Automobile thermal management system and control method thereof

Abstract

The invention provides an automobile heat management system and a control method thereof. The automobile heat management system comprises a compressor, a condensation heat exchanger, a throttling device and an evaporation heat exchanger which are communicated to form a refrigerant circulation loop; the in-vehicle cold air heat exchanger can exchange heat with the evaporation heat exchanger or the condensation heat exchanger through the cold carrying pipeline so as to conduct convection refrigeration or convection heating on the interior of the vehicle. The radiation heat exchanger can exchange heat with the evaporation heat exchanger or the condensation heat exchanger through a cold carrying pipeline so as to carry out radiation refrigeration or radiation heating on the interior of the vehicle; the seat heat exchanger can exchange heat with the evaporation heat exchanger or the condensation heat exchanger through the cold carrying pipeline so as to conduct conduction refrigeration or conduction heating on the seat. The problems that when a traditional automobile air conditioning cabinet adopts an indirect heat exchange system, due to the introduction of an intermediate heat exchange process, the heat exchange capacity is insufficient, the energy efficiency is poor, temperature adjustment of a passenger compartment cannot be met under high loads, and energy consumption is high can be solved.

Description

Technical Field

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

[0002] The thermal management system of new energy vehicles is facing reform. Due to their characteristics, R290 and CO2 refrigerants will adopt indirect heat exchange to solve the corresponding shortcomings. The R290 system adopts indirect heat exchange to reduce the amount of refrigerant, reduce possible leakage points, and prevent refrigerant from entering the passenger compartment, thereby effectively solving the flammable and explosive safety issues of R290; while the CO2 system adopts indirect heat exchange to reduce the amount of refrigerant, better control the medium pressure, reduce possible leakage points, and effectively solve the characteristics of CO2 such as high pressure, easy leakage, and difficult control of medium pressure.

[0003] However, the indirect heat exchange system introduces an intermediate heat exchange process, which increases the high and low pressure difference of the refrigerant system circuit, thereby causing performance degradation. If the original HVAC and in-vehicle evaporator size are used, its performance is not enough to meet the passenger compartment air temperature regulation requirements under high load. Therefore, how to solve the problem of the inability to meet the passenger compartment temperature regulation caused by the indirect heat exchange system is an urgent problem to be solved in this field.

[0004] Since the automobile thermal management system in the prior art adopts indirect heat exchange to improve safety, but there are technical problems such as failure to meet the temperature regulation of the passenger compartment, the present invention studies and designs an automobile thermal management system and a control method thereof. Summary of the invention

[0005] Therefore, the technical problem to be solved by the present invention is to overcome the defect that the automobile thermal management system in the prior art adopts indirect heat exchange to improve safety, but cannot meet the temperature regulation of the passenger compartment, thereby providing an automobile thermal management system and a control method thereof.

[0006] In order to solve the above problems, the present invention provides an automobile thermal management system, which comprises:

[0007] A compressor, an evaporative heat exchanger, a condensing heat exchanger, a throttling device, an in-vehicle cold air heat exchanger, an in-vehicle warm air heat exchanger, a radiant heat exchanger and a seat heat exchanger, wherein the compressor, the condensing heat exchanger, the throttling device and the evaporative heat exchanger are connected to form a refrigerant circulation loop;

[0008] The cold air heat exchanger in the vehicle can exchange heat with the evaporative heat exchanger through a cold-carrying pipeline to perform convection cooling in the vehicle, and the warm air heat exchanger in the vehicle can exchange heat with the condensing heat exchanger through a cold-carrying pipeline to perform convection heating in the vehicle; the radiation heat exchanger can exchange heat with the evaporative heat exchanger through a cold-carrying pipeline to perform radiation cooling in the vehicle, or exchange heat with the condensing heat exchanger through a cold-carrying pipeline to perform radiation heating in the vehicle; the seat heat exchanger can exchange heat with the evaporative heat exchanger through a cold-carrying pipeline to perform conduction cooling of the seat, or exchange heat with the condensing heat exchanger through a cold-carrying pipeline to perform conduction heating of the seat.

[0009] In some embodiments,

[0010] It also includes a multi-way valve, which has multiple interfaces. The evaporative heat exchanger, the condensing heat exchanger, the in-vehicle cold air heat exchanger, the in-vehicle warm air heat exchanger, the radiant heat exchanger and the seat heat exchanger are all connected to the interfaces of the multi-way valve. The interior of the multi-way valve has a channel for connecting and cutting off two of the multiple interfaces, so as to realize heat exchange between the in-vehicle cold air heat exchanger and the evaporative heat exchanger, heat exchange between the in-vehicle warm air heat exchanger and the condensing heat exchanger, heat exchange between the radiant heat exchanger and the evaporative heat exchanger or the condensing heat exchanger, and heat exchange between the seat heat exchanger and the evaporative heat exchanger or the condensing heat exchanger.

[0011] In some embodiments,

[0012] When the vehicle needs to be cooled, the multi-way valve is controlled so that the in-vehicle cold air heat exchanger, the radiation heat exchanger and the seat heat exchanger are connected in series and connected to the refrigerant pipeline of the evaporative heat exchanger. At this time, the in-vehicle warm air heat exchanger is not connected; when the vehicle needs to be heated, the multi-way valve is controlled so that the in-vehicle warm air heat exchanger, the radiation heat exchanger and the seat heat exchanger are connected in series and connected to the refrigerant pipeline of the condensing heat exchanger. At this time, the in-vehicle cold air heat exchanger is not connected.

[0013] In some embodiments,

[0014] The multi-way valve comprises a first interface, a second interface, a third interface, a fourth interface, a fifth interface, a sixth interface, a seventh interface, an eighth interface, a ninth interface, a tenth interface, an eleventh interface and a twelfth interface, wherein the first interface is connected to a cooling interface at one end of the evaporative heat exchanger through a first cooling pipeline, and the second interface is connected to a cooling interface at the other end of the evaporative heat exchanger through a second cooling pipeline, so that the cooling agent can exchange heat with the refrigerant in the evaporative heat exchanger;

[0015] The third interface is connected to one end interface of the in-vehicle cold air heat exchanger through a third cold-carrying pipeline, and the fourth interface is connected to the other end interface of the in-vehicle cold air heat exchanger through a fourth cold-carrying pipeline, so that the cold air heat exchanger in the vehicle can be fed with a coolant to perform convection cooling in the vehicle;

[0016] The fifth interface is connected to one end interface of the vehicle heating heat exchanger through a fifth cooling pipeline, and the sixth interface is connected to the other end interface of the vehicle heating heat exchanger through a sixth cooling pipeline, so that the cooling agent can be introduced into the vehicle heating heat exchanger to perform convection heating in the vehicle;

[0017] The seventh interface is connected to one end interface of the radiation heat exchanger through the seventh cooling pipeline, and the eighth interface is connected to the other end interface of the radiation heat exchanger through the eighth cooling pipeline, so that the cooling medium can be introduced into the radiation heat exchanger to perform radiation cooling or heating in the vehicle;

[0018] The ninth interface is communicated with one end interface of the seat heat exchanger through a ninth cooling pipe, and the tenth interface is communicated with the other end interface of the seat heat exchanger through a tenth cooling pipe, so that a coolant can be introduced into the seat heat exchanger to perform conduction cooling or conduction heating of the seat;

[0019] The eleventh interface is connected to one end interface of the condensing heat exchanger through the eleventh cooling pipeline, and the twelfth interface is connected to the other end interface of the condensing heat exchanger through the twelfth cooling pipeline, so that the cooling agent can exchange heat with the refrigerant in the condensing heat exchanger.

