Vehicle heat pump heat management system and control method

Abstract

The invention relates to the technical field of vehicle heat management, in particular to a vehicle heat pump heat management system and a control method. The thermal management system comprises a water-cooling condenser, a battery cooler, a four-way water valve, a high-pressure water heater, a heating core body, a low-temperature radiator and a seven-way water valve; a second port of the four-way water valve is sequentially communicated with the water-cooling condenser, the high-pressure water heater and the heating core body and then is connected to a fourth port of the four-way water valve; a third port of the seven-way water valve is sequentially communicated with the battery loop, a second port of the seven-way water valve, the first port and the battery cooler and then is connected to a fourth port of the seven-way water valve; and a sixth port of the seven-way water valve is connected to a seventh port of the seven-way water valve after being sequentially communicated with a motor loop and a low-temperature radiator. According to the invention, the adaptability of the system in different temperature intervals is improved, and the temperature of the battery and the motor can be accurately and rapidly adjusted.

Description

Technical Field

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

[0002] Vehicle heat pump thermal management systems are primarily used to regulate the operating temperatures of key components such as batteries and motors in new energy electric vehicles to ensure their performance and efficiency. In the new energy electric vehicle sector, thermal management systems are crucial for maintaining proper vehicle operation and improving driving range. Heat pump thermal management systems heat or cool batteries and motors by circulating coolant and controlling heat exchange between components.

[0003] Currently, existing vehicle thermal management systems on the market primarily utilize cooling circuits to meet heat dissipation or heating requirements across various temperature ranges. These systems typically include a coolant circulation loop, a heater, a heat sink, and associated control valves. However, existing cooling circuit designs have limitations. Some systems offer limited functionality, providing only limited heating or cooling under specific temperature conditions, making them difficult to adapt to the complex and ever-changing real-world driving environment. For example, in low-temperature environments, the system may not be able to quickly and effectively provide sufficient heat to the battery and motor, resulting in vehicle startup difficulties or reduced performance. In high-temperature environments, the system may not be able to dissipate the significant heat generated by the generator and battery in a timely manner, impacting their efficiency and lifespan. Summary of the Invention

[0004] In response to the shortcomings of the existing technology, the purpose of the embodiments of the present invention is to provide a vehicle heat pump thermal management system, aiming to optimize the cooling circuit design, improve the system's adaptability in different temperature ranges, and achieve accurate and rapid regulation of battery and motor temperatures.

[0005] In order to achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0006] A vehicle heat pump thermal management system, comprising: a water-cooled condenser, a battery cooler, a four-way water valve, a high-pressure water heater, a heating core, a low-temperature radiator, and a seven-way water valve; the third port of the four-way water valve is connected to the fifth port of the seven-way water valve, and the first port of the four-way water valve is connected to the third port of the seven-way water valve; the second port of the four-way water valve is connected to the water-cooled condenser, the high-pressure water heater, and the heating core in sequence, and then connected to the fourth port of the four-way water valve; the third port of the seven-way water valve is connected to the battery circuit, the second port, the first port, and the battery cooler in sequence, and then connected to the fourth port of the seven-way water valve; the sixth port of the seven-way water valve is connected to the motor circuit and the low-temperature radiator in sequence, and then connected to the seventh port of the seven-way water valve.

[0007] An embodiment of the present invention also provides a control method for the vehicle heat pump thermal management system as described above, including: obtaining environmental and state parameters, wherein the environmental and state parameters include ambient temperature, battery temperature, motor temperature and vehicle operating parameters; selecting a preset operating mode according to the environmental and state parameters; and adjusting the connectivity status of the four-way water valve and the seven-way water valve to achieve the selected operating mode.

[0008] Optionally, when the ambient temperature and the motor water inlet temperature are below a threshold and the motor does not require strong cooling, the seven-way water valve is controlled to connect the first port to the fourth port, the second port to the third port, and the fifth port to the sixth port. This allows the motor circuit coolant to flow directly back after passing through the motor without passing through additional cooling or heating devices, simplifying the coolant circulation path and reducing energy loss. Simultaneously, the battery circuit coolant also flows directly back after passing through the battery, and the need for further heating or cooling is determined based on the actual battery temperature.

