Multi-heat-source complementary integrated vehicle thermal management system and control method thereof

Abstract

The application discloses a multi-heat-source complementary whole-vehicle integrated heat management system and a control method thereof. The system is based on a liquid cooling heat exchanger, a battery cooler and a waterway four-way valve, and realizes full utilization of different heat sources. When heat needs to be absorbed from the environment, the waste heat of the battery, the motor and the electric control can be used as a supplement of the environmental heat source, effectively improving the evaporation pressure of the system at low ambient temperature. In addition, it can also be used for defrosting treatment of the outdoor heat exchanger, improving the performance and heating capacity of the system. When heat is released to the environment, the liquid cooling heat exchanger can assist the outdoor heat exchanger in heat dissipation, and can atomize and spray the condensate water in the indoor heat exchanger to the outdoor heat exchanger to strengthen heat exchange, realizing the improvement of the thermodynamic performance of the system in the whole working condition range. Further, the system adopts a reasonable control strategy and method, clearly shows the opening and closing of the system components and the running process in different modes, and determines the optimization target of the system in different modes, and with the aid of multi-PID coupling, realizes the rapid response of each control target.

Description

Technical Field

[0001] This invention belongs to the field of thermal management and multi-heat source integration technology for new energy vehicles, specifically relating to a multi-heat source complementary vehicle integrated thermal management system and its control method. Background Technology

[0002] Driven by the goal of energy conservation and emission reduction, energy reform in the transportation sector and the transformation from traditional fuel vehicles to new energy vehicles are in full swing. New energy vehicles not only need to meet the temperature control requirements of the passenger compartment, but also place more refined and stringent demands on the thermal management of modules such as batteries, motors, and electronic controls. Furthermore, in frigid environments, reduced evaporation pressure can degrade system performance and easily cause frost buildup on the outdoor heat exchanger, exacerbating range anxiety; in hot weather, if the heat exchanger cannot meet the heat exchange requirements, it will also cause a significant decline in system performance. How to further improve the performance of the vehicle's thermal management system while meeting the thermal management requirements of each component, fully utilize the vehicle's waste heat, minimize energy consumption, and effectively improve driving range is an urgent problem to be solved.

[0003] Thermal management systems operate in complex modes. Improper valve opening and closing, or their sequence, during switching between different modes can lead to errors such as abnormally high pressure within the system. Therefore, achieving efficient switching between modes and ensuring system stability is a crucial objective. Furthermore, different modes have different optimization objectives. While optimal system performance and minimal energy consumption are typically the primary optimization goals, in some modes, the rate of achieving the operational objective becomes paramount. Therefore, the mode flow, mode switching control strategies, optimization objectives, and their implementation methods for thermal management systems urgently need clarification. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide a multi-heat source complementary vehicle integrated thermal management system and its control method to solve the problems of lack of a sound thermal management strategy for new energy vehicles, difficulty in making full use of the vehicle's waste heat, minimizing energy consumption, and range anxiety.

[0005] To achieve the above objectives, the present invention employs the following technical solution:

[0006] The multi-heat-source complementary vehicle integrated thermal management system includes a refrigerant circuit and a coolant circuit, and multiple valves are installed in the refrigerant circuit and the coolant circuit; the coolant circuit includes a battery coolant circuit and a motor coolant circuit.

[0007] The refrigerant circuit and the battery coolant circuit exchange heat through a battery cooler, and the refrigerant circuit and the motor coolant circuit exchange heat through a liquid-cooled heat exchanger.

[0008] The refrigerant circuit includes a compressor, an indoor first heat exchanger, an indoor second heat exchanger, a regenerator, an outdoor heat exchanger, and a gas-liquid separator; the first end of the compressor is connected to the regenerator, and the second end of the compressor is connected to any one or more of the refrigerant side pipelines of the battery cooler, the refrigerant side pipelines of the liquid-cooled heat exchanger, or the indoor second heat exchanger; an indoor fan is provided next to the indoor second heat exchanger, and an outdoor fan is provided next to the outdoor heat exchanger;

[0009] The battery coolant circuit includes a battery heat exchanger and a first water pump, the battery heat exchanger and the first water pump are connected, the first water pump and the battery cooler are connected, and the battery cooler and the battery heat exchanger are connected.

[0010] The motor coolant circuit includes a second water pump, a motor radiator, an electronically controlled heat exchanger, and a front-end radiator. The outlet of the second water pump is connected to the inlet of both the motor radiator and the electronically controlled heat exchanger. The motor radiator and the electronically controlled heat exchanger are connected in parallel.

[0011] The thermal management system adjusts its operating mode by regulating the opening and closing of valves.

[0012] A further improvement of the present invention is that:

[0013] Preferably, the valve includes a water circuit four-way valve, a first solenoid valve, a second solenoid valve, a third solenoid valve, a fourth solenoid valve, a seventh solenoid valve, an eighth solenoid valve, a ninth solenoid valve, a tenth solenoid valve, a water circuit second solenoid valve, a water circuit third solenoid valve, a water circuit fourth solenoid valve, a first bidirectional full-way throttle valve, a second bidirectional full-way throttle valve, a third bidirectional full-way throttle valve, a water circuit first three-way valve, and a water circuit second three-way valve;

[0014] The four-way water circuit is used to simultaneously connect the battery heat exchanger and the fourth solenoid valve, as well as the second water pump and the second three-way water valve, or to simultaneously connect the battery heat exchanger and the second water pump, as well as the second three-way water valve and the fourth solenoid valve; the first solenoid valve is used to connect the compressor and the liquid-cooled heat exchanger; the second solenoid valve is used to connect the compressor and the third solenoid valve, or to connect the compressor and the second indoor heat exchanger; the third solenoid valve is used to connect the fourth solenoid valve and the second solenoid valve or the second indoor heat exchanger, or to connect the ninth solenoid valve and the second indoor heat exchanger; the fourth solenoid valve is used to connect the refrigerant line of the battery cooler and the third solenoid valve, or to connect the battery cooler and the ninth solenoid valve; the seventh solenoid valve is used to connect the first bidirectional full-throttle valve and the first indoor heat exchanger, or to connect the first bidirectional full-throttle valve and the eighth solenoid valve; the eighth solenoid valve is used to connect the seventh solenoid valve and the gas-liquid separator; the ninth solenoid valve is used to connect the gas-liquid separator. The device and the fourth solenoid valve, or for connecting the gas-liquid separator and the third solenoid valve; the tenth solenoid valve is used to connect the refrigerant pipeline of the gas-liquid separator and the liquid-cooled heat exchanger; the second solenoid valve of the water circuit is used to connect the second water pump and the motor radiator; the third solenoid valve of the water circuit is used to connect the second water pump and the electric control heat exchanger; the fourth solenoid valve of the water circuit is used to connect the water circuit four-way valve and the first water pump; the first bidirectional full-way throttling valve is used to connect the regenerator and the seventh solenoid valve; the second bidirectional full-way throttling valve is used to connect the regenerator and the battery cooler; the third bidirectional full-way throttling valve is used to connect the indoor first heat exchanger and the indoor second heat exchanger; the first three-way valve of the water circuit is used to connect the liquid-cooled heat exchanger, the motor radiator and the electric control heat exchanger, or is used to connect the second three-way valve, the motor radiator and the electric control heat exchanger; the second three-way valve of the water circuit is used to connect the liquid-cooled heat exchanger and the water circuit four-way valve, or is used to connect the front-end radiator and the water circuit four-way valve, or is used to connect the first three-way valve and the water circuit four-way valve;

[0015] The refrigerant circuit is also equipped with a fifth solenoid valve and a sixth solenoid valve; the motor coolant circuit is also equipped with a first water circuit solenoid valve; and the battery coolant circuit is also equipped with a fifth water circuit solenoid valve and a sixth water circuit solenoid valve.

[0016] Preferably, the operating modes are diverse and each has its own optimization and control objectives, including modes that improve system performance by using the waste heat of the motor and electronic control through a liquid-cooled heat exchanger, modes that improve system performance by using the waste heat of the battery and motor and electronic control, modes that use the waste heat of the motor and electronic control to keep the battery warm, modes that use a liquid-cooled heat exchanger for auxiliary heat dissipation, and modes that use the waste heat of the battery, motor, and electronic control for defrosting.

[0017] Preferably, the mode of improving system operating performance by utilizing the waste heat of the motor control via a liquid-cooled heat exchanger includes mode seven, mode eleven, and mode twelve;

[0018] In the seventh mode, the battery heats the battery alone, and the optimization and control objectives are to achieve optimal system performance and battery discharge efficiency. The second, third, fourth, and tenth solenoid valves, the second bidirectional full-way throttling valve, the a and d ports of the four-way water valve are connected, the b and c ports are connected, the a and c ports of the first three-way water valve are connected, the b and c ports of the second three-way water valve are connected, the second, third, and fourth solenoid valves of the water circuit are open, and the remaining valves and interfaces are closed.

[0019] Mode 11 features separate heating for the passenger compartment, with the optimization goal of providing separate heating for the passenger compartment and the optimization and control objectives being optimal system performance and passenger compartment comfort. The second, seventh, and tenth solenoid valves are open, the first bidirectional full-way throttle valve is throttled, the third bidirectional full-way throttle valve is fully open, the a and d ports of the four-way water valve are connected, the b and c ports of the first three-way water valve are connected, the b and c ports of the second three-way water valve are connected, the second and third solenoid valves of the water circuit are open, and the remaining valves and interfaces are closed.

[0020] Mode 12 involves separate heating for the passenger compartment and battery. The optimization and control objectives are optimal system performance, passenger compartment comfort, and battery discharge efficiency. The second, third, fourth, seventh, and tenth solenoid valves are open; the first and second bidirectional full-way throttle valves are throttled; the third bidirectional full-way throttle valve is fully open; ports a and d of the four-way water valve are connected; ports b and c of the first three-way water valve are connected; ports b and c of the second three-way water valve are connected; the second, third, and fourth solenoid valves are open; and all remaining valves or valve interfaces are closed.

[0021] Preferably, the modes for improving system performance by utilizing waste heat from batteries and motor control include Mode 10, Mode 13, and Mode 14;

[0022] Mode 10 is a cabin heating and battery cooling mode, with optimization and control objectives of optimal system performance, cabin comfort, and battery safety. The second, fourth, seventh, ninth, and tenth solenoid valves are open, the first bidirectional full-way throttle valve is throttled, the second and third bidirectional full-way throttle valves are fully open, the a and d ports of the four-way water valve are connected, the b and c ports of the first three-way water valve are connected, the b and c ports of the second three-way water valve are connected, the second, third, and fourth solenoid valves of the water circuit are open, and all remaining valves or valve interfaces are closed.

[0023] Mode 13 involves heating the passenger compartment and cooling via battery and motor control. The optimization and control objectives are optimal system performance, passenger compartment comfort, and battery and motor control safety. The second, fourth, seventh, ninth, and tenth solenoid valves are open; the first bidirectional full-way throttle valve is throttled; the second and third bidirectional full-way throttle valves are fully open; ports a and b of the four-way water valve are connected; ports c and d of the first three-way water valve are connected; ports a and c of the second three-way water valve are connected; the second, third, and fourth solenoid valves of the water circuit are open; and all remaining valves or valve interfaces are closed.

[0024] Mode fourteen involves separate heating for the passenger compartment with water circuits connected in series. The optimization and control objectives are optimal system performance and passenger compartment comfort. The second, seventh, and tenth solenoid valves are open; the first bidirectional full-way throttle valve is throttled; the third bidirectional full-way throttle valve is fully open; ports a and b of the four-way water circuit valve are connected; ports c and d of the first three-way water circuit valve are connected; ports a and c or ports a and b of the first three-way water circuit valve are connected; ports b and c of the second three-way water circuit valve are connected; the second, third, and fourth solenoid valves of the water circuit are open; and the remaining valves and interfaces are closed.

[0025] Preferably, the mode of utilizing the waste heat insulation battery controlled by the motor includes mode nine and mode fourteen;

[0026] In Mode 9, when the compressor stops, and the motor, electronic control, heat preservation battery, or battery front-end heat dissipation mode is activated, the a and b ports of the four-way water valve are connected, the c and d ports are connected, the a and b ports of the first three-way water valve are connected, the b and c ports of the second three-way water valve are connected, and the second, third, and fourth solenoid valves of the water circuit are opened, thus stopping the compressor.

[0027] Mode fourteen involves separate heating for the passenger compartment with water circuits connected in series. The optimization and control objectives are optimal system performance and passenger compartment comfort. The second, seventh, and tenth solenoid valves are open; the first bidirectional full-way throttle valve is throttled; the third bidirectional full-way throttle valve is fully open; ports a and b of the four-way water circuit valve are connected; ports c and d of the first three-way water circuit valve are connected; ports a and c or ports a and b of the first three-way water circuit valve are connected; ports b and c of the second three-way water circuit valve are connected; the second, third, and fourth solenoid valves of the water circuit are open; and the remaining valves and interfaces are closed.

[0028] Preferably, the modes of using liquid-cooled heat exchangers for auxiliary heat dissipation include mode one, mode two, mode four, and mode five;

[0029] Mode 1 involves separate cooling modes for the passenger compartment and battery, with optimization and control objectives of optimal system performance, passenger compartment comfort, and battery safety. The liquid-cooled heat exchanger assists the refrigerant circuit in heat dissipation through the motor coolant circuit. The first, third, fourth, seventh, and ninth solenoid valves are open, the first and second bidirectional full-way throttle valves are throttled, the third bidirectional full-way throttle valve is fully open, and ports a and b of the four-way water valve are connected, as are ports c and d. Ports a and c of the first three-way water valve are connected, as are ports a and c of the second three-way water valve. The second and third solenoid valves are open, and all other valves and interfaces are closed.

[0030] Mode 2 is a separate cooling mode for the passenger compartment. The optimization and control objectives are to optimize system performance and passenger compartment comfort. The liquid-cooled heat exchanger assists the refrigerant circuit in heat dissipation through the motor coolant circuit. The first, third, seventh, and ninth solenoid valves are open, the first bidirectional full-way throttle valve is throttled, the third bidirectional full-way throttle valve is fully open, the a and d ports of the four-way water valve are connected, the b and c ports are connected, the a and c ports of the first three-way water valve are connected, the a and c ports of the second three-way water valve are connected, the second and third solenoid valves of the water circuit are open, and the remaining valves and interfaces are closed.

[0031] Mode 4 is a separate cooling mode for the passenger compartment with water circuits in series. The optimization and control objectives are optimal system performance and passenger compartment comfort. The liquid-cooled heat exchanger assists the refrigerant circuit in heat dissipation through the motor coolant circuit. The first, third, seventh, and ninth solenoid valves are open, the first bidirectional full-way throttle valve is throttled, the third bidirectional full-way throttle valve is fully open, the a and b ports of the four-way water circuit valve are connected, the c and d ports are connected, the a and c ports of the first three-way water circuit valve are connected, the a and c ports of the second three-way water circuit valve are connected, the second, third, and fourth solenoid valves of the water circuit are open, and the remaining valves and interfaces are closed.

[0032] Mode 5 is a battery-only cooling mode, with optimization and control objectives of optimal system performance and battery safety. The liquid-cooled heat exchanger assists the refrigerant circuit in heat dissipation through the motor coolant circuit. The first, fourth, and ninth solenoid valves are open, the second bidirectional full-way throttle valve is throttled, the a and d ports of the four-way water valve are connected, the b and c ports are connected, the a and c ports of the first three-way water valve are connected, the a and c ports of the second three-way water valve are connected, the second, third, and fourth solenoid valves of the water circuit are open, and the remaining valves and interfaces are closed.

[0033] Preferably, the defrosting mode utilizing the waste heat of the battery and motor is Mode Seventeen, in which the refrigerant absorbs the heat generated by the battery and motor through a battery cooler or liquid-cooled heat exchanger, melting the frost layer on the outdoor heat exchanger.

[0034] Preferably, when the optimization and control objective includes optimal system performance, the exhaust pressure is adjusted to the optimal exhaust pressure by controlling the compressor speed; when the optimization and control objective includes passenger cabin comfort, the supply air temperature is adjusted to the set temperature by controlling the first bidirectional full-throttle valve, and the passenger cabin temperature is adjusted to the set temperature by controlling the indoor fan speed; when the optimization and control objective includes battery safety or discharge efficiency, the inlet and outlet water temperature difference is adjusted to the set value by controlling the second bidirectional full-throttle valve; when the optimization and control objective includes maximizing heat exchange, it is necessary to adjust the compressor to operate at high speed, and the valve opening controls the maximum exhaust pressure limit.

[0035] A control method for the above-mentioned thermal management system includes the following steps:

[0036] S1 collects data on ambient temperature, passenger compartment temperature, battery temperature, motor temperature, electronic control temperature, whether the dehumidification button is on, and whether fast charging is on.

[0037] S2, select the startup mode type based on the collected data;

[0038] S3, based on the mode, determine the optimization target. If the system needs to optimize operating performance, set the target discharge pressure of the compressor, and adjust the compressor speed and discharge pressure through the first PID controller. If the passenger compartment has thermal management requirements, set the target values ​​for passenger compartment temperature and supply air temperature, adjust the opening of the first bidirectional full-way throttle valve through the second PID controller to adjust the supply air temperature, and adjust the indoor air volume through the third PID controller to adjust the passenger compartment temperature. If the battery has thermal management requirements, set the target value for the battery outlet water temperature, and adjust the opening of the second bidirectional full-way regulating valve through the fourth PID controller to adjust the outlet water temperature of the battery cooler.

[0039] S4. When all the adjusted values ​​reach the target values, the thermal management system reaches a stable state. If the target values ​​are not reached, the corresponding PID controller will continue to be adjusted. If the system does not stop, the temperature and other parameters will continue to be monitored in real time to complete the mode judgment and PID control.

[0040] Compared with the prior art, the present invention has the following beneficial effects:

[0041] This invention discloses a multi-heat-source complementary integrated vehicle thermal management system. Based on meeting the thermal management requirements of the passenger compartment, battery, motor, and electronic control components, this system utilizes a liquid-cooled heat exchanger, battery cooler, and a four-way water valve. In low-temperature conditions, it can utilize waste heat from the battery, motor, and electronic control components as a supplement to the ambient heat source, effectively increasing the system's evaporation pressure at low ambient temperatures and helping to delay the occurrence of frosting on the outdoor heat exchanger in winter. Furthermore, when the outdoor heat exchanger frosts, waste heat can be used for defrosting, reducing the impact of reverse-cycle defrosting on passenger comfort and the energy consumed by the hot-gas bypass defrosting compressor. In high-temperature conditions, the liquid-cooled heat exchanger supplements the gas cooler, assisting in heat dissipation from the outdoor heat exchanger. Additionally, the condensate from the indoor heat exchanger is atomized and sprayed onto the outdoor heat exchanger to enhance heat transfer, thereby reducing the refrigerant temperature at the outdoor heat exchanger outlet and improving the system's thermodynamic performance across all operating conditions. The system uses CO2 as the refrigerant, and in most operating conditions, it does not require auxiliary heating from a PTC heater, thereby reducing the energy consumption of the thermal management system and effectively alleviating anxiety about the reduction in driving range.

[0042] This invention also discloses a control method for a heat source complementary integrated vehicle thermal management system. This method clarifies the on / off state of different components during thermal management system mode switching, as well as the refrigerant and coolant circuit flows under different modes. Furthermore, different modes correspond to different optimization objectives. For general, long-term operation modes, the optimization objective is optimal system performance and minimum energy consumption. Through multi-PID coupled control, rapid regulation of exhaust pressure, supply air temperature, passenger compartment temperature, and battery outlet water temperature is achieved under different modes, effectively improving the response speed of each control objective and realizing efficient system control. In defrosting, fast charging, and dehumidification modes, the optimization control objective is maximizing heat exchange, thereby effectively accelerating the achievement of mode operation objectives and shortening operating time. Attached Figure Description

[0043] Figure 1 This is a classification diagram of the multi-heat-source complementary integrated vehicle thermal management architecture.

[0044] Figure 2 This is the control logic diagram of a multi-heat-source complementary integrated vehicle thermal management architecture;

[0045] Figure 3 This is Mode 7, a flowchart of the motor and electronic control waste heat recovery process using a liquid-cooled heat exchanger;

[0046] Figure 4 This is Mode 10, a flowchart of battery waste heat recovery via battery cooler and motor / electronic control waste heat recovery via liquid cooling heat exchanger.

[0047] Figure 5 This is Mode 11, a flowchart of the motor and electronic control waste heat recovery process using a liquid-cooled heat exchanger;

[0048] Figure 6 This is Mode Twelve, a flowchart of the motor and electronic control waste heat recovery process using a liquid-cooled heat exchanger;

[0049] Figure 7 This is Mode Thirteen, a flowchart of the process for recovering waste heat from batteries, motors, and electronic controls through battery coolers and liquid-cooled heat exchangers;

[0050] Figure 8 This is Mode Fourteen, a flowchart of waste heat recovery from batteries, motors, and electronic controls via a liquid-cooled heat exchanger;

[0051] Figure 9 This is the first mode, a flowchart of auxiliary heat dissipation using a liquid-cooled heat exchanger;

[0052] Figure 10 This is Mode 2, a flowchart illustrating auxiliary heat dissipation via a liquid-cooled heat exchanger;

[0053] Figure 11 This is Mode 4, a flowchart illustrating auxiliary heat dissipation via a liquid-cooled heat exchanger;

[0054] Figure 12 This is Mode 5, a flowchart illustrating auxiliary heat dissipation via a liquid-cooled heat exchanger;

[0055] Figure 13 This is Mode Nine, a flowchart illustrating the process of using motor and electronic control waste heat to insulate the battery;

[0056] Figure 14 This is Mode Fourteen, a flowchart illustrating the process of using motor and electronic control waste heat to insulate the battery.

[0057] Figure 15 This is Mode 17, a flowchart of the defrosting scheme using the waste heat of the motor and electronic control.

[0058] Figure 16 This is the flowchart for Mode 17, which utilizes the waste heat from the motor and electronic control system for defrosting.

[0059] Figure 17 This is Mode 17, the flowchart for the three-step defrosting scheme utilizing the waste heat of the motor and electronic control.

[0060] The components include: 1. Compressor; 2. Indoor first heat exchanger; 3. Indoor second heat exchanger; 4. Regenerator; 5. Outdoor heat exchanger; 6. Liquid-cooled heat exchanger (water-gas cooler); 7. Battery cooler; 8. Gas-liquid separator; 9. Front-end radiator; 10. Indoor fan; 11. Outdoor fan; 12. First water pump; 13. Battery heat exchanger; 14. First expansion tank; 15. Second water pump; 16. Motor radiator; 17. Electrically controlled heat exchanger; 18. Second expansion tank; 19. Cold storage tank; 20. Four-way water valve; 21. First solenoid valve; 22. Second solenoid valve. 23. Third solenoid valve; 24. Fourth solenoid valve; 25. Fifth solenoid valve; 26. Sixth solenoid valve; 27. Seventh solenoid valve; 28. Eighth solenoid valve; 29. ​​Ninth solenoid valve; 30. Tenth solenoid valve; 31. First solenoid valve for water circuit; 32. Second solenoid valve for water circuit; 33. Third solenoid valve for water circuit; 34. Fourth solenoid valve for water circuit; 35. Fifth solenoid valve for water circuit; 36. Sixth solenoid valve for water circuit; 37. First bidirectional full-way throttle valve; 38. Second bidirectional full-way throttle valve; 39. Third bidirectional full-way throttle valve; 40. First three-way valve for water circuit; 41. Second three-way valve for water circuit.

[0061] The temperature symbols in this invention are explained as follows:

[0062] T bat Battery temperature, °C;

[0063] T c Temperature of the crew cabin, in °C;

[0064] T c,t The target temperature for the crew cabin is in °C.

[0065] T mot Motor temperature, °C;

[0066] T ec For electrically controlled temperature, ℃;

[0067] T amb The ambient temperature is in °C.

[0068] P dis,t The target exhaust pressure is expressed in MPa.

[0069] T s,t The target value for supply air temperature is ℃;

[0070] T w,t The target value for the outlet water temperature is ℃;

[0071] T amb The ambient temperature is in °C.

[0072] ΔT ohc The temperature difference between the outdoor heat exchanger outlet temperature and the ambient temperature, in °C;

[0073] ΔT ohe The difference between the outdoor heat exchanger evaporation temperature and the ambient temperature is expressed in °C.

[0074] T air,in The temperature at the inlet air temperature of the indoor heat exchanger is ℃. Detailed Implementation

[0075] The present invention will now be described in further detail with reference to the accompanying drawings:

[0076] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. The terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, unless otherwise explicitly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection or a detachable connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two elements. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0077] This invention discloses a multi-heat-source complementary integrated vehicle thermal management system, including a refrigerant circuit and a coolant circuit:

[0078] The refrigerant circuit includes compressor 1, indoor first heat exchanger 2, indoor second heat exchanger 3, regenerator 4, outdoor heat exchanger 5, liquid-cooled heat exchanger 6, battery cooler 7, gas-liquid separator 8, indoor fan 10, outdoor fan 11, first bidirectional full-way throttle valve 37, second bidirectional full-way throttle valve 38, third bidirectional full-way throttle valve 39, first solenoid valve 21, second solenoid valve 22, third solenoid valve 23, fourth solenoid valve 24, fifth solenoid valve 25, sixth solenoid valve 26, seventh solenoid valve 27, eighth solenoid valve 28, ninth solenoid valve 29, and tenth solenoid valve 30.

[0079] The coolant circuit is divided into a battery coolant circuit and a motor coolant circuit, which are connected by a four-way water valve 20. The battery coolant circuit includes a battery cooler 7, a first water pump 12, a battery heat exchanger 13, a first expansion tank 14, a cold storage tank 19, a fourth solenoid valve 34, a fifth solenoid valve 35, and a sixth solenoid valve 36. The electrode electronically controlled waste heat circuit includes a front-end radiator 9, a second water pump 15, a motor radiator 16, an electronically controlled heat exchanger 17, a second expansion tank 18, a first three-way water valve 40, a second three-way water valve 41, a first solenoid valve 31, a second solenoid valve 32, and a third solenoid valve 33.

[0080] The refrigerant circuit exchanges heat with the battery cooler 7 and the battery coolant circuit, and the refrigerant circuit exchanges heat with the motor coolant circuit through the liquid-cooled heat exchanger 6.

[0081] The four-way water valve 20 is used to simultaneously connect the battery heat exchanger 13 and the fourth solenoid valve 34, as well as the second water pump 15 and the second three-way water valve 41, or to simultaneously connect the battery heat exchanger 13 and the second water pump 15, as well as the second three-way water valve 41 and the fourth solenoid valve 34; the first solenoid valve 21 is used to connect the compressor 1 and the liquid-cooled heat exchanger 6; the second solenoid valve 22 is used to connect the compressor 1 and the third solenoid valve 23, or to connect the compressor 1 and the indoor second heat exchanger 3; the third solenoid valve 23 is used to connect the fourth solenoid valve 24 and the second solenoid valve 22 or the indoor second heat exchanger 3, or to simultaneously connect the fourth solenoid valve 24 and the second solenoid valve 22 to the indoor second heat exchanger 3, or to connect the ninth solenoid valve. The fourth solenoid valve 24 is used to connect the refrigerant line of the battery cooler 7 and the third solenoid valve 23, or to connect the battery cooler 7 and the ninth solenoid valve 29, or simultaneously connect the refrigerant line of the battery cooler 7 to the third solenoid valve 23 and the ninth solenoid valve 29; the fifth solenoid valve 25 is used to connect the seventh solenoid valve 27 and the indoor heat exchanger 3, and the sixth solenoid valve 26 is used to connect the indoor second heat exchanger 3 and the first bidirectional full-way throttle valve 37; the seventh solenoid valve 27 is used to connect the first bidirectional full-way throttle valve 37 and the indoor first heat exchanger 2, or to connect the first bidirectional full-way throttle valve 37 and the eighth solenoid valve 28, and the eighth solenoid valve 28 is used to connect the seventh solenoid valve 27 and the gas... Liquid separator 8; the ninth solenoid valve 29 is used to connect the gas-liquid separator 8 and the fourth solenoid valve 24, or to connect the gas-liquid separator 8 and the third solenoid valve 23; the tenth solenoid valve 30 is used to connect the refrigerant pipeline of the gas-liquid separator 8 and the liquid-cooled heat exchanger 6; the first solenoid valve 31 of the water circuit is used to connect the coolant pipeline of the second water pump 15 and the liquid-cooled heat exchanger 6; the second solenoid valve 32 of the water circuit is used to connect the second water pump 15 and the motor radiator 16; the third solenoid valve 33 of the water circuit is used to connect the second water pump 15 and the electronically controlled heat exchanger 17; the fourth solenoid valve 34 of the water circuit is used to connect the four-way valve 20 of the water circuit and the first water pump 12; the fifth solenoid valve 35 and the sixth solenoid valve 36 of the water circuit are used to connect the battery cooler 7. The coolant pipeline and the first water pump 12 are connected as follows: the first bidirectional full-way throttle valve 37 is used to connect the regenerator 4 and the seventh solenoid valve 27; the second bidirectional full-way throttle valve 38 is used to connect the regenerator 4 and the battery cooler 7; the third bidirectional full-way throttle valve 39 is used to connect the indoor first heat exchanger 2 and the indoor second heat exchanger 3; the first three-way water valve 40 is used to connect the liquid-cooled heat exchanger 6, the motor radiator 16 and the electronically controlled heat exchanger 17, or to connect the second three-way valve 41, the motor radiator 16 and the electronically controlled heat exchanger 17; the second three-way water valve 41 is used to connect the liquid-cooled heat exchanger 6 and the water four-way valve 20, or to connect the front-end radiator 9 and the water four-way valve 20, or to connect the first three-way valve 40 and the water four-way valve 20.

[0082] In a specific embodiment of the present invention, the exhaust port of the compressor 1 is connected to the first solenoid valve 21, the first solenoid valve 21 is connected to the refrigerant flow channel of the liquid-cooled heat exchanger 6, the other end of the refrigerant flow channel of the liquid-cooled heat exchanger 6 is connected to the outdoor heat exchanger 5, the other end of the outdoor heat exchanger 5 is connected to the high-pressure side of the regenerator 4, the other end of the high-pressure side of the regenerator 4 is connected to the indoor first heat exchanger 2 through the first bidirectional full-throttle valve 37 and the seventh solenoid valve 27, the other end of the indoor first heat exchanger 2 is connected to the indoor second heat exchanger 3 through the third bidirectional full-throttle valve 39, the other port of the indoor second heat exchanger 3 is connected to the inlet of the gas-liquid separator 8 through the third solenoid valve 23 and the ninth solenoid valve 29, the outlet of the gas-liquid separator 8 is connected to the low-pressure side inlet of the regenerator 4, and the low-pressure side outlet of the regenerator 4 is connected to the suction port of the compressor 1.

[0083] Furthermore, the high-pressure side of the regenerator 4 is connected to the refrigerant channel of the battery cooler 7 through the second bidirectional full-throttle valve 38, and the other side of the refrigerant channel of the battery cooler 7 is connected to the inlet of the gas-liquid separator 8 through the fourth solenoid valve 24 and the ninth solenoid valve 29.

[0084] Furthermore, the refrigerant flow channel of the battery cooler 7 is connected to the indoor first heat exchanger 2 via the fifth solenoid valve 25 and the seventh solenoid valve 27.

[0085] Furthermore, the high-pressure side of the regenerator 4 is connected to the indoor second heat exchanger 3 through the first bidirectional full-throttle valve 37 and the sixth solenoid valve 26;

[0086] Furthermore, the indoor first heat exchanger 2 is connected to the inlet of the gas-liquid separator 8 via the eighth solenoid valve 28;

[0087] Furthermore, the liquid-cooled heat exchanger 6 is connected to the inlet of the gas-liquid separator 8 via the tenth solenoid valve 30;

[0088] Furthermore, a second solenoid valve 22 is connected to the exhaust port of compressor 1 and the indoor second heat exchanger 3;

[0089] Furthermore, an indoor fan 10 is provided next to the indoor heat exchanger 3, and an outdoor fan 11 is provided next to the outdoor heat exchanger 5.

[0090] The outlet of the first water pump 12 is connected to the coolant flow channel of the battery cooler 7. The other end of the coolant flow channel of the battery cooler 7 is connected to the battery heat exchanger 13. The other end of the battery heat exchanger 13 is connected to port c of the four-way water valve 20. Port b of the four-way water valve 20 is connected to the fourth solenoid valve 34. The first expansion tank 14 is connected in the middle of the flow path. The fourth solenoid valve 34 is connected to the inlet of the first water pump 12. Port d of the four-way water valve 20 is connected to the inlet of the second water pump 15. The second expansion tank 18 is connected in the middle of the flow path. The outlet of the second water pump 15 is connected to... The second solenoid valve 32 of the water circuit is connected to the third solenoid valve 33 of the water circuit and the motor radiator 16, and is connected to the electric control heat exchanger 17. The outlet of the motor radiator 16 is connected to the outlet of the electric control heat exchanger 17 and the a port of the first three-way valve 40 of the water circuit. The c port of the first three-way valve 40 of the water circuit is connected to the coolant flow channel of the liquid-cooled heat exchanger 6. The other end of the coolant flow channel of the liquid-cooled heat exchanger 6 is connected to the inlet of the front radiator 9. The outlet of the front radiator 9 is connected to the a port of the second three-way valve 41 of the water circuit. The c port of the second three-way valve 41 of the water circuit is connected to the a port of the four-way valve 20 of the water circuit.

[0091] Furthermore, one end of the cold water storage tank 19 is connected to the first water pump 12 via the fifth solenoid valve 35 of the water circuit, and the other end is connected to the battery cooler 7 via the sixth solenoid valve 36 of the water circuit.

[0092] Furthermore, the second water pump 15 is connected to port a of the first solenoid valve 31 and the first three-way valve 40 in the water circuit.

[0093] Furthermore, the inlet of the front-end radiator 9 is connected to port b of the first three-way valve 40 and port b of the second three-way valve 41 of the water circuit, respectively.

[0094] See Figure 1 and Figure 2 The present invention also discloses a multi-heat-source complementary vehicle integrated thermal management control method, comprising the following steps:

[0095] S1 collects data on ambient temperature, passenger compartment temperature, battery temperature, motor temperature, electronic control temperature, whether the dehumidification button is on, and whether fast charging is on.

[0096] S2, select the startup mode type based on the collected data;

[0097] S3, according to the mode, determine the optimization target. If it is necessary to optimize the operating performance, set the target discharge pressure of the compressor, adjust the compressor speed through the first PID controller, and adjust the discharge pressure of the compressor. If the passenger compartment has thermal management requirements, set the target value of the passenger compartment temperature and the target value of the air supply temperature, adjust the opening of the first bidirectional full-way throttle valve (37) through the second PID controller, adjust the air supply temperature, adjust the indoor air supply volume through the third PID controller, and adjust the passenger compartment temperature. If the battery has thermal management requirements, set the target value of the battery outlet water temperature, adjust the opening of the second bidirectional full-way regulating valve (38) through the fourth PID controller, and adjust the outlet water temperature of the battery cooler.

[0098] S4. When all four adjustment values ​​reach the target value, the thermal management system reaches a stable state. If the target value is not reached, the four PID controllers continue to be adjusted. If the system does not stop, the temperature and other parameters continue to be monitored in real time to complete the mode judgment and PID control.

[0099] In S1, the multi-heat-source complementary vehicle integrated thermal management architecture is based on the ambient temperature T. amb Crew cabin temperature T c Battery temperature T bat Motor temperature T mot Electrically controlled temperature T ec The difference between the outdoor heat exchanger evaporation temperature and the ambient temperature, ΔT ohe The system selects operating modes based on factors such as whether the dehumidification button is on and whether fast charging is on. These modes include: Mode 1: Cooling the passenger compartment and battery separately; Mode 2: Cooling the passenger compartment alone; Mode 3: Cooling the passenger compartment, battery, and motor / electronic control separately; Mode 4: Cooling the passenger compartment alone (water circuit in series); Mode 5: Cooling the battery alone; Mode 6: Compressor off: Battery naturally cools down; Mode 7: Battery heats up alone; Mode 8: Battery and motor / electronic control cool down; Mode 9: Compressor off: Motor / electronic control insulates the battery or cools the front of the battery; Mode 10: Passenger compartment heats up, battery cools down; Mode 11: Passenger compartment heats up alone; Mode 12: Passenger compartment and battery heat up separately; Mode 13: Passenger compartment heats up, battery and motor / electronic control cool down; Mode 14: Passenger compartment heats up alone (water circuit in series); Mode 15: Passenger compartment cooling and dehumidification; Mode 16: Passenger compartment heating and dehumidification; Mode 17: Defrosting; Mode 18: Battery fast charging; Mode 19: Quick start cooling; Mode 20: Shutdown and cold storage. The system is based on the following parameters: fast charging, dehumidification button on, and passenger compartment temperature T. c Battery temperature T bat Motor temperature T mot As the primary mode judgment condition, when the motor coolant circuit is running independently, the temperature of the motor electronic control determines whether the second water pump 15 needs to be turned on.

[0100] It should be noted that during actual vehicle operation, the temperatures of components such as the battery, motor, and electronic control are difficult to measure. Instead, the outlet water temperature on the coolant side of the battery heat exchanger and motor heat exchanger can be used for characterization.

[0101] Different modes have different optimization objectives. Generally, when the thermal management system is running, the optimization objective is to achieve the best system performance and the lowest energy consumption. At this time, the exhaust pressure needs to be controlled to the optimal exhaust pressure under the corresponding operating conditions. However, when the mode is a short-term operation such as fast charging, defrosting, or dehumidification, the optimization objective should be to achieve the operating purpose as quickly as possible. At this time, the compressor speed should be controlled to run at full speed to achieve the maximum heat exchange.

[0102] See Figure 2 Based on the mode selection, the multi-heat-source complementary vehicle integrated thermal management system uses PID control logic, including exhaust pressure control, supply air temperature control, passenger compartment temperature control, and battery cooler outlet water temperature control. PID1 is the first PID controller, which is the exhaust pressure controller. The input is the difference between the exhaust pressure and the set target, and the output is the compressor speed. PID2 is the second PID controller, which is the indoor heat exchanger supply air temperature controller. The input is the difference between the supply air temperature and the set target, and the output is the opening degree of the first bidirectional full-way throttle valve 37. PID3 is the third PID controller, which is the passenger compartment temperature controller. The input is the difference between the passenger compartment temperature and the set target, and the output is the air volume of the indoor fan 10, i.e., the fan speed. PID4 is the battery cooler 7 outlet water temperature controller. The input is the difference between the outlet water temperature and the set target, and the output is the opening degree of the second bidirectional full-way throttle valve 38.

[0103] After the thermal management system is started, each sensor monitors the temperature and humidity in real time, and selects the appropriate mode and operates accordingly. When the mode needs to optimize system performance, the compressor speed 1 is used to control the exhaust pressure; when the passenger compartment has thermal management requirements, the first bidirectional full-way throttle valve 37 controls the air supply temperature of the indoor heat exchanger, and the air volume of the indoor fan 10 controls the passenger compartment temperature; when the battery has thermal management requirements, the second bidirectional full-way throttle valve 38 controls the outlet water temperature of the battery cooler 7.

[0104] The specific adjustment process for each stage is as follows: The process of adjusting the compressor speed and controlling the compressor discharge pressure through the first PID controller is as follows: According to the selected mode, the optimization target of the mode is determined. If it is the optimal discharge pressure, the target discharge pressure of the compressor is set, and the compressor speed is adjusted through the first PID controller to control the compressor discharge pressure until the compressor discharge pressure reaches the set value.

[0105] The process of adjusting the passenger compartment temperature by regulating the opening of the first bidirectional full-throttle valve 37 by the second PID controller and adjusting the indoor air volume by the third PID controller is as follows: Based on the mode selection, it is determined whether there is a demand in the passenger compartment. If there is a demand, the target values ​​for the passenger compartment temperature and the air supply temperature are set simultaneously. The opening of the first bidirectional full-throttle valve 37 is adjusted by the second PID controller until the air supply temperature reaches the target value. The indoor air volume is adjusted by the third PID controller until the passenger compartment temperature reaches the target value.

[0106] The process of adjusting the opening of the second bidirectional full-pass throttle valve 38 through the fourth PID controller is as follows: Based on the mode selection, it is determined whether the battery has a cooling or heating requirement. If so, the target value of the outlet water temperature is set, and the opening of the second bidirectional full-pass throttle valve 38 is adjusted through the fourth PID controller until the outlet water temperature reaches the target value.

[0107] Furthermore, when PID i When using it, first run t with a fixed value. i Over time, PID feedback adjustments are then made successively to effectively improve the system's response speed to the control target.

[0108] The multi-heat-source complementary integrated vehicle thermal management architecture can fully utilize the waste heat of various vehicle components. Specific implementation examples of different waste heat recovery and auxiliary cooling methods are described, with the mode conditions described starting from a shutdown state. Subsequent mode judgment conditions are only examples; specific temperature values ​​can be modified by industry personnel based on the actual system.

[0109] See Figure 3 This is Mode 7, a flowchart illustrating the recovery of waste heat from the motor and electronic control system via a liquid-cooled heat exchanger. When each temperature meets (-10 ℃)... <T bat <5℃&|T c -T c,t |<3℃ ) || T bat When the temperature is below -10℃, fast charging is not enabled, and the dehumidification button is not activated, the system enters mode seven for independent battery heating. Further heating occurs when the temperature reaches 50℃. <T mot &50℃ <T ecAt this time, the waste heat of the motor control is recovered through the liquid-cooled heat exchanger 6: the second solenoid valve 22, the third solenoid valve 23, the fourth solenoid valve 24, and the tenth solenoid valve 30 are opened, the second bidirectional full-way throttle valve 38 is throttled, the a and d ports of the water circuit four-way valve 20 are connected, the b and c ports of the water circuit first three-way valve 40 are connected, the b and c ports of the water circuit second three-way valve 41 are connected, the second solenoid valve 32, the third solenoid valve 33, and the fourth solenoid valve 34 are opened, and to avoid closing the volume, the seventh solenoid valve 27 and the third bidirectional full-way throttle valve 39 can be opened, the remaining valves and interfaces are closed, and the indoor fan 10 is stopped. The high-temperature, high-pressure CO2 from the compressor 1 outlet flows to the battery cooler 7 and the battery coolant for heat exchange. After releasing heat, the CO2 flows through the second bidirectional full-throttle valve 38 and is throttled to a low-temperature, low-pressure state. The CO2 from the outlet of the throttle valve flows through the high-pressure side of the regenerator 4 and then flows to the outdoor heat exchanger 5 to exchange heat with the ambient air. Subsequently, it exchanges heat with the high-temperature coolant in the liquid-cooled heat exchanger 6. After absorbing heat, the CO2 flows through the gas-liquid separator 8 and the low-pressure side of the regenerator 4, and returns to the compressor 1. At this time, in the battery coolant circuit, the battery coolant, driven by the first water pump 12, flows to the battery cooler 7 to absorb heat from the CO2. The heated coolant flows to the battery heat exchanger 13 to release heat, thereby raising the battery temperature. After heat exchange, the coolant flows back to the first water pump 12. In the motor coolant circuit, the coolant, driven by the second water pump 15, flows in two paths through the motor radiator 16 and the electronic control heat exchanger 17. The heated coolant flows into the liquid-cooled heat exchanger 6 to release heat to the CO2. If T amb >10 ℃, the a and c ports of the second three-way valve 41 in the water circuit are connected. The motor coolant after the liquid-cooled heat exchanger 6 releases heat continues to flow to the front-end radiator 9 and air for heat exchange. After the heat exchange is completed, the coolant flows back to the second water pump 15. If T amb At temperatures below -10℃, the released coolant flows directly back to the second water pump 15, achieving a higher coolant temperature in the liquid-cooled heat exchanger 7. This cycle repeats, utilizing the heat generated by the motor and electronic control system. CO2 in the outdoor heat exchanger 5 absorbs heat from the environment, while CO2 in the liquid-cooled heat exchanger 6 absorbs heat from the motor coolant, both contributing to the system's heat absorption. Therefore, the heat exchange requirement of the outdoor heat exchanger 5 is reduced, and the coolant temperature flowing into the liquid-cooled heat exchanger 6 is higher than the ambient temperature, effectively increasing the evaporation pressure. Waste heat recovery fully utilizes the previously dissipated waste heat from the motor and electronic control system, further improving the system's COP. At this point, the system optimization focuses on achieving optimal system performance while ensuring battery discharge performance. Therefore, PID1 and PID4 are activated to control the exhaust pressure and the outlet water temperature of the battery cooler 7, respectively.

[0110] See Figure 4 This is Mode 10, a flowchart illustrating waste heat recovery from the battery via a battery cooler and waste heat recovery from the motor and electronic control via a liquid-cooled heat exchanger; when all temperatures meet 35℃... <Tbat <50℃&T c <T c,t -3℃&T mot When the temperature is below 70℃, the dehumidification button is not activated, and fast charging is not in progress, the system enters mode 10 for cabin heating and battery cooling. Further cooling is activated when the temperature reaches 50℃. <T mot &50℃ <T ec At that time, waste heat recovery of the motor control is carried out through liquid cooling heat exchanger 6: the second solenoid valve 22, the fourth solenoid valve 24, the seventh solenoid valve 27, the ninth solenoid valve 29, and the tenth solenoid valve 30 are opened, the first bidirectional full-way throttle valve 37 is throttled, the second bidirectional full-way throttle valve 38 and the third bidirectional full-way throttle valve 39 are fully open, the a and d ports of the four-way valve 20 in the water circuit are connected, the b and c ports of the first three-way valve 40 in the water circuit are connected, the b and c ports of the second three-way valve 41 in the water circuit are connected, the second solenoid valve 32 in the water circuit, the third solenoid valve 33 in the water circuit, and the fourth solenoid valve 34 in the water circuit are opened, and all remaining valves or valve interfaces are closed. The high-temperature, high-pressure CO2 from the compressor 1 outlet flows sequentially to the indoor second heat exchanger 3, the indoor first heat exchanger 2, and the air for heat exchange. After releasing heat, the CO2 flows through the first bidirectional full-throttle valve 37 and is throttled to a low-temperature, low-pressure state. One path of the CO2 from the outlet of the throttle valve flows into the battery cooler 7 for heat exchange with the high-temperature coolant, while the other path flows through the high-pressure side of the regenerator 4 and then to the outdoor heat exchanger 5 for heat exchange with the air. It then exchanges heat with the motor coolant in the liquid-cooled heat exchanger 6. After absorbing heat, the two paths of CO2 merge together and flow sequentially through the gas-liquid separator 8 and the low-pressure side of the regenerator 4 before returning to the compressor 1. At this time, the two coolant circuits operate independently. The coolant in the battery coolant circuit flows through the battery heat exchanger 13 to absorb heat from the battery. After absorbing heat and heating up, the coolant flows through the first water pump 12 into the battery cooler 7 to release heat to CO2. The cooled coolant then flows back to the battery heat exchanger 13. In the motor coolant circuit, the coolant, driven by the second water pump 15, flows in two paths through the motor radiator 16 and the electronic control heat exchanger 17. After absorbing heat and heating up, the coolant flows into the liquid-cooled heat exchanger 6 to release heat to CO2. If T... amb >10℃, when ports a and c of the second three-way valve 41 in the water circuit are connected, the coolant after the liquid-cooled heat exchanger 6 releases heat continues to flow to the front radiator 9 and exchange heat with the air. After the heat exchange is completed, the coolant flows back to the second water pump 15. If T ambAt temperatures below -10℃, the released coolant flows directly back to the second water pump 15, achieving a higher coolant temperature in the liquid-cooled heat exchanger 7. This cycle repeats, utilizing the heat generated by the battery and motor control system. CO2 in the outdoor heat exchanger 5 absorbs heat from the environment, CO2 in the liquid-cooled heat exchanger 6 absorbs heat from the motor control coolant, and CO2 in the battery cooler 7 absorbs heat from the battery coolant, collectively serving as the system's heat absorption. This reduces the heat exchange requirement of the outdoor heat exchanger 5, and the coolant temperature flowing into the liquid-cooled heat exchanger 6 is higher than the ambient temperature, effectively increasing the evaporation pressure. Waste heat recovery fully utilizes the battery's waste heat and the previously dissipated waste heat from the motor control system, further improving the system's COP. At this point, the system optimization prioritizes optimal system performance while ensuring passenger comfort and battery safety. Therefore, PID1, PID2, PID3, and PID4 are activated to control the exhaust pressure, supply air temperature, passenger compartment temperature, and battery cooler 7's outlet water temperature, respectively.

[0111] See Figure 5 This is Mode Eleven, a flowchart illustrating the motor and electronic control waste heat recovery process using a liquid-cooled heat exchanger. When each temperature meets (( 25℃) <T bat <35℃&T bat <T ba,wi ) || (25℃>T bat >20℃) || (20℃>T bat >5℃&T bat >T ba,wi ))&T c <T c,t When the temperature is -3℃, fast charging is not enabled, and the dehumidification button is not activated, enter Mode 11 for separate heating of the passenger cabin. Further heating will be provided when the temperature reaches 50℃. <T mot &50℃ <T ecAt this time, waste heat recovery of the motor control is carried out through liquid cooling heat exchanger 6: the second solenoid valve 22, the seventh solenoid valve 27, and the tenth solenoid valve 30 are open, the first bidirectional full-way throttle valve 37 is throttled, the third bidirectional full-way throttle valve 39 is fully open, the a and d ports of the water circuit four-way valve 20 are connected, the b and c ports of the water circuit first three-way valve 40 are connected, the b and c ports of the water circuit second three-way valve 41 are connected, the water circuit second solenoid valve 32 and the water circuit third solenoid valve 33 are open, the first water pump 12 is not working, and to avoid the occurrence of closed volume, the fourth solenoid valve 24 can be opened, and the remaining valves and interfaces are closed. The high-temperature, high-pressure CO2 from the compressor 1 outlet flows sequentially to the indoor second heat exchanger 3, the indoor first heat exchanger 2, and the air for heat exchange. After releasing heat, the CO2 flows through the first bidirectional full-throttle valve 37, where it is throttled to a low-temperature, low-pressure state. The CO2 from the throttle valve outlet flows through the high-pressure side of the regenerator 4, then flows to the outdoor heat exchanger 5 for heat exchange with the air. It then exchanges heat with the motor coolant in the liquid-cooled heat exchanger 6. After absorbing heat, the CO2 flows sequentially through the gas-liquid separator 8 and the low-pressure side of the regenerator 4, returning to the compressor 1. At this time, only the motor coolant circuit is operating in the coolant circuit. Driven by the second water pump 15, the motor coolant flows in two paths through the motor radiator 16 and the electronically controlled heat exchanger 17. The coolant, after absorbing heat and increasing in temperature, flows into the liquid-cooled heat exchanger 6 to release heat to the CO2. If T... amb >10 ℃, the a and c ports of the second three-way valve 41 in the water circuit are connected. The coolant after the liquid-cooled heat exchanger 6 releases heat continues to flow to the front radiator 9 and exchange heat with the air. After the heat exchange is completed, the coolant flows back to the second water pump 15. If T amb At temperatures below -10℃, the released coolant flows directly back to the second water pump 15, achieving a higher coolant temperature in the liquid-cooled heat exchanger 7, and this cycle repeats. In the outdoor heat exchanger 5, CO2 absorbs heat from the environment, and in the liquid-cooled heat exchanger 6, CO2 absorbs heat from the coolant, both contributing to the system's heat absorption. This reduces the heat exchange requirement of the outdoor heat exchanger 5, and the coolant temperature flowing into the liquid-cooled heat exchanger 6 is higher than the ambient temperature, effectively increasing the evaporation pressure. Waste heat recovery fully utilizes the previously dissipated waste heat from the motor and electrical control systems, further improving the system's COP. At this point, the system optimization prioritizes optimal system performance and passenger comfort; therefore, PID1, PID2, and PID3 are activated to control the exhaust pressure, supply air temperature, and passenger cabin temperature, respectively.

[0112] See Figure 6 This is a flowchart of the motor and electronic control waste heat recovery process using a liquid-cooled heat exchanger, assuming all temperatures meet the -10℃ requirement. <T bat <5℃&T c <T c,t When the temperature is -3℃, fast charging is not in progress, and the dehumidification button is not activated, enter mode twelve, where the passenger compartment and battery will heat up separately, further reducing the temperature to 50℃. <T mot &50℃ <T ecAt that time, the waste heat of the motor control is recovered through the liquid-cooled heat exchanger 6: the second solenoid valve 22, the third solenoid valve 23, the fourth solenoid valve 24, the seventh solenoid valve 27, and the tenth solenoid valve 30 are opened; the first bidirectional full-way throttle valve 37 and the second bidirectional full-way throttle valve 38 are throttled; the third bidirectional full-way throttle valve 39 is fully open; the a and d ports of the four-way valve 20 in the water circuit are connected, and the b and c ports are connected; the a and c ports of the first three-way valve 40 in the water circuit are connected; the b and c ports of the second three-way valve 41 in the water circuit are connected; the second solenoid valve 32, the third solenoid valve 33, and the fourth solenoid valve 34 in the water circuit are opened; and all remaining valves or valve interfaces are closed. The high-temperature, high-pressure CO2 at the compressor 1 outlet splits into two paths. One path flows sequentially to the indoor second heat exchanger 3, the indoor first heat exchanger 2, and the air for heat exchange. After releasing heat, the CO2 flows through the first bidirectional full-throttle valve 37 and is throttled to a low-temperature, low-pressure state. The other path flows to the battery cooler 7 and exchanges heat with the battery coolant. After releasing heat, the CO2 flows through the second bidirectional full-throttle valve 38 and is throttled to a low-temperature, low-pressure state. The two CO2 streams merge and flow through the high-pressure side of the regenerator 4 before flowing to the outdoor heat exchanger 5 for heat exchange with the air. Then, it exchanges heat with the high-temperature coolant in the liquid-cooled heat exchanger 6. After absorbing heat, the CO2 flows sequentially through the gas-liquid separator 8 and the low-pressure side of the regenerator 4 before returning to the compressor 1. At this time, in the battery coolant circuit, the coolant, driven by the first water pump 12, flows to the battery cooler 7 to absorb heat from CO2. The heated coolant then flows to the battery heat exchanger 13 to release heat. After heat exchange, the coolant flows back to the first water pump 12. In the motor coolant circuit, driven by the second water pump 15, the coolant flows in two paths through the motor radiator 16 and the electronic control heat exchanger 17. The heated coolant then flows into the liquid-cooled heat exchanger 6 to release heat to CO2. If T... amb >10 ℃, the a and c ports of the second three-way valve 41 in the water circuit are connected. The coolant after the liquid-cooled heat exchanger 6 releases heat continues to flow to the front radiator 9 and exchange heat with the air. After the heat exchange is completed, the coolant flows back to the second water pump 15. If T amb At temperatures below -10℃, the released coolant flows directly back to the second water pump 15, achieving a higher coolant temperature in the liquid-cooled heat exchanger 7, and this cycle repeats. CO2 in the outdoor heat exchanger 5 absorbs heat from the environment, while CO2 in the liquid-cooled heat exchanger 6 absorbs heat from the coolant, both contributing to the system's heat absorption. This reduces the heat exchange requirement of the outdoor heat exchanger 5, and the coolant temperature flowing into the liquid-cooled heat exchanger 6 is higher than the ambient temperature, effectively increasing the evaporation pressure. Waste heat recovery fully utilizes the previously dissipated waste heat from the motor and electrical control systems, further improving the system's COP. At this point, the system optimization aims to achieve optimal system performance while ensuring passenger comfort and battery discharge performance. Therefore, PID1, PID2, PID3, and PID4 are activated to control the exhaust pressure, supply air temperature, passenger compartment temperature, and battery cooler 7 outlet water temperature, respectively.

[0113] See Figure 7To recover waste heat from the battery motor electronic control system via a battery cooler and liquid-cooled heat exchanger, when all temperatures meet 35℃... <T bat <50℃&T c <T c,t -3℃ & 70℃ <T mot When fast charging and dehumidification buttons are not activated, the system enters Mode 13 for cabin heating and battery cooling, further reducing temperatures to 50°C. <T ec At this time, waste heat recovery from the battery and motor control is achieved through the battery cooler: the second solenoid valve 22, the fourth solenoid valve 24, the seventh solenoid valve 27, the ninth solenoid valve 29 and the tenth solenoid valve 30 are opened, the first bidirectional full-way throttle valve 37 is throttled, the second bidirectional full-way throttle valve 38 and the third bidirectional full-way throttle valve 39 are fully open, the a and b ports of the four-way valve 20 in the water circuit are connected, the c and d ports of the first three-way valve 40 in the water circuit are connected, the a and c ports of the second three-way valve 41 in the water circuit are connected, the second solenoid valve 32 in the water circuit, the third solenoid valve 33 in the water circuit and the fourth solenoid valve 34 in the water circuit are opened, and all remaining valves or valve interfaces are closed. The high-temperature, high-pressure CO2 from the compressor 1 outlet flows sequentially to the indoor second heat exchanger 3, the indoor first heat exchanger 2, and the air for heat exchange. After releasing heat, the CO2 flows through the first bidirectional full-way throttle valve 37 and is throttled to a low-temperature, low-pressure state. Part of the CO2 from the throttle valve outlet flows into the battery cooler 7 for heat exchange with the high-temperature coolant, while the other part flows through the high-pressure side of the regenerator 4 and then through the outdoor heat exchanger 5 for heat exchange with the ambient air. After absorbing heat, the CO2 merges and flows sequentially through the gas-liquid separator 8 and the low-pressure side of the regenerator 4 before returning to the compressor 1. At this point, the coolant circuit is connected in series. The coolant flows through the battery heat exchanger 13 to absorb the heat generated by the battery, then flows through the second water pump 15 and splits into two paths, flowing through the motor radiator 16 and the electronic control heat exchanger 17. After absorbing heat and increasing in temperature, the coolant releases heat to CO2 in the liquid-cooled heat exchanger 6. At this time, the battery and motor temperatures are both relatively high. After heat exchange in the liquid-cooled heat exchanger 6, the coolant flows to the front-end radiator 9 to exchange heat with the air, ensuring the cooling effect of the components. It then flows through the first water pump 12 into the battery cooler 7 to release heat to CO2. The cooled coolant then flows back to the battery heat exchanger 13, repeating the cycle to utilize the heat generated by the battery, motor, and electronic control system. The CO2 in the liquid-cooled heat exchanger 6 and battery cooler 7 absorbs heat from the coolant, which serves as the system's heat absorption. The temperature of the coolant flowing into the liquid-cooled heat exchanger 6 and battery cooler 7 is higher than the ambient temperature, which can effectively increase the evaporation pressure. By recovering waste heat, the heat originally dissipated from the front-end motor and electronic control system and the heat from the battery that needs to be cooled are fully utilized, further improving the system's COP. At this point, the system optimization is to achieve optimal system performance while ensuring passenger comfort and battery safety. Therefore, PID1, PID2, PID3 and PID4 are activated to control the exhaust pressure, air supply temperature, passenger compartment temperature and the outlet water temperature of the battery cooler 7, respectively.

[0114] See Figure 8The flowchart shows the process of recovering waste heat from the battery, motor, and electronic control system using a liquid-cooled heat exchanger. When each temperature satisfies (20℃>T)... bat >5℃&T mot >50℃&T bat,wi >T bat ) || (35℃>T bat >25℃&T mot >50℃&T bat >T bat,wi ))&T c <T c,t When the temperature is -3℃, fast charging is not enabled, and the dehumidification button is not turned on, enter mode fourteen, 35℃>T bat >25℃&T mot >50℃&T bat >T bat,wi &T ec At temperatures above 50℃, waste heat from the battery and motor control system is recovered via liquid-cooled heat exchanger 6: the second solenoid valve 22, the seventh solenoid valve 27, and the tenth solenoid valve 30 are open; the first bidirectional full-way throttle valve 37 is throttled; the third bidirectional full-way throttle valve 39 is fully open; ports a and b of the four-way valve 20 are connected, and ports c and d are connected; ports a and c of the first three-way valve 40 are connected; ports b and c of the second three-way valve 41 are connected; the second solenoid valve 32, the third solenoid valve 33, and the fourth solenoid valve 34 are open; to avoid closed volume, the fourth solenoid valve 24 can be opened; and the remaining valves and interfaces are closed. The high-temperature, high-pressure CO2 from the compressor 1 outlet flows sequentially to the indoor second heat exchanger 3, the indoor first heat exchanger 2, and the air for heat exchange. After releasing heat, the CO2 flows through the first bidirectional full-throttle valve 37, where it is throttled to a low-temperature, low-pressure state. The CO2 from the throttle valve outlet flows through the high-pressure side of the regenerator 4, then flows to the outdoor heat exchanger 5 for heat exchange with the air. It then exchanges heat with the high-temperature coolant in the liquid-cooled heat exchanger 6. After absorbing heat, the CO2 flows sequentially through the gas-liquid separator 8 and the low-pressure side of the regenerator 4, returning to the compressor 1. At this point, the coolant circuit is connected in series. Driven by the first water pump 12, the coolant flows sequentially through the battery cooler 7, the battery heat exchanger 13, and the second water pump 15, then splits into two streams flowing through the motor radiator 16 and the electronic control heat exchanger 17. The coolant, after absorbing heat and increasing in temperature, flows into the liquid-cooled heat exchanger 6 to release heat to the CO2. If T... amb >10℃, the a and c ports of the second three-way valve 41 in the water circuit are connected. The coolant after the liquid-cooled heat exchanger 6 releases heat continues to flow to the front radiator 9 and exchange heat with the air. After the heat exchange is completed, the coolant flows back to the first water pump 12. If T ambAt temperatures below -10℃, the released coolant flows directly back to the first water pump 12, achieving a higher coolant temperature in the liquid-cooled heat exchanger 7. This cycle repeats, utilizing the heat generated by the battery and motor control system. CO2 in the outdoor heat exchanger 5 absorbs heat from the environment, while CO2 in the liquid-cooled heat exchanger 6 absorbs heat from the coolant, both contributing to the system's heat absorption. This reduces the heat exchange requirement of the outdoor heat exchanger 5, and the coolant temperature flowing into the liquid-cooled heat exchanger 6 is higher than the ambient temperature, effectively increasing the evaporation pressure. Waste heat recovery fully utilizes the previously dissipated waste heat from the battery and motor control system, further improving the system's COP. At this point, the system optimization prioritizes optimal performance and passenger comfort; therefore, PID1, PID2, and PID3 are activated to control the exhaust pressure, supply air temperature, and passenger cabin temperature, respectively.

[0115] See Figure 9 For each temperature to satisfy 3+T c,t <T c &T mot <70℃ & 35℃ <T bat When the temperature is below 50℃, fast charging is not enabled, and the dehumidification button is not activated, the cabin and battery will be cooled separately in Mode 1, further reducing the temperature to 50℃. <T mot &50℃ <T ecAuxiliary heat dissipation is achieved through liquid-cooled heat exchanger 6: the first solenoid valve 21, the third solenoid valve 23, the fourth solenoid valve 24, the seventh solenoid valve 27, and the ninth solenoid valve 29 are open; the first bidirectional full-way throttle valve 37 and the second bidirectional full-way throttle valve 38 are throttled; the third bidirectional full-way throttle valve 39 is fully open; the a and d ports of the four-way valve 20 in the water circuit are connected, and the b and c ports are connected; the a and c ports of the first three-way valve 40 in the water circuit are connected; the a and c ports of the second three-way valve 41 in the water circuit are connected; the second solenoid valve 32, the third solenoid valve 33, and the fourth solenoid valve 34 in the water circuit are open; and all remaining valves or valve interfaces are closed. The high-temperature, high-pressure CO2 from the compressor 1 outlet flows to the liquid-cooled heat exchanger 6 for heat exchange with the motor coolant, and then flows into the outdoor heat exchanger 5 for heat exchange with the air. After releasing heat, the CO2 flows through the high-pressure side of the regenerator 4 and splits into two paths. One path is throttled to a low-temperature, low-pressure state by the first bidirectional full-throttle valve 37. The CO2 from the outlet of the throttle valve flows into the indoor first heat exchanger 2 and the indoor second heat exchanger 3 in sequence for heat exchange with the air. The other path is throttled to a low-temperature, low-pressure state by the second bidirectional full-throttle valve 38, and then flows to the battery cooler 7 for heat exchange with the battery coolant. After absorbing heat, the two CO2 paths merge and flow through the gas-liquid separator 8 and the low-pressure side of the regenerator 4 in sequence, returning to the compressor 1. In the battery coolant circuit, the battery coolant flows to the battery cooler 7 under the action of the first water pump 12. After releasing heat and cooling down, the coolant flows to the battery heat exchanger 13 to absorb heat, and then flows back to the first water pump 12. In the motor coolant circuit, driven by the second water pump 15, the coolant flows in two paths through the motor radiator 16 and the electronic control heat exchanger 17. After absorbing heat and heating up, the coolant flows into the liquid-cooled heat exchanger 6 to continue absorbing heat from the high-temperature CO2 at the compressor 1 outlet. Then, it exchanges heat with the air through the front-end radiator 9, and the cooled coolant flows back to the second water pump 15, repeating the cycle. This achieves heat dissipation from the motor and electronic control system while simultaneously aiding in CO2 heat release through the liquid-cooled heat exchanger 6, reducing the heat load on the outdoor heat exchanger 5, lowering the CO2 temperature at the outdoor heat exchanger outlet, and improving the system COP. In addition, when the air passes through the indoor heat exchanger for cooling, condensate will be released. Spraying the condensate atomized onto the outdoor heat exchanger can enhance heat exchange in the outdoor heat exchanger and further reduce the CO2 temperature at the outdoor heat exchanger outlet. At this point, the system optimization is to achieve optimal system performance while ensuring passenger comfort and battery safety. Therefore, PID1, PID2, PID3 and PID4 are activated to control the exhaust pressure, air supply temperature, passenger compartment temperature and the outlet water temperature of the battery cooler 7, respectively.

[0116] See Figure 10 When all temperatures satisfy (35℃>T) bat >25℃&T bat <T bat_wi ) || (25℃>T bat >5℃))&T c >T sWhen the temperature is +3℃, fast charging is not enabled, and the dehumidification button is not activated, the cabin will enter Mode 2 for separate cooling, further reducing the temperature to 50℃. <T mot &50℃ <T ec During operation, auxiliary heat dissipation is achieved through the liquid-cooled heat exchanger 6: the first solenoid valve 21, the third solenoid valve 23, the seventh solenoid valve 27, and the ninth solenoid valve 29 are open; the first bidirectional full-way throttling valve 37 throttles the flow; the third bidirectional and water circuit third solenoid valve 33 is open; to avoid closing the volume, the fourth solenoid valve 24 can be opened; and the remaining valves and interfaces are closed. High-temperature, high-pressure CO2 from compressor outlet 1 flows into the liquid-cooled heat exchanger 6 to exchange heat with the coolant, then flows to the outdoor heat exchanger 5 to exchange heat with the air. After releasing heat, the CO2 flows through the high-pressure side of the regenerator 4, where it is throttled to a low-temperature, low-pressure state by the first bidirectional full-way throttling valve 37. The CO2 from the throttling valve outlet flows sequentially into the indoor first heat exchanger 2 and the indoor second heat exchanger 3 to exchange heat with the air. After absorbing heat, the CO2 flows sequentially through the gas-liquid separator 8 and the low-pressure side of the regenerator 4, returning to compressor 1. At this point, in the coolant circuit, driven by the second water pump 15, the coolant flows in two streams through the motor radiator 16 and the electronic control heat exchanger 17. After absorbing heat and increasing in temperature, the coolant flows into the liquid-cooled heat exchanger 6 to continue absorbing heat from the high-temperature CO2 at the compressor 1 outlet. Then, it exchanges heat with the ambient air through the front-end radiator 6, and the cooled coolant flows back to the second water pump 15, repeating the cycle. This cycle enables the dissipation of heat generated by the motor and electronic control system while simultaneously aiding in CO2 heat release, reducing the heat load on the outdoor heat exchanger 5, lowering the CO2 temperature at the outdoor heat exchanger outlet, and improving the system COP. In addition, when the air passes through the indoor heat exchanger for cooling, condensate is produced. This condensate is atomized and sprayed onto the outdoor heat exchanger, which enhances heat exchange and further reduces the CO2 temperature at the outdoor heat exchanger outlet. At this point, the system optimization is to achieve optimal system performance and ensure passenger comfort. Therefore, PID1, PID2, and PID3 are activated to control the exhaust pressure, supply air temperature, and passenger cabin temperature, respectively.

[0117] See Figure 11 This is a flowchart for auxiliary heat dissipation via a liquid-cooled heat exchanger, where all temperatures satisfy 35℃>T. bat >25℃&T c >T c,t +3℃&T mot >50℃&T bat >T bat,wiWhen the fast charging and dehumidification buttons are not activated, the cabin enters Mode 4 with separate cooling and water circuits connected in series, and auxiliary heat dissipation is achieved through a liquid-cooled heat exchanger: the first solenoid valve 21, the third solenoid valve 23, the seventh solenoid valve 27, and the ninth solenoid valve 29 are open; the first bidirectional full-way throttle valve 37 is throttled; the third bidirectional full-way throttle valve 39 is fully open; the a and b ports of the four-way water valve 20 are connected, and the c and d ports are connected; the a and c ports of the first three-way water valve 40 are connected; the a and c ports of the second three-way water valve 41 are connected; the second solenoid valve 32, the third solenoid valve 33, and the fourth solenoid valve 34 are open; to avoid closing the volume, the fourth solenoid valve 24 can be opened; and the remaining valves and interfaces are closed. The high-temperature, high-pressure CO2 from the compressor 1 outlet flows sequentially to the liquid-cooled heat exchanger 6 for heat exchange with the coolant, and then flows to the outdoor heat exchanger 5 for heat exchange with the air. After releasing heat, the CO2 flows through the high-pressure side of the regenerator 4 and is throttled to a low-temperature, low-pressure state by the first bidirectional full-way throttle valve 37. The CO2 from the outlet of the throttle valve flows sequentially into the indoor first heat exchanger 2 and the indoor second heat exchanger 3 for heat exchange with the air. After absorbing heat, the CO2 flows sequentially through the gas-liquid separator 8 and the low-pressure side of the regenerator 4, and returns to the compressor 1. At this point, the coolant circuit is connected in series. The coolant flows through the battery cooler 7 under the action of the first water pump 12, then through the battery heat exchanger 13 to absorb heat from the battery. It then flows through the second water pump 15 and splits into two streams, flowing through the motor radiator 16 and the electronic control heat exchanger 17. The cooled coolant, after absorbing heat and increasing in temperature, flows into the liquid-cooled heat exchanger 6 to continue absorbing heat from the high-temperature CO2 at the compressor 1 outlet. It then exchanges heat with the ambient air through the front-end radiator 9, and the cooled coolant flows back to the first water pump 12, repeating the cycle. This process dissipates heat from the battery and motor / electronic control system while simultaneously aiding in CO2 heat release, reducing the heat load on the outdoor heat exchanger 5, lowering the CO2 temperature at the outdoor heat exchanger outlet, and improving the system COP. Furthermore, when air passes through the indoor heat exchanger for cooling, condensate is released. This condensate is atomized and sprayed onto the outdoor heat exchanger, enhancing heat exchange and further reducing the CO2 temperature at the outdoor heat exchanger outlet. At this point, the system's optimization parameters are optimized to achieve the best system performance and ensure passenger comfort. Therefore, PID1, PID2, and PID3 are activated to control the exhaust pressure, supply air temperature, and passenger cabin temperature, respectively.

[0118] join Figure 12 This is a flowchart for auxiliary heat dissipation via a liquid-cooled heat exchanger. When each temperature satisfies (50℃>T)... bat >35℃&|T c -T c,t |<3℃&70℃>T mot ) || T batWhen the temperature is above 50℃, fast charging is not enabled, and the dehumidification button is not turned on, the system enters mode five, where the battery is cooled independently and assisted by liquid-cooled heat exchanger 6. The first solenoid valve 21, the fourth solenoid valve 24, and the ninth solenoid valve 29 are open. The second bidirectional full-way throttling valve 38 throttles the water circuit. The a and d ports of the four-way water valve 20 are connected, as are the b and c ports. The a and c ports of the first three-way water valve 40 and the second three-way water valve 41 are connected. The second solenoid valve 32, the third solenoid valve 33, and the fourth solenoid valve 34 are open. To avoid closing the volume, the seventh solenoid valve 27 and the third bidirectional full-way throttling valve 39 can be opened. All other valves and interfaces are closed, and the indoor fan 10 is turned off. The high-temperature, high-pressure CO2 from the compressor 1 outlet flows to the liquid-cooled heat exchanger 6 for heat exchange with the coolant, and then flows to the outdoor heat exchanger 5 for heat exchange with the air. After releasing heat, the CO2 flows through the high-pressure side of the regenerator 4 and is throttled to a low-temperature, low-pressure state by the second bidirectional full-way throttle valve 38. The CO2 from the outlet of the throttle valve flows into the battery cooler 7 for heat exchange with the coolant. After absorbing heat, the CO2 flows through the gas-liquid separator 8 and the low-pressure side of the regenerator 4 in sequence, and returns to the compressor 1. In the battery coolant circuit, the coolant flows to the battery cooler 7 under the action of the first water pump 12. After releasing heat and cooling down, the coolant flows to the battery heat exchanger 13 to absorb heat, and then flows back to the first water pump 12. In the motor coolant circuit, driven by the second water pump 15, the coolant flows in two paths through the motor radiator 16 and the electronic control heat exchanger 17. After absorbing heat and heating up, the coolant flows into the liquid-cooled heat exchanger 6 to continue absorbing heat from the high-temperature CO2 at the compressor 1 outlet. Then, it exchanges heat with the air through the front-end radiator 9, and the cooled coolant flows back to the second water pump 15, repeating the cycle. This achieves heat dissipation from the motor and electronic control system while assisting in CO2 heat release, reducing the heat load on the outdoor heat exchanger 5, lowering the CO2 temperature at the outdoor heat exchanger outlet, and improving the system's COP. In addition, when the air passes through the indoor heat exchanger for cooling, condensate will be released. Spraying the condensate atomized onto the outdoor heat exchanger can enhance the heat exchange of the outdoor heat exchanger and further reduce the CO2 temperature at the outdoor heat exchanger outlet. At this point, the system optimization is to achieve optimal system performance and ensure battery safety. Therefore, PID1 and PID4 are activated to control the exhaust pressure and the outlet water temperature of the battery cooler 7, respectively.

[0119] See Figure 13 The flowchart shows the process of using the waste heat from the motor and electronic control system to maintain the battery temperature. When each temperature condition is met (35℃>T...),... bat >25℃&|T c -T c,t |<3℃&T bat >T bat_wi ) || (20℃>T bat >5℃&|T c -T c,t |<3℃&50℃>T mot >30℃&T bat_wi>T bat If fast charging is not enabled and the dehumidification button is not turned on, enter mode nine. If 20℃ > T bat >5&|T c -T c,t |<3℃&50℃>T mot >30℃&T bat_wi >T bat The battery is kept warm by the motor's heat dissipation mechanism: The a and b ports of the four-way valve 20 in the water circuit are connected, as are the c and d ports; the a and b ports of the first three-way valve 40 in the water circuit are connected; the b and c ports of the second three-way valve 41 in the water circuit are connected; the second solenoid valve 32, the third solenoid valve 33, and the fourth solenoid valve 34 in the water circuit are opened, and the compressor 1 is stopped. At this time, the coolant circuit is connected in series. The coolant, under the action of the second water pump 15, flows in two paths through the motor radiator 16 and the electronically controlled heat exchanger 17. After absorbing heat and heating up, the coolant flows through the first water pump 12 and the battery cooler 7, then through the battery heat exchanger 13 to release heat to the battery. The cooled coolant flows back to the second water pump 15, and the cycle repeats. This achieves heat dissipation from the battery and the motor's electronic control system while maintaining a suitable battery temperature, which helps improve battery efficiency and increase driving range.

[0120] See Figure 14 Using the motor-controlled waste heat insulation battery flow chart, when each temperature satisfies (20℃>T) bat >5℃ & 50℃ >T mot >30℃&T bat_wi >T bat ) || (35℃>T bat >25℃&T mot >50℃&T bat >T bat_wi ) )&T c <T c,t -3& Fast charging not enabled& Dehumidifier button not activated. Enter Mode Fourteen. If 20℃>T bat >5℃ & 50℃ >T mot >30&T bat_wi >T batThrough the motor's heat insulation battery: the second solenoid valve 22, the seventh solenoid valve 27, and the tenth solenoid valve 30 are opened; the first bidirectional full-way throttle valve 37 is throttled; the third bidirectional full-way throttle valve 39 is fully open; the a and b ports of the water circuit four-way valve 20 are connected, and the c and d ports are connected; the a and b ports of the water circuit first three-way valve 40 are connected; the b and c ports of the water circuit second three-way valve 41 are connected; the second solenoid valve 32, the third solenoid valve 33, and the fourth solenoid valve 34 are opened; to avoid closing the volume, the fourth solenoid valve 24 can be opened; the remaining valves and interfaces are closed; and the indoor fan 10 is stopped. The high-temperature, high-pressure CO2 from the compressor 1 outlet flows sequentially to the indoor second heat exchanger 3, the indoor first heat exchanger 2, and the air for heat exchange. After releasing heat, the CO2 flows through the first bidirectional full-way throttle valve 37 and is throttled to a low-temperature, low-pressure state. The CO2 from the throttle valve outlet flows through the high-pressure side of the regenerator 4 and then flows to the outdoor heat exchanger 5 for heat exchange with the air. It then exchanges heat with the high-temperature coolant in the liquid-cooled heat exchanger 6. After absorbing heat, the CO2 flows sequentially through the gas-liquid separator 8 and the low-pressure side of the regenerator 4, and returns to the compressor 1. At this point, the coolant circuit is connected in series. Driven by the second water pump 15, the coolant flows in two paths through the motor radiator 16 and the electronic control heat exchanger 17. After absorbing heat and heating up, the coolant flows through the liquid-cooled heat exchanger 6, the first water pump 12, and the battery cooler 7, before flowing through the battery heat exchanger 13 to release heat to the battery. The cooled coolant then flows back to the second water pump 15, repeating this cycle. This process dissipates heat generated by the battery and the motor / electronic control system while maintaining a suitable battery temperature, which helps improve battery efficiency and increase driving range. The system optimization at this point prioritizes optimal system performance and passenger comfort; therefore, PID1, PID2, and PID3 are activated to control the exhaust pressure, supply air temperature, and passenger cabin temperature, respectively.

[0121] See Figure 15 The defrosting process using battery, motor, and electronic control waste heat is described in the flowchart. When each temperature satisfies (50℃>T)... bat >25℃&T mot >50℃ & -12℃ >ΔT ohe &|T c -T c,tWhen the temperature is below 3℃ and the fast charging and dehumidification button is not turned on, the system enters mode seventeen (defrosting): the first solenoid valve 21, the fourth solenoid valve 24, and the seventh solenoid valve 27 are open; the second bidirectional full-way throttle valve 38 throttles; the a and b ports of the water circuit four-way valve 20 are connected, and the c and d ports are connected; the a and b ports of the first water circuit three-way valve 40 are connected; the b and c ports of the second water circuit three-way valve 41 are connected; the second water circuit solenoid valve 32, the third water circuit solenoid valve 33, and the fourth water circuit solenoid valve 34 are open; to avoid closing the volume, the seventh solenoid valve 27 and the third bidirectional full-way throttle valve 39 can be opened; the remaining valves and interfaces are closed; and the indoor fan 10 and the outdoor fan 11 are stopped. The high-temperature, high-pressure CO2 from the compressor 1 outlet flows through the liquid-cooled heat exchanger 6 and exchanges heat with the air in the outdoor heat exchanger, heating the frost layer on the outdoor heat exchanger to melt it. The CO2 that has released heat flows through the high-pressure side of the regenerator 4 and is throttled to a low-temperature, low-pressure state by the second bidirectional full-way throttle valve 38. The CO2 at the outlet of the throttle valve flows into the battery cooler 7 and exchanges heat with the coolant. After absorbing heat, the CO2 flows through the gas-liquid separator 8 and the low-pressure side of the regenerator 4 in sequence and returns to the compressor 1. At this point, the coolant circuit is connected in series. The coolant flows through the battery heat exchanger 13 to absorb heat from the battery. After being heated, the coolant is split into two streams by the second water pump 15, flowing through the motor radiator 16 and the electronic control heat exchanger 17. After absorbing heat again and being heated, the coolant flows through the liquid-cooled heat exchanger 6 and the first water pump 12, and then enters the battery cooler 7 to release heat to CO2. The cooled coolant then flows back into the battery heat exchanger 13, repeating the cycle. This process dissipates the heat generated by the battery and the motor's electronic control system while melting the frost layer on the outdoor heat exchanger, improving the performance of the thermal management system and ensuring the system's heating capacity. The system's optimization goal at this point is to maximize the heat exchange, i.e., to complete the defrosting process as quickly as possible. Therefore, the compressor 1 operates at full speed, and the valve opening controls the maximum discharge pressure limit, but it is necessary to ensure that the compressor outlet temperature is within the limit.

[0122] See Figure 16 The defrosting process using battery, motor, and electronic control waste heat is described in the flowchart. When each temperature satisfies (50℃>T)... bat >25℃&T mot >50℃&T c <T c,t -3 & -12℃ > ΔT oheWhen fast charging is not enabled and the dehumidification button is not turned on, the system enters Defrosting Mode 17: Solenoid valves 21, 22, 44, 77, and 9 are open; Solenoid valves 37 and 39 are fully open; Solenoid valve 38 is throttled; Ports a and b of the four-way water valve 20 are connected; Ports c and d of the first three-way water valve 40 are connected; Ports b and c of the second three-way water valve 41 are connected; Solenoid valves 32, 33, and 44 are opened; and outdoor fan 11 is turned off. A portion of the high-temperature, high-pressure CO2 from the compressor 1 outlet flows through the liquid-cooled heat exchanger 6 and exchanges heat with the air in the outdoor heat exchanger, melting the frost layer on the outdoor heat exchanger. The released CO2 flows through the high-pressure side of the regenerator 4, while another portion of the high-temperature CO2 flows sequentially into the indoor first heat exchanger 2 and the indoor second heat exchanger 3 to heat the air. Then, the two cooled CO2 streams merge and flow through the second bidirectional full-pass throttle valve 38, where they are throttled to a low-temperature, low-pressure state. After that, they flow into the battery cooler 7 to absorb heat from the coolant. After absorbing heat, the CO2 flows sequentially through the gas-liquid separator 8 and the low-pressure side of the regenerator 4 before returning to the compressor 1. At this point, the coolant circuit is connected in series. The coolant flows through the battery heat exchanger 13 to absorb heat from the battery. After being heated, the coolant is split into two streams by the second water pump 15, flowing through the motor radiator 16 and the electronic control heat exchanger 17. After absorbing heat again and being heated, the coolant flows through the liquid-cooled heat exchanger 6 and the first water pump 12, and then enters the battery cooler 7 to release heat to CO2. The cooled coolant then flows back into the battery heat exchanger 13 in a reciprocating cycle. This process dissipates the heat generated by the battery and the motor electronic control system while melting the frost layer on the outdoor heat exchanger, improving the performance of the thermal management system and ensuring the system's heating capacity. The system's optimization goal at this point is to complete the defrosting process as quickly as possible while ensuring the comfort of the passenger compartment. Therefore, the compressor 1 is running at full speed, and PID2 and PID3 are activated to control the supply air temperature and passenger compartment temperature, respectively.

[0123] See Figure 17 The defrosting process using battery, motor, and electronic control waste heat is described in the flowchart. When each temperature satisfies (25℃>T)... bat >5℃&T mot >50℃&|T c -T c,t |<3℃&-12℃>ΔT oheWhen fast charging is not enabled and the dehumidification button is not activated, the system enters Defrosting Mode 17: First solenoid valve 21, seventh solenoid valve 27, and eighth solenoid valve 28 are open; first bidirectional full-pass throttle valve 37 is fully open; ports a and d of water circuit four-way valve 20 are connected, and ports b and c are connected; ports a and c of water circuit first three-way valve 40 are connected; ports b and c of water circuit second three-way valve 41 are connected; second solenoid valve 32, third solenoid valve 33, and fourth solenoid valve 34 are open; indoor fan 10 and outdoor fan 11 are stopped. CO2 from compressor 1 outlet flows into liquid-cooled heat exchanger 6 and coolant for heat exchange. The CO2, after absorbing heat, enters the outdoor heat exchanger to heat the frost layer and melt it. The CO2, after releasing heat, flows sequentially through the high-pressure side of regenerator 4, gas-liquid separator 8, and low-pressure side of regenerator 4, returning to compressor 1. At this point, in the motor coolant circuit, the coolant is split into two streams by the second water pump 15, flowing through the motor radiator 16 and the electronically controlled heat exchanger 17. After absorbing heat and heating up, the coolant flows through the liquid-cooled heat exchanger 6 and releases heat. The cooled coolant then returns to the second water pump 15 in a continuous cycle. This process dissipates the heat generated by the motor's electronic control system while simultaneously melting the frost layer on the outdoor heat exchanger, thereby improving the performance of the thermal management system and ensuring its heating capacity. At this time, the system is not a vapor compression cycle but a pump-driven two-phase flow cycle. Although the compressor input energy is relatively small, it has high defrosting efficiency from the start of the cycle, eliminating the need to wait for the cycle to establish.

[0124] Furthermore, among the optimization objectives, optimal performance is achieved by maximizing COP, while passenger comfort requires controlling the supply air temperature T. s and crew cabin temperature T c T s,t The engineering experience value is 8~12℃, T c,t Engineering experience suggests that cooling should be between 24 and 29°C, and heating should be between 20 and 25°C. Battery safety and discharge performance require maintaining the battery temperature within a suitable range, with engineering experience suggesting a range of 15 to 35°C.

[0125] Furthermore, under different modes, P dis,t， T s,t， T c,t， T w,t They have different correlations:

[0126] Pattern 7: P dis,t =f7(T amb ,T w ,ΔT ohe );T w,t =q7(T amb );

[0127] Pattern 10: P dis,t =f 10 (T amb ,T s ,T c ,Tw , ΔT ohe ); T s,t =h 10 (T amb ,T air,in ); T c,t =g 10 (T amb );T w,t =q 10 (T amb );

[0128] Pattern Eleven: P dis,t =f 11 (T amb ,T s , T c ,ΔT ohe ); T s,t =h 11 (T amb , T air,in ); T c,t =g 11 (T amb );

[0129] Pattern Twelve: P dis,t =f 12 (T amb ,T s ,T c ,T w ,ΔT ohe ); T s,t =h 12 (T amb ,T air,in ); T c,t =g 12 (T amb );T w,t =q 12 (T amb );

[0130] Pattern Thirteen: P dis,t =f 13 (T amb ,T s ,T c ,T w ,ΔT ohe ); T s,t =h 13 (T amb ,T air,in ); T c,t =g 13 (T amb );T w,t =q 13 (T amb);

[0131] Pattern Fourteen: P dis,t =f 14 (T amb ,T s ,T c ,ΔT ohe ); T s,t =h 14 (T amb, T air,in ); T c,t =g 14 (T amb );

[0132] Mode 1: P dis,t =f1(T amb ,T s ,T c ,T w ,ΔT ohc ); T s,t =h1(T amb ,T air,in ); T c,t =g1(T amb ); T w,t =q1(T amb );

[0133] Mode 2: P dis,t =f2(T amb ,T s ,T c ,ΔT ohc ); T s,t =h2(T amb , T air,in ); T c,t =g2(T amb );

[0134] Pattern 4: P dis,t =f4(T amb , T s ,T c ,ΔT ohc ); T s,t =h4(T amb , T air,in ); T c,t =g4(T amb );

[0135] Pattern 5: P dis,t =f5(T amb , T w , ΔT ohc );T w,t =q5(T amb);

[0136] Among them, P dis,t The target exhaust pressure is expressed in MPa; T s,t The target value for supply air temperature is ℃; T c,t The target temperature for the crew cabin is ℃; T w,t The target value for outlet water temperature is ℃; T amb The ambient temperature is given in °C; ΔT ohc ΔT represents the temperature difference between the outdoor heat exchanger outlet temperature and the ambient temperature, expressed in °C. ohe The difference between the outdoor heat exchanger evaporation temperature and the ambient temperature is expressed in °C (T). air,in The temperature at the inlet air temperature of the indoor heat exchanger is ℃.

[0137] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A multi-heat source complementary integrated vehicle thermal management system, characterized in that, The heat management system comprises a refrigerant circuit and a coolant circuit, wherein a plurality of valves are arranged in the refrigerant circuit and the coolant circuit; the coolant circuit comprises a battery coolant circuit and a motor coolant circuit; The refrigerant circuit and the battery coolant circuit exchange heat through a battery cooler (7), and the refrigerant circuit and the motor coolant circuit exchange heat through a liquid cooling heat exchanger (6); The refrigerant circuit comprises a compressor (1), an indoor first heat exchanger (2), an indoor second heat exchanger (3), a regenerator (4), an outdoor heat exchanger (5) and a gas-liquid separator (8); a first end of the compressor (1) is connected with the regenerator (4), and a second end of the compressor (1) is connected with any one or several of a refrigerant side pipeline of the battery cooler (7), a refrigerant side pipeline of the liquid cooling heat exchanger (6) or the indoor second heat exchanger (3); an indoor fan (10) is arranged beside the indoor second heat exchanger (3), and an outdoor fan (11) is arranged beside the outdoor heat exchanger (5); The battery coolant circuit comprises a battery heat exchanger (13) and a first water pump (12); the battery heat exchanger (13) and the first water pump (12) are communicated; the first water pump (12) and the battery cooler (7) are communicated; and the battery cooler (7) and the battery heat exchanger (13) are communicated; The motor coolant circuit comprises a second water pump (15), a motor radiator (16), an electric control heat exchanger (17) and a front end radiator (9); an outlet of the second water pump (15) is connected with an inlet of the motor radiator (16) and the electric control heat exchanger (17) at the same time; and the motor radiator (16) and the electric control heat exchanger (17) are connected in parallel; The heat management system adjusts the operation mode by adjusting the start and stop of the valves; The valves comprise a waterway four-way valve (20), a first electromagnetic valve (21), a second electromagnetic valve (22), a third electromagnetic valve (23), a fourth electromagnetic valve (24), a seventh electromagnetic valve (27), an eighth electromagnetic valve (28), a ninth electromagnetic valve (29), a tenth electromagnetic valve (30), a waterway second electromagnetic valve (32), a waterway third electromagnetic valve (33), a waterway fourth electromagnetic valve (34), a first bidirectional full-pass throttling valve (37), a second bidirectional full-pass throttling valve (38), a third bidirectional full-pass throttling valve (39), a waterway first three-way valve (40) and a waterway second three-way valve (41). The waterway four-way valve (20) is used for simultaneously connecting the battery heat exchanger (13) and the waterway fourth electromagnetic valve (34), and the second water pump (15) and the waterway second three-way valve (41), or used for simultaneously connecting the battery heat exchanger (13) and the second water pump (15), and the waterway second three-way valve (41) and the waterway fourth electromagnetic valve (34); the first electromagnetic valve (21) is used for connecting the compressor (1) and the liquid cooling heat exchanger (6); the second electromagnetic valve (22) is used for connecting the compressor (1) and the third electromagnetic valve (23), or used for connecting the compressor (1) and the indoor second heat exchanger (3); the third electromagnetic valve (23) is used for connecting the fourth electromagnetic valve (24) and the second electromagnetic valve (22) or the indoor second heat exchanger (3), or used for connecting the ninth electromagnetic valve (29) and the indoor second heat exchanger (3); the fourth electromagnetic valve (24) is used for connecting the refrigerant pipeline of the battery cooler (7) and the third electromagnetic valve (23), or used for connecting the battery cooler (7) and the ninth electromagnetic valve (29); the seventh electromagnetic valve (27) is used for connecting the first bidirectional full-pass throttling valve (37) and the indoor first heat exchanger (2), or used for connecting the first bidirectional full-pass throttling valve (37) and the eighth electromagnetic valve (28); the eighth electromagnetic valve (28) is used for connecting the seventh electromagnetic valve (27) and the gas-liquid separator (8); the ninth electromagnetic valve (29) is used for connecting the gas-liquid separator (8) and the fourth electromagnetic valve (24), or used for connecting the gas-liquid separator (8) and the third electromagnetic valve (23); the tenth electromagnetic valve (30) is used for connecting the gas-liquid separator (8) and the refrigerant pipeline of the liquid cooling heat exchanger (6); the waterway second electromagnetic valve (32) is used for connecting the second water pump (15) and the motor radiator (16); the waterway third electromagnetic valve (33) is used for connecting the second water pump (15) and the electric control heat exchanger (17); the waterway fourth electromagnetic valve (34) is used for connecting the waterway four-way valve (20) and the first water pump (12); the first bidirectional full-pass throttling valve (37) is used for connecting the regenerator (4) and the seventh electromagnetic valve (27); the second bidirectional full-pass throttling valve (38) is used for connecting the regenerator (4) and the battery cooler (7); the third bidirectional full-pass throttling valve (39) is used for connecting the indoor first heat exchanger (2) and the indoor second heat exchanger (3); the waterway first three-way valve (40) is used for connecting the liquid cooling heat exchanger (6), the motor radiator (16) and the electric control heat exchanger (17), or used for connecting the second three-way valve (41), the motor radiator (16) and the electric control heat exchanger (17); the waterway second three-way valve (41) is used for connecting the liquid cooling heat exchanger (6) and the waterway four-way valve (20), or used for connecting the front-end radiator (9) and the waterway four-way valve (20), or used for connecting the first three-way valve (40) and the waterway four-way valve (20); The refrigerant circuit is further provided with a fifth electromagnetic valve (25) and a sixth electromagnetic valve (26), the motor coolant circuit is further provided with a water circuit first electromagnetic valve (31), and the battery coolant circuit is further provided with a water circuit fifth electromagnetic valve (35) and a water circuit sixth electromagnetic valve (36).

2. The multi-heat source complementary integrated vehicle thermal management system of claim 1, wherein, There are multiple operation modes, each of which has a respective optimization and control target, including a mode of improving system operation performance by using motor electric control waste heat through the liquid cooling heat exchanger (6), a mode of improving system operation performance by using battery and motor electric control waste heat, a mode of using motor electric control waste heat to keep the battery warm, a mode of auxiliary heat dissipation through the liquid cooling heat exchanger (6), and a mode of defrosting by using battery and motor electric control waste heat.

3. The multi-heat source complementary integrated vehicle thermal management system of claim 2, wherein, The mode of improving system operation performance by using motor electric control waste heat through the liquid cooling heat exchanger (6) includes mode seven, mode eleven and mode twelve; In the mode seven, the battery is heated alone, and the optimization and control target is optimal system performance and battery discharge efficiency; the second electromagnetic valve (22), the third electromagnetic valve (23), the fourth electromagnetic valve (24) and the tenth electromagnetic valve (30) are throttled, the second two-way full-opening throttling valve (38) is throttled, the a port and the d port of the water circuit four-way valve (20) are communicated, the b port and the c port are communicated, the a port and the c port of the water circuit first three-way valve (40) are communicated, the b port and the c port of the water circuit second three-way valve (41) are communicated, the water circuit second electromagnetic valve (32), the water circuit third electromagnetic valve (33) and the water circuit fourth electromagnetic valve (34) are opened, and the remaining valves and interfaces are closed; In the mode eleven, the passenger compartment is heated alone, and the optimization target is passenger compartment alone heating, and the optimization and control target is optimal system performance and passenger compartment comfort; the second electromagnetic valve (22), the seventh electromagnetic valve (27) and the tenth electromagnetic valve (30) are opened, the first two-way full-opening throttling valve (37) is throttled, the third two-way full-opening throttling valve (39) is fully opened, the a port and the d port of the water circuit four-way valve (20) are communicated, the b port and the c port are communicated, the a port and the c port of the water circuit first three-way valve (40) are communicated, the b port and the c port of the water circuit second three-way valve (41) are communicated, the water circuit second electromagnetic valve (32) and the water circuit third electromagnetic valve (33) are opened, and the remaining valves and interfaces are closed; In the mode twelve, the passenger compartment and the battery are heated respectively, and the optimization target is optimal system performance, passenger compartment comfort and battery discharge efficiency; the second electromagnetic valve (22), the third electromagnetic valve (23), the fourth electromagnetic valve (24), the seventh electromagnetic valve (27) and the tenth electromagnetic valve (30) are opened, the first two-way full-opening throttling valve (37) and the second two-way full-opening throttling valve (38) are throttled, the third two-way full-opening throttling valve (39) is fully opened, the a port and the d port of the water circuit four-way valve (20) are communicated, the b port and the c port are communicated, the a port and the c port of the water circuit first three-way valve (40) are communicated, the b port and the c port of the water circuit second three-way valve (41) are communicated, the water circuit second electromagnetic valve (32), the water circuit third electromagnetic valve (33) and the water circuit fourth electromagnetic valve (34) are opened, and the remaining valves and interfaces are closed.

4. The multi-heat source complementary integrated vehicle thermal management system of claim 2, wherein, The mode of improving system operation performance by using battery and motor electric control waste heat includes mode ten, mode thirteen and mode fourteen; The mode ten is a passenger cabin heating and battery cooling mode, and the optimization and control target is system performance optimization, passenger cabin comfort and battery safety; The second electromagnetic valve (22), the fourth electromagnetic valve (24), the seventh electromagnetic valve (27), the ninth electromagnetic valve (29) and the tenth electromagnetic valve (30) are opened, the first two-way full opening throttle valve (37) throttles, the second two-way full opening throttle valve (38) and the third two-way full opening throttle valve (39) are fully opened, the a port and the d port of the waterway four-way valve (20) are communicated, the b port and the c port are communicated, the a port and the c port of the waterway first three-way valve (40) are communicated, the b port and the c port of the waterway second three-way valve (41) are communicated, the waterway second electromagnetic valve (32), the waterway third electromagnetic valve (33) and the waterway fourth electromagnetic valve (34) are opened, and the remaining valves or valve interfaces are all closed. The mode thirteen is a passenger cabin heating, battery motor electric control cooling mode, and the optimization and control target is system performance optimization, passenger cabin comfort and battery motor electric control safety; The second electromagnetic valve (22), the fourth electromagnetic valve (24), the seventh electromagnetic valve (27), the ninth electromagnetic valve (29) and the tenth electromagnetic valve (30) are opened, the first two-way full opening throttle valve (37) throttles, the second two-way full opening throttle valve (38) and the third two-way full opening throttle valve (39) are fully opened, the a port and the b port of the waterway four-way valve (20) are communicated, the c port and the d port are communicated, the a port and the c port of the waterway first three-way valve (40) are communicated, the a port and the c port of the waterway second three-way valve (41) are communicated, the waterway second electromagnetic valve (32), the waterway third electromagnetic valve (33) and the waterway fourth electromagnetic valve (34) are opened, and the remaining valves or valve interfaces are all closed. The mode fourteen is a passenger cabin heating and waterway series connection mode, and the optimization and control target is system performance optimization and passenger cabin comfort; The second electromagnetic valve (22), the seventh electromagnetic valve (27) and the tenth electromagnetic valve (30) are opened, the first two-way full opening throttle valve (37) throttles, the third two-way full opening throttle valve (39) is fully opened, the a port and the b port of the waterway four-way valve (20) are communicated, the c port and the d port are communicated, the a port and the c port of the waterway first three-way valve (40) are communicated or the a port and the b port are communicated, the b port and the c port of the waterway second three-way valve (41) are communicated, the waterway second electromagnetic valve (32), the waterway third electromagnetic valve (33) and the waterway fourth electromagnetic valve (34) are opened, and the remaining valves and interfaces are closed.

5. The multi-heat source complementary integrated vehicle thermal management system of claim 2, wherein, The mode nine is a compressor shutdown, motor electric control battery or battery front end heat dissipation mode, the a port and the b port of the waterway four-way valve (20) are communicated, the c port and the d port are communicated, the a port and the b port of the waterway first three-way valve (40) are communicated, the b port and the c port of the waterway second three-way valve (41) are communicated, the waterway second electromagnetic valve (32), the waterway third electromagnetic valve (33) and the waterway fourth electromagnetic valve (34) are opened, and the compressor (1) is stopped; ​ The fourteenth mode is that the passenger compartment is heated alone and the water circuit is connected in series, and the optimization and control target is the optimal system performance and the passenger comfort; the second electromagnetic valve (22), the seventh electromagnetic valve (27) and the tenth electromagnetic valve (30) are opened, the first bidirectional full-opening throttling valve (37) is throttled, the third bidirectional full-opening throttling valve (39) is fully opened, the a port and the b port of the water circuit four-way valve (20) are communicated, the c port and the d port are communicated, the a port and the c port of the water circuit first three-way valve (40) are communicated or the a port and the b port are communicated, the b port and the c port of the water circuit second three-way valve (41) are communicated, the water circuit second electromagnetic valve (32), the water circuit third electromagnetic valve (33) and the water circuit fourth electromagnetic valve (34) are opened, and the remaining valves and interfaces are closed.

6. The multi-heat source complementary integrated vehicle thermal management system of claim 2, wherein, The mode of assisting heat dissipation by using the liquid cooling heat exchanger (6) includes the first mode, the second mode, the fourth mode and the fifth mode; The first mode is that the passenger compartment and the battery are cooled separately, and the optimization and control target is the optimal system performance, the passenger comfort and the battery safety; the liquid cooling heat exchanger (6) assists the refrigerant circuit in heat dissipation through the motor cooling liquid circuit; the first electromagnetic valve (21), the third electromagnetic valve (23), the fourth electromagnetic valve (24), the seventh electromagnetic valve (27) and the ninth electromagnetic valve (29) are opened, the first bidirectional full-opening throttling valve (37) and the second bidirectional full-opening throttling valve (38) are throttled, the third bidirectional full-opening throttling valve (39) is fully opened, the a port and the b port of the water circuit four-way valve (20) are connected, and the c port and the d port are connected; the a port and the c port of the water circuit first three-way valve (40) are communicated, the a port and the c port of the water circuit second three-way valve (41) are communicated, the water circuit second electromagnetic valve (32) and the water circuit third electromagnetic valve (33) are opened, and the remaining valves and interfaces are closed; The second mode is that the passenger compartment is cooled alone, and the optimization target is the optimal system performance and the passenger comfort; the liquid cooling heat exchanger (6) assists the refrigerant circuit in heat dissipation through the motor cooling liquid circuit; the first electromagnetic valve (21), the third electromagnetic valve (23), the seventh electromagnetic valve (27) and the ninth electromagnetic valve (29) are opened, the first bidirectional full-opening throttling valve (37) is throttled, the third bidirectional full-opening throttling valve (39) is fully opened, the a port and the d port of the water circuit four-way valve (20) are communicated, the b port and the c port are communicated, the a port and the c port of the water circuit first three-way valve (40) are communicated, the a port and the c port of the water circuit second three-way valve (41) are communicated, the water circuit second electromagnetic valve (32) and the water circuit third electromagnetic valve (33) are opened, and the remaining valves and interfaces are closed; The fourth mode is a passenger cabin refrigeration mode, and an optimization and control target is optimal system performance and passenger cabin comfort; the liquid cooling heat exchanger (6) assists the refrigerant circuit in heat dissipation through the motor cooling liquid circuit; the first solenoid valve (21), the third solenoid valve (23), the seventh solenoid valve (27) and the ninth solenoid valve (29) are opened, the first two-way full-flow throttle valve (37) is throttled, the third two-way full-flow throttle valve (39) is fully opened, the a port and the b port of the waterway four-way valve (20) are communicated, the c port and the d port are communicated, the a port and the c port of the waterway first three-way valve (40) are communicated, the a port and the c port of the waterway second three-way valve (41) are communicated, the waterway second solenoid valve (32), the waterway third solenoid valve (33) and the waterway fourth solenoid valve (34) are opened, and the remaining valves and interfaces are closed; The fifth mode is a battery refrigeration mode, and an optimization and control target is optimal system performance and battery safety; the liquid cooling heat exchanger (6) assists the refrigerant circuit in heat dissipation through the motor cooling liquid circuit; the first solenoid valve (21), the fourth solenoid valve (24) and the ninth solenoid valve (29) are opened, the second two-way full-flow throttle valve (38) is throttled, the a port and the d port of the waterway four-way valve (20) are communicated, the b port and the c port are communicated, the a port and the c port of the waterway first three-way valve (40) are communicated, the a port and the c port of the waterway second three-way valve (41) are communicated, the waterway second solenoid valve (32), the waterway third solenoid valve (33) and the waterway fourth solenoid valve (34) are opened, and the remaining valves and interfaces are closed.

7. The multi-heat source complementary integrated vehicle thermal management system of claim 2, wherein, The battery motor electric control defrosting mode is the seventeenth mode, and the battery cooler (7) or the liquid cooling heat exchanger (6) is used to melt the frost layer of the outdoor heat exchanger (5) through the battery and the motor electric control heat generation.

8. The multi-source complementary integrated vehicle thermal management system of any one of claims 3-7, wherein, When the optimization and control target includes optimal system performance, the exhaust pressure is regulated to an optimal exhaust pressure through the compressor (1) rotation speed; when the optimization and control target includes passenger cabin comfort, the air supply temperature is regulated to a set temperature through the first two-way full-flow throttle valve (37), and the passenger cabin temperature is regulated to a set temperature through the indoor fan rotation speed; when the optimization and control target includes battery safety or discharge efficiency, the inlet and outlet water temperature difference is regulated to a set value through the second two-way full-flow throttle valve (38); when the optimization and control target includes maximum heat exchange, the compressor (1) needs to be regulated to run at a high rotation speed, and the valve opening degree controls the maximum limit value of the exhaust pressure.

9. A control method of the thermal management system according to claim 1, characterized by, The method comprises the following steps: S1, collecting environmental temperature, passenger cabin temperature, battery temperature, motor temperature, electric control temperature, dehumidification button opening and quick charging opening data; S2, selecting a starting mode type according to the collected data; S3, determining an optimization target according to the mode, setting a compressor (1) target exhaust pressure, adjusting the compressor (1) rotation speed through a first PID controller, and adjusting the exhaust pressure of the compressor (1); If the passenger cabin has thermal management needs, set the passenger cabin temperature target value and the supply air temperature target value, adjust the first two-way full-pass throttling valve (37) opening degree through the second PID controller to adjust the supply air temperature, adjust the indoor air supply through the third PID controller to adjust the passenger cabin temperature; if the battery has thermal management needs, set the battery outlet water temperature target value, adjust the second two-way full-pass throttling valve (38) opening degree through the fourth PID controller to adjust the battery cooler (7) outlet water temperature; S4, when the adjustment values all reach the target values, the thermal management system reaches a stable state, if not, continue to adjust the corresponding PID controller, if the system does not stop, continue to monitor the temperature and other parameters in real time, complete mode judgment and PID control.

Images