controlled to be in communication with the first outlet, so that the motor circulation loop 30 is in series communication with the low-temperature radiator 305. In this passage, the electric drive water pump 304 pumps the cooling water to the power module 302 and the motor 301 for cooling and heat absorption, and the cooling water after heat absorption returns to the low-temperature radiator 305 for cooling, and the cooling water after cooling continues to circulate and cool through the above process by the electric drive water pump 304.

[0108] Embodiment two (second heat management mode)

[0109] When the motor 301 and the power module 302 of the motor circulation loop 30 have cooling requirements, and the battery 201 of the battery circulation loop 20 has the first refrigeration requirement, the following operations are performed: the first multi-way valve 303a is controlled to switch to the second communication state, when the first multi-way valve 303a is in the second communication state, the first flow port M1 and the fourth flow port M4 of the first multi-way valve 303a are in communication, and the second flow port M2 and the third flow port M3 of the first multi-way valve are in communication; the second multi-way valve 303b is controlled to switch to the third connection state, and the cooling water after heat absorption in the motor circulation loop 30 enters the low-temperature radiator for cooling after passing through the second multi-way valve 303b, and the motor 301 and the power module 302 are cooled; the compressor 101 is started, and the bypass valve 106 and the battery expansion valve 114 are turned on, and the refrigerant output by the compressor 101 enters the outdoor heat exchanger 107 to condense, and the condensed refrigerant passes through the refrigerant outlet of the outdoor heat exchanger 107, and enters the battery cooler 204 through the battery expansion valve 114 to cool and radiate the battery 201.

[0110] The following will describe embodiment two in detail in combination with the drawings.

[0111] Figure 4 The second heat management mode provided by an embodiment of the present application is shown in the schematic diagram.

[0112] When the cooling water temperature in the motor circulation loop is determined to meet the second temperature condition according to the detection results of the seventh temperature sensor 306a and the eighth temperature sensor 306b, it is considered that the motor 301 and the power module 302 of the motor circulation loop 30 have heat dissipation requirements, and the motor 301 and the power module 302 are cooled and dissipated by the second heat dissipation mode. When the battery temperature in the battery circulation loop 20 is determined to exceed the first battery temperature threshold value through the detection result of the battery temperature sensor, it can be determined that the battery currently has the first refrigeration requirement, and the air conditioning system loop 10 is controlled to start the battery refrigeration mode at this time, and the second thermal management mode is entered.

[0113] Referring to Figure 4 In the second thermal management mode, the air conditioning system loop starts the battery refrigeration mode, and specifically, the compressor 101 can be controlled to start, the bypass valve 106 is turned on, the refrigeration valve 109 is turned on, and the battery expansion valve 114 is turned on. Under this path, the compressed refrigerant output by the compressor 101 enters the outdoor heat exchanger 107 through the filter valve 103 and the bypass valve 106. At this time, since the gas enters the outdoor heat exchanger 107 through the bypass valve 106, the outdoor heat exchanger 107 acts as a condenser to condense and dissipate heat from the passing refrigerant. The refrigerant condenses and then enters the battery cooler 204 through the refrigeration valve 109, the high-pressure check valve 108, and the battery expansion valve 114, and evaporates and absorbs heat in the battery cooler 204. Specifically, the battery water pump 203 circulates the pumped water flow in the battery circulation loop, and the battery cooler 204 absorbs heat from the pumped water flow when the water flow passes through the battery cooler 204. The refrigerant that has absorbed heat returns to the compressor 101 and continues to absorb heat from the water flow in the battery circulation loop, thereby cooling the water flow. The cooled water flow is pumped through the battery 201 to absorb heat released by the battery 201, thereby enhancing the cooling of the battery 201. The water flow that has absorbed heat returns to the battery cooler 204 to complete cooling and continues to enhance the cooling of the battery 201, thereby realizing the circulation cooling of the battery 201. It should be noted that when the air conditioning system loop is in the battery refrigeration mode, the opening degree of the battery expansion valve 114 can be controlled according to the temperature and pressure values at the second passage outlet of the battery cooler 204. Specifically, the opening degree of the battery expansion valve 114 can be determined according to the stable pressure value detected by the temperature and pressure sensor 119 arranged at the second passage outlet of the battery cooler 204, and the opening degree of the battery expansion valve 114 is adjusted accordingly. Figure 4 In the second thermal management mode provided in the embodiments, the condensation operation of the outdoor heat exchanger 107 fully utilizes the heat exchange with outdoor air to reduce the temperature of the refrigerant in the air conditioning circulation loop, and the battery circulation loop and the air conditioning system loop are thermally coupled through the battery cooler to reduce the temperature of the cooling water in the battery circulation loop, thereby realizing enhanced cooling of the battery using the cooled cooling water, ensuring the working temperature of the battery 201, and improving user experience.

[0114] Referring to Figure 5 As shown in FIG. 6, in the first heat management mode, the motor 301 and the power module 302 are cooled by the second cooling mode. Specifically, the second multi-way valve 303b is controlled to switch to the third connection state, so that the low-temperature radiator 305 is in communication with the motor circulation loop 30, and the cooling water is cooled and radiated by the low-temperature radiator 305, and then the power module 302 and the motor 301 are cooled by the cooling water cooled and radiated. Specifically, the electric drive water pump 304 can be controlled to be turned on, and the inlet of the second multi-way valve 303b is controlled to be in communication with the first outlet, so that the motor circulation loop 30 is in series communication with the low-temperature radiator 305. In this passage, the electric drive water pump 304 pumps the cooling water to the power module 302 and the motor 301 for cooling and heat absorption, and the cooling water after heat absorption returns to the low-temperature radiator 305 for cooling, and the cooling water after cooling continues to circulate through the above process by the electric drive water pump 304.

[0115] Embodiment three (third heat management mode)

[0116] When the passenger compartment has a refrigeration demand, the motor 301 and the power module 302 of the motor circulation loop 30 have a cooling demand, and the battery 201 of the battery circulation loop 20 has a first refrigeration demand, the following operations are performed: the first multi-way valve 303a is controlled to switch to the second communication state, when the first multi-way valve 303a is in the second communication state, the first flow port M1 and the fourth flow port M3 of the first multi-way valve 303a are in communication, and the second flow port M2 and the third flow port M3 of the first multi-way valve 303a are in communication; the second multi-way valve 303b is controlled to switch to the third connection state, the cooling water after heat absorption in the motor circulation loop 30 enters the low-temperature radiator 305 for cooling after passing through the second multi-way valve 303b, and the motor 301 and the power module 302 are cooled; the compressor 101 is started, and the bypass valve 106, the battery expansion valve 114 and the evaporator expansion valve 113 are turned on, the refrigerant output by the compressor 101 enters the outdoor heat exchanger 107 for condensation, and the condensed refrigerant enters the battery cooler 204 and the indoor evaporator 115 respectively, and the battery 201 and the passenger compartment are cooled.

[0117] The following will describe embodiment three in detail in conjunction with the accompanying drawings.

[0118] Figure 5 The third heat management mode provided by an embodiment of the present application is shown in the schematic diagram.

[0119] When the outdoor ambient temperature exceeds a first temperature value (e.g., 10°C) and the user's air conditioning operation is detected, and the battery temperature in the battery circulation loop 20 exceeds the first battery temperature threshold as determined by the battery temperature sensor, it can be determined that the battery currently has a first cooling demand, and the passenger compartment also has a cooling demand. Therefore, the air conditioning system circuit can be controlled to activate a dual cooling mode. When the cooling water temperature in the motor circulation loop meets the second temperature condition as determined by the seventh temperature sensor 306a and the eighth temperature sensor 306b, it is considered that the motor 301 and power module 302 in the motor circulation loop 30 have a heat dissipation demand, and the motor 301 and power module 302 are cooled and dissipated through the second heat dissipation mode; at this time, the third thermal management mode is entered.

[0120] Reference Figure 4 As shown, compared to Figure 3 The illustrated embodiment differs in that it also simultaneously cools the passenger compartment. When the passenger compartment has a cooling requirement, the motor 301 and power module 302 of the motor circulation loop 30 have a heat dissipation requirement, and the battery 201 of the battery circulation loop 20 has a first cooling requirement, a third thermal management mode is executed. If the current thermal management mode is the second thermal management mode, then when it is determined that there is a cooling requirement for the passenger compartment, the system switches to the third thermal management mode.

[0121] When cooling the passenger compartment and requiring initial cooling of the battery 201, the compressor 101 outputs pressurized refrigerant, which is condensed in the outdoor heat exchanger 107 by simultaneously opening the evaporator expansion valve (EVX) 113 and the battery expansion valve 114. After condensation, the refrigerant enters the indoor evaporator 115 and battery cooler 204 through different pipelines for evaporation and heat absorption, thus achieving simultaneous cooling of the passenger compartment and the battery. Specific implementation steps can be... Figure 4 and Figure 3 The embodiments shown are the same or similar, and will not be repeated here. Similarly, the specific implementation method of heat dissipation in the motor circulation loop can also be the same as... Figure 4 or Figure 6The same or similar in the embodiments shown, will not be repeated here. It needs to be explained that when the air conditioning system circuit is in the dual refrigeration mode, the opening degree of the evaporator expansion valve (EVX) 113 and the battery expansion valve 114 can be adjusted based on the temperature difference between the inlet and outlet water temperatures of the battery 201. Specifically, the temperature of the cooling water before and after cooling the battery 201 (i.e. the inlet and outlet water temperatures of the battery 201) can be detected by the fifth temperature sensor 205a and the sixth temperature sensor 205b on both ends of the battery 201, and the corresponding temperature difference can be calculated, for example, by subtracting the water temperature after cooling from the water temperature before cooling to obtain the temperature difference. Further, based on the obtained temperature difference, the opening degree of the evaporator expansion valve (EVX) 113 and the battery expansion valve 114 is calculated by PID, and the opening degree of the evaporator expansion valve (EVX) 113 and the battery expansion valve 114 is adjusted accordingly. In some embodiments, in the dual refrigeration mode, when adjusting the opening degree of the evaporator expansion valve (EVX) 113 and the battery expansion valve 114, the opening degree of the battery expansion valve 114 can be prioritized to ensure that the battery is within a suitable temperature range for operation.

[0122] Embodiment Four (Fourth Heat Management Mode)

[0123] When the passenger compartment has a heating demand, the battery 201 of the battery circulation loop 20 has a heating demand, and it is determined that the temperature of the motor circulation loop 30 meets the secondary utilization condition, the following operations are performed: control the first multi-way valve 303a to switch to the second communication state, when the first multi-way valve 303a is in the second communication state, the first flow port M1 and the fourth flow port M4 of the first multi-way valve 303a are communicated, and the second flow port M2 and the third flow port M3 of the first multi-way valve 303a are communicated; control the cooling water heater 202 to heat the cooling water and heat the battery 201; control the second multi-way valve 303b to switch to the fourth connection state, when the second multi-way valve 303b is in the fourth connection state, the inlet of the second multi-way valve 303b is communicated with the second outlet C2, and the cooling water of the motor circulation loop 30 is cooled by the waste heat recovery device 111 to cool the motor 301 and the power module 302 of the motor circulation loop 30; control the compressor 101 to start, and control the heating expansion valve 105 to be conductive, the refrigerant output by the compressor 101 is condensed and heat dissipated in the indoor condenser 102 to heat the passenger compartment, and the condensed refrigerant enters the outdoor heat exchanger 107 and the waste heat recovery device 111 in turn through the heating expansion valve 105 to evaporate and absorb heat, and then returns to the compressor 101.

[0124] The fourth embodiment will be described in detail below with reference to the accompanying drawings.

[0125] Figure 6 The fourth heat management mode provided by an embodiment of the present application is shown in the schematic diagram.

[0126] When it is detected that the outdoor temperature is in the first temperature range, such as between (-20℃-10℃), and it is detected that the user turns on the air conditioning operation, it is determined that the passenger cabin has a heating demand, and the air conditioning system loop is controlled to open the passenger cabin heating mode. When the battery temperature is lower than the second battery temperature threshold, it is determined that the battery 201 has a heating demand, and the battery 201 is heated by the battery heating mode. When the detection result of the eighth temperature sensor 306b determines that the temperature of the motor circulation loop exceeds the waste heat recovery preset temperature, it is determined that the secondary utilization condition (i.e., the waste heat recovery condition) is met, and the waste heat recovery is performed on the motor circulation loop. At this time, the fourth thermal management mode is entered.

[0127] Referring to Figure 6 In the fourth thermal management mode, the compressor 101 can be controlled to start, the heating expansion valve 105 is turned on, and the heating valve 110 is turned on. In this passage, the compressor 101 pressurizes the refrigerant, and the pressurized refrigerant is condensed and releases heat in the indoor condenser 102, thereby achieving heating of the passenger cabin and meeting the user's heating demand. The refrigerant condensed by the indoor condenser 102 enters the outdoor heat exchanger 107 through the heating expansion valve 105, evaporates and absorbs heat, and the refrigerant evaporated and absorbed heat enters the waste heat recovery device 111 through the heating valve 110, and evaporates and absorbs heat again based on the waste heat absorbed by the waste heat recovery device 111 in the motor circulation loop. The refrigerant evaporates and absorbs heat in the outdoor heat exchanger 107 and the waste heat recovery device 111, which can absorb heat from the air and heat from the cooling water in the motor circulation loop, thereby fully utilizing the ambient air and the heat of the vehicle interior components, thereby reducing the consumption of vehicle power. The refrigerant after absorbing heat returns to the compressor 101, is compressed and input into the indoor condenser 102 to condense and release heat, and the damper on the indoor condenser side is controlled to open, and the hot air carrying a certain amount of heat is blown into the passenger cabin, thereby achieving heating of the passenger cabin. The heat carried by the cooling water in the motor circulation loop 30 is recovered by the waste heat recovery device 111, which can increase the temperature of the gas circulating into the compressor, thereby saving the power consumption of the vehicle battery during the heating process of the passenger cabin, thereby improving the driving range of the vehicle.

[0128] It should be noted that the first temperature sensor 116a is arranged at the inlet of the compressor 101, which is used to detect the temperature of the refrigerant entering the compressor 101. Since the refrigerant entering the compressor 101 evaporates and absorbs heat in the outdoor heat exchanger 107 and the waste heat recovery device 111, the refrigerant entering the compressor 101 has a certain temperature, so that the compressor 101 can dynamically adjust the speed of the compressor based on the input refrigerant temperature detected by the first temperature sensor 116a.

[0129] In some embodiments, the refrigerant outputted by the compressor 101 after compression can be a specific temperature gas. The target temperature value of the specific temperature gas can be adjusted based on user demand, which is not limited in the present application.

[0130] Since the temperature of the gas entering the compressor 101 is affected by the evaporation heat absorption effect at both the outdoor heat exchanger 107 and the waste heat recovery device 111, the temperature of the refrigerant entering the compressor 101 fluctuates. In order to achieve that the refrigerant outputted by the compressor 101 after compression can reach the target temperature value, the speed of the compressor can be dynamically adjusted based on the temperature of the refrigerant entering the compressor 101, so that the refrigerant after compression can reach the target temperature value.

[0131] In some embodiments, the corresponding relationship between the input refrigerant temperature and the compressor speed can be pre-stored, and then the compressor 101 can dynamically adjust the speed of the compressor based on the input refrigerant temperature monitored by the first temperature sensor 116a in real time according to the pre-stored corresponding relationship between the input refrigerant temperature and the compressor speed, so as to output the refrigerant with the target temperature value.

[0132] With the increase of the use time of the compressor 101, the performance of the compressor may decrease. For example, after the compressor adjusts the speed of the compressor according to the pre-stored corresponding relationship between the refrigerant temperature and the compressor speed, the actual temperature of the refrigerant outputted by the compressor is different from the target temperature value. In some embodiments, the second temperature sensor 116b is arranged at the outlet of the compressor 101 to monitor the temperature of the refrigerant outputted by the compressor 101 in real time. Further, the corresponding relationship between the refrigerant temperature and the compressor speed can be corrected and updated according to the temperature difference between the actual output refrigerant temperature and the target temperature value, so as to improve the accuracy of the temperature of the refrigerant outputted by the compressor 101.

[0133] Through the updated corresponding relationship between the input refrigerant temperature and the compressor speed, the speed of the compressor is dynamically adjusted so that the temperature of the output refrigerant can be closer to the target temperature value. The refrigerant outputted by the compressor 101 enters the indoor condenser 102 again to realize the circulating heating of the passenger compartment according to the above process.

[0134] In the above heating process, it needs to be explained that the circulating gas in the air conditioning system circuit is evaporated and absorbs heat at the waste heat recovery device 111. Referring to Figure 3 As shown in the figure, while the passenger compartment is heated, the motor 301 and the power module 302 of the motor circulating loop 30 also need to be cooled. The specific cooling implementation manner can be the same as Figure 4 or Figure 6The same or similar in the embodiments shown, will not be repeated here. In the process of heat dissipation of the motor 301 and the power module 302, it can be determined whether the temperature of the cooling water after the motor circulating loop 30 dissipates heat from the motor 301 and the power module 302 meets the condition for waste heat recovery (secondary utilization condition) by detecting the temperature of the eighth temperature sensor 306b arranged at the outlet of the motor cooling pipeline. In an embodiment, the condition for waste heat recovery includes that the temperature detected by the eighth temperature sensor 306b reaches a recovery temperature threshold. When it is detected that the temperature of the motor circulating loop 30 reaches the recovery temperature threshold, it is determined that the condition for waste heat recovery is met, and then the second multi-way valve 303b is controlled to adjust the passage direction, that is, to switch the connection state. Specifically, the second multi-way valve 303b can be controlled to switch to the fourth connection state. When the second multi-way valve 303b is in the fourth connection state, the inlet of the second multi-way valve 303b is in communication with the second outlet C2, so that the waste heat recovery device 111 is connected in series with the motor circulating loop 30. Thus, the waste heat recovery device 111 can absorb the heat of the cooling water in the motor circulating loop 30, thereby providing heat conditions for the evaporation of the circulating gas in the air conditioning system loop at the waste heat recovery device 111.

[0135] Referring to Figure 7 As shown, while heating the passenger compartment and dissipating heat from the motor 301 and the power module 302 of the motor circulating loop 30 through the low-temperature radiator 305 or the waste heat recovery device 111, the battery 201 of the battery circulating loop 20 can also be heated to provide a suitable working environment for the battery 201.

[0136] In some embodiments, the battery circulating loop temperature can be detected according to the fifth temperature sensor 205a and the sixth temperature sensor 205b arranged at both ends of the battery 201, and further the battery temperature can be detected according to the temperature sensor arranged inside the battery 201. The battery 201 is determined whether there is a heating requirement in combination with the battery circulating loop temperature, the battery temperature and the second battery temperature threshold. Specifically, when it is determined that the battery circulating loop temperature is lower than the cooling water low-temperature threshold or the battery temperature is lower than the second battery temperature threshold, it is determined that the battery 201 has a heating requirement. When it is determined that the battery 201 has a heating requirement, the battery water pump 203 is started and the cooling water heater 202 is started. After the cooling water heater 202 is started, the cooling water in the battery circulating loop can be heated. Further, the battery water pump 203 pumps the heated cooling water to circulate in the battery circulating loop, thereby heating the battery 201 to provide a suitable working environment for the battery 201.

[0137] Embodiment five (fifth heat management mode)

[0138] When the passenger cabin has a heating demand, the battery 201 of the battery circulation loop 20 has a first refrigeration demand, and the temperature of the motor circulation loop 30 meets the secondary utilization condition, the following operations are performed: the first multi-way valve 303a is controlled to switch to the second communication state, when the first multi-way valve 303a is in the second communication state, the first flow port M1 and the fourth flow port M4 of the first multi-way valve 303a are communicated, and the second flow port M2 and the third flow port M3 of the first multi-way valve 303a are communicated; the second multi-way valve 303b is controlled to switch to the fourth connection state, when the second multi-way valve 303b is in the fourth connection state, the inlet of the second multi-way valve 303b is communicated with the first outlet C1, and the cooling water of the motor circulation loop 30 is cooled after passing through the waste heat recovery device 111, and then the motor 301 and the power module 302 of the motor circulation loop are cooled; the compressor 101 is started, and the heating expansion valve 105 and the battery expansion valve 114 are controlled to be turned on, the refrigerant output by the compressor 101 is condensed and heat-dissipated in the indoor condenser 102 to heat the passenger cabin, and part of the condensed refrigerant returns to the compressor 101 after entering the battery cooler 204 through the battery expansion valve 114, and the other part of the condensed refrigerant returns to the compressor 101 after evaporating and absorbing heat in the outdoor heat exchanger 107 and the waste heat recovery device 111 in turn through the heating expansion valve 105.

[0139] The fifth embodiment will be described in detail below with reference to the accompanying drawings.

[0140] Figure 7 The fifth heat management mode provided by an embodiment of the present application is shown in the schematic diagram.

[0141] When it is detected that the outdoor temperature is in a first temperature range, such as between (-20℃-10℃), and it is detected that the user starts the air conditioner, it is determined that the passenger cabin has a heating demand. It is determined that the temperature of the motor circulation loop exceeds the waste heat recovery preset temperature through the detection result of the eighth temperature sensor 306b, and then it is determined that the secondary utilization condition (i.e., the waste heat recovery condition) is met, and the waste heat recovery is performed on the motor circulation loop. It is determined that the battery currently has a first refrigeration demand through the detection result of the battery temperature sensor that the battery temperature in the battery circulation loop 20 exceeds the first battery temperature threshold. At this time, the fifth heat management mode is entered.

[0142] Referring to Figure 6 shown, in the fifth heat management mode, the heat absorbed by the cooling water during the cooling of the motor 301 and the power module 302 can be recovered by the waste heat recovery device 111 when the cooling water passes through the waste heat recovery device 111, and the corresponding heat is provided for the evaporation and heat absorption of the gas in the air conditioning system loop in the waste heat recovery device 111. The implementation of the cooling of the motor 301 and the power module 302 can be the same as or similar to the embodiment shown in Figure 4 ​

[0143] In the fifth heat management mode, the air conditioning system circuit 10 needs to heat the passenger compartment and simultaneously needs to cool and dissipate heat from the battery 201.

[0144] In the scenario of heating the passenger compartment while cooling and dissipating heat from the motor 301 and the power module 302, after the vehicle travels for a certain period of time, for example, during high-speed driving in winter at low temperature, the demand for cooling and dissipating heat from the battery 201 arises. Specifically, whether the battery 201 needs to be cooled can be determined based on the battery circulation loop temperature detected by the sensor arranged at both ends of the battery, in combination with the battery temperature detected by the temperature sensor inside the battery 201, and the first battery temperature threshold. When it is determined that the battery temperature exceeds the first battery temperature threshold, it is determined that the battery 201 has the demand for enhanced cooling (first cooling demand), i.e., needs to be cooled and dissipated by the air conditioning system circuit. When the battery 201 has the demand for enhanced cooling, the compressor 101 is started, the bypass valve 106 is turned on, the refrigeration valve 109 is turned on, and the battery expansion valve 114 is turned on. In this passage, the compressed refrigerant output by the compressor 101 enters the outdoor heat exchanger 107 through the filter valve 103 and the bypass valve 106. At this time, since the gas enters the outdoor heat exchanger 107 through the bypass valve 106, the outdoor heat exchanger 107 acts as a condenser to condense and dissipate heat from the passing refrigerant. The refrigerant after condensation enters the battery cooler 204 through the refrigeration valve 109, the high-pressure check valve 108, and the battery expansion valve 114, and evaporates and absorbs heat in the battery cooler 204. Specifically, the battery water pump 203 pumps the water flow in the battery circulation loop, and the battery cooler 204 absorbs heat from the pumped water flow when the water flow passes through the battery cooler 204. The refrigerant after absorbing heat returns to the compressor 101 and continuously absorbs heat from the water flow in the battery circulation loop to cool the water flow. The cooled water flow is pumped through the battery 201 to absorb heat released by the battery 201 to achieve enhanced cooling of the battery 201. The water flow after absorbing heat returns to the battery cooler 204 to complete cooling and continues to achieve enhanced cooling of the battery 201, thereby achieving circulating cooling of the battery 201. In the above process, the battery water pump 203 is driven by the motor 301, and the motor 301 is cooled and dissipated by the air conditioning system circuit. Figure 8 In the battery cooling heat management mode provided by the embodiment, the condensation operation of the outdoor heat exchanger 107 saves the power of the vehicle battery, and the outdoor heat exchanger 107 as a condenser achieves enhanced cooling of the battery, thereby improving the vehicle range and user experience under the condition of saving the power consumption of the battery.

[0145] Figure 8 The sixth heat management mode provided by an embodiment of the present application is shown in the schematic diagram.

[0146] When it is detected that the battery temperature is lower than the second battery temperature threshold, it is determined that the battery 201 has a heating requirement, and the battery 201 can be heated by using the cooling water in the motor circulation loop. At this time, the sixth thermal management mode is entered.

[0147] Referring to Figure 9 As shown in FIG. 6, in the sixth thermal management mode, when the motor 301 and the power module 302 of the motor circulation loop 30 are cooled, the heat absorbed by the motor circulation loop 30 through the waste heat recovery device 111 can be used again, for example, when the battery 201 has a heating requirement, the battery 201 is heated.

[0148] In some embodiments, when the current air conditioning system is not working, and the motor circulation loop 30 continuously cools the motor 301 and the power module 302, and the battery 201 has heating demand, if the temperature of the motor circulation loop 30 meets the secondary utilization condition, the heat absorbed by the motor circulation loop 30 can be used to heat the battery 201. During the heat dissipation of the motor 301 and the power module 302, the temperature of the cooling water after the motor circulation loop 30 cools the motor 301 and the power module 302 can be determined by the temperature detected by the eighth temperature sensor 306b arranged at the outlet of the motor 301 cooling pipeline. In an embodiment, the condition for heat recovery includes that the temperature detected by the eighth temperature sensor 306b reaches the recovery temperature threshold. When detecting whether the temperature of the motor circulation loop 30 reaches the recovery temperature threshold, if the recovery temperature threshold is reached, it is determined that the condition for heat recovery is met, and if the recovery temperature threshold is not reached, it is determined that the current condition does not meet the heat recovery condition. If the secondary utilization condition is not met, the cooling water heater is controlled to start, thereby heating the cooling water of the battery circulation loop and heating the battery 201. If the secondary utilization condition is met, the first multi-way valve 303a is controlled to switch to the first connection state, and when in the first connection state, the first flow port M1 of the first multi-way valve 303a communicates with the second flow port M2, and the third flow port M3 communicates with the fourth flow port M4, thereby realizing the series connection of the motor circulation loop 30 and the battery circulation loop 20. In this passage, the electric drive water pump 304 pumps cooling water to the power module 302, the cooling water absorbs the heat dissipated by the power module 302, the cooling water after absorbing heat enters the battery circulation loop 20 through the first multi-way valve 303a, and heats the battery 201 by using the absorbed heat when passing through the battery 201, thereby dissipating the heat carried by the cooling water, and the battery water pump 203 pumps the cooling water after dissipating heat back to the motor circulation loop 30 through the four-way valve, and absorbs the heat dissipated by the motor 301, thereby cooling the motor 301. Here, the cooling water after absorbing heat passes through the waste heat recovery device 111 through the three-way valve, and dissipates heat in the waste heat recovery device 111. The cooling water after heat dissipation is pumped again by the electric drive water pump 304, thereby realizing the heating of the battery 201 based on the heat in the motor circulation loop 30 in the circulation loop connected by the battery circulation loop 20 and the motor circulation loop 30. In this way, the heating of the battery 201 is realized without starting the cooling water heater, the consumption of the battery power of the vehicle is reduced, and the driving range of the vehicle is improved.

[0149] Figure 9 The seventh heat management mode provided for an embodiment of the present application is shown in the schematic diagram.

[0150] When the cooling water temperature in the motor circulation loop is determined to satisfy the second temperature condition according to the detection results of the seventh temperature sensor 306a and the eighth temperature sensor 306b, it is considered that the motor 301 and the power module 302 of the motor circulation loop 30 have heat dissipation requirements, and the motor 301 and the power module 302 are cooled and dissipated by the second heat dissipation mode. If it is detected that the battery temperature exceeds the third battery temperature threshold and does not exceed the first battery temperature threshold, it is determined that the battery 201 has a second refrigeration requirement, and the motor 301 and the power module 302 and the battery 201 have heat dissipation requirements at the same time. At this time, the seventh heat management mode is entered.

[0151] Referring to Figure 10 As shown in the seventh heat management mode, the motor 301 and the power module 302 of the motor circulation loop 30 and the battery 201 of the battery circulation loop 20 all need to be cooled, so a motor-battery double-cooling loop can be constructed for cooling. Specifically, the second multi-way valve 303b can be controlled to switch to the third connection state, so that the low-temperature radiator 305 is in communication with the motor circulation loop 30, and the cooling water is cooled and dissipated by the low-temperature radiator 305, and then the power module 302 and the motor 301 are cooled and dissipated by the cooling water. Since the motor 301 and the power module 302 and the battery 201 have heat dissipation requirements at the same time, the cooling water of the motor circulation loop 30 and the battery circulation loop 20 can be cooled and dissipated by the low-temperature radiator at the same time, so that the motor 301 and the power module 302 and the battery 201 are cooled by the cooling water after being cooled. Specifically, the first multi-way valve 303a is controlled to switch to the first connection state. When in the first connection state, the first flow port M1 of the first multi-way valve 303a is in communication with the second flow port M2, and the third flow port M3 is in communication with the fourth flow port M4, so that the motor circulation loop 30 and the battery circulation loop 20 are connected in series. Further, the electric drive water pump 304 and the battery water pump 203 can also be started. In this passage, the electric drive water pump 304 pumps cooling water to the power module 302, the cooling water absorbs the heat emitted by the power module 302, and the cooling water after absorbing heat enters the battery circulation loop 20 through the four-way valve. The cooling water after absorbing heat can be condensed and dissipated in the battery cooler 204. The cooling water after being condensed and dissipated absorbs the heat emitted by the battery 201 when passing through the battery 201. The cooling water returns to the motor circulation loop 30 again through the four-way valve and absorbs the heat emitted by the motor when passing through the motor 301. The cooling water after absorbing heat flows to the low-temperature radiator 305 through the three-way valve and is dissipated in the low-temperature radiator 305. The cooling water after being dissipated is pumped by the electric drive water pump 304 again, so that the double-cooling is realized in the circulation loop in which the battery circulation loop 20 and the motor circulation loop 30 are connected based on the above-mentioned flow.

[0152] Figure 10 An outdoor radiator defrosting schematic diagram is provided for an embodiment of the present application.

[0153] When the air conditioning system loop 10 is in the heating mode (passenger cabin heating mode or heating dehumidification mode), if it is detected that the outdoor temperature is currently in the second temperature range (for example, -10-5°C), the outdoor temperature T1 is greater than the sum of the outdoor heat exchanger outlet temperature T2 and the correction value T0, that is, T1>(T2+T0), and the current state remains for a preset length of time, it is determined that the vehicle currently has a defrosting requirement, and the air conditioning system loop can be controlled to start the defrosting mode.

[0154] In some embodiments, the air conditioning system loop of the present application can be a heat pump air conditioning system. Referring to FIG. 1, when the heat pump air conditioning system is in the heating mode, the outdoor heat exchanger acts as an evaporator, and after long-term use, the outdoor heat exchanger will frost, which will reduce the system operating efficiency. At this time, the outdoor heat exchanger defrosting mode is started, the indoor condenser stops being used, the electric heater 118 in the air conditioning system loop is started to heat the passenger cabin, at this time, the bypass valve 106 is opened, and the high-temperature and high-pressure refrigerant pressurized by the compressor directly acts on the frosted outdoor heat exchanger through the bypass valve 106, realizing the defrosting of the outdoor heat exchanger and ensuring the normal operation of the heat pump system. In an embodiment, the electric heater 118 can be a PTC heater. Figure 11

[0155] Figure 12 A passenger cabin dehumidification schematic diagram is provided for an embodiment of the present application.

[0156] When it is detected that the indoor humidity is greater than the first preset humidity, it can be determined that the vehicle currently has a dehumidification requirement, and the air conditioning system loop can be controlled to start the passenger cabin dehumidification mode.

[0157] In spring and autumn, the passenger cabin has no cooling requirement and the passenger cabin humidity is too large, and the user generally starts the dehumidification mode to dehumidify the passenger cabin. In response to the user's operation of starting the dehumidification mode, the heating expansion valve 105, the refrigeration valve 109, and the evaporator expansion valve 113 can be controlled to be opened, and the bypass valve 106, the heating valve 110, and the battery expansion valve 114 can be controlled to be closed. Under this control loop, the humid air in the passenger cabin is evaporated and absorbs heat in the indoor evaporator 115, and the water vapor in the humid air is condensed into water in the low-temperature state near the indoor evaporator 115 and discharged outside the vehicle from the air conditioning box. The condensate output by the compressor 101 enters the indoor condenser 102 to be condensed, and the air temperature is maintained. Further, the gas discharged from the indoor condenser 102 enters the outdoor heat exchanger through the heating expansion valve 105, the outdoor heat exchanger acts as an evaporator, the gas flowing through the outdoor heat exchanger evaporates and absorbs heat, and the gas returns to the indoor evaporator 115 through the refrigeration valve 109 and the evaporator expansion valve 113 to continue evaporating and absorbing heat, so that the water vapor in the humid air is condensed into water and discharged from the air conditioning box, thereby achieving the purpose of dehumidification.

[0158] ​Figure 12 A heating and dehumidifying schematic diagram is provided for an embodiment of the present application.

[0159] When it is detected that the outdoor temperature is in a first temperature range, such as between (-20℃~10℃), the system does not have overheating phenomenon, and it is detected that the humidity in the vehicle is greater than a second preset humidity, it can be determined that the vehicle currently has a heating and dehumidifying demand, and the air conditioning system loop can be controlled to start the heating and dehumidifying mode.

[0160] Referring to ​ As shown in FIG. 1, in some embodiments, when the passenger compartment has both heating demand and dehumidifying demand, the user starts the heating and dehumidifying mode, in which the heating and dehumidifying mode is used to heat the passenger compartment by the heat pump air conditioning system, and on this basis, dehumidification can also be performed by adjusting different states of the outdoor heat exchanger 107, including the open state or the closed state. Wherein, the opening or closing of the outdoor heat exchanger 107 can be adjusted based on the relationship between the user-set heating temperature and the target temperature, specifically, when the user-set heating temperature is less than the target temperature, the outdoor heat exchanger 107 is closed when dehumidifying, and when the user-set heating temperature is not less than the target temperature, the outdoor heat exchanger 107 is opened when dehumidifying. Wherein, the target temperature is a temperature value calculated based on the user-set heating temperature by a preset algorithm.

[0161] Wherein, in the heating and dehumidifying mode, if the user-set heating temperature is not less than the target temperature, the heating and dehumidifying is performed by the following way: the compressor 101 is started, the heating expansion valve 105 is turned on, and the heating valve 110 is turned on. Under this path, the compressor 101 pressurizes the refrigerant and outputs the pressurized refrigerant. The refrigerant is condensed and releases heat in the indoor condenser 102, thereby achieving heating of the passenger compartment and meeting the user's heating demand. The gas after condensation in the indoor condenser 102 passes through the filter valve 103 and the heating expansion valve 105 and the outdoor heat exchanger 107. At this time, since the gas enters the outdoor heat exchanger 107 through the heating expansion valve 105, the outdoor heat exchanger 107 acts as an evaporator, and the gas output by the indoor condenser 102 can evaporate and absorb heat in the outdoor heat exchanger 107. The gas output by the outdoor heat exchanger 107 enters the indoor evaporator 115 through the evaporator expansion valve 113 to evaporate and absorb heat, and the water vapor in the humid air at a low temperature near the indoor evaporator 115 condenses into water and is discharged outside the vehicle from the air conditioning box, thereby achieving the purpose of heating and dehumidifying at the same time.

[0162] In the heating and dehumidifying mode, if the user set heating temperature is less than the target heating temperature, the heating and dehumidifying is performed by the following manner: the compressor 101 is controlled to start, the heating expansion valve 105 is turned on, and the heating valve 110 is turned on. In this passage, the compressor 101 pressurizes the refrigerant and outputs the pressurized refrigerant. The refrigerant is condensed in the indoor condenser 102 to release heat, thereby achieving heating of the passenger compartment and satisfying the user's heating demand. The gas after the condensation heat release directly enters the indoor evaporator 115 through the evaporator expansion valve 113 to evaporate and absorb heat, and the water vapor in the humid air at a low temperature near the indoor evaporator 115 is condensed into water and discharged from the air conditioning box to the outside of the vehicle, thereby achieving the purpose of dehumidifying while heating. It should be noted that in the heating and dehumidifying mode, if the user set heating temperature is less than the target heating temperature, the heating capacity is reduced by turning off the outdoor heat exchanger, so that the air conditioning heating temperature is closer to the user set heating temperature.

[0163] The vehicle can comprise the vehicle thermal management system provided by any of the embodiments of the present application.

[0164] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the system, device and unit described above can refer to the corresponding process in the foregoing method embodiments, which will not be repeated here.

[0165] In the several embodiments provided by the present application, it should be understood that the disclosed system, device and method can be implemented in other ways. For example, the device embodiments described above are only schematic. The division of units is only a logical function division. There can be another division manner in actual implementation, for example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interface, device or unit, and can be electrical, mechanical or other forms.

[0166] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, i.e. they can be located in one place, or distributed on multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiment.

[0167] In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware, or in the form of hardware plus software function unit.

[0168] The integrated unit implemented in the form of the software function unit can be stored in a computer readable storage medium. The software function unit is stored in a storage medium and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) or a processor to execute part of the steps of the method of each embodiment of the present application. The storage medium includes a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various media that can store program codes.

[0169] The above is only a preferred embodiment of the present application and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the scope of protection of the present application.

[0170] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them. Although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacements to part or all of the technical features. Such modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle thermal management system, characterized in that, The system includes: an air conditioning system circuit, a battery circulation circuit, and a motor circulation circuit; The motor circulation loop includes a first multi-way valve, a motor heat exchange structure, and a waste heat recovery unit connected in sequence; the battery circulation loop includes a first multi-way valve, a battery heat exchange structure, and a battery cooler connected in sequence; the air conditioning system loop includes a compressor, an indoor condenser, an outdoor heat exchanger, and the waste heat recovery unit connected in sequence. The first channel outlet of the waste heat recovery unit is connected to the first flow channel port of the first multi-way valve, the first channel inlet of the waste heat recovery unit is connected to the outlet of the motor heat exchange structure, and the inlet of the motor heat exchange structure is connected to the fourth flow channel port of the first multi-way valve. The first channel of the battery cooler is connected in series in the battery circulation loop; when the first multi-way valve is in the first connected state, the first flow port is connected to the second flow port of the first multi-way valve, and the third flow port of the first multi-way valve is connected to the fourth flow port. The second channel inlet of the waste heat recovery unit is connected to the heating outlet of the outdoor heat exchanger, the second channel outlet of the waste heat recovery unit is connected to the inlet of the compressor, the second channel inlet of the battery cooler is connected to the cooling outlet of the outdoor heat exchanger, and the second channel outlet of the battery cooler is connected to the inlet of the compressor. The air conditioning system circuit also includes a heating expansion valve and a bypass valve connected between the outlet of the indoor condenser and the inlet of the outdoor heat exchanger, and the heating expansion valve and the bypass valve are connected in parallel. When the heating expansion valve is turned on and the bypass valve is turned off, the outdoor heat exchanger acts as an evaporator to perform the evaporation function. When the heating expansion valve is disconnected and the bypass valve is open, the outdoor heat exchanger acts as a condenser to achieve the condensation function. The air conditioning system circuit also includes a battery expansion valve, an indoor evaporator, and an evaporator expansion valve; The inlet of the indoor evaporator is connected between the heating outlet of the outdoor heat exchanger and the second channel inlet of the battery cooler, and the outlet of the indoor evaporator is connected between the second outlet of the waste heat recovery unit and the inlet of the compressor. The battery expansion valve is connected between the indoor evaporator inlet and the battery cooler second channel inlet, and the evaporator expansion valve is connected at the indoor evaporator inlet position.

2. The vehicle thermal management system according to claim 1, characterized in that, The motor circulation loop includes a low-temperature radiator, which is connected in parallel to the motor circulation loop via a second multi-way valve; Wherein, the inlet of the second multi-way valve is connected to the outlet of the motor heat exchange structure, the first outlet of the second multi-way valve is connected to the inlet of the low-temperature radiator, the second outlet of the second multi-way valve is connected to the first channel inlet of the waste heat recovery unit, and the outlet of the low-temperature radiator is connected between the second outlet of the second multi-way valve and the first flow channel of the first multi-way valve; when the second multi-way valve is in the third connection state, the inlet of the second multi-way valve is connected to the first outlet of the second multi-way valve.

3. The vehicle thermal management system according to claim 2, characterized in that, The cooling outlet of the outdoor heat exchanger is connected to the first cooling circuit and the second cooling circuit. In the first refrigeration circuit, when the evaporator expansion valve is turned on, the refrigeration outlet of the outdoor heat exchanger is connected to the inlet of the indoor evaporator, and the outlet of the indoor evaporator is connected to the inlet of the compressor. In the second refrigeration circuit, when the battery expansion valve is turned on, the refrigeration outlet of the outdoor heat exchanger is connected to the second channel inlet of the battery cooler, and the second channel outlet of the battery cooler is connected to the inlet of the compressor.

4. The vehicle thermal management system according to claim 3, characterized in that, When the motor and power module in the motor circulation loop have heat dissipation requirements, and the battery in the battery circulation loop has a first cooling requirement, the following operations are performed: Control the first multi-way valve to switch to the second connected state. When the first multi-way valve is in the second connected state, the first flow port and the fourth flow port of the first multi-way valve are connected, and the second flow port and the third flow port of the first multi-way valve are connected. The second multi-way valve is controlled to switch to the third connection state. After the cooling water in the motor circulation loop absorbs heat, it enters the low-temperature radiator through the second multi-way valve to dissipate heat and then dissipates heat on the motor and power module. The compressor is started and the bypass valve and battery expansion valve are opened. The refrigerant output by the compressor enters the outdoor heat exchanger through the bypass valve and condenses. The condensed refrigerant enters the battery cooler through the cooling outlet of the outdoor heat exchanger and the battery expansion valve to cool and dissipate heat from the battery.

5. The vehicle thermal management system according to claim 3, characterized in that, When the passenger compartment has a cooling requirement, the motor and power module in the motor circulation loop have a heat dissipation requirement, and the battery in the battery circulation loop has a first cooling requirement, the following operations are performed: Control the first multi-way valve to switch to the second connected state. When the first multi-way valve is in the second connected state, the first flow port and the fourth flow port of the first multi-way valve are connected, and the second flow port and the third flow port of the first multi-way valve are connected. The second multi-way valve is controlled to switch to the third connection state. After the cooling water in the motor circulation loop absorbs heat, it enters the low-temperature radiator through the second multi-way valve to dissipate heat and then dissipates heat on the motor and power module. The compressor is started and the bypass valve, battery expansion valve, and evaporator expansion valve are opened. The refrigerant output by the compressor enters the outdoor heat exchanger for condensation. The condensed refrigerant then enters the battery cooler and the indoor evaporator to cool the battery and the passenger compartment, respectively.

6. The vehicle thermal management system according to claim 3, characterized in that, The battery circulation loop includes a cooling water heater, which is connected between the second flow port of the first multi-way valve and the first channel inlet of the battery cooler; When the passenger compartment requires heating, the battery in the battery circulation loop requires heating, and it is determined that the temperature of the motor circulation loop meets the conditions for secondary use, the following operations are performed: Control the first multi-way valve to switch to the second connected state. When the first multi-way valve is in the second connected state, the first flow port and the fourth flow port of the first multi-way valve are connected, and the second flow port and the third flow port of the first multi-way valve are connected. The cooling water heater is controlled to heat the cooling water, thereby heating the battery; The second multi-way valve is controlled to switch to the fourth connection state. When the second multi-way valve is in the fourth connection state, the inlet of the second multi-way valve is connected to the second outlet. The cooling water of the motor circulation loop is cooled by the waste heat recovery device and then used to cool the motor and power module of the motor circulation loop. The compressor is started and the heating expansion valve is opened. The refrigerant output by the compressor is condensed and releases heat in the indoor condenser to heat the passenger compartment. After condensation, the refrigerant passes through the heating expansion valve and enters the outdoor heat exchanger and the waste heat recovery unit in sequence to evaporate and absorb heat before returning to the compressor.

7. The vehicle thermal management system according to claim 3, characterized in that, When the crew compartment has a heating requirement, the battery in the battery circulation loop has a primary cooling requirement, and the temperature of the motor circulation loop meets the conditions for secondary use, the following operations are performed: Control the first multi-way valve to switch to the second connected state. When the first multi-way valve is in the second connected state, the first flow port and the fourth flow port of the first multi-way valve are connected, and the second flow port and the third flow port of the first multi-way valve are connected. The second multi-way valve is controlled to switch to the fourth connection state. When the second multi-way valve is in the fourth connection state, the inlet of the second multi-way valve is connected to the first outlet. The cooling water of the motor circulation loop is cooled by the waste heat recovery device and then used to cool the motor and power module of the motor circulation loop. The compressor is started and the heating expansion valve and battery expansion valve are opened. The refrigerant output by the compressor condenses and releases heat in the indoor condenser to heat the passenger compartment. Part of the condensed refrigerant enters the battery cooler through the battery expansion valve and then returns to the compressor. The other part of the condensed refrigerant passes through the heating expansion valve and enters the outdoor heat exchanger and waste heat recovery unit in sequence to evaporate and absorb heat before returning to the compressor.

8. A vehicle, characterized in that, The vehicle includes the vehicle thermal management system as described in any one of claims 1-7.

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