[0009] This control logic can effectively avoid overcooling the motor when the temperature is low and the motor load is low, thereby reducing the energy consumption of the water pump. In addition, the self-circulation of the coolant helps the motor store heat, and the stored heat can be recovered as waste heat to provide a heat source for other components of the vehicle, thereby improving the overall energy utilization efficiency. This strategy fully utilizes the structural characteristics of the existing system. By adjusting the connectivity of the seven-way water valve, it achieves energy-saving operation under specific working conditions and improves the overall performance and economy of the system. For example, during the initial start-up of the vehicle or during low-speed driving, the motor generates less heat. Using this control mode can quickly stabilize the motor temperature, reduce energy waste, and store a certain amount of heat for subsequent possible heating needs.

[0010] Optionally, when the motor requires cooling and the water temperature entering the motor is higher than the ambient temperature, the seven-way water valve is controlled to connect the first port to the second port, the third port to the fourth port, and the sixth port to the seventh port. After the motor circuit coolant flows through the motor, it enters the low-temperature radiator for heat dissipation, reducing the coolant temperature to meet the motor cooling requirement. Simultaneously, the battery circuit coolant flows through the battery and the battery cooler to achieve battery temperature control.

[0011] This control method can effectively address the problem of excessive heat generated by the motor during high-load operation, ensuring that the motor is within the appropriate operating temperature range and preventing motor performance degradation or damage due to overheating. Furthermore, by regulating the temperature of the battery circuit coolant through a battery cooler, the battery's operating temperature can be precisely controlled, improving the battery's charge and discharge efficiency and service life. By rationally configuring the connectivity of the seven-way water valve, the system allows the coolant to circulate efficiently between the motor circuit and the battery circuit, achieving synchronous cooling of the motor and battery and improving the thermal management efficiency of the entire vehicle. For example, under operating conditions such as high-speed driving or continuous climbing, the motor output power is high and a lot of heat is generated. In this case, this control mode can dissipate the heat from the generator in a timely manner, ensuring the reliable operation of the motor, while also taking into account the temperature management of the battery to ensure the stability and safety of the vehicle's power system.

[0012] Optionally, when battery cooling demand is low and the ambient temperature is lower than the battery temperature, the seven-way water valve is controlled to connect the first port to the second port, the third port to the seventh port, and the fourth port to the sixth port. The motor circuit coolant flows through the low-temperature radiator and then connects to the battery circuit. The low-temperature radiator's heat dissipation capacity pre-cools the motor circuit coolant before delivering the relatively low-temperature coolant to the battery circuit. The battery circuit coolant flows through the battery cooler, where its temperature is further regulated before returning to the system.

[0013] This control method leverages the temperature difference between low ambient temperatures and the motor circuit coolant to achieve natural cooling of the battery circuit coolant, eliminating the need to activate additional energy-consuming devices like the air conditioning compressor, significantly reducing system energy consumption. Furthermore, precise adjustment of the seven-way water valve ensures proper distribution and flow of coolant between the various circuits, improving cooling efficiency. For example, in cold winter regions, when the vehicle is started, the battery temperature is relatively high while the ambient temperature is extremely low. This control mode can fully utilize the ambient cooling source to quickly adjust the battery temperature to an appropriate range, saving energy and extending the vehicle's range.

[0014] Optionally, when the battery needs to be heated, the seven-way water valve is controlled to connect the first port to the second port, the third port to the fourth port, and the sixth port to the seventh port; the water-cooled condenser or the high-pressure water heater is started to provide heat source according to actual needs. The water-cooled condenser uses the heat pump system to recover heat, while the high-pressure water heater serves as an auxiliary heating method to provide additional heat when the heat pump performance is insufficient. The heat source is distributed to the heating core or the battery circuit through the four-way water valve to achieve heating of the passenger compartment and the battery. The four-way water valve distributes different flow rates of heat source to the battery circuit and the passenger compartment circuit according to the battery heating request level (high, medium, low).

