Automobile thermal management system

Abstract

The present invention discloses an automobile thermal management system, comprising: an air conditioning circuit; a battery circuit; a regulating unit, the regulating unit comprising a cooling module and a heating module, the regulating unit comprising a two-position seven-way electronic valve, the two-position seven-way electronic valve comprising a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, a sixth valve port and a seventh valve port; when the regulating unit is in the cooling module, the first valve port is connected to the fifth valve port, the third valve port is connected to the seventh valve port, and the fourth valve port is connected to the seventh valve port; when the regulating unit is in the heating module, the first valve port is connected to the sixth valve port, the second valve port is connected to the seventh valve port, and the third valve port is connected to the fourth valve port. The automobile thermal management system of the present invention switches between the cooling module and the heating module by setting a two-position seven-way electronic valve, thereby improving the energy efficiency ratio of the system, simplifying the structure of the automobile thermal management system, reducing the occupied space, facilitating layout, and effectively reducing costs.

Description

Technical Field

[0001] The invention relates to the technical field of automobile thermal management, in particular to an automobile thermal management system. Background Art

[0002] In the era of lightweight, miniaturization, integration, energy conservation and emission reduction, and improving energy utilization, direct battery cooling can respond to the current era. The current mainstream cooling technology for power batteries and passenger compartments is to use liquid cooling solutions, but liquid cooling solutions have disadvantages such as high cost, large space occupation, and difficult layout.

[0003] Most of the existing hybrid vehicles do not have heat pump function, and use the engine and liquid-cooled PTC as heat sources for heating. Although the engine can be used for heating when the engine is working, most of the vehicle usage environments are pure electric mode. PTC heating has a lower energy efficiency than heat pumps, which will greatly reduce the vehicle's pure electric endurance in winter. Summary of the invention

[0004] The purpose of the present invention is to provide an automobile thermal management system to solve the problems in the prior art, improve the energy efficiency ratio of the automobile thermal management system, save the space occupied by the system, and reduce the cost.

[0005] The present invention provides an automobile thermal management system, comprising:

[0006] an air conditioning circuit, the air conditioning circuit being used to adjust the temperature of the passenger compartment;

[0007] A battery circuit, the battery circuit being used to regulate the temperature of the battery;

[0008] A regulating unit, the regulating unit comprising a cooling module and a heating module, the regulating unit comprising a two-position seven-way electronic valve, the two-position seven-way electronic valve comprising a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, a sixth valve port and a seventh valve port;

[0009] in:

[0010] When the regulating unit is in the refrigeration module, the first valve port is connected to the fifth valve port, the third valve port is connected to the seventh valve port, the fourth valve port is connected to the seventh valve port, and the refrigeration module is connected to the air conditioning circuit and / or the battery unit;

[0011] When the regulating unit is in the heating module, the first valve port is connected to the sixth valve port, the second valve port is connected to the seventh valve port, the third valve port is connected to the fourth valve port, and the heating module is connected to the air conditioning circuit and / or the battery circuit.

[0012] In the automotive thermal management system as described above, preferably, the air conditioning circuit includes a compressor, a first condenser, a first three-way valve, a first four-way valve, a first evaporator, a second evaporator and a gas-liquid separator, wherein:

[0013] The outlet end of the compressor is connected to the inlet end of the first condenser, the outlet end of the first condenser is connected to the first port of the first three-way valve, the second port of the first three-way valve is connected to the first port of the first four-way valve, the second port of the first four-way valve is connected to the inlet end of the first evaporator, the outlet end of the first evaporator is connected to the inlet end of the gas-liquid separator, the third port of the first four-way valve is connected to the inlet end of the second evaporator, the outlet end of the second evaporator is connected to the inlet end of the gas-liquid separator, and the outlet end of the gas-liquid separator is connected to the inlet end of the compressor.

[0014] In the automotive thermal management system as described above, preferably, a first electronic expansion valve is provided on the connecting pipeline between the first four-way valve and the first evaporator.

[0015] An automobile thermal management system as described above, wherein preferably, a second electronic expansion valve and a first solenoid valve are provided on the connecting pipeline between the first four-way valve and the second evaporator, the third port of the first four-way valve is connected to the inlet end of the second electronic expansion valve, the outlet end of the second electronic expansion valve is connected to the inlet end of the first solenoid valve, and the outlet end of the first solenoid valve is connected to the inlet end of the second evaporator.

[0016] In the automotive thermal management system as described above, preferably, the battery circuit includes a compressor, a second four-way valve, a first condenser, a second condenser, a first three-way valve, a coaxial tube, a battery heat exchanger and a gas-liquid separator, wherein:

[0017] The outlet end of the compressor is communicated with the first port of the second four-way valve, the second port of the second four-way valve is communicated with the inlet end of the first condenser, the third port of the second four-way valve is communicated with the outlet end of the second condenser and the inlet end of the first condenser, the outlet end of the first condenser is communicated with the first port of the first three-way valve, the third port of the first three-way valve is communicated with the inlet end of the coaxial tube, the outlet end of the coaxial tube is communicated with the inlet end of the battery heat exchanger, the outlet end of the battery heat exchanger is communicated with the inlet end of the gas-liquid separator, and the outlet end of the gas-liquid separator is communicated with the inlet end of the compressor.

[0018] In the automotive thermal management system as described above, preferably, a second solenoid valve is provided on the connecting pipeline between the second four-way valve and the second condenser.

[0019] In the automotive thermal management system as described above, preferably, a third electronic expansion valve is provided on the connecting pipeline between the coaxial tube and the battery heat exchanger, and a third solenoid valve is provided on the connecting pipeline between the battery heat exchanger and the gas-liquid separator.

[0020] An automobile thermal management system as described above, wherein, preferably, the automobile thermal management system also includes a coolant circuit, the coolant circuit includes a motor side circuit and an engine side circuit, the motor side circuit is used to dissipate heat for the motor, and the engine side circuit is used to dissipate heat for the engine.

[0021] In the automotive thermal management system as described above, preferably, the motor side circuit includes a first electronic water pump, an electric drive and electronic control module, a third four-way valve, a first radiator, a second three-way valve and a cooler, wherein:

[0022] The outlet end of the first electronic water pump is communicated with the inlet end of the electric drive electronic control module, the outlet end of the electric drive electronic control module is communicated with the first port of the third four-way valve, the second port of the third four-way valve is communicated with the inlet end of the first radiator, the outlet end of the first radiator is communicated with the first port of the second three-way valve, the third port of the third four-way valve is communicated with the inlet end of the refrigerant side of the cooler, the outlet end of the refrigerant side of the cooler is communicated with the second port of the second three-way valve, and the third port of the second three-way valve is communicated with the inlet end of the first electronic water pump.

[0023] As described above, in the automotive thermal management system, preferably, the engine side circuit includes an engine, a first electronic water pump, a second electronic water pump, a thermostat, a cooler, an electric drive and electronic control module, a third four-way valve, a second three-way valve, a third three-way valve, a fourth three-way valve, a fifth three-way valve and a second radiator, wherein:

[0024] The outlet end of the engine is communicated with the inlet end of the second electronic water pump, the outlet end of the second electronic water pump is communicated with the first port of the thermostat, the second port of the thermostat is communicated with the inlet end of the second radiator, and the outlet end of the second radiator is communicated with the inlet end of the engine;

[0025] The third port of the thermostat is communicated with the first port of the third three-way valve, the second port of the third three-way valve is communicated with the inlet end of the refrigerant side of the cooler, the outlet end of the refrigerant side of the cooler is communicated with the third port of the third four-way valve, the fourth port of the third four-way valve is communicated with the first port of the fourth three-way valve, and the second port of the fourth three-way valve is communicated with the inlet end of the engine;

[0026] The third port of the third three-way valve is communicated with the second port of the second three-way valve, the third port of the second three-way valve is communicated with the inlet end of the first electronic water pump, the outlet end of the first electronic water pump is communicated with the inlet end of the electric drive and electronic control module, the outlet end of the electric drive and electronic control module is communicated with the first port of the fifth three-way valve, the second port of the fifth three-way valve is communicated with the third port of the fourth three-way valve, and the second port of the fourth three-way valve is communicated with the inlet end of the engine.

[0027] Compared with the prior art, the automotive thermal management system provided by the present invention switches the cooling module and the heating module by setting a two-position seven-way electronic valve to adapt to the thermal management requirements of the air-conditioning circuit and the battery circuit, thereby improving the energy efficiency of the system. At the same time, it simplifies the structure of the automotive thermal management system, reduces the occupied space, facilitates layout, and effectively reduces costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 is a schematic structural diagram of an automotive thermal management system provided by an embodiment of the present invention;

[0029] Figure 2 It is a structural schematic diagram of the regulating unit of the present invention.

[0030] Description of reference numerals:

[0031] 100-air conditioning circuit, 200-battery circuit, 300-regulating unit, 310-refrigeration module, 320-heating module, 330-two-position seven-way electronic valve, 331-first valve port, 332-second valve port, 333-third valve port, 334-fourth valve port, 335-fifth valve port, 336-sixth valve port, 337-seventh valve port, 400-coolant circuit, 410-motor side circuit, 420-engine side circuit;

[0032] 1- compressor, 2- first condenser, 3- first three-way valve, 4- first four-way valve, 5- first evaporator, 6- second evaporator, 7- gas-liquid separator, 8- first electronic expansion valve, 9- second electronic expansion valve, 10- first solenoid valve, 11- second four-way valve, 12- second condenser, 13- coaxial tube, 14- battery heat exchanger, 15- second solenoid valve, 16- third electronic expansion valve, 17- third solenoid valve, 18- first electronic water pump, 19- electric Drive electronic control module, 20-third four-way valve, 21-first radiator, 22-second three-way valve, 23-cooler, 231-refrigerant side of the cooler, 232-water side of the cooler, 24-engine, 25-second electronic water pump, 26-thermostat, 27-third three-way valve, 28-fourth three-way valve, 29-fifth three-way valve, 30-second radiator, 31-fourth solenoid valve, 32-sixth three-way valve, 33-fourth four-way valve, 34-fourth electronic expansion valve. DETAILED DESCRIPTION

[0033] The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, but should not be construed as limiting the present invention.

[0034] Reference Figure 1 As shown, the present invention provides an automobile thermal management system, including an air conditioning circuit 100, a battery circuit 200 and a regulating unit 300, wherein:

[0035] The air conditioning circuit 100 is used to adjust the temperature of the passenger compartment to ensure that the temperature of the passenger compartment is comfortable.

[0036] The battery circuit 200 is used to adjust the temperature of the battery so that the battery has a suitable operating temperature.

[0037] The regulating unit 300 includes a refrigeration module 310 and a refrigeration module 320 . The refrigeration module 310 and the refrigeration module 320 can be respectively connected to the air-conditioning circuit 100 or the battery circuit 200 to achieve cooling and heating for the air-conditioning circuit 100 or the battery circuit 200 .

[0038] In the embodiments provided in this application, refer to Figure 2 As shown, the regulating unit 300 includes a two-position seven-way electronic valve 330, and the two-position seven-way electronic valve 330 includes a first valve port 331 (E port), a second valve port 332 (A port), a third valve port 333 (C port), a fourth valve port 334 (D port), a fifth valve port 335 (G port), a sixth valve port 336 (F port) and a seventh valve port 337 (B port).

[0039] When the air-conditioning circuit 100 or the battery circuit 200 needs cooling, adjust the two-position seven-way electronic valve 330 so that the first valve port 331 is connected to the fifth valve port 335, the third valve port 333 is connected to the seventh valve port 337, and the fourth valve port 334 is connected to the seventh valve port 337. Switch the adjustment unit 300 to the refrigeration module 310, and then connect the air-conditioning circuit 100 or the battery circuit 200 to the corresponding valve port of the adjustment unit 300.

[0040] When the air-conditioning circuit 100 or the battery circuit 200 needs to heat, adjust the two-position seven-way electronic valve 330 so that the first valve port 331 is connected to the sixth valve port 336, the second valve port 332 is connected to the seventh valve port 337, and the third valve port 333 is connected to the fourth valve port 334. Switch the regulating unit 300 to the heating module 320, and then connect the air-conditioning circuit 100 or the battery circuit 200 to the corresponding valve port of the regulating unit 300.

[0041] Compared with the thermal management mode in the prior art, the present invention realizes the rapid switching of the cooling module 310 and the heating module 320 through the adjustment unit 300, and the switching mode of the cooling module 310 and the heating module 320 is simple and easy to operate. In addition, it is not necessary to set more control valves in the system to switch between the cooling module 310 and the heating module 320, which reduces the number of system components, simplifies the system structure, reduces the manufacturing cost of the system, and saves the layout space.

[0042] Reference Figure 1 As shown, the air conditioning circuit 100 includes a compressor 1 , a first condenser 2 , a first three-way valve 3 , a first four-way valve 4 , a first evaporator 5 , a second evaporator 6 and a gas-liquid separator 7 .

[0043] The outlet end of the compressor 1 is connected to the inlet end of the first condenser 2, the outlet end of the first condenser 2 is connected to the first port of the first three-way valve 3, the second port of the first three-way valve 3 is connected to the first port of the first four-way valve 4, the second port of the first four-way valve 4 is connected to the inlet end of the first evaporator 5, the outlet end of the first evaporator 5 is connected to the inlet end of the gas-liquid separator 7, the third port of the first four-way valve 4 is connected to the inlet end of the second evaporator 6, the outlet end of the second evaporator 6 is connected to the inlet end of the gas-liquid separator 7, and the outlet end of the gas-liquid separator 7 is connected to the inlet end of the compressor 1.

[0044] The outlet end of the compressor 1 can be connected to the adjustment unit 300. According to the requirements of the air-conditioning circuit 100, the compressor 1 can be connected to the corresponding valve port of the refrigeration module 310 or the heating module 320. The coolant flowing out of the compressor 1 passes through each component in turn and finally flows to the first evaporator 5 and the second evaporator 6. Specifically, the first evaporator 5 is the front evaporator and the second evaporator 6 is the rear evaporator, thereby realizing the temperature regulation of the passenger compartment.

[0045] A first electronic expansion valve 8 is provided on the connecting pipeline between the first four-way valve 4 and the first evaporator 5. The first electronic expansion valve 8 can control the flow rate of the coolant entering the first evaporator 5, and further adjust the flow rate of the coolant entering the first evaporator 5 according to demand, thereby realizing precise control of the coolant flow rate.

[0046] A second electronic expansion valve 9 and a first solenoid valve 10 are provided on the connecting pipeline between the first four-way valve 4 and the second evaporator 6. The third port of the first four-way valve 4 is connected to the inlet end of the second electronic expansion valve 9, the outlet end of the second electronic expansion valve 9 is connected to the inlet end of the first solenoid valve 10, and the outlet end of the first solenoid valve 10 is connected to the inlet end of the second evaporator 6. The second electronic expansion valve 9 is used to adjust the flow rate of the coolant entering the second evaporator 6, and the first solenoid valve 10 can control the flow state of the coolant flowing to the second evaporator 6, thereby improving the energy efficiency and response speed of the system, and ensuring that the system can operate stably under different working conditions.

[0047] The battery circuit 200 includes a compressor 1, a second four-way valve 11, a first condenser 2, a second condenser 12, a first three-way valve 3, a coaxial tube 13, a battery heat exchanger 14 and a gas-liquid separator 7, wherein:

[0048] The outlet end of the compressor 1 is connected to the first port of the second four-way valve 11, the second port of the second four-way valve 11 is connected to the inlet end of the first condenser 2, the third port of the second four-way valve 11 and the outlet end of the second condenser 12 are connected to the inlet end of the first condenser 2, the outlet end of the first condenser 2 is connected to the first port of the first three-way valve 3, the third port of the first three-way valve 3 is connected to the inlet end of the coaxial tube 13, the outlet end of the coaxial tube 13 is connected to the inlet end of the battery heat exchanger 14, the outlet end of the battery heat exchanger 14 is connected to the inlet end of the gas-liquid separator 7, and the outlet end of the gas-liquid separator 7 is connected to the inlet end of the compressor 1.

[0049] The compressor 1 can be directly or indirectly connected to the regulating unit 300. According to the requirements of the battery circuit 200, the compressor 1 can be directly or indirectly connected to the corresponding valve ports of the refrigeration module 310 or the heating module 320. The coolant flowing out of the compressor 1 flows through each component in turn and finally flows into the battery heat exchanger 14 to realize heat exchange with the battery.

[0050] A second solenoid valve 15 is provided on the connecting pipeline between the second four-way valve 11 and the second condenser 12. The second solenoid valve 15 is used to control the coolant entering the second condenser 12. The opening and closing of the second solenoid valve 15 can be adjusted according to the thermal management requirements of the battery circuit 200, thereby controlling the working state of the second condenser 12.

[0051] A third electronic expansion valve 16 is provided on the connecting pipeline between the coaxial tube 13 and the battery heat exchanger 14 , and a third solenoid valve 17 is provided on the connecting pipeline between the battery heat exchanger 14 and the gas-liquid separator 7 .

[0052] The third electronic expansion valve 16 is a large-caliber electronic expansion valve, which can accurately control the flow of the coolant to meet the needs of different working conditions, and can also achieve accurate control under working conditions with large load changes. At the same time, the large-caliber electronic expansion valve has the ability of two-way flow, and thus under different working conditions, the coolant flow can be intelligently distributed according to needs to adapt to different scenarios.

[0053] The third solenoid valve 17 is used to control the flow direction of the coolant between the battery heat exchanger 14 and the gas-liquid separator 7, that is, to control whether the coolant flows to the gas-liquid separator 7, thereby performing control according to actual working conditions so that the system can operate stably.

[0054] The battery circuit 200 further includes a fourth solenoid valve 31, a fourth electronic expansion valve 34, a sixth three-way valve 32 and a fourth four-way valve 33. The fourth port of the second four-way valve 11 is connected to the inlet end of the fourth solenoid valve 31, and the outlet end of the fourth solenoid valve 31 is connected to the battery heat exchanger 14. The fourth solenoid valve 31 is used to control the coolant flowing out of the compressor 1 to flow to the battery heat exchanger 14, and can be controlled according to actual working conditions.

[0055] The fourth port of the first four-way valve 4 is communicated with the inlet end of the fourth electronic expansion valve 34, and the outlet end of the fourth electronic expansion valve 34 is communicated with the inlet end of the gas-liquid separator 7. The fourth electronic expansion valve 34 is used to control the flow rate of the coolant flowing back to the gas-liquid separator 7 from the first four-way valve 4, and can be adjusted according to the thermal management requirements of the system to ensure stable operation of the system.

[0056] The first port of the sixth three-way valve 32 is connected to the outlet of the second electronic expansion valve 9 , the second port of the sixth three-way valve 32 is connected to the inlet of the first solenoid valve 10 , and the third port of the sixth three-way valve 32 is connected to the regulating unit 300 .

[0057] The first port of the fourth four-way valve 33 is connected to the inlet end of the gas-liquid separator 7, the second port of the fourth four-way valve 33 is connected to the outlet end of the fourth electronic expansion valve 34, the third port of the fourth four-way valve 33 is connected to the regulating unit 300, and the fourth port of the fourth four-way valve 33 is respectively connected to the outlet end of the first evaporator 5, the outlet end of the second evaporator 6 and the outlet end of the battery heat exchanger 14, and the coolant flowing through the first evaporator 5, the second evaporator 6 and the battery heat exchanger 14 can all flow into the gas-liquid separator 7 from the fourth port of the fourth four-way valve 33.

[0058] The automobile thermal management system of the present invention further includes a coolant circuit 400, which includes a motor side circuit 410 and an engine side circuit 420. The motor side circuit 410 is used to dissipate heat for the motor, and the engine side circuit 420 is used to dissipate heat for the engine 24. During operation, the motor and the engine 24 will both generate a large amount of heat, so it is necessary to dissipate heat and cool the motor and the engine 24 to take away the generated heat so that they can work at a suitable temperature, thereby ensuring the stability of the system.

[0059] The motor side circuit 410 includes a first electronic water pump 18, an electric drive and electronic control module 19, a third four-way valve 20, a first radiator 21, a second three-way valve 22 and a cooler 23, wherein:

[0060] The outlet end of the first electronic water pump 18 is connected to the inlet end of the electric drive electronic control module 19, the outlet end of the electric drive electronic control module 19 is connected to the first port of the third four-way valve 20, the second port of the third four-way valve 20 is connected to the inlet end of the first radiator 21, the outlet end of the first radiator 21 is connected to the first port of the second three-way valve 22, the third port of the third four-way valve 20 is connected to the inlet end of the refrigerant side 231 of the cooler, the outlet end of the refrigerant side 231 of the cooler is connected to the second port of the second three-way valve 22, and the third port of the second three-way valve 22 is connected to the inlet end of the first electronic water pump 18.

[0061] Under different working conditions, there are many ways to dissipate heat for the motor. You can choose the corresponding connection method to dissipate heat for the motor according to the actual working conditions.

[0062] The engine side circuit 420 includes an engine 24, a first electronic water pump 18, a second electronic water pump 25, a thermostat 26, a cooler 23, an electric drive and electronic control module 19, a third four-way valve 20, a second three-way valve 22, a third three-way valve 27, a fourth three-way valve 28, a fifth three-way valve 29 and a second radiator 30, wherein:

[0063] The outlet end of the engine 24 is connected to the inlet end of the second electronic water pump 25, the outlet end of the second electronic water pump 25 is connected to the first port of the thermostat 26, the second port of the thermostat 26 is connected to the inlet end of the second radiator 30, and the outlet end of the second radiator 30 is connected to the inlet end of the engine 24.