[0020] In some embodiments,

[0021] It also includes a battery heat exchanger and a motor heat exchanger, and the multi-way valve also includes a thirteenth interface, a fourteenth interface, a fifteenth interface and a sixteenth interface,

[0022] The thirteenth interface is connected to one end interface of the battery heat exchanger through the thirteenth cooling pipeline, and the fourteenth interface is connected to the other end interface of the battery heat exchanger through the fourteenth cooling pipeline, so that the cooling agent can be introduced into the battery heat exchanger to cool or heat the battery;

[0023] The fifteenth interface is connected to one end interface of the motor heat exchanger through the fifteenth cooling pipeline, and the sixteenth interface is connected to the other end interface of the motor heat exchanger through the sixteenth cooling pipeline, so that the cooling medium can be introduced into the motor heat exchanger to cool the motor.

[0024] In some embodiments,

[0025] It also includes an off-vehicle heat exchanger, and the multi-way valve also includes a seventeenth interface and an eighteenth interface.

[0026] The seventeenth interface is connected to one end interface of the external heat exchanger through the seventeenth cooling pipeline, and the eighteenth interface is connected to the other end interface of the external heat exchanger through the eighteenth cooling pipeline, so that the cooling agent can be introduced into the external heat exchanger to conduct heat or cold to outside the vehicle.

[0027] In some embodiments,

[0028] When the vehicle needs to be cooled, the multi-way valve is controlled so that the external heat exchanger is connected to the refrigerant pipe of the condensing heat exchanger; when the vehicle needs to be heated, the multi-way valve is controlled so that the external heat exchanger is connected to the refrigerant pipe of the evaporating heat exchanger;

[0029] When the battery needs to be cooled, the multi-way valve is controlled so that the battery heat exchanger is connected to the refrigerant pipeline of the evaporative heat exchanger; when the battery needs to be heated, the multi-way valve is controlled so that the battery heat exchanger is connected to the refrigerant pipeline of the condensing heat exchanger; when the motor needs to be cooled, the multi-way valve is controlled so that the motor heat exchanger is connected to the refrigerant pipeline of the evaporative heat exchanger.

[0030] In some embodiments,

[0031] It also includes a first water pump and a second water pump, wherein the first water pump is arranged on the first cooling pipeline and / or the second cooling pipeline, and the second water pump is arranged on the eleventh cooling pipeline and / or the twelfth cooling pipeline.

[0032] The present invention also provides a control method for the automotive thermal management system as described above, comprising:

[0033] Detection step, detecting the temperature inside the car;

[0034] A determination step, determining whether to turn on the vehicle cooling mode or the vehicle heating mode according to the temperature inside the vehicle;

[0035] A control step, when the in-vehicle cooling mode needs to be turned on, the multi-way valve is controlled so that the first interface is connected to the tenth interface inside the multi-way valve, the second interface is connected to the third interface inside the multi-way valve, the fourth interface is connected to the seventh interface inside the multi-way valve, the eighth interface is connected to the ninth interface inside the multi-way valve, and the fourth interface and the fifth interface are disconnected inside the multi-way valve; the seventeenth interface is connected to the twelfth interface inside the multi-way valve, and the eighteenth interface is connected to the eleventh interface inside the multi-way valve;

[0036] When the in-vehicle heating mode needs to be turned on, the multi-way valve is controlled so that the first interface is connected to the eighteenth interface inside the multi-way valve, the second interface is connected to the seventeenth interface inside the multi-way valve, the third interface and the fourth interface are both disconnected, the fifth interface is connected to the twelfth interface inside the multi-way valve, the sixth interface is connected to the seventh interface inside the multi-way valve, the eighth interface is connected to the ninth interface inside the multi-way valve, and the tenth interface is connected to the eleventh interface.

[0037] In some embodiments,

[0038] The detection step is also used to detect the motor temperature and the battery temperature;

[0039] The judging step is further used to judge whether the battery temperature is greater than a first preset temperature, and whether the battery temperature is less than a second preset temperature, and whether the motor temperature is greater than the second preset temperature, wherein the second preset temperature is less than the first preset temperature;

[0040] The control step, when the battery temperature is greater than a first preset temperature, controls the multi-way valve so that the thirteenth interface is communicated with the first interface inside the multi-way valve, and the fourteenth interface is communicated with the second interface inside the multi-way valve; or controls the multi-way valve so that the thirteenth interface is communicated with the second interface inside the multi-way valve, and the fourteenth interface is communicated with the first interface inside the multi-way valve;

[0041] When the battery temperature is lower than a second preset temperature, the multi-way valve is controlled so that the thirteenth interface is communicated with the eleventh interface inside the multi-way valve, and the fourteenth interface is communicated with the twelfth interface inside the multi-way valve; or the multi-way valve is controlled so that the thirteenth interface is communicated with the twelfth interface inside the multi-way valve, and the fourteenth interface is communicated with the eleventh interface inside the multi-way valve;

[0042] When the motor temperature is greater than the third preset temperature, the multi-way valve is controlled so that the fifteenth interface is connected to the first interface inside the multi-way valve, and the sixteenth interface is connected to the second interface inside the multi-way valve; or, the multi-way valve is controlled so that the fifteenth interface is connected to the second interface inside the multi-way valve, and the sixteenth interface is connected to the first interface inside the multi-way valve.

[0043] The automotive thermal management system and control method thereof provided by the present invention have the following beneficial effects:

[0044] 1. The present invention provides a cold air heat exchanger, a warm air heat exchanger, a radiant heat exchanger and a seat heat exchanger in the vehicle, so that when cooling is needed, the cold air heat exchanger in the vehicle is connected with the cold-carrying pipeline of the evaporative heat exchanger to absorb cold energy to perform convection cooling in the vehicle, and at the same time, the radiant heat exchanger can be connected with the cold-carrying pipeline of the evaporative heat exchanger to achieve radiation cooling in the vehicle, and at the same time, the seat heat exchanger can be connected with the cold-carrying pipeline of the evaporator to achieve conduction cooling in the vehicle; when heating is needed, the warm air heat exchanger in the vehicle is connected with the cold-carrying pipeline of the evaporative heat exchanger to absorb heat to perform convection heating in the vehicle, and at the same time, the radiant heat exchanger can be connected with the cold-carrying pipeline of the evaporative heat exchanger to achieve radiation heating in the vehicle, and at the same time, the seat heat exchanger can be connected with the cold-carrying pipeline of the evaporative heat exchanger to achieve conduction heating in the vehicle; thereby, indirect heat exchange of the cold-carrying in the vehicle is achieved, thereby improving the safety in the vehicle. Cooling or heating, and at the same time realizing a passenger compartment temperature regulation scheme combining convection + radiation + conduction heat exchange modes, thereby improving the efficiency of cooling or heating in the car, solving the problem that the integrated indirect heat exchange system cannot meet the passenger compartment temperature regulation, increasing the temperature regulation range, and improving the comfort in the car. The present invention subverts the traditional new energy vehicle passenger compartment which only adopts convection heat exchange. Through a variety of heat transfer methods, the load of the cold air core / warm air core of the convection heat exchange is reduced, thereby increasing the system evaporation temperature and pressure or reducing the system condensation temperature and pressure, thereby reducing the high and low pressure difference of the refrigerant system circuit, solving the problem that when the traditional automobile air-conditioning box (HVAC) adopts an indirect heat exchange system, the system introduces an intermediate heat exchange process, resulting in insufficient heat exchange capacity and poor energy efficiency, and cannot meet the passenger compartment temperature regulation and high energy consumption under high load.

[0045] 2. The present invention also connects the evaporative heat exchanger, condensing heat exchanger, in-vehicle cold air / hot air heat exchanger, in-vehicle radiation heat exchanger and seat heat exchanger to the interface on the multi-way valve through the setting of the multi-way valve, thereby realizing effective structural integration of multiple heat exchangers. The on-off of multiple heat exchangers can be effectively controlled by one multi-way valve, realizing the heat exchange effect of convection + radiation + heat conduction during cooling, and the heat exchange effect of convection + radiation + heat conduction during heating, thereby improving the heat exchange performance in the vehicle, improving energy efficiency, making the structure more compact and greatly reducing the volume; the present invention further integrates the battery heat exchanger and the motor heat exchanger into the multi-way valve, which can further meet the low-temperature heating and high-temperature cooling of the battery, as well as the heat dissipation and cooling of the motor, further improving the integration and functional diversification, ensuring that the battery and the motor are in the normal operating temperature range, and improving the operating reliability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 is a system structure diagram of the automotive thermal management system of the present invention;

[0047] Figure 2It is a connection structure diagram of the automobile thermal management system of the present invention during cooling;

[0048] Figure 3 It is a connection structure diagram of the automobile thermal management system of the present invention during heating.

[0049] The reference numerals are:

[0050] 110, compressor; 210, gas-liquid separator; 310, throttling device; 410, evaporation heat exchanger; 420, condensation heat exchanger; 510, first water pump; 511, second water pump; 610, multi-way valve; 710, in-vehicle cold air heat exchanger; 720, in-vehicle warm air heat exchanger; 730, radiation heat exchanger; 740, seat heat exchanger; 750, outside heat exchanger; 810, battery heat exchanger; 910, motor heat exchanger;

[0051] a, first interface; b, second interface; c, third interface; d, fourth interface; e, fifth interface; f, sixth interface; g, seventh interface; h, eighth interface; i, ninth interface; j, tenth interface; k, eleventh interface; l, twelfth interface; m, thirteenth interface; n, fourteenth interface; o, fifteenth interface; p, sixteenth interface;

[0052] 101, the first cooling pipe; 102, the second cooling pipe; 103, the third cooling pipe; 104, the fourth cooling pipe; 105, the fifth cooling pipe; 106, the sixth cooling pipe; 107, the seventh cooling pipe; 108, the eighth cooling pipe; 109, the ninth cooling pipe; 100, the tenth cooling pipe; 111, the eleventh cooling pipe; 112, the twelfth cooling pipe; 113, the thirteenth cooling pipe; 114, the fourteenth cooling pipe; 115, the fifteenth cooling pipe; 116, the sixteenth cooling pipe; 117, the seventeenth cooling pipe; 118, the eighteenth cooling pipe. DETAILED DESCRIPTION

[0053] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is by no means intended to limit the present invention and its application or use. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0054] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0055] Unless otherwise specifically stated, the relative arrangement of the parts and steps described in these embodiments, numerical expressions and numerical values ​​do not limit the scope of the present invention. At the same time, it should be understood that, for ease of description, the sizes of the various parts shown in the accompanying drawings are not drawn according to the actual proportional relationship. The technology, method and equipment known to ordinary technicians in the relevant field may not be discussed in detail, but in appropriate cases, the technology, method and equipment should be regarded as a part of the authorization specification. In all examples shown and discussed here, any specific value should be interpreted as being merely exemplary, rather than as a limitation. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once a certain item is defined in an accompanying drawing, it does not need to be further discussed in subsequent drawings.

[0056] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the drawings. They are only for the convenience of describing the present invention and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the devices or elements referred to must have a specific direction or be constructed and operated in a specific direction. Therefore, they cannot be understood as limiting the scope of protection of the present invention. The directional words "inside and outside" refer to the inside and outside relative to the contours of each component itself.

[0057] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0058] In addition, it should be noted that the use of terms such as "first" and "second" to limit components is only for the convenience of distinguishing the corresponding components. If not otherwise stated, the above terms have no special meaning and therefore cannot be understood as limiting the scope of protection of the present invention.

[0059] like Figure 1-3 As shown, the present invention provides an automobile thermal management system, which includes:

[0060] A compressor 110, an evaporative heat exchanger 410, a condensing heat exchanger 420, a throttling device 310, an in-vehicle cold air heat exchanger 710, an in-vehicle warm air heat exchanger 720, a radiation heat exchanger 730 and a seat heat exchanger 740. The compressor 110, the condensing heat exchanger 420, the throttling device 310 and the evaporative heat exchanger 410 are connected to form a refrigerant circulation loop.

[0061] The in-vehicle cold air heat exchanger 710 can exchange heat with the evaporative heat exchanger 410 through a cold-carrying pipeline to perform convection cooling on the interior of the vehicle, and the in-vehicle warm air heat exchanger 720 can exchange heat with the condensing heat exchanger 420 through a cold-carrying pipeline to perform convection heating on the interior of the vehicle; the radiation heat exchanger 730 can exchange heat with the evaporative heat exchanger 410 through a cold-carrying pipeline to perform radiation cooling on the interior of the vehicle, or can exchange heat with the condensing heat exchanger 420 through a cold-carrying pipeline to perform radiation heating on the interior of the vehicle; the seat heat exchanger 740 can exchange heat with the evaporative heat exchanger 410 through a cold-carrying pipeline to perform conduction cooling on the seat, or can exchange heat with the condensing heat exchanger 420 through a cold-carrying pipeline to perform conduction heating on the seat.

[0062] The present invention provides a cold air heat exchanger, a warm air heat exchanger, a radiant heat exchanger and a seat heat exchanger in the vehicle. When cooling is needed, the cold air heat exchanger in the vehicle is connected with the cold-carrying pipeline of the evaporative heat exchanger to absorb cold energy to perform convection cooling in the vehicle. The radiant heat exchanger can be connected with the cold-carrying pipeline of the evaporative heat exchanger to achieve radiation cooling in the vehicle. The seat heat exchanger can be connected with the cold-carrying pipeline of the evaporative heat exchanger to achieve conduction cooling in the vehicle. When heating is needed, the warm air heat exchanger in the vehicle is connected with the cold-carrying pipeline of the evaporative heat exchanger to absorb heat to perform convection heating in the vehicle. At the same time, the radiant heat exchanger can be connected with the cold-carrying pipeline of the evaporative heat exchanger to achieve radiation heating in the vehicle. At the same time, the seat heat exchanger can be connected with the cold-carrying pipeline of the evaporative heat exchanger to achieve conduction heating in the vehicle. In this way, indirect heat exchange of the cold-carrying in the vehicle is achieved, the safe cooling or heating in the vehicle is improved, and convection + radiation is achieved at the same time. + The passenger compartment temperature regulation scheme combining three heat exchange modes of conduction improves the efficiency of cooling or heating in the car, solves the problem that the integrated indirect heat exchange system cannot meet the temperature regulation of the passenger compartment, increases the temperature regulation range, and improves the comfort in the car. The present invention subverts the traditional new energy vehicle passenger compartment which only adopts convection heat exchange. Through multiple heat transfer modes, the load of the cold air core / warm air core of the convection heat exchange is reduced, thereby increasing the system evaporation temperature and pressure or reducing the system condensation temperature and pressure (the temperature difference of convection heat exchange is reduced, thereby reducing the heat exchange temperature difference of the system), thereby reducing the high and low pressure difference of the refrigerant system circuit, and solving the problem that when the traditional automobile air conditioning box (HVAC) adopts an indirect heat exchange system, the system introduces an intermediate heat exchange process, resulting in insufficient heat exchange capacity and poor energy efficiency, and cannot meet the temperature regulation of the passenger compartment under high load and high energy consumption.

[0063] In the traditional thermal management system of new energy electric vehicles, the temperature of the passenger compartment is adjusted by the air conditioning box (HVAC) through the in-car evaporator (cooling) or the in-car condenser (heating) for convection heat exchange, and the evaporator and condenser are circulated with refrigerant (refrigerant). When an indirect heat exchange system is used, the in-car evaporator will be replaced by a cold air core, and the in-car condenser will be replaced by a warm air core. The cold air core and the warm air core are circulated with a refrigerant (ethylene glycol solution, etc.). Compared with the direct heat exchange of the refrigerant, the secondary heat exchange through the refrigerant has an additional intermediate heat exchange process (in the plate heat exchanger). Each heat exchange requires a temperature difference. An additional heat exchange means a larger temperature difference and a larger pressure difference of the refrigerant circuit system.

[0064] The present invention subverts the traditional new energy vehicle passenger compartment which only adopts convection heat exchange, adopts multiple heat transfer modes (convection + radiation + conduction three heat transfer modes), reduces the load of the cold air core / warm air core of convection heat exchange, and thus increases the system evaporation temperature and pressure or reduces the system condensation temperature and pressure (when the passenger compartment is cooled: the evaporation temperature of the cold air core represents the lowest evaporation temperature of the whole vehicle thermal management system, when the passenger compartment is heated: the condensation temperature of the warm air core represents the highest condensation temperature of the whole vehicle thermal management system), thereby reducing the high and low pressure difference of the refrigerant system circuit, and solves the problem that when the traditional automobile air conditioning box (HVAC) adopts an indirect heat exchange system, the system introduces an intermediate heat exchange process, resulting in insufficient heat exchange capacity and poor energy efficiency, and cannot meet the temperature regulation and energy consumption of the passenger compartment under high load.

[0065] Three ways of heat transfer:

[0066] ① Radiation: When the thermal management system is in operation, the coolant radiates heat or cold into the passenger compartment through radiation heat exchangers, such as on the roof, the back of the seat back, and other spaces in the vehicle, thereby solving part of the passenger compartment load;

[0067] ②Conduction: When the thermal management system is in operation, the coolant passes through the seat heat exchanger and directly contacts the human body through the seat, and transfers heat or cold to the occupants through conduction, thus solving part of the passenger compartment load;

[0068] ③ Convection: Use the traditional automobile air conditioning box (HVAC) to perform convection heat exchange with the heater core or cold air core (liquid-cooled heat exchanger) through the internal fan air outlet, and dissipate heat or cold into the passenger compartment through convection heat exchange, thereby solving part of the passenger compartment load.

[0069] The above specific implementation cases are the optimal solutions for the implementation cases around the main invention points, including derivative system solutions, for example: any one or two combinations of the three heat transfer methods (in-vehicle cold air heat exchanger 710 (preferably cold air core), in-vehicle warm air heat exchanger 720 (preferably warm air core), radiation heat exchanger 730, seat heat exchanger 740, cold air core + radiation heat exchanger 730, cold air core + seat heat exchanger 740, radiation heat exchanger 730 + seat heat exchanger 740, etc.); and the order of flowing through the three heat transfer methods is variable, which can be Parallel, series, parallel + series, series + parallel, etc., and the series sequence is variable. For example: when the passenger compartment is cooled, the refrigerant discharged from the outlet of the first water pump 510 releases heat through the evaporative heat exchanger 410 (preferably a plate heat exchanger) and then enters the cold air core. The cold air core absorbs heat through the HVAC (automobile air conditioning indoor unit) fan, absorbs heat in the car, and the refrigerant enters the seat heat exchanger 740 after absorbing heat in the cold air core, enters the radiation heat exchanger 730 after absorbing heat in the seat heat exchanger 740, and returns to the first water pump 510 after absorbing heat in the radiation heat exchanger 730.

[0070] In some embodiments,

[0071] It also includes a multi-way valve 610, which has multiple interfaces. The evaporative heat exchanger 410, the condensing heat exchanger 420, the in-vehicle cold air heat exchanger 710, the in-vehicle warm air heat exchanger 720, the radiant heat exchanger 730 and the seat heat exchanger 740 are all connected to the interfaces of the multi-way valve 610. The interior of the multi-way valve 610 has a channel for connecting and cutting off two of the multiple interfaces, so as to realize heat exchange between the in-vehicle cold air heat exchanger 710 and the evaporative heat exchanger 410, heat exchange between the in-vehicle warm air heat exchanger 720 and the condensing heat exchanger 420, heat exchange between the radiant heat exchanger 730 and the evaporative heat exchanger 410 or the condensing heat exchanger 420, and heat exchange between the seat heat exchanger 740 and the evaporative heat exchanger 410 or the condensing heat exchanger 420.

[0072] This is the preferred structural form of the present invention. Through the setting of the multi-way valve, the evaporative heat exchanger, condensing heat exchanger, in-vehicle cold air / hot air heat exchanger, in-vehicle radiation heat exchanger and seat heat exchanger are all connected to the interface on the multi-way valve, thereby realizing effective structural integration of multiple heat exchangers. Through one multi-way valve, it is possible to effectively control the on and off of multiple heat exchangers, thereby realizing the heat exchange effect of convection + radiation + heat conduction during cooling, and the heat exchange effect of convection + radiation + heat conduction during heating, thereby improving the heat exchange performance in the vehicle, improving energy efficiency, making the structure more compact, and greatly reducing the volume.

[0073] In some embodiments,

[0074] When the interior of the vehicle needs to be cooled, the multi-way valve 610 is controlled so that the interior cold air heat exchanger 710, the radiation heat exchanger 730 and the seat heat exchanger 740 are connected in series and connected to the refrigerant pipeline of the evaporative heat exchanger 410. At this time, the interior warm air heat exchanger 720 is not connected; when the interior of the vehicle needs to be heated, the multi-way valve 610 is controlled so that the interior warm air heat exchanger 720, the radiation heat exchanger 730 and the seat heat exchanger 740 are connected in series and connected to the refrigerant pipeline of the condensing heat exchanger 420. At this time, the interior cold air heat exchanger 710 is not connected.

[0075] This is the preferred structural form of the automotive thermal management system of the present invention in cooling and heating modes, that is, when cooling, the cold air heat exchanger, the radiation heat exchanger and the seat heat exchanger in the car are connected in series and connected to the refrigerant pipe of the evaporative heat exchanger. The cold energy provided by the evaporation of the refrigerant in the evaporative heat exchanger can be used to cool the refrigerant, thereby cooling the air at the cold air heat exchanger in the car, and then blowing the cold air into the car to achieve convection cooling in the car. At the same time, the radiation cooling energy generated by the cold water in the radiation heat exchanger when passing through the car is achieved to achieve radiation cooling in the car, and the conduction cooling energy generated by the cold water in the seat heat exchanger when passing through the car is achieved to achieve conduction cooling in the car, thus achieving convection + radiation + The cooling effect of heat conduction is improved; when heating, the cold air heat exchanger, radiation heat exchanger and seat heat exchanger in the car are connected in series and connected to the refrigerant pipeline of the condensing heat exchanger. The heat provided by the condensing refrigerant in the condensing heat exchanger can be used to heat the refrigerant, thereby heating the air at the warm air heat exchanger in the car, and then blowing the hot air into the car to achieve convection heating in the car. At the same time, the hot water in the radiation heat exchanger is used to generate radiant heat in the car when it passes through, so as to achieve radiation heating in the car. The hot water in the seat heat exchanger is used to generate conduction heat in the car when it passes through, so as to achieve convection + radiation + heat conduction heating, thereby improving the heating effect in the car.

[0076] In some embodiments,

[0077] The multi-way valve 610 includes a first interface a, a second interface b, a third interface c, a fourth interface d, a fifth interface e, a sixth interface f, a seventh interface g, an eighth interface h, a ninth interface i, a tenth interface j, an eleventh interface k and a twelfth interface l, wherein the first interface a is connected to a cooling interface at one end of the evaporative heat exchanger 410 through a first cooling pipeline 101, and the second interface b is connected to a cooling interface at the other end of the evaporative heat exchanger 410 through a second cooling pipeline 102, so that the cooling agent can exchange heat with the refrigerant in the evaporative heat exchanger 410;

[0078] The third interface c is connected to one end interface of the in-vehicle cold air heat exchanger 710 through the third cold-carrying pipeline 103, and the fourth interface d is connected to the other end interface of the in-vehicle cold air heat exchanger 710 through the fourth cold-carrying pipeline 104, so that the cold-carrying agent can be introduced into the in-vehicle cold air heat exchanger 710 to perform convection cooling in the vehicle;

[0079] The fifth interface e is connected to one end interface of the in-vehicle heating heat exchanger 720 through the fifth cooling pipe 105, and the sixth interface f is connected to the other end interface of the in-vehicle heating heat exchanger 720 through the sixth cooling pipe 106, so that the cooling medium can be introduced into the in-vehicle heating heat exchanger 720 to perform convection heating in the vehicle;

[0080] The seventh interface g is connected to one end interface of the radiation heat exchanger 730 through the seventh cooling pipe 107, and the eighth interface h is connected to the other end interface of the radiation heat exchanger 730 through the eighth cooling pipe 108, so that the cooling medium can be introduced into the radiation heat exchanger 730 to perform radiation cooling or heating in the vehicle;

[0081] The ninth interface i is communicated with one end interface of the seat heat exchanger 740 through the ninth cooling pipe 109, and the tenth interface j is communicated with the other end interface of the seat heat exchanger 740 through the tenth cooling pipe 100, so that the coolant can be introduced into the seat heat exchanger 740 to perform conduction cooling or conduction heating of the seat;

[0082] The eleventh interface k is connected to one end interface of the condensing heat exchanger 420 through the eleventh cooling pipeline 111, and the twelfth interface l is connected to the other end interface of the condensing heat exchanger 420 through the twelfth cooling pipeline 112, so that the cooling agent can exchange heat with the refrigerant in the condensing heat exchanger 420.

[0083] This is the specific structural form of the multi-way valve of the present invention and the connection relationship between it and multiple heat exchangers. It preferably includes at least twelve interfaces, which are respectively connected to the cold air heat exchanger, the warm air heat exchanger, the radiation heat exchanger and the seat heat exchanger in the car through twelve branch pipes, and are integrated with the multi-way valve to achieve cooling through convection + radiation + heat conduction during cooling, and heating through convection + radiation + heat conduction during heating, thereby improving the cooling and heating effects in the car.

[0084] In some embodiments,

[0085] It also includes a battery heat exchanger 810 and a motor heat exchanger 910, and the multi-way valve 610 also includes a thirteenth interface m, a fourteenth interface n, a fifteenth interface o and a sixteenth interface p.

[0086] The thirteenth interface m is connected to one end interface of the battery heat exchanger 810 through the thirteenth cooling pipe 113, and the fourteenth interface n is connected to the other end interface of the battery heat exchanger 810 through the fourteenth cooling pipe 114, so that the cooling agent can be passed into the battery heat exchanger 810 to cool or heat the battery;

[0087] The fifteenth interface o is connected to one end interface of the motor heat exchanger 910 through the fifteenth cooling pipeline 115, and the sixteenth interface p is connected to the other end interface of the motor heat exchanger 910 through the sixteenth cooling pipeline 116, so that the cooling medium can be introduced into the motor heat exchanger 910 for motor cooling.

[0088] The present invention further integrates a battery heat exchanger and a motor heat exchanger into the multi-way valve, which can further meet the low-temperature heating and high-temperature cooling of the battery, as well as the heat dissipation and cooling of the motor, further improving the integration and functional diversification, ensuring that the battery and the motor are within the normal operating temperature range, and improving the operating reliability of the vehicle.

[0089] In some embodiments,

[0090] The vehicle further includes an off-vehicle heat exchanger 750, and the multi-way valve 610 also includes a seventeenth port q and an eighteenth port r.

[0091] The seventeenth interface q is connected to one end interface of the external heat exchanger 750 through the seventeenth cooling pipeline 117, and the eighteenth interface r is connected to the other end interface of the external heat exchanger 750 through the eighteenth cooling pipeline 118, so that the cooling agent can be introduced into the external heat exchanger 750 to conduct heat or cold to outside the vehicle.

[0092] The present invention also provides an external heat exchanger, so that in cooling mode, the heat in the car can be conducted to the external heat exchanger and discharged to the outside of the car, and in heating mode, the cold in the car can be conducted to the external heat exchanger and discharged to the outside of the car, thereby ensuring continuous and effective cooling or heating of the car.

[0093] In some embodiments,

[0094] When the vehicle needs to be cooled, the multi-way valve is controlled so that the external heat exchanger 750 is connected to the refrigerant pipe of the condensing heat exchanger 420; when the vehicle needs to be heated, the multi-way valve is controlled so that the external heat exchanger 750 is connected to the refrigerant pipe of the evaporating heat exchanger 410;

[0095] When the battery needs to be cooled, the multi-way valve 610 is controlled so that the battery heat exchanger 810 is connected to the refrigerant pipeline of the evaporative heat exchanger 410; when the battery needs to be heated, the multi-way valve 610 is controlled so that the battery heat exchanger 810 is connected to the refrigerant pipeline of the condensing heat exchanger 420; when the motor needs to be cooled, the multi-way valve 610 is controlled so that the motor heat exchanger 910 is connected to the refrigerant pipeline of the evaporative heat exchanger 410.

[0096] This is the preferred connection form of the outdoor heat exchanger of the automobile thermal management system of the present invention in the cooling and heating modes, that is, when cooling, the outdoor heat exchanger is connected to the condensing heat exchanger, and the condensing heat exchanger can absorb the heat in the car by using the temperature change of the refrigerant, increase the temperature of the refrigerant, and then transfer it to the coolant through the condenser, and finally discharge the heat to the outside of the car through the outdoor heat exchanger; when heating, the outdoor heat exchanger is connected to the evaporative heat exchanger, and the evaporative heat exchanger can absorb the cold in the car by using the temperature change of the refrigerant, reduce the temperature of the refrigerant, and then transfer it to the coolant through the evaporator. The coolant is then passed to the refrigerant, and finally the cold is discharged to the outside of the vehicle through the external heat exchanger; and when the battery needs to be cooled, the battery heat exchanger is connected to the cooling pipeline of the evaporative heat exchanger to effectively cool the battery; when the battery needs to be heated, the battery heat exchanger is connected to the cooling pipeline of the condensing heat exchanger to heat the battery; when the motor needs to be cooled, the motor heat exchanger is connected to the cooling pipeline of the evaporative heat exchanger to cool the motor. At the same time, the integrated thermal management effect of the vehicle, battery and motor is achieved, ensuring the comfort and reliability of the vehicle operation.

[0097] In some embodiments,

[0098] It also includes a first water pump 510 and a second water pump 511. The first water pump 510 is arranged on the first cooling pipeline 101 and / or the second cooling pipeline 102, and the second water pump 511 is arranged on the eleventh cooling pipeline 111 and / or the twelfth cooling pipeline 112.

[0099] The present invention can provide power to drive the water flow through the first water pump and the second water pump, ensuring that the water has a good heat exchange effect on components such as the interior of the vehicle, the motor, and the battery when flowing through multiple heat exchangers.

[0100] Figure 1 The figure shows a schematic diagram of a thermal management system for a new energy electric vehicle, which mainly includes: a compressor 110, a gas-liquid separator 210, a throttling device 310 (preferably an electronic expansion valve), an evaporative heat exchanger 410 (preferably a plate heat exchanger), a condensing heat exchanger 420 (preferably a plate heat exchanger), a first water pump 510 (preferably an electronic water pump), a second water pump 511 (preferably an electronic water pump), a multi-way valve 610, an in-vehicle cold air heat exchanger 710 (preferably a cold air core), an in-vehicle warm air heat exchanger 720 (preferably a warm air core), a radiation heat exchanger 730, a seat heat exchanger 740, an out-of-vehicle heat exchanger 750, a battery heat exchanger 810 (preferably a battery cold plate), and a motor heat exchanger 910 (preferably a motor electronically controlled cooler).

[0101] Refrigerant system: The exhaust port of the compressor 110 is connected to the refrigerant inlet of the condensing heat exchanger 420, the refrigerant outlet of the condensing heat exchanger 420 is connected to the throttling device 310, the other end of the throttling device 310 is connected to the refrigerant inlet of the evaporative heat exchanger 410, the refrigerant outlet of the evaporative heat exchanger 410 is connected to one end of the gas-liquid separator 210, and the other end of the gas-liquid separator 210 is connected to the air intake of the compressor 110.

[0102] Refrigerant system: one end of the first water pump 510 is connected to the multi-way valve 610, the other end of the first water pump 510 is connected to the water inlet of the evaporative heat exchanger 410, the water outlet of the evaporative heat exchanger 410 is connected to the multi-way valve 610, the inlet of the second water pump 511 is connected to the multi-way valve 610, the outlet of the second water pump 511 is connected to the water inlet of the condensing heat exchanger 420, the water outlet of the condensing heat exchanger 420 is connected to the multi-way valve 610, the inlet and outlet of the cold air core are connected to the multi-way valve 610, the inlet and outlet of the warm air core are connected to the multi-way valve 610, the inlet and outlet of the radiation heat exchanger 730 are connected to the multi-way valve 610, the inlet and outlet of the seat heat exchanger 740 are connected to the multi-way valve 610, the inlet and outlet of the external heat exchanger 750 are connected to the multi-way valve 610, the inlet and outlet of the battery cold plate are connected to the multi-way valve 610, and the inlet and outlet of the motor electronic control cooler are connected to the multi-way valve 610.

[0103] The present invention also provides a control method for the automotive thermal management system as described above, comprising:

[0104] Detection step, detecting the temperature inside the car;

[0105] A determination step, determining whether to turn on the vehicle cooling mode or the vehicle heating mode according to the temperature inside the vehicle;

[0106] A control step, when the in-vehicle cooling mode needs to be turned on, the multi-way valve 610 is controlled so that the first interface a is connected to the tenth interface j inside the multi-way valve 610, the second interface b is connected to the third interface c inside the multi-way valve 610, the fourth interface d is connected to the seventh interface g inside the multi-way valve 610, the eighth interface h is connected to the ninth interface i inside the multi-way valve 610, and the fourth interface d and the fifth interface e are disconnected inside the multi-way valve 610; the seventeenth interface q is connected to the twelfth interface l inside the multi-way valve 610, and the eighteenth interface r is connected to the eleventh interface k inside the multi-way valve 610;

[0107] When the in-vehicle heating mode needs to be turned on, the multi-way valve 610 is controlled so that the first interface a is connected to the eighteenth interface r inside the multi-way valve 610, the second interface b is connected to the seventeenth interface q inside the multi-way valve 610, the third interface c and the fourth interface d are both disconnected, the fifth interface e is connected to the twelfth interface l inside the multi-way valve 610, the sixth interface f is connected to the seventh interface g inside the multi-way valve 610, the eighth interface h is connected to the ninth interface i inside the multi-way valve 610, and the tenth interface j is connected to the eleventh interface k.

[0108] This is the preferred control form of the automobile thermal management system of the present invention in different operating modes when it has a multi-way valve. When cooling is needed, the cold air heat exchanger in the car can be used to perform convection cooling on the interior of the car, the radiation heat exchanger can be used to perform radiation cooling on the interior of the car, and the seat heat exchanger can be used to perform conduction cooling on the interior of the car; when heating is needed, the warm air heat exchanger in the car can be used to perform convection heating on the interior of the car, the radiation heat exchanger can be used to perform radiation heating on the interior of the car, and the seat heat exchanger can be used to perform conduction heating on the interior of the car; thereby, indirect heat exchange of the cold load in the car is realized, and safe cooling or heating in the car is improved. At the same time, a passenger compartment temperature adjustment scheme combining the three heat exchange modes of convection + radiation + conduction is realized, and the cooling or heating in the car is improved. The thermal efficiency is improved, which solves the problem that the integrated indirect heat exchange system cannot meet the temperature regulation of the passenger compartment, increases the temperature regulation range, and improves the comfort in the car. The present invention subverts the traditional new energy vehicle passenger compartment which only adopts convection heat exchange. Through a variety of heat transfer methods, the load of the cold air core / warm air core of the convection heat exchange is reduced, thereby increasing the system evaporation temperature and pressure or reducing the system condensation temperature and pressure, thereby reducing the high and low pressure difference of the refrigerant system circuit, and solving the problem that when the traditional automobile air-conditioning box (HVAC) adopts an indirect heat exchange system, the system introduces an intermediate heat exchange process, resulting in insufficient heat exchange capacity and poor energy efficiency, and cannot meet the temperature regulation of the passenger compartment under high load and high energy consumption.

[0109] Figure 2 The figure shows a schematic diagram of the passenger compartment refrigeration system; the high-temperature and high-pressure refrigerant discharged from the compressor 110 enters the condensing heat exchanger 420 to cool and release heat, then enters the evaporative heat exchanger 410 to absorb heat after being throttled by the throttling device 310, and then enters the gas-liquid separator 210, and finally the low-temperature and low-pressure refrigerant enters the compressor 110 to inhale.

[0110] The refrigerant discharged from the outlet of the first water pump 510 releases heat through the evaporative heat exchanger 410 and then enters the in-vehicle cold air heat exchanger 710. The in-vehicle cold air heat exchanger 710 absorbs heat through the blower of the HVAC (automobile air conditioner indoor unit) and absorbs the heat in the vehicle. The refrigerant enters the radiation heat exchanger 730 after absorbing heat in the radiation heat exchanger 730 and then enters the seat heat exchanger 740 and then returns to the first water pump 510 after absorbing heat in the seat heat exchanger 740.

[0111] The refrigerant discharged from the outlet of the second water pump 511 absorbs heat through the condensing heat exchanger 420 and then enters the external heat exchanger 750. The external heat exchanger 750 dissipates the heat to the external environment through the external fan. The refrigerant in the external heat exchanger 750 releases heat and then returns to the second water pump 511.

[0112] Figure 3 The figure shows a schematic diagram of the passenger compartment heating system. The high-temperature and high-pressure refrigerant discharged from the compressor 110 enters the condensing heat exchanger 420 to cool and release heat, then enters the evaporative heat exchanger 410 to absorb heat after being throttled by the throttling device 310, and then enters the gas-liquid separator 210. Finally, the low-temperature and low-pressure refrigerant enters the compressor 110 to inhale.

[0113] The refrigerant discharged from the outlet of the first water pump 510 releases heat through the evaporative heat exchanger 410 and then enters the external heat exchanger 750. The external heat exchanger 750 absorbs heat from the external environment through the external fan. The refrigerant in the external heat exchanger 750 releases and absorbs heat and returns to the second water pump 511.

[0114] The refrigerant discharged from the outlet of the second water pump 511 absorbs heat through the condensing heat exchanger 420 and then enters the in-vehicle warm air heat exchanger 720. The in-vehicle warm air heat exchanger 720 releases heat through the HVAC (automobile air conditioning indoor unit) fan, and releases the heat into the passenger compartment of the vehicle. The refrigerant releases heat in the in-vehicle warm air heat exchanger 720 and then enters the radiation heat exchanger 730. After releasing heat in the radiation heat exchanger 730, the refrigerant enters the seat heat exchanger 740 and then returns to the second water pump 511 after releasing heat in the seat heat exchanger 740.

[0115] In some embodiments,

[0116] The detection step is also used to detect the motor temperature and the battery temperature;

[0117] The judging step is further used to judge whether the battery temperature is greater than a first preset temperature, and whether the battery temperature is less than a second preset temperature, and whether the motor temperature is greater than the second preset temperature, wherein the second preset temperature is less than the first preset temperature;

[0118] The control step, when the battery temperature is greater than a first preset temperature, controls the multi-way valve 610 so that the thirteenth port m is communicated with the first port a inside the multi-way valve 610, and the fourteenth port n is communicated with the second port b inside the multi-way valve 610; or controls the multi-way valve 610 so that the thirteenth port m is communicated with the second port b inside the multi-way valve 610, and the fourteenth port n is communicated with the first port a inside the multi-way valve 610;

[0119] When the battery temperature is lower than a second preset temperature, the multi-way valve 610 is controlled so that the thirteenth port m is connected to the eleventh port k inside the multi-way valve 610, and the fourteenth port n is connected to the twelfth port l inside the multi-way valve 610; or, the multi-way valve 610 is controlled so that the thirteenth port m is connected to the twelfth port l inside the multi-way valve 610, and the fourteenth port n is connected to the eleventh port k inside the multi-way valve 610;

[0120] When the motor temperature is greater than the third preset temperature, the multi-way valve 610 is controlled so that the fifteenth interface o is connected to the first interface a inside the multi-way valve 610, and the sixteenth interface p is connected to the second interface b inside the multi-way valve 610; or, the multi-way valve 610 is controlled so that the fifteenth interface o is connected to the second interface b inside the multi-way valve 610, and the sixteenth interface p is connected to the first interface a inside the multi-way valve 610.

[0121] This is the preferred control form of the battery heat exchanger and motor heat exchanger of the present invention, which can further meet the low-temperature heating and high-temperature cooling of the battery, as well as the heat dissipation and cooling effect of the motor, further improving the integration and functional diversification, ensuring that the battery and motor are in the normal operating temperature range, and improving the operating reliability of the vehicle. The system of the present invention has all functional modes of vehicle thermal management, including battery cooling, preheating and heat recovery; motor electronic control heat dissipation and heat recovery, etc.

[0122] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the present invention. The above description is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and variations can be made without departing from the technical principles of the present invention. These improvements and variations should also be regarded as the protection scope of the present invention.

Claims

1. An automotive thermal management system, characterized in that: include: A compressor (110), an evaporative heat exchanger (410), a condensing heat exchanger (420), a throttling device (310), an in-vehicle cold air heat exchanger (710), an in-vehicle warm air heat exchanger (720), a radiation heat exchanger (730) and a seat heat exchanger (740), wherein the compressor (110), the condensing heat exchanger (420), the throttling device (310) and the evaporative heat exchanger (410) are connected to form a refrigerant circulation loop; The in-vehicle cold air heat exchanger (710) can exchange heat with the evaporative heat exchanger (410) through a cold-carrying pipeline to perform convection cooling on the interior of the vehicle, and the in-vehicle warm air heat exchanger (720) can exchange heat with the condensing heat exchanger (420) through a cold-carrying pipeline to perform convection heating on the interior of the vehicle; the radiation heat exchanger (730) can exchange heat with the evaporative heat exchanger (410) through a cold-carrying pipeline to perform radiation cooling on the interior of the vehicle, or can exchange heat with the condensing heat exchanger (420) through a cold-carrying pipeline to perform radiation heating on the interior of the vehicle; the seat heat exchanger (740) can exchange heat with the evaporative heat exchanger (410) through a cold-carrying pipeline to perform conduction cooling on the seat, or can exchange heat with the condensing heat exchanger (420) through a cold-carrying pipeline to perform conduction heating on the seat.

2. The automotive thermal management system according to claim 1, characterized in that: The multi-way valve (610) is also included. The multi-way valve (610) has a plurality of interfaces. The evaporative heat exchanger (410), the condensing heat exchanger (420), the in-vehicle cold air heat exchanger (710), the in-vehicle warm air heat exchanger (720), the radiation heat exchanger (730) and the seat heat exchanger (740) are all connected to the interfaces of the multi-way valve (610). The multi-way valve (610) has an interior that connects two of the plurality of interfaces. The channels are opened and closed so as to realize heat exchange between the in-vehicle cold air heat exchanger (710) and the evaporative heat exchanger (410), heat exchange between the in-vehicle warm air heat exchanger (720) and the condensing heat exchanger (420), heat exchange between the radiation heat exchanger (730) and the evaporative heat exchanger (410) or the condensing heat exchanger (420), and heat exchange between the seat heat exchanger (740) and the evaporative heat exchanger (410) or the condensing heat exchanger (420).

3. The automotive thermal management system according to claim 2, characterized in that: When the interior of the vehicle needs to be cooled, the multi-way valve (610) is controlled so that the interior cold air heat exchanger (710), the radiation heat exchanger (730) and the seat heat exchanger (740) are connected in series and connected to the refrigerant pipeline of the evaporative heat exchanger (410). At this time, the interior warm air heat exchanger (720) is not connected; when the interior of the vehicle needs to be heated, the multi-way valve (610) is controlled so that the interior warm air heat exchanger (720), the radiation heat exchanger (730) and the seat heat exchanger (740) are connected in series and connected to the refrigerant pipeline of the condensing heat exchanger (420). At this time, the interior cold air heat exchanger (710) is not connected.

4. The automotive thermal management system according to claim 2 or 3, characterized in that: The multi-way valve (610) comprises a first interface (a), a second interface (b), a third interface (c), a fourth interface (d), a fifth interface (e), a sixth interface (f), a seventh interface (g), an eighth interface (h), a ninth interface (i), a tenth interface (j), an eleventh interface (k) and a twelfth interface (l), wherein the first interface (a) is connected to a cooling interface at one end of the evaporative heat exchanger (410) via a first cooling pipeline (101), and the second interface (b) is connected to a cooling interface at the other end of the evaporative heat exchanger (410) via a second cooling pipeline (102), so that the cooling agent can exchange heat with the refrigerant in the evaporative heat exchanger (410); The third interface (c) is connected to one end interface of the in-vehicle cold air heat exchanger (710) through a third cold-carrying pipeline (103), and the fourth interface (d) is connected to the other end interface of the in-vehicle cold air heat exchanger (710) through a fourth cold-carrying pipeline (104), so that a coolant can be introduced into the in-vehicle cold air heat exchanger (710) to perform convection cooling in the vehicle; The fifth interface (e) is connected to one end interface of the in-vehicle warm air heat exchanger (720) through a fifth cold-carrying pipeline (105), and the sixth interface (f) is connected to the other end interface of the in-vehicle warm air heat exchanger (720) through a sixth cold-carrying pipeline (106), so that a coolant can be introduced into the in-vehicle warm air heat exchanger (720) to perform convection heating in the vehicle; The seventh interface (g) is connected to one end interface of the radiation heat exchanger (730) through the seventh cooling pipeline (107), and the eighth interface (h) is connected to the other end interface of the radiation heat exchanger (730) through the eighth cooling pipeline (108), so that the cooling medium can be introduced into the radiation heat exchanger (730) to perform radiation cooling or heating in the vehicle; The ninth interface (i) is communicated with one end interface of the seat heat exchanger (740) through a ninth cooling pipe (109), and the tenth interface (j) is communicated with the other end interface of the seat heat exchanger (740) through a tenth cooling pipe (100), so that a cooling medium can be introduced into the seat heat exchanger (740) to perform conduction cooling or conduction heating of the seat; The eleventh interface (k) is connected to one end interface of the condensing heat exchanger (420) through the eleventh cooling pipeline (111), and the twelfth interface (l) is connected to the other end interface of the condensing heat exchanger (420) through the twelfth cooling pipeline (112), so that the cooling agent can exchange heat with the refrigerant in the condensing heat exchanger (420).

5. The automotive thermal management system according to claim 4, characterized in that: It also includes a battery heat exchanger (810) and a motor heat exchanger (910), and the multi-way valve (610) further includes a thirteenth interface (m), a fourteenth interface (n), a fifteenth interface (o) and a sixteenth interface (p), The thirteenth interface (m) is connected to one end interface of the battery heat exchanger (810) through a thirteenth cooling pipeline (113), and the fourteenth interface (n) is connected to the other end interface of the battery heat exchanger (810) through a fourteenth cooling pipeline (114), so that a cooling agent can be introduced into the battery heat exchanger (810) to cool or heat the battery; The fifteenth interface (o) is connected to one end interface of the motor heat exchanger (910) through the fifteenth cooling pipeline (115), and the sixteenth interface (p) is connected to the other end interface of the motor heat exchanger (910) through the sixteenth cooling pipeline (116), so that the cooling medium can be introduced into the motor heat exchanger (910) to cool the motor.

6. The automotive thermal management system according to claim 5, characterized in that: It also includes an off-vehicle heat exchanger (750), and the multi-way valve (610) further includes a seventeenth port (q) and an eighteenth port (r). The seventeenth interface (q) is connected to one end interface of the external heat exchanger (750) through the seventeenth cooling pipeline (117), and the eighteenth interface (r) is connected to the other end interface of the external heat exchanger (750) through the eighteenth cooling pipeline (118), so that the cooling medium can be introduced into the external heat exchanger (750) to conduct heat or cold to the outside of the vehicle.

7. The automotive thermal management system according to claim 6, characterized in that: When cooling is required in the vehicle, the multi-way valve is controlled so that the external heat exchanger (750) is connected to the refrigerant pipe of the condensing heat exchanger (420); when heating is required in the vehicle, the multi-way valve is controlled so that the external heat exchanger (750) is connected to the refrigerant pipe of the evaporating heat exchanger (410); When the battery needs to be cooled, the multi-way valve (610) is controlled so that the battery heat exchanger (810) is connected to the coolant pipeline of the evaporative heat exchanger (410); when the battery needs to be heated, the multi-way valve (610) is controlled so that the battery heat exchanger (810) is connected to the coolant pipeline of the condensing heat exchanger (420); when the motor needs to be cooled, the multi-way valve (610) is controlled so that the motor heat exchanger (910) is connected to the coolant pipeline of the evaporative heat exchanger (410).

8. The automotive thermal management system according to any one of claims 4 to 7, characterized in that: It also includes a first water pump (510) and a second water pump (511), wherein the first water pump (510) is arranged on the first cooling pipeline (101) and / or the second cooling pipeline (102), and the second water pump (511) is arranged on the eleventh cooling pipeline (111) and / or the twelfth cooling pipeline (112).

9. A control method for an automotive thermal management system according to any one of claims 7 to 8, characterized in that: include: Detection step, detecting the temperature inside the car; A determination step, determining whether to turn on the vehicle cooling mode or the vehicle heating mode according to the temperature inside the vehicle; A control step, when it is necessary to start the in-vehicle cooling mode, control the multi-way valve (610) so that the first interface (a) is connected to the tenth interface (j) inside the multi-way valve (610), the second interface (b) is connected to the third interface (c) inside the multi-way valve (610), the fourth interface (d) is connected to the seventh interface (g) inside the multi-way valve (610), the eighth interface (h) is connected to the ninth interface (i) inside the multi-way valve (610), and the fourth interface (d) and the fifth interface (e) are both disconnected inside the multi-way valve (610); the seventeenth interface (q) is connected to the twelfth interface (l) inside the multi-way valve (610), and the eighteenth interface (r) is connected to the eleventh interface (k) inside the multi-way valve (610); When the in-vehicle heating mode needs to be turned on, the multi-way valve (610) is controlled so that the first interface (a) is connected to the eighteenth interface (r) inside the multi-way valve (610), the second interface (b) is connected to the seventeenth interface (q) inside the multi-way valve (610), the third interface (c) and the fourth interface (d) are both disconnected, the fifth interface (e) is connected to the twelfth interface (l) inside the multi-way valve (610), the sixth interface (f) is connected to the seventh interface (g) inside the multi-way valve (610), the eighth interface (h) is connected to the ninth interface (i) inside the multi-way valve (610), and the tenth interface (j) is connected to the eleventh interface (k).

10. The control method according to claim 9, characterized in that: The detection step is also used to detect the motor temperature and the battery temperature; The judging step is further used to judge whether the battery temperature is greater than a first preset temperature, and whether the battery temperature is less than a second preset temperature, and whether the motor temperature is greater than the second preset temperature, wherein the second preset temperature is less than the first preset temperature; The control step, when the battery temperature is greater than a first preset temperature, controls the multi-way valve (610) so that the thirteenth interface (m) is in communication with the first interface (a) inside the multi-way valve (610), and the fourteenth interface (n) is in communication with the second interface (b) inside the multi-way valve (610); or controls the multi-way valve (610) so that the thirteenth interface (m) is in communication with the second interface (b) inside the multi-way valve (610), and the fourteenth interface (n) is in communication with the first interface (a) inside the multi-way valve (610); When the battery temperature is lower than a second preset temperature, the multi-way valve (610) is controlled so that the thirteenth interface (m) is communicated with the eleventh interface (k) inside the multi-way valve (610), and the fourteenth interface (n) is communicated with the twelfth interface (l) inside the multi-way valve (610); or, the multi-way valve (610) is controlled so that the thirteenth interface (m) is communicated with the twelfth interface (l) inside the multi-way valve (610), and the fourteenth interface (n) is communicated with the eleventh interface (k) inside the multi-way valve (610); When the motor temperature is greater than a third preset temperature, the multi-way valve (610) is controlled so that the fifteenth interface (o) is connected to the first interface (a) inside the multi-way valve (610), and the sixteenth interface (p) is connected to the second interface (b) inside the multi-way valve (610); Alternatively, the multi-way valve (610) is controlled so that the fifteenth interface (o) is connected to the second interface (b) inside the multi-way valve (610), and the sixteenth interface (p) is connected to the first interface (a) inside the multi-way valve (610).

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