[0015] For example, when the battery request level is high, the four-way valve allocates most of the flow to the battery circuit to quickly raise the battery temperature. When the request level is low, the flow allocated to the battery is appropriately reduced to prioritize heating the passenger compartment. This control strategy effectively addresses the problem of slow battery heating in low-temperature environments, which affects the vehicle's usable capacity. By rationally allocating heat sources, it ensures sufficient heat for both the battery and the passenger compartment, improving vehicle performance and user experience in low-temperature conditions. Furthermore, by fully utilizing the waste heat recovery function of the heat pump system, energy efficiency is improved, reliance on high-pressure water heaters is reduced, and energy consumption is reduced.

[0016] Optionally, when the battery heating demand is low and the motor circuit temperature is higher than the battery temperature, the seven-way water valve is controlled to connect the second port to the sixth port, the third port to the fifth port, and the first port to the fourth port; after the motor circuit coolant flows through the motor, it carries the heat generated by the motor and connects to the battery circuit, transferring the heat to the battery circuit coolant to provide gentle heating for the battery. This method of utilizing the motor's waste heat avoids starting the high-pressure water heater or over-reliance on the heat pump system, reducing energy consumption. Through the precise control of the seven-way water valve, heat exchange between the motor circuit and the battery circuit is achieved, improving the cascade utilization efficiency of energy.

[0017] For example, when the vehicle is traveling at medium speed or the motor load is moderate, the motor circuit coolant has a certain temperature margin. At this time, this control mode can effectively utilize this part of the waste heat to meet the needs of slight heating of the battery, reducing the overall energy consumption of the system and improving the vehicle's economy and thermal management performance.

[0018] Optionally, when the motor needs to recover waste heat, the seven-way water valve is controlled to connect the first port to the fifth port, the second port to the third port, and the fourth port to the sixth port. The motor circuit coolant flows through the battery cooler, transferring the waste heat generated by the motor to the coolant in the battery cooler, achieving heat recovery and reuse. At the same time, the water-cooled condenser recovers heat from the motor circuit and transfers it to the warm air circuit through heat exchange to provide heating for the passenger compartment.

[0019] This waste heat recovery mechanism fully utilizes the heat generated during motor operation, reducing reliance on traditional heating devices and lowering energy consumption. The seven-way water valve plays a key role in flow guidance in this process, ensuring the proper flow of coolant between the motor circuit, battery cooler, and heater circuit, thereby improving the overall energy efficiency of the system. For example, during normal vehicle operation, the motor continuously generates heat. This control mode can effectively recover this heat and use it for interior heating, which not only improves passenger comfort but also significantly reduces the vehicle's energy consumption and enhances the sustainability of the thermal management system.

[0020] Optionally, when the air conditioning cooling and heat dissipation demand exceeds a threshold, the heater pump is controlled to direct the hot coolant from the water-cooled condenser through a four-way water valve into the low-temperature radiator circuit. This increases the heat dissipation load of the low-temperature radiator, transferring the heat generated during the air conditioning cooling process to the low-temperature radiator for dissipation.

[0021] This control method effectively addresses the frequent triggering of the compressor's high-voltage protection due to insufficient cooling capacity in the air conditioning system in tropical regions or high-temperature environments. By directing heat into the low-temperature radiator circuit, the cooling area is expanded, enhancing cooling capacity and ensuring the air conditioning system can maintain stable operation even under high loads. Furthermore, this cooling method fully utilizes the vehicle's existing cooling resources, avoiding the cost and space constraints associated with adding additional cooling devices. For example, during hot summer traffic jams, vehicle air conditioning requires prolonged high-power operation. This control mode effectively reduces the cooling pressure on the air conditioning system, reduces the frequency of compressor shutdowns due to overheating, improves the reliability and service life of the air conditioning, and ensures a comfortable interior environment.

[0022] Optionally, the LSTM model is used to predict the future battery temperature rise and motor thermal load coefficient; the angles of the four-way water valve and the seven-way water valve are adjusted in advance based on the prediction results; and the radiator fan speed and water pump flow are dynamically adjusted according to the real-time slope, vehicle speed, and slope change rate.

[0023] This control method fundamentally solves the response delay problem, reduces the battery temperature difference from 8°C to 4.8°C (meeting the national standard requirement of <5°C), and predicts thermal load mutations based on the ramp angle, breaking through the limitations of static control.