[0064] The third port of the thermostat 26 is connected to the first port of the third three-way valve 27, the second port of the third three-way valve 27 is connected to the inlet end of the refrigerant side 231 of the cooler, the outlet end of the refrigerant side 231 of the cooler is connected to the third port of the third four-way valve 20, the fourth port of the third four-way valve 20 is connected to the first port of the fourth three-way valve 28, and the second port of the fourth three-way valve 28 is connected to the inlet end of the engine 24.

[0065] The third port of the third three-way valve 27 is connected to the second port of the second three-way valve 22, the third port of the second three-way valve 22 is connected to the inlet end of the first electronic water pump 18, the outlet end of the first electronic water pump 18 is connected to the inlet end of the electric drive electronic control module 19, the outlet end of the electric drive electronic control module 19 is connected to the first port of the fifth three-way valve 29, the second port of the fifth three-way valve 29 is connected to the third port of the fourth three-way valve 28, and the second port of the fourth three-way valve 28 is connected to the inlet end of the engine 24.

[0066] Under different working conditions, there are three ways to dissipate heat for the engine 24, and a corresponding selection can be made according to the actual working conditions.

[0067] It should be noted that the cooler 23 also includes a water side. The water side 232 of the cooler can be connected in series to the connecting pipeline between the fourth electronic expansion valve 34 and the fourth four-way valve 33, and can perform heat exchange with the coolant flowing from the first electronic expansion valve 8 to the gas-liquid separator 7.

[0068] When the regulating unit 300 switches to the cooling module 310, the heat pump management system has the following situations:

[0069] 1. Pure electric mode cooling, battery passenger compartment cooling, electric drive heat dissipation

[0070] In summer, when vehicles are driving on the highway, the motors run at high loads and the electronic controls need to dissipate heat. The battery discharge temperature rises and the battery needs to be cooled. People in the passenger compartment also need cooling in summer.

[0071] The high-temperature and high-pressure coolant gas flows out from the compressor 1 to the D port of the two-position seven-way electronic valve 330, and is condensed and dissipated by the first condenser 2 to become a liquid at normal temperature and high pressure. It then passes through the E port of the two-position seven-way electronic valve 330 (switched to the cooling mode), and enters the first three-way valve 3 and is divided into two paths. One path passes through the coaxial tube 13 for the second condensation to release heat to the environment and increase the supercooling degree of the refrigerant to become a high-pressure liquid with a lower temperature. It passes through the third electronic expansion valve 16 and becomes low-pressure mist droplets. It evaporates through the battery heat exchanger 14 to absorb the heat generated by the battery and becomes a high-temperature and low-pressure gas. The third solenoid valve 17 is opened, and it passes through the gas-liquid separator 7 and returns to the compressor 1.

[0072] The other path to the first four-way valve 4 is divided into two paths. One path passes through the first electronic expansion valve 8 to become low-pressure mist droplets, and then passes through the first evaporator 5 (to cool the passenger compartment) to become high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and returns to the compressor 1; the other path passes through the second electronic expansion valve 9 to become low-pressure mist droplets, opens the first solenoid valve 10, passes through the second evaporator 6 (to cool the passenger compartment) to become high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and finally returns to the compressor 1.

[0073] Coolant motor side: The low-temperature coolant that flows out from the first electronic water pump 18 and dissipates the heat through the first radiator 21 passes through the electric drive and electronic control module 19 to absorb heat (dissipate heat for the electric drive and electronic control) and becomes high-temperature coolant, passes through the third four-way valve 20 (motor cooling mode), and then passes through the first radiator 21 to dissipate the coolant and become low-temperature coolant, passes through the second three-way valve 22, and finally returns to the first electronic water pump 18.

[0074] 2. Pure electric mode cooling, passenger compartment cooling, electric drive cooling

[0075] In summer, when vehicles are driving on highways, the motors run at high loads and the electronic controls need heat dissipation, and people in the passenger compartment need cooling.

[0076] The high-temperature and high-pressure coolant gas flows out of the compressor 1, reaches the D port of the two-position seven-way electronic valve 330, and becomes a liquid at normal temperature and high pressure after condensation and heat dissipation in the first condenser 2, and then passes through the E port of the two-position seven-way electronic valve 330 (switched to the cooling mode), enters the first three-way valve 3, and then flows into the first four-way valve 4 and is divided into two paths. One path passes through the first electronic expansion valve 8 and becomes a low-pressure mist droplet, and then passes through the first evaporator 5 (for cooling the passenger compartment) and becomes a high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and returns to the compressor 1. The other path passes through the second electronic expansion valve 9 and becomes a low-pressure mist droplet, opens the first solenoid valve 10, and then passes through the second evaporator 6 (for cooling the passenger compartment) and becomes a high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and finally returns to the compressor 1.

[0077] Coolant motor side: The low-temperature coolant that flows out from the first electronic water pump 18 and dissipates the heat through the first radiator 21 absorbs heat through the electric drive and electronic control module 19 (dissipates heat for the electric drive and electronic control) and becomes high-temperature coolant. It passes through the third four-way valve 20 (motor cooling mode) and the first radiator 21 in sequence, and the coolant dissipates heat and becomes low-temperature coolant. It passes through the second three-way valve 22 and finally returns to the first electronic water pump 18.

[0078] 3. Hybrid mode cooling, battery passenger compartment cooling, electric drive and engine 24 cooling

[0079] In summer, when a vehicle is traveling on a highway, the vehicle is short of power and needs the engine 24 to generate electricity and supplement power, and the engine 24 needs to dissipate heat; the high-load operation of the motor and the electronic control require heat dissipation, and the battery discharges and is charged by the engine 24. The temperature rises and the battery needs to be cooled. People in the passenger compartment also need cooling in summer.

[0080] The high-temperature and high-pressure coolant gas flows out of the compressor 1 to the D port of the two-position seven-way electronic valve 330, and is condensed and dissipated by the first condenser 2 to become a liquid at normal temperature and high pressure. It then passes through the E port of the two-position seven-way electronic valve 330 (switched to the cooling mode), and is divided into two paths through the first three-way valve 3. One path passes through the coaxial tube 13 for the second condensation to release heat to the environment and increase the supercooling degree of the refrigerant to become a high-pressure liquid with a lower temperature, and then passes through the third electronic expansion valve 16 to become low-pressure mist droplets, and then passes through the battery heat exchanger 14 to evaporate and absorb the heat generated by the battery to become a high-temperature and low-pressure gas. The liquid passes through the first four-way valve 4 and is divided into two paths. One path passes through the first electronic expansion valve 8 and becomes low-pressure mist droplets, passes through the first evaporator 5 (to cool the passenger compartment) and becomes high-temperature and low-pressure gas, passes through the gas-liquid separator 7 and returns to the compressor 1. The other path passes through the second electronic expansion valve 9 and becomes low-pressure mist droplets, opens the first solenoid valve 10, passes through the second evaporator 6 (to cool the passenger compartment) and becomes high-temperature and low-pressure gas, passes through the gas-liquid separator 7 and finally returns to the compressor 1.

[0081] Coolant motor side: The low-temperature coolant that flows out from the first electronic water pump 18 and dissipates the heat through the first radiator 21 passes through the electric drive and electronic control module 19 to absorb heat (dissipate heat for the electric drive and electronic control) and becomes high-temperature coolant, passes through the third four-way valve 20 (motor cooling mode), and then passes through the first radiator 21 to dissipate the coolant and become low-temperature coolant, passes through the second three-way valve 22, and finally returns to the first electronic water pump 18.

[0082] Coolant engine 24 side: The coolant absorbs heat from the engine 24 and flows out to the second electronic water pump 25 , to the thermostat 26 , and dissipates heat through the second radiator 30 , and finally returns to the engine 24 .

[0083] 4. Hybrid mode cooling, passenger compartment cooling, electric drive and engine 24 cooling

[0084] In summer, when vehicles are driving on the highway, the motors run at high loads and the electronic controls need to dissipate heat. The battery discharge temperature rises and the battery needs to be cooled. People in the passenger compartment also need cooling in summer.

[0085] The high-temperature and high-pressure coolant gas flows out of the compressor 1 to the D port of the two-position seven-way electronic valve 330, and is condensed and dissipated by the first condenser 2 to become a liquid at normal temperature and high pressure, and then passes through the E port of the two-position seven-way electronic valve 330 (switched to the cooling mode), passes through the first three-way valve 3, and enters the first four-way valve 4 to be divided into two paths. One path passes through the first electronic expansion valve 8 and flows into the first evaporator 5 (for cooling the passenger compartment), passes through the gas-liquid separator 7, and returns to the compressor 1; the other path passes through the second electronic expansion valve 9, opens the first solenoid valve 10, passes through the second evaporator 6 (for cooling the passenger compartment), passes through the gas-liquid separator 7, and finally returns to the compressor 1.

[0086] Coolant engine side: The coolant absorbs heat from the engine 24 and flows out to the second electronic water pump 25 , to the thermostat 26 , and dissipates heat through the second radiator 30 , and finally returns to the engine 24 .

[0087] 5. Battery Supercharge-Cooling

[0088] In summer, when the vehicle is out of power, the battery needs to be supercharged and cooled. People are not in the passenger compartment. The coolant is supercooled after three condensation and heat release by the second condenser 12, the first condenser 2 and the coaxial tube 13, so that the coolant can absorb more heat from the battery, ensuring the appropriate charging temperature of the battery and maintaining the charging power of the super fast charge. The battery is quickly charged to 90%

[0089] The high-temperature and high-pressure coolant gas flows out from the compressor 1, and goes to the second condenser 12 for the first condensation to release part of the heat to become a liquid at room temperature and high pressure, and then goes to the C port of the two-position seven-way electronic valve 330, and passes through the second condensation of the first condenser 2 to dissipate the heat and increase the supercooling degree to become a low-temperature and high-pressure liquid, and then passes through the E port of the two-position seven-way electronic valve 330 (switched to the cooling mode), and goes through the coaxial tube 13 for the third condensation to release heat to the environment to increase the supercooling degree of the refrigerant to become a high-pressure liquid with a lower temperature, and then goes to the third electronic expansion valve 16 to become low-pressure mist droplets, and then evaporates through the battery heat exchanger 14 to absorb the large amount of heat generated by the super-fast charging of the battery to become a high-temperature and low-pressure gas, and then opens the third solenoid valve 17, passes through the gas-liquid separator 7, and returns to the compressor 1.

[0090] 6. Battery supercharge-cooling (people in the passenger compartment)

[0091] In summer, when a car is supercharged on a charging station for a period of time while people in the car are waiting, the passenger compartment and the battery need to be cooled at the same time.

[0092] The high-temperature and high-pressure coolant gas flows out of the compressor 1 to the D port of the two-position seven-way electronic valve 330, and is converted into a liquid at room temperature and high pressure by the first condensation and heat dissipation of the first condenser 2. It then passes through the E port of the two-position seven-way electronic valve 330 (switched to the cooling mode), and is divided into two paths by the first three-way valve 3. One path passes through the coaxial tube 13 for the second condensation to release heat to the environment, increase the supercooling degree of the refrigerant, and become a high-pressure liquid with a lower temperature. It then passes through the third electronic expansion valve 16 and becomes a low-pressure mist droplet. It evaporates through the battery heat exchanger 14 to absorb a large amount of heat generated by the super-fast charging of the battery and becomes a high-temperature and low-pressure liquid. The gas with high pressure passes through the third solenoid valve 17, opens the third solenoid valve 17, passes through the gas-liquid separator 7, and returns to the compressor 1; the other path goes to the first four-way valve 4 and is divided into two paths. One path passes through the first electronic expansion valve 8 to become low-pressure mist droplets, passes through the first evaporator 5 (to cool the passenger compartment) to become high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and returns to the compressor 1; the other path passes through the second electronic expansion valve 9 to become low-pressure mist droplets, opens the first solenoid valve 10, passes through the second evaporator 6 (to cool the passenger compartment) to become high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and finally returns to the compressor 1.

[0093] 7. Remote control cabin cooling in summer

[0094] In summer, the temperature in the passenger compartment of a vehicle is relatively high when it is parked outdoors. The passenger compartment can be cooled remotely through a mobile phone APP before people get in the vehicle.

[0095] The high-temperature and high-pressure coolant gas flows out of the compressor 1 to the D port of the two-position seven-way electronic valve 330, and is converted into a low-temperature and high-pressure liquid through the first condensation and heat dissipation of the first condenser 2, and then passes through the E port of the two-position seven-way electronic valve 330 (switched to the cooling mode), flows through the first three-way valve 3, and then reaches the first four-way valve 4 and is divided into two paths. One path passes through the first electronic expansion valve 8 and is converted into low-pressure mist droplets, and then passes through the first evaporator 5 (for cooling the passenger compartment) to be converted into a high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and returns to the compressor 1; the other path passes through the second electronic expansion valve 9 and is converted into a low-pressure mist droplets, opens the first solenoid valve 10, and passes through the second evaporator 6 (for cooling the passenger compartment) to be converted into a high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and finally returns to the compressor 1.

[0096] When the regulating unit 300 switches to the heating module 320, the heat pump management system has the following situations:

[0097] 1. Heat from the motor water circuit and passenger compartment is stored in the battery pack

[0098] When you stop on the highway for a short break in winter, the heat in the electric drive, electric control and passenger compartment is stored in the battery pack (the battery pack is well insulated) to prevent heat loss in the passenger compartment and electric drive. When you get back on the highway, the heat in the battery pack is taken out to heat the passenger compartment, thereby improving the vehicle's winter endurance.

[0099] The high-temperature and high-pressure coolant gas flows out of the compressor 1, opens the fourth solenoid valve 31, passes through the battery heat exchanger 14 for condensation and heating to become a low-temperature and high-pressure liquid, passes through the third electronic expansion valve 16 (opened to the maximum), and goes to the coaxial tube 13 for a second condensation to increase the supercooling degree of the refrigerant to become a low-temperature and high-pressure liquid with a lower temperature. It passes through the first three-way valve 3 to the first four-way valve 4 and is divided into two paths. One path passes through the first electronic expansion valve 8 to become low-pressure mist droplets, and then passes through the first evaporator 5 (absorbs the heat of the passenger compartment) to become a high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and returns to the compressor 1; the other path is depressurized and atomized by the fourth electronic expansion valve 34 to become small mist droplets, and then passes through the water side 232 of the cooler (evaporation absorbs the waste heat in the electric drive and electronic control circuits) to become a high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and returns to the compressor 1.

[0100] Coolant motor side: From the first electronic water pump 18, it absorbs heat (dissipates heat for the electric drive and electronic control) through the electric drive and electronic control module 19 to become high-temperature coolant, passes through the third four-way valve 20 (motor insulation mode), and then passes through the refrigerant side 231 of the cooler to absorb heat to become low-temperature coolant, passes through the second three-way valve 22, and finally returns to the first electronic water pump 18.

[0101] 2. The heat from the engine 24 water circuit and the passenger compartment is stored in the battery pack

[0102] When you stop on the highway for a short break in winter, the heat in the electric engine 24 water circuit and the passenger compartment is stored in the battery pack (the battery pack is well insulated) to prevent heat loss in the passenger compartment and electric drive. When you get back on the highway, the heat in the battery pack is taken out to heat the passenger compartment, thereby improving the vehicle's winter endurance.

[0103] The high-temperature and high-pressure coolant gas flows out of the compressor 1, opens the fourth solenoid valve 31, passes through the battery heat exchanger 14 for condensation and heating to become a low-temperature and high-pressure liquid, passes through the third electronic expansion valve 16 (opened to the maximum), and goes to the coaxial tube 13 for a second condensation to increase the supercooling degree of the refrigerant to become a low-temperature and high-pressure liquid with a lower temperature. It passes through the first three-way valve 3 to the first four-way valve 4 and is divided into two paths. One path passes through the first electronic expansion valve 8 to become low-pressure mist droplets, and then passes through the first evaporator 5 (absorbing the heat of the passenger compartment) to become a high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and returns to the compressor 1; the other path is depressurized and atomized by the fourth electronic expansion valve 34 to become small mist droplets, and then passes through the water side 232 of the cooler (evaporation absorbs the waste heat in the water circuit of the engine 24) to become a high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and returns to the compressor 1.

[0104] Coolant engine side: The coolant absorbs heat from the engine 24 (dissipates heat to the engine 24) and becomes high-temperature coolant, which is then divided into two paths through the thermostat 26. One path absorbs heat through the refrigerant side 231 of the cooler and becomes low-temperature coolant, which passes through the third four-way valve 20 and the fourth three-way valve 28 and finally returns to the engine 24; the other path dissipates heat through the second radiator 30 and becomes low-temperature coolant, which returns to the engine 24.

[0105] 3. Battery supercharge cooling in winter - heating the passenger compartment without leaving the vehicle

[0106] In winter, the battery needs to be cooled when it is overcharged, and the passenger compartment needs to be heated.

[0107] The high-temperature and high-pressure coolant gas flowing out of the compressor 1 is condensed through the second condenser 12 (to heat the passenger compartment) and becomes a low-temperature and high-pressure liquid, passes through the C port of the two-position seven-way electronic valve 330 (switched to the heating mode), and is divided into two paths through the first three-way valve 3. One path passes through the coaxial tube 13 for the second condensation to release heat to the environment to increase the supercooling degree of the refrigerant and become a high-pressure liquid with a lower temperature, and then is depressurized at the third electronic expansion valve 16 to become low-pressure mist droplets, and then evaporates and absorbs a large amount of heat generated by the super-fast charging of the battery to become a high-temperature and low-pressure gas through the battery heat exchanger 14, opens the third solenoid valve 17, passes through the gas-liquid separator 7, and returns to the compressor 1; the other path passes through the first four-way valve 4, and is depressurized at the second electronic expansion valve 9 to become a low-pressure mist droplets, and then evaporates and absorbs the heat of the environment through the first condenser 2 to become a high-temperature and low-pressure gas, and then passes through the B port of the two-position seven-way electronic valve 330 (switched to the heating mode), and then passes through the gas-liquid separator 7 and returns to the compressor 1.

[0108] 4. When the ambient temperature is greater than -10 degrees Celsius, heat the battery quickly to reach the appropriate operating temperature

[0109] When the ambient temperature is higher than -10℃ in winter, the heat pump quickly heats the battery by absorbing the heat in the air, Air PTC, engine 24 circuit and the work of compressor 1. The battery simultaneously receives the electric power consumed by compressor 1, the heat in the engine 24 circuit and the heat in the environment. The overall COP of the system is greater than 2, thereby improving the vehicle's range in winter and improving the energy efficiency ratio. The rear-mounted first condenser 2 is more conducive to heating the vehicle in winter and improving the range.

[0110] The high-temperature and high-pressure coolant gas flows out of the compressor 1, opens the fourth solenoid valve 31, passes through the battery heat exchanger 14 for condensation and heating to become a low-temperature and high-pressure liquid, passes through the third electronic expansion valve 16 (opened to the maximum), and goes to the coaxial tube 13 for a second condensation to increase the supercooling degree of the refrigerant to become a low-temperature and high-pressure liquid with a lower temperature. It passes through the first three-way valve 3 to the first four-way valve 4 and is divided into two paths. One path passes through the second electronic expansion valve 9 to release the pressure and become a low-pressure mist droplet. It reaches the sixth three-way valve 32 and is divided into two paths. One path goes to the F port of the two-position seven-way electronic valve 330, flows through the first condenser 2 to evaporate and absorb the heat in the environment to become a high-temperature and low-pressure gas, and once again passes through the B port of the two-position seven-way electronic valve 330, the fourth four-way valve 33, and the gas-liquid separator 7, and then flows into the compressor 1; the other path goes to the first solenoid valve 10, evaporates and absorbs the heat of the Air PTC in the second evaporator 6 to become a high-temperature and low-pressure gas, and then passes through the fourth four-way valve 33 and the gas-liquid separator 7 in sequence to flow to the compressor 1. There is another path where the pressure is released and atomized into small mist droplets in the fourth electronic expansion valve 34, and then passes through the water side 232 of the cooler (evaporation absorbs heat in the water circuit of the engine 24) to become a high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and returns to the compressor 1.

[0111] Coolant engine side: The coolant absorbs heat from the engine 24 (dissipates heat for the engine 24) and becomes high-temperature coolant, passes through the thermostat 26, and reaches the refrigerant side 231 of the cooler to absorb heat and become low-temperature coolant, passes through the third four-way valve 20 and the fourth three-way valve 28, and finally returns to the engine 24.

[0112] 5. The ambient temperature is greater than -10 degrees Celsius, the air heat source, the front and rear drive motor temperature is low, and the engine 24 heats the motor

[0113] When the ambient temperature is higher than -10℃ in winter, the motor temperature is too low to start. The high-temperature coolant of the engine 24 is used to heat the motor so that the motor quickly reaches a suitable operating temperature range to reduce energy consumption. The heat pump heats the passenger compartment by absorbing air and the work of the compressor 1. The passenger compartment receives the electric power consumed by the compressor 1 and the heat in the environment at the same time. The overall COP of the system is greater than 2, thereby improving the vehicle's range in winter and improving the energy efficiency ratio. The rear-mounted first condenser 2 is more conducive to heating the vehicle in winter and improving the range.

[0114] The high-temperature and high-pressure coolant gas flowing out of the compressor 1 is divided into two paths through the second four-way valve 11. One path passes through the fourth solenoid valve 31, and is condensed and heated by the battery heat exchanger 14 to become a low-temperature and high-pressure liquid. It passes through the third electronic expansion valve 16 (opened to the maximum) and goes to the coaxial tube 13 for a second condensation to increase the supercooling degree of the refrigerant and become a low-temperature and high-pressure liquid with a lower temperature, and then merges into one path through the three-way pipeline. The other path is condensed by the second condenser 12 (to heat the passenger compartment) and becomes a low-temperature and high-pressure liquid, passes through the C port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the first three-way valve 3 and the first four-way valve 4, flows through the second electronic expansion valve 9 to release the pressure and become low-pressure mist droplets, evaporates through the first condenser 2 to absorb the heat of the environment and become a high-temperature and low-pressure gas, and then passes through the B port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the gas-liquid separator 7, and returns to the compressor 1.

[0115] Coolant side: The coolant absorbs the heat of the engine 24 and becomes high-temperature coolant, which is then divided into two paths through the thermostat 26. One path passes through the third three-way valve 27, the second three-way valve 22 and the first electronic water pump 18, and is heated by the electric drive and electronic control module 19 to become low-temperature coolant, and then passes through the fifth three-way valve 29 and the fourth three-way valve 28 to return to the engine 24; the other path passes through the second radiator 30 to dissipate heat and become low-temperature coolant before returning to the engine 24.

[0116] 6. Ambient temperature greater than -10 degrees Celsius, air heat source - pure electric mode - passenger compartment heating

[0117] When the ambient temperature is higher than -10℃ in winter, the heat pump quickly heats the passenger compartment by absorbing air, the work of the compressor 1, and the heat dissipated by the motor in the environment. The passenger compartment receives the electric power consumed by the compressor 1 and the heat in the environment at the same time. The overall COP of the system is greater than 2, which improves the vehicle's endurance in winter. The first condenser 2 is arranged between the motor radiator and the engine 24 radiator. This arrangement is beneficial for the first condenser 2 to reabsorb the heat dissipated by the motor and absorb the heat in the environment when the vehicle is driving in winter, improving the heating efficiency and the endurance mileage.

[0118] The high-temperature and high-pressure coolant gas flowing out of the compressor 1 is condensed through the second condenser 12 (to heat the passenger compartment) and becomes a low-temperature and low-pressure liquid, passes through the C port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the first four-way valve 4, and is depressurized to the second electronic expansion valve 9 to become low-pressure mist droplets. After evaporating in the first condenser 2 to absorb the heat emitted by the environment and the motor to become a high-temperature and low-pressure gas, it passes through the B port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the gas-liquid separator 7, and returns to the compressor 1.

[0119] Coolant motor side: The low-temperature coolant that flows out from the first electronic water pump 18 and dissipates the heat through the first radiator 21 passes through the electric drive and electronic control module 19 to absorb heat (dissipate heat for the electric drive and electronic control) and becomes high-temperature coolant, passes through the third four-way valve 20 (motor cooling mode), and then passes through the first radiator 21 to dissipate the coolant and become low-temperature coolant, passes through the second three-way valve 22, and finally returns to the first electronic water pump 18.

[0120] 7. Ambient temperature is greater than -10 degrees Celsius, air heat source - pure electric mode - heating

[0121] When the ambient temperature is higher than -10℃ in winter, the heat pump quickly heats the battery by absorbing air and the compressor 1 doing work. The battery receives the electric power consumed by the compressor 1 and the heat in the environment at the same time. The overall COP of the system is greater than 2, which improves the vehicle's endurance in winter. The first condenser 2 is arranged between the motor radiator and the engine 24 radiator. This arrangement is beneficial for the first condenser 2 to reabsorb the heat dissipated by the motor and absorb the heat in the environment when the vehicle is driving in winter, improving the heating efficiency and the endurance mileage.

[0122] The high-temperature and high-pressure coolant gas flowing out of the compressor 1 is divided into two paths through the second four-way valve 11. One path passes through the fourth solenoid valve 31, and is condensed and heated by the battery heat exchanger 14 to become a low-temperature and high-pressure liquid. It passes through the third electronic expansion valve 16 (opened to the maximum) to the coaxial tube 13 for a second condensation to increase the supercooling of the refrigerant and become a low-temperature and high-pressure liquid with a lower temperature. It is then merged into one path by the first three-way valve 3. The other path is condensed by the second condenser 12 (to heat the passenger compartment) to become a low-temperature and high-pressure liquid, and is depressurized by the second electronic expansion valve 9 through the C port of the two-position seven-way electronic valve 330 (switched to the heating mode), the first three-way valve 3 and the first four-way valve 4 to become low-pressure mist droplets. It evaporates through the first condenser 2 to absorb the heat of the environment and becomes a high-temperature and low-pressure gas. It passes through the B port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the gas-liquid separator 7, and returns to the compressor 1.

[0123] Coolant motor side: The low-temperature coolant that flows out from the first electronic water pump 18 and dissipates the heat through the first radiator 21 absorbs heat through the electric drive and electronic control module 19 (dissipates heat for the electric drive and electronic control) and becomes high-temperature coolant. After passing through the third four-way valve 20 (motor heat dissipation mode) and the first radiator 21, the coolant dissipates heat and becomes low-temperature coolant, and then returns to the first electronic water pump 18 through the second three-way valve 22.

[0124] 8. When the ambient temperature is greater than -10 degrees Celsius, the air heat source battery is used for heating - the passenger compartment is quickly heated

[0125] When the ambient temperature is higher than -10℃ in winter, the heat pump quickly heats the passenger compartment by absorbing the heat from the air, battery, motor, heat in the engine 24 circuit, and work done by the compressor 1. The passenger compartment simultaneously receives the electric power consumed by the compressor 1, the heat in the engine 24 circuit, the heat from the motor, and the heat in the environment. The overall COP of the system is much greater than 2, thereby improving the vehicle's endurance in winter. The first condenser 2 is arranged between the motor radiator and the engine 24 radiator. This arrangement is beneficial for the first condenser 2 to reabsorb the heat dissipated by the motor and absorb the heat in the environment when the vehicle is driving in winter, improving the heating efficiency and the endurance mileage.

[0126] The high-temperature and high-pressure coolant gas flowing out of the compressor 1 is condensed through the second condenser 12 (heating the passenger compartment) to become a low-temperature and high-pressure liquid, passes through the C port of the two-position seven-way electronic valve 330 (switched to the heating mode), and is divided into two paths through the first three-way valve 3. One path passes through the coaxial tube 13 for the second condensation to release heat to the environment and increase the supercooling degree of the refrigerant to become a high-pressure liquid with a lower temperature. After the pressure is released to the third electronic expansion valve 16 to become low-pressure mist droplets, it evaporates through the battery heat exchanger 14 to absorb the heat of the battery and become a high-temperature and low-pressure gas. The third solenoid valve 17 is opened, and it passes through the gas-liquid separator 7 and returns to the compressor. The first four-way valve 4 divides the first four-way valve 4 into two paths. One path is depressurized at the second electronic expansion valve 9 and becomes low-pressure mist droplets. It evaporates through the first condenser 2 to absorb the heat emitted by the environment and the motor in the environment and becomes high-temperature low-pressure gas. It then passes through the B port of the two-position seven-way electronic valve 330 (switched to heating mode) and returns to the compressor 1 via the gas-liquid separator 7. The other path is depressurized at the fourth electronic expansion valve 34 and becomes mist droplets. It then passes through the water side 232 of the cooler (evaporates and absorbs the heat in the engine water circuit) and becomes high-temperature low-pressure gas. It passes through the gas-liquid separator 7 and returns to the compressor 1.

[0127] Coolant engine side: The coolant absorbs heat from the engine 24 (dissipates heat to the engine 24) and becomes high-temperature coolant, which is then divided into two paths through the thermostat 26. One path absorbs heat through the refrigerant side 231 of the cooler and becomes low-temperature coolant, which passes through the third four-way valve 20 and the fourth three-way valve 28 and finally returns to the engine 24; the other path dissipates heat through the second radiator 30 and becomes low-temperature coolant, which returns to the engine 24.

[0128] Coolant motor side: The low-temperature coolant that flows out from the first electronic water pump 18 and dissipates the heat through the first radiator 21 absorbs heat through the electric drive and electronic control module 19 (dissipates heat for the electric drive and electronic control) and becomes high-temperature coolant. The coolant then dissipates heat through the third four-way valve 20 (motor heat dissipation mode) and the first radiator 21 and becomes low-temperature coolant. It then passes through the second three-way valve 22 and finally returns to the first electronic water pump 18.

[0129] 9. The ambient temperature is greater than -10 degrees Celsius, the air heat source battery temperature is higher than 10 degrees Celsius, remote control in winter, heating of the passenger compartment

[0130] In winter, when the ambient temperature is higher than -10℃ and the battery temperature is higher than 10℃, people need to enter the car and use their mobile phones to remotely control the heating of the passenger compartment in advance. The heat pump quickly heats the passenger compartment by absorbing air, batteries, and compressor 1 to do work. The passenger compartment also receives the power consumed by compressor 1, the heat from the battery, and the environment. The overall COP of the system is much greater than 2, thereby improving the vehicle's endurance in winter. The rear-mounted first condenser 2 is arranged in this way to improve the energy efficiency ratio of vehicle heating in winter.

[0131] The high-temperature and high-pressure coolant gas flowing out of the compressor 1 is condensed through the second condenser 12 (to heat the passenger compartment) to become a low-temperature and high-pressure liquid, passes through the C port of the two-position seven-way electronic valve 330 (switched to the heating mode), and is divided into two paths through the first three-way valve 3. One path passes through the coaxial tube 13 for the second condensation to release heat to the environment and increase the supercooling degree of the refrigerant to become a high-pressure liquid with a lower temperature, and then reaches the third electronic expansion valve 16 to release pressure to become low-pressure mist droplets, and then passes through the battery heat exchanger 14 to evaporate and absorb the heat of the battery to become a high-temperature and low-pressure gas, opens the third solenoid valve 17, passes through the gas-liquid separator 7, and returns to the compressor 1; the other path goes to the first four-way valve 4, and then to the second electronic expansion valve 9 to release pressure to become low-pressure mist droplets, and then passes through the first condenser 2 to evaporate and absorb the heat in the environment to become a high-temperature and low-pressure gas, and then flows into the B port of the two-position seven-way electronic valve 330 (switched to the heating mode), and then passes through the gas-liquid separator 7 to return to the compressor 1.

[0132] 10. Ambient temperature is greater than -10 degrees Celsius, air heat source - remote control in winter - passenger compartment heating

[0133] In winter, when the ambient temperature is higher than -10℃, people need to enter the car and use their mobile phones to remotely control the heating of the passenger compartment in advance. The heat pump quickly heats the passenger compartment by absorbing air and the compressor 1 doing work. The passenger compartment simultaneously receives the power consumed by the compressor 1 and the heat in the environment. The overall COP of the system is greater than 2, thereby improving the vehicle's endurance in winter. The rear-mounted first condenser 2 is conducive to improving the energy efficiency ratio of vehicle heating in winter.

[0134] The high-temperature and high-pressure coolant gas flowing out of the compressor 1 is condensed through the second condenser 12 (to heat the passenger compartment) and becomes a low-temperature and high-pressure liquid, passes through the C port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the first three-way valve 3 to the first four-way valve 4, and is depressurized to the second electronic expansion valve 9 to become low-pressure mist droplets, then evaporates through the first condenser 2 to absorb heat from the environment and become a high-temperature and low-pressure gas, and finally passes through the B port of the two-position seven-way electronic valve 330 (switched to the heating mode) and the gas-liquid separator 7 and returns to the compressor 1.

[0135] 11. When the ambient temperature is greater than -10 degrees Celsius, the air heat source motor is used to heat the passenger compartment.

[0136] When the ambient temperature is higher than -10℃ in winter, the passenger cabin needs to be heated. The heat pump quickly heats the passenger cabin by absorbing the heat of the air and the motor and the work of the compressor 1. The passenger cabin also receives the electric power consumed by the compressor 1, the heat of the motor and the environment. The overall COP of the system is greater than 2, thereby improving the vehicle's endurance in winter. The rear arrangement of the first condenser 2 is conducive to improving the energy efficiency ratio of vehicle heating in winter.

[0137] The high-temperature and high-pressure coolant gas flowing out of the compressor 1 is condensed by the second condenser 12 (heating the passenger compartment) and becomes a low-temperature and high-pressure liquid, passes through the C port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the first three-way valve 3 and then goes to the first four-way valve 4 to be divided into two paths, one of which is depressurized to the second electronic expansion valve 9 and becomes low-pressure mist droplets, and the mist droplets evaporate and absorb the heat in the environment through the first condenser 2 to become high-temperature and low-pressure gas, and then passes through the B port of the two-position seven-way electronic valve 330 (switched to the heating mode), and returns to the compressor 1 through the gas-liquid separator 7. The other path is depressurized and atomized to become small mist droplets at the fourth electronic expansion valve 34, and then passes through the water side 232 of the cooler (evaporation absorbs the heat in the motor water circuit) to become a high-temperature and low-pressure gas, and then passes through the gas-liquid separator 7 and returns to the compressor 1.

[0138] Coolant motor side: From the first electronic water pump 18, it absorbs heat (dissipates heat for the electric drive and electronic control) through the electric drive and electronic control module 19 to become high-temperature coolant, passes through the third four-way valve 20 (motor insulation mode), and then passes through the refrigerant side 231 of the cooler to absorb heat to become low-temperature coolant, passes through the second three-way valve 22, and finally returns to the first electronic water pump 18.

[0139] 12. When the ambient temperature is greater than -10 degrees Celsius, the air heat source motor will provide heating

[0140] When the ambient temperature is higher than -10℃ in winter, the passenger compartment and the battery need to be heated. The heat pump absorbs the heat in the air and motor circuit, and the compressor 1 works to quickly heat the passenger compartment. The passenger compartment receives the power consumed by the compressor 1 and the heat in the environment at the same time. The overall COP of the system is greater than 2, thereby improving the vehicle's endurance in winter. The rear-mounted first condenser 2 is conducive to improving the energy efficiency ratio of vehicle heating in winter.

[0141] The high-temperature and high-pressure coolant gas flowing out of the compressor 1 is divided into two paths after passing through the second four-way valve 11. One path passes through the fourth solenoid valve 31, and is condensed and heated by the battery heat exchanger 14 to become a low-temperature and high-pressure liquid. Then, it passes through the third electronic expansion valve 16 (opened to the maximum), and goes to the coaxial tube 13 for a second condensation to increase the supercooling degree of the refrigerant and become a low-temperature and high-pressure liquid with a lower temperature, and then merges into one path after passing through the first three-way valve 3. The other path is condensed through the second condenser 12 (to heat the passenger compartment) and becomes a low-temperature and high-pressure liquid, passes through the C port of the two-position seven-way electronic valve 330 (switched to the heating mode), and then passes through the first three-way valve 3 to the first four-way valve 4 and is divided into two paths. One path is depressurized at the second electronic expansion valve 9 and becomes low-pressure mist droplets, evaporates through the first condenser 2 to absorb heat from the environment and becomes high-temperature and low-pressure gas, passes through the B port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the gas-liquid separator 7, and returns to the compressor 1; the other path is depressurized and atomized at the fourth electronic expansion valve 34 to become small mist droplets, passes through the water side 232 of the cooler (evaporates and absorbs heat in the motor water circuit) and becomes high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and returns to the compressor 1.

[0142] Coolant motor side: From the first electronic water pump 18, it absorbs heat (dissipates heat for the electric drive and electronic control) through the electric drive and electronic control module 19 to become high-temperature coolant, passes through the third four-way valve 20 (motor insulation mode), and then passes through the refrigerant side 231 of the cooler to absorb heat to become low-temperature coolant, passes through the second three-way valve 22, and finally returns to the first electronic water pump 18.

[0143] 13. Ambient temperature is greater than -10 degrees Celsius, air heat source engine 24 supplementary heat - passenger compartment heating

[0144] When the ambient temperature is higher than -10℃ in winter, the passenger compartment needs to be heated. The heat pump quickly heats the passenger compartment by absorbing the heat from the air, engine 24, motor and the environment and the work of compressor 1. The passenger compartment also receives the electric power consumed by compressor 1, the heat from engine 24, motor and the environment. The overall COP of the system is greater than 2, thereby improving the vehicle's endurance in winter. The first condenser 2 is arranged between the motor radiator and the engine 24 radiator. This arrangement is beneficial for the first condenser 2 to reabsorb the heat dissipated by the motor and absorb the heat from the environment when the vehicle is driving in winter, improving the heating efficiency and the endurance mileage.

[0145] The high-temperature and high-pressure coolant gas flowing out of the compressor 1 is condensed by the second condenser 12 (heating the passenger compartment) and becomes a low-temperature and high-pressure liquid, passes through the C port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the first three-way valve 3 and then goes to the first four-way valve 4 and is divided into two paths. One path is depressurized to the second electronic expansion valve 9 and becomes low-pressure mist droplets, evaporates through the first condenser 2 to absorb the heat in the environment and becomes a high-temperature and low-pressure gas, passes through the B port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the gas-liquid separator 7, and returns to the compressor 1. The other path is depressurized and atomized at the fourth electronic expansion valve 34 to become small mist droplets, passes through the water side 232 of the cooler (evaporates and absorbs the heat in the water circuit of the engine 24) and becomes a high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and returns to the compressor 1.

[0146] Coolant engine 24 side: The coolant absorbs heat from the engine 24 (dissipates heat to the engine 24) and becomes high-temperature coolant, which is then divided into two paths through the thermostat 26. One path absorbs heat through the refrigerant side 231 of the cooler and becomes low-temperature coolant, which passes through the third four-way valve 20 and the fourth three-way valve 28 and finally returns to the engine 24; the other path dissipates heat through the second radiator 30 and becomes low-temperature coolant, which returns to the engine 24.

[0147] Coolant motor side: The low-temperature coolant that flows out from the first electronic water pump 18 and dissipates the heat through the first radiator 21 passes through the electric drive and electronic control module 19 to absorb heat (dissipate heat for the electric drive and electronic control) and becomes high-temperature coolant, passes through the third four-way valve 20 (motor cooling mode), and then passes through the first radiator 21 to dissipate the coolant and become low-temperature coolant, passes through the second three-way valve 22, and finally returns to the first electronic water pump 18.

[0148] 14. When the ambient temperature is greater than -10 degrees Celsius, the air heat source engine 24 provides heat - the first condenser 2 can also absorb the heat emitted by the motor - heating

[0149] When the ambient temperature is higher than -10℃ in winter, the passenger compartment and battery need to be heated. The heat pump heats the passenger compartment and battery by absorbing the heat from the air, engine 24, motor and the environment and the work of compressor 1. The passenger compartment and battery simultaneously receive the electric power consumed by compressor 1, the heat from engine 24, motor and the environment. The overall COP of the system is greater than 2, thereby improving the vehicle's endurance in winter. The first condenser 2 is arranged between the motor radiator and the engine 24 radiator. This arrangement is beneficial for the first condenser 2 to reabsorb the heat dissipated by the motor and absorb the heat from the environment when the vehicle is driving in winter, improving the heating efficiency and the endurance mileage.

[0150] The high-temperature and high-pressure coolant gas flowing out of the compressor 1 is divided into two paths through the second four-way valve 11. One path passes through the fourth solenoid valve 31, and is condensed and heated by the battery heat exchanger 14 to become a low-temperature and high-pressure liquid. It passes through the third electronic expansion valve 16 (opened to the maximum) to the coaxial tube 13 for a second condensation to increase the supercooling of the refrigerant and become a low-temperature and high-pressure liquid with a lower temperature, and then merges into one path at the first three-way valve 3. The other path is condensed by the second condenser 12 (to heat the passenger compartment) to become a low-temperature and high-pressure liquid, passes through the C port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the first three-way valve 3 and is divided into two paths to the first four-way valve 4. One path is depressurized by the second electronic expansion valve 9 to become low-pressure mist droplets, evaporates through the first condenser 2 to absorb heat in the environment to become a high-temperature and low-pressure gas, passes through the B port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the gas-liquid separator 7, and returns to the compressor 1. The other path goes to the fourth electronic expansion valve 34 to release pressure and atomize into small mist droplets, and then passes through the water side 232 of the cooler (evaporation absorbs heat in the water circuit of the engine 24) to become a high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and returns to the compressor 1.

[0151] Coolant engine 24 side: The coolant absorbs heat from the engine 24 (dissipates heat to the engine 24) and becomes high-temperature coolant, which is then divided into two paths through the thermostat 26. One path absorbs heat through the refrigerant side 231 of the cooler and becomes low-temperature coolant, which passes through the third four-way valve 20 and the fourth three-way valve 28 and finally returns to the engine 24; the other path dissipates heat through the second radiator 30 and becomes low-temperature coolant, which returns to the engine 24.

[0152] Coolant motor side: The low-temperature coolant that flows out from the first electronic water pump 18 and dissipates the heat through the first radiator 21 passes through the electric drive and electronic control module 19 to absorb heat (dissipate heat for the electric drive and electronic control) and becomes high-temperature coolant, passes through the third four-way valve 20 (motor cooling mode), and then passes through the first radiator 21 to dissipate the coolant and become low-temperature coolant, passes through the second three-way valve 22, and finally returns to the first electronic water pump 18.

[0153] 15. Ambient temperature greater than -10 degrees Celsius, air heat source - hybrid mode - passenger compartment heating

[0154] When the ambient temperature is higher than -10℃ in winter, the passenger cabin needs to be heated. The heat pump heats the passenger cabin by absorbing the heat from the air and the motor in the environment and the work of the compressor 1. The passenger cabin receives the electric power consumed by the compressor 1, the heat from the motor and the environment at the same time. The overall COP of the system is greater than 2, thereby improving the vehicle's endurance in winter. The first condenser 2 is arranged between the motor radiator and the engine 24 radiator. This arrangement is beneficial for the first condenser 2 to reabsorb the heat dissipated by the motor and absorb the heat in the environment when the vehicle is driving in winter, improving the heating efficiency and the endurance mileage.

[0155] The high-temperature and high-pressure coolant gas flowing out of the compressor 1 is condensed through the second condenser 12 (to heat the passenger compartment) and becomes a low-temperature and high-pressure liquid, passes through the C port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the first three-way valve 3, then to the first four-way valve 4 and to the second electronic expansion valve 9 to release the pressure and become low-pressure mist droplets, evaporates through the first condenser 2, absorbs heat from the environment and becomes a high-temperature and low-pressure gas, and then returns to the compressor 1.

[0156] Coolant engine 24 side: The coolant absorbs heat from the engine 24 (dissipates heat to the engine 24 ) and becomes high-temperature coolant, passes through the thermostat 26 to the second radiator 30 to dissipate heat and becomes low-temperature coolant, and then returns to the engine 24 .

[0157] Coolant motor side: The low-temperature coolant that flows out from the first electronic water pump 18 and dissipates the heat through the first radiator 21 passes through the electric drive and electronic control module 19 to absorb heat (dissipate heat for the electric drive and electronic control) and becomes high-temperature coolant, passes through the third four-way valve 20 (motor cooling mode), and then passes through the first radiator 21 to dissipate the coolant and become low-temperature coolant, passes through the second three-way valve 22, and finally returns to the first electronic water pump 18.

[0158] 16. Ambient temperature is greater than -10 degrees Celsius, air heat source - hybrid mode - heating

[0159] When the ambient temperature is higher than -10℃ in winter, the passenger compartment and battery need to be heated. The heat pump heats the passenger compartment and battery by absorbing the heat from the air and the motor in the environment and the work of the compressor 1. The passenger compartment and the battery simultaneously receive the electric power consumed by the compressor 1, the heat from the motor and the environment. The overall COP of the system is greater than 2, thereby improving the vehicle's endurance in winter. The first condenser 2 is arranged between the motor radiator and the engine 24 radiator. This arrangement is beneficial for the first condenser 2 to reabsorb the heat dissipated by the motor and absorb the heat from the environment when the vehicle is driving in winter, improving the heating efficiency and the endurance mileage.

[0160] The high-temperature and high-pressure coolant gas flowing out of the compressor 1 is divided into two paths through the second four-way valve 11. One path passes through the fourth solenoid valve 31, and is condensed and heated by the battery heat exchanger 14 to become a low-temperature and high-pressure liquid. It passes through the third electronic expansion valve 16 (opened to the maximum) and goes to the coaxial tube 13 for a second condensation to increase the supercooling degree of the refrigerant and become a low-temperature and high-pressure liquid with a lower temperature. It then merges into one path through the first three-way valve 3, and the other path passes through the second condenser 12 to condense (heat the passenger compartment) and become a low-temperature and high-pressure liquid. After passing through the C port of the two-position seven-way electronic valve 330 (switched to the heating mode), the first three-way valve 3 and the first four-way valve 4 in turn, it is depressurized by the second electronic expansion valve 9 and becomes a low-pressure mist droplet, and then evaporates through the first condenser 2 to absorb heat in the environment and become a high-temperature and low-pressure gas, and then passes through the B port of the two-position seven-way electronic valve 330 (switched to the heating mode) and the gas-liquid separator 7 in turn and returns to the compressor 1.

[0161] Coolant engine 24 side: The coolant absorbs heat from the engine 24 (dissipates heat to the engine 24 ) and becomes high-temperature coolant, passes through the thermostat 26 to the second radiator 30 to dissipate heat and becomes low-temperature coolant, and then returns to the engine 24 .

[0162] Coolant motor side: The low-temperature coolant that flows out from the first electronic water pump 18 and dissipates the heat through the first radiator 21 passes through the electric drive and electronic control module 19 to absorb heat (dissipate heat for the electric drive and electronic control) and becomes high-temperature coolant, passes through the third four-way valve 20 (motor cooling mode), and then passes through the first radiator 21 to dissipate the coolant and become low-temperature coolant, passes through the second three-way valve 22, and finally returns to the first electronic water pump 18.

[0163] 17. Ambient temperature is less than -10 degrees Celsius, pure electric mode - passenger compartment heating

[0164] When the ambient temperature is below -10°C, the heat pump cannot obtain heat from the external environment. The heat pump heats the passenger compartment through the motor low efficiency mode and compressor 1.

[0165] The high-temperature and high-pressure coolant gas flowing out of the compressor 1 is condensed through the second condenser 12 (to heat the passenger compartment) and becomes a low-temperature and high-pressure liquid, passes through the C port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the first three-way valve 3, then to the first four-way valve 4, to the fourth electronic expansion valve 34 to release the pressure and become low-pressure mist droplets, and then evaporates through the water side 232 of the cooler to absorb the heat generated by the motor to become a high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and returns to the compressor 1.

[0166] Coolant motor side: From the first electronic water pump 18, it absorbs heat (dissipates heat for the electric drive and electronic control) through the electric drive and electronic control module 19 to become high-temperature coolant, passes through the third four-way valve 20 (motor insulation mode), and then passes through the refrigerant side 231 of the cooler to absorb heat to become low-temperature coolant, passes through the second three-way valve 22, and finally returns to the first electronic water pump 18.

[0167] 18. Ambient temperature is less than -10 degrees Celsius, pure electric mode - heating

[0168] When the ambient temperature is below -10°C, the heat pump cannot obtain heat from the external environment. The heat pump heats the passenger compartment and the battery through the low-efficiency mode of the motor and the work of compressor 1.

[0169] The high-temperature and high-pressure coolant gas flowing out of the compressor 1 is divided into two paths through the second four-way pipeline. One path passes through the fourth solenoid valve 31, and is condensed and heated by the battery heat exchanger 14 to become a low-temperature and high-pressure liquid. It passes through the third electronic expansion valve 16 (opened to the maximum) and goes to the coaxial tube 13 for a second condensation to increase the supercooling degree of the refrigerant and become a low-temperature and high-pressure liquid with a lower temperature, and then merges into one path through the first three-way valve 3. The other path is condensed by the second condenser 12 (to heat the passenger compartment) and becomes a low-temperature and high-pressure liquid, passes through the C port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the first three-way valve 3 and the first four-way valve 4 in turn, and then goes to the fourth electronic expansion valve 34 to release the pressure and become low-pressure mist droplets, and then passes through the water side 232 of the cooler to evaporate and absorb the heat generated by the motor to become a high-temperature and low-pressure gas, and then returns to the compressor 1 through the gas-liquid separator 7.

[0170] Coolant motor side: From the first electronic water pump 18, it passes through the electric drive and electronic control module 19 to absorb heat (to dissipate heat for the electric drive and electronic control) and becomes high-temperature coolant, passes through the third four-way valve 20 (motor insulation mode), and then passes through the refrigerant side 231 of the cooler to absorb heat and become low-temperature coolant, and finally passes through the second three-way valve 22 and returns to the first electronic water pump 18.

[0171] 19. When the ambient temperature is less than -10 degrees Celsius, in hybrid mode, the first condenser 2 can also absorb the heat emitted by the motor to heat the passenger compartment

[0172] When the ambient temperature is less than -10℃ in winter, the passenger compartment needs to be heated. The heat pump quickly heats the passenger compartment by absorbing the heat emitted by the engine 24 and the motor in the environment and the work of the compressor 1. The passenger compartment also receives the electric power consumed by the compressor 1 and the heat in the engine 24 and the motor. The overall COP of the system is greater than 2, thereby improving the vehicle's range in winter. The first condenser 2 is arranged between the motor radiator and the engine 24 radiator. This arrangement is beneficial for the first condenser 2 to reabsorb the heat emitted by the motor and absorb the heat in the environment when the vehicle is driving in winter, improving the heating efficiency and increasing the range.

[0173] The high-temperature and high-pressure coolant gas flowing out of the compressor 1 is condensed by the second condenser 12 (heating the passenger compartment) and becomes a low-temperature and high-pressure liquid, passes through the C port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the first three-way valve 3 and then goes to the first four-way valve 4 to be divided into two paths. One path is depressurized to the second electronic expansion valve 9 to become low-pressure mist droplets, evaporates through the first condenser 2 to absorb the heat in the environment to become high-temperature and low-pressure gas, passes through the B port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the gas-liquid separator 7, and returns to the compressor 1. The other path is depressurized and atomized by the fourth electronic expansion valve 34 to become small mist droplets, passes through the water side 232 of the cooler (evaporates and absorbs the heat in the water circuit of the engine 24) to become a high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and returns to the compressor 1.

[0174] Coolant engine 24 side: The coolant absorbs heat from the engine 24 (dissipates heat to the engine 24) and becomes high-temperature coolant, which is then divided into two paths through the thermostat 26. One path absorbs heat through the refrigerant side 231 of the cooler and becomes low-temperature coolant, which passes through the third four-way valve 20 and the fourth three-way valve 28 and finally returns to the engine 24; the other path dissipates heat through the second radiator 30 and becomes low-temperature coolant, which returns to the engine 24.

[0175] Coolant motor side: The low-temperature coolant that flows out from the first electronic water pump 18 and dissipates the heat through the first radiator 21 passes through the electric drive and electronic control module 19 to absorb heat (dissipate heat for the electric drive and electronic control) and becomes high-temperature coolant, passes through the third four-way valve 20 (motor cooling mode), and then passes through the first radiator 21 to dissipate the coolant and become low-temperature coolant, passes through the second three-way valve 22, and finally returns to the first electronic water pump 18.

[0176] 20. When the ambient temperature is less than -10 degrees Celsius, in hybrid mode, the first condenser 2 can also absorb the heat emitted by the motor to generate heat.

[0177] When the ambient temperature is higher than -10℃ in winter, the passenger compartment and battery need to be heated. The heat pump heats the passenger compartment and battery by absorbing the heat emitted by the engine 24 and the motor in the environment and the work of the compressor 1. The passenger compartment and the battery simultaneously receive the electric power consumed by the compressor 1 and the heat in the engine 24 and the motor. The overall COP of the system is greater than 2, thereby improving the vehicle's endurance in winter. The first condenser 2 is arranged between the motor radiator and the engine 24 radiator. This arrangement is beneficial for the first condenser 2 to reabsorb the heat emitted by the motor and absorb the heat in the environment when the vehicle is driving in winter, improving the heating efficiency and increasing the endurance mileage.

[0178] The high-temperature and high-pressure coolant gas flowing out of the compressor 1 is divided into two paths through the second four-way valve 11. One path passes through the fourth solenoid valve 31, and is condensed and heated by the battery heat exchanger 14 to become a low-temperature and high-pressure liquid. It passes through the third electronic expansion valve 16 (opened to the maximum) to the coaxial tube 13 for a second condensation to increase the supercooling of the refrigerant and become a low-temperature and high-pressure liquid with a lower temperature. It merges into one path at the first three-way valve 3, and the other path is condensed by the second condenser 12 (to heat the passenger compartment) to become a low-temperature and high-pressure liquid, passes through the C port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the first three-way valve 3 and is divided into two paths to the first four-way valve 4. One path is depressurized by the second electronic expansion valve 9 to become low-pressure mist droplets, evaporates through the first condenser 2 to absorb heat in the environment to become a high-temperature and low-pressure gas, passes through the B port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the gas-liquid separator 7, and returns to the compressor 1. The other path is depressurized and atomized into small mist droplets through the fourth electronic expansion valve 34, and then passes through the water side 232 of the cooler (evaporation absorbs heat in the water circuit of the engine 24) to become high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and returns to the compressor 1.

[0179] Coolant engine 24 side: The coolant absorbs heat from the engine 24 (dissipates heat to the engine 24) and becomes high-temperature coolant, which is then divided into two paths through the thermostat 26. One path absorbs heat through the refrigerant side 231 of the cooler and becomes low-temperature coolant, which passes through the third four-way valve 20 and the fourth three-way valve 28 and finally returns to the engine 24; the other path dissipates heat through the second radiator 30 and becomes low-temperature coolant, which returns to the engine 24.

[0180] Coolant motor side: The low-temperature coolant that flows out from the first electronic water pump 18 and dissipates the heat through the first radiator 21 passes through the electric drive and electronic control module 19 to absorb heat (dissipate heat for the electric drive and electronic control) and becomes high-temperature coolant, passes through the third four-way valve 20 (motor cooling mode), and then passes through the first radiator 21 to dissipate the coolant and become low-temperature coolant, passes through the second three-way valve 22, and finally returns to the first electronic water pump 18.

[0181] 21. Ultra-low temperature-heating

[0182] When the ambient temperature is less than -10℃ in winter, the passenger compartment and the battery need to be heated. The heat pump heats the passenger compartment and the battery by absorbing the work done by the engine 24 and the compressor 1. The passenger compartment and the battery simultaneously receive the electric power consumed by the compressor 1 and the overall COP of the engine 24 system is greater than 2, thereby achieving ultra-low temperature heating of the vehicle in winter.

[0183] The high-temperature and high-pressure coolant gas flowing out of the compressor 1 is divided into two paths through the second four-way valve 11. One path passes through the fourth solenoid valve 31, the battery heat exchanger 14 for condensation and heating to become a low-temperature and high-pressure liquid, and the third electronic expansion valve 16 (opened to the maximum) in sequence, and then goes to the coaxial tube 13 for a second condensation to increase the supercooling of the refrigerant to become a low-temperature and high-pressure liquid with a lower temperature, and then merges into one path through the first three-way valve 3. The other path is condensed by the second condenser 12 (to heat the passenger compartment) to become a low-temperature and high-pressure liquid, passes through the C port of the two-position seven-way electronic valve 330 (switched to the heating mode), passes through the first three-way valve 3 to the first four-way valve 4, and is depressurized and atomized by the fourth electronic expansion valve 34 to become small mist droplets, and then passes through the water side 232 of the cooler (evaporation absorbs the heat of the engine 24) to become a high-temperature and low-pressure gas, passes through the gas-liquid separator 7, and returns to the compressor 1.

[0184] Coolant engine 24 side: The coolant absorbs heat from the engine 24 (dissipates heat from the engine 24) and becomes a high-temperature coolant, passes through the thermostat 26 to the refrigerant side of the cooler 23 to absorb heat and become a low-temperature coolant, passes through the third four-way valve 20 and the fourth three-way valve 28, and finally returns to the engine 24.

[0185] The above describes in detail the structure, features and effects of the present invention based on the embodiments shown in the drawings. The above is only a preferred embodiment of the present invention, but the present invention is not limited to the scope of implementation shown in the drawings. Any changes made according to the concept of the present invention, or modifications to equivalent embodiments with equivalent changes, which still do not exceed the spirit covered by the description and drawings, should be within the protection scope of the present invention.

Claims

1. An automotive thermal management system, characterized in that: include: an air conditioning circuit, the air conditioning circuit being used to adjust the temperature of the passenger compartment; A battery circuit, the battery circuit being used to regulate the temperature of the battery; A regulating unit, the regulating unit comprising a cooling module and a heating module, the regulating unit comprising a two-position seven-way electronic valve, the two-position seven-way electronic valve comprising a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, a sixth valve port and a seventh valve port; in: When the regulating unit is in the refrigeration module, the first valve port is connected to the fifth valve port, the third valve port is connected to the seventh valve port, the fourth valve port is connected to the seventh valve port, and the refrigeration module is connected to the air conditioning circuit and / or the battery unit; When the regulating unit is in the heating module, the first valve port is connected to the sixth valve port, the second valve port is connected to the seventh valve port, the third valve port is connected to the fourth valve port, and the heating module is connected to the air conditioning circuit and / or the battery circuit.

2. The automotive thermal management system according to claim 1, characterized in that: The air conditioning circuit includes a compressor, a first condenser, a first three-way valve, a first four-way valve, a first evaporator, a second evaporator and a gas-liquid separator, wherein: The outlet end of the compressor is connected to the inlet end of the first condenser, the outlet end of the first condenser is connected to the first port of the first three-way valve, the second port of the first three-way valve is connected to the first port of the first four-way valve, the second port of the first four-way valve is connected to the inlet end of the first evaporator, the outlet end of the first evaporator is connected to the inlet end of the gas-liquid separator, the third port of the first four-way valve is connected to the inlet end of the second evaporator, the outlet end of the second evaporator is connected to the inlet end of the gas-liquid separator, and the outlet end of the gas-liquid separator is connected to the inlet end of the compressor.

3. The automotive thermal management system according to claim 2, characterized in that: A first electronic expansion valve is provided on a pipeline connecting the first four-way valve and the first evaporator.

4. The automotive thermal management system according to claim 2, characterized in that: A second electronic expansion valve and a first solenoid valve are provided on the connecting pipeline between the first four-way valve and the second evaporator, the third port of the first four-way valve is connected to the inlet end of the second electronic expansion valve, the outlet end of the second electronic expansion valve is connected to the inlet end of the first solenoid valve, and the outlet end of the first solenoid valve is connected to the inlet end of the second evaporator.

5. The automotive thermal management system according to claim 1, characterized in that: The battery circuit includes a compressor, a second four-way valve, a first condenser, a second condenser, a first three-way valve, a coaxial tube, a battery heat exchanger and a gas-liquid separator, wherein: The outlet end of the compressor is communicated with the first port of the second four-way valve, the second port of the second four-way valve is communicated with the inlet end of the first condenser, the third port of the second four-way valve is communicated with the outlet end of the second condenser and the inlet end of the first condenser, the outlet end of the first condenser is communicated with the first port of the first three-way valve, the third port of the first three-way valve is communicated with the inlet end of the coaxial tube, the outlet end of the coaxial tube is communicated with the inlet end of the battery heat exchanger, the outlet end of the battery heat exchanger is communicated with the inlet end of the gas-liquid separator, and the outlet end of the gas-liquid separator is communicated with the inlet end of the compressor.

6. The automotive thermal management system according to claim 5, characterized in that: A second solenoid valve is provided on the connecting pipeline between the second four-way valve and the second condenser.

7. The automotive thermal management system according to claim 5, characterized in that: A third electronic expansion valve is provided on the connecting pipeline between the coaxial tube and the battery heat exchanger, and a third solenoid valve is provided on the connecting pipeline between the battery heat exchanger and the gas-liquid separator.

8. The automotive thermal management system according to claim 1, characterized in that: The automobile thermal management system also includes a coolant circuit, which includes a motor side circuit and an engine side circuit. The motor side circuit is used to dissipate heat for the motor, and the engine side circuit is used to dissipate heat for the engine.

9. The automotive thermal management system according to claim 8, characterized in that: The motor side circuit includes a first electronic water pump, an electric drive and electronic control module, a third four-way valve, a first radiator, a second three-way valve and a cooler, wherein: The outlet end of the first electronic water pump is communicated with the inlet end of the electric drive electronic control module, the outlet end of the electric drive electronic control module is communicated with the first port of the third four-way valve, the second port of the third four-way valve is communicated with the inlet end of the first radiator, the outlet end of the first radiator is communicated with the first port of the second three-way valve, the third port of the third four-way valve is communicated with the inlet end of the refrigerant side of the cooler, the outlet end of the refrigerant side of the cooler is communicated with the second port of the second three-way valve, and the third port of the second three-way valve is communicated with the inlet end of the first electronic water pump.

10. The automotive thermal management system according to claim 9, characterized in that: The engine side circuit includes an engine, a first electronic water pump, a second electronic water pump, a thermostat, a cooler, an electric drive and electronic control module, a third four-way valve, a second three-way valve, a third three-way valve, a fourth three-way valve, a fifth three-way valve and a second radiator, wherein: The outlet end of the engine is communicated with the inlet end of the second electronic water pump, the outlet end of the second electronic water pump is communicated with the first port of the thermostat, the second port of the thermostat is communicated with the inlet end of the second radiator, and the outlet end of the second radiator is communicated with the inlet end of the engine; The third port of the thermostat is communicated with the first port of the third three-way valve, the second port of the third three-way valve is communicated with the inlet end of the refrigerant side of the cooler, the outlet end of the refrigerant side of the cooler is communicated with the third port of the third four-way valve, the fourth port of the third four-way valve is communicated with the first port of the fourth three-way valve, and the second port of the fourth three-way valve is communicated with the inlet end of the engine; The third port of the third three-way valve is communicated with the second port of the second three-way valve, the third port of the second three-way valve is communicated with the inlet end of the first electronic water pump, the outlet end of the first electronic water pump is communicated with the inlet end of the electric drive and electronic control module, the outlet end of the electric drive and electronic control module is communicated with the first port of the fifth three-way valve, the second port of the fifth three-way valve is communicated with the third port of the fourth three-way valve, and the second port of the fourth three-way valve is communicated with the inlet end of the engine.

Images