[0024] One or more technical solutions provided in the embodiments of the present invention have at least the following technical effects or advantages:

[0025] 1. The core of the vehicle heat pump thermal management system of the present invention is to build a highly integrated and flexible thermal management architecture to meet the thermal management needs of the vehicle under different operating conditions. The system includes key components such as a water-cooled condenser, a battery cooler, a four-way water valve, a high-pressure water heater, a heating core, a low-temperature radiator and a seven-way water valve. The four-way water valve and the seven-way water valve are the core regulating components of the system. Through the connection of specific ports, they realize the precise distribution and circulation of coolant between different circuits. The system effectively solves the problems of single function and complex layout of the cooling circuit, and realizes efficient heat dissipation and heating functions in different temperature ranges. The synergistic effect of various components ensures that the system can flexibly adjust the flow path of the coolant according to the actual needs of the vehicle, thereby improving thermal management efficiency and reducing energy consumption. For example, in a low-temperature environment, the system can provide a heat source through a water-cooled condenser or a high-pressure water heater to provide the necessary heat for the battery and motor; in a high-temperature environment, the heat generated by the generator and battery can be effectively dissipated with the help of a low-temperature radiator.

[0026] 2. The control method of the present invention introduces prediction algorithms and dynamic control logic to predict driving intentions and road condition changes in advance, reduce control lag, and reduce energy consumption, thereby improving the vehicle's thermal management performance and energy utilization efficiency, ensuring the stable operation and efficient performance of new energy electric vehicles under various working conditions.

[0027] Additional advantages of the present invention will be given in the description which follows, and in part will be obvious from the description which follows, or may be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] To more clearly illustrate the embodiments of this application or the technical solutions in the prior art, the following briefly introduces the drawings required for the embodiments or the description of the prior art. Obviously, the drawings described below are only some of the embodiments described in this application. For those skilled in the art, other drawings can be derived from these drawings without inventive effort. In addition, the spacing or size between components is exaggerated to show the position of each component, and the schematic diagrams are for illustrative purposes only.

[0029] Figure 1 This is a schematic diagram of the cooling circuit provided by an embodiment of the present invention.

[0030] Figure 2 Schematic diagram of battery temperature equalization or stop + motor temperature equalization or stop operation provided by an embodiment of the present invention

[0031] Figure 3 Schematic diagram of battery temperature equalization or active cooling or stopping + motor cooling or stopping operation provided by an embodiment of the present invention

[0032] Figure 4 Schematic diagram of battery natural cooling + motor cooling or shutdown provided by an embodiment of the present invention

[0033] Figure 5 Schematic diagram of battery active heating (HP / HVH) + motor cooling or shutdown provided by an embodiment of the present invention

[0034] Figure 6 Schematic diagram of the battery passive heating + motor heating operation provided by the embodiment of the present invention

[0035] Figure 7 Schematic diagram of battery temperature equalization or stop or active heating + motor waste heat recovery operation provided by an embodiment of the present invention

[0036] Figure 8 Schematic diagram of the battery temperature equalization or active cooling or stop + motor cooling and cooling mode water path heat dissipation operation principle provided by the embodiment of the present invention DETAILED DESCRIPTION

[0037] It should be noted that the following detailed description is illustrative and is intended to further illustrate the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meanings as commonly understood by those of ordinary skill in the art to which the present invention belongs. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0038] Example 1

[0039] This embodiment proposes a vehicle heat pump thermal management system. Based on the vehicle's varying operating environments and the varying needs of the motor and battery, the cooling circuit can be defined in different modes. These modes are achieved by adjusting the angles of the four-way and seven-way water valves. This embodiment distinguishes only the operating principles of the cooling circuit and does not conflict with the operating status of the air conditioner.

[0040] The vehicle heat pump thermal management includes a water-cooled condenser, a battery cooler, a four-way water valve, a high-pressure water heater, a heating core, a low-temperature radiator and a seven-way water valve, such as Figure 1 As shown, WCDS: water-cooled condenser; CHILLER: battery cooler; CWP-1: heater water pump; C-4WV: four-way water valve; HVH: high-pressure water heater; WT1: heating core inlet water temperature sensor; Heater: heating core; LTR: low-temperature radiator; C-CV: one-way water valve (the figure only allows coolant to flow from bottom to top); WT2: motor inlet water temperature sensor; MWP-3: motor water pump; C-7WV: seven-way water valve; BWP-2: battery water pump; WT3: battery inlet water temperature sensor; Batt: battery; Motor: motor circuit.

[0041] The third port of the four-way water valve is connected to the fifth port of the seven-way water valve, and the first port of the four-way water valve is connected to the third port of the seven-way water valve; the second port of the four-way water valve is connected to the water-cooled condenser, the high-pressure water heater, and the heating core in sequence, and then connected to the fourth port of the four-way water valve; the third port of the seven-way water valve is connected to the battery circuit, the second port, the first port, and the battery cooler of the seven-way water valve in sequence, and then connected to the fourth port of the seven-way water valve; the sixth port of the seven-way water valve is connected to the motor circuit and the low-temperature radiator in sequence, and then connected to the seventh port of the seven-way water valve.

[0042] The vehicle heat pump thermal management also includes a warm air water pump arranged in front of the water-cooled condenser, a motor water pump in front of the motor circuit, and a battery water pump in front of the battery circuit; the battery circuit is connected to the water-cooled condenser (the warm air water pump on the front side) through a one-way valve, and the low-temperature radiator is connected to the water-cooled condenser (the warm air water pump on the front side) through a one-way valve.

[0043] In the vehicle heat pump thermal management system of this embodiment, the third port of the four-way water valve is connected to the fifth port of the seven-way water valve, and the first port is connected to the third port of the seven-way water valve. The second port of the four-way water valve is connected to the water-cooled condenser, the high-pressure water heater, and the heating core in sequence, and then connected to its fourth port, forming a key path for heating and cooling. The third port of the seven-way water valve is connected to the battery circuit, the second port, the first port, the battery cooler in sequence, and then connected to the fourth port, achieving fine temperature control of the battery circuit. The sixth port of the seven-way water valve is connected to the motor circuit and the low-temperature radiator in sequence, and then connected to the seventh port, completing the heat dissipation and coolant circulation of the motor circuit. This design avoids the layout difficulties brought about by complex circuits, reduces the overall complexity of the system, and improves reliability and maintainability. In addition, the system design fully considers the connection relationship and position layout between components to ensure that the coolant can flow smoothly between each circuit, further enhancing the heat exchange effect.

[0044] Example 2

[0045] This embodiment provides a heat pump thermal management control method as described in Example 1, including:

[0046] First, sensors and other equipment are used to obtain environmental and status parameters, including key information such as ambient temperature, battery temperature, motor temperature, and vehicle operating parameters. These parameters provide data support for subsequent control decisions.

[0047] Next, a preset operating mode is selected based on the obtained parameters. The preset operating modes here cover a variety of operating conditions that the vehicle may face, such as battery heating, motor cooling, waste heat recovery and other scenarios.

[0048] Finally, the selected operating mode is achieved by adjusting the connectivity of the four-way and seven-way water valves. Adjusting the valve connectivity is a key method for controlling the coolant flow path. By changing the valve opening or connection direction, the system's operating mode can be flexibly switched to meet different thermal management requirements.

[0049] This control method effectively addresses the issues of delayed response and simplistic control logic in existing thermal management systems. By monitoring the vehicle's status in real time and adjusting valve settings accordingly, it achieves dynamic and precise control of the thermal management process, improving the system's adaptability and response speed. For example, if the battery temperature is detected to be too low and requires heating, the system can quickly switch to the appropriate heating mode to ensure the battery remains within the appropriate operating temperature range, thereby enhancing battery performance and lifespan.

[0050] like Figure 2In operating mode, when the ambient temperature and the motor water temperature sensor are low, the motor is operating smoothly and there is no strong cooling demand, the seven-way water valve opens ports 1-4, 2-3, and 5-6. The motor water pump is connected directly to ports 5-6 through the motor, bypassing the low-temperature radiator. This simplifies the water path and reduces pump energy consumption. Furthermore, the self-circulating coolant allows the motor to store heat, which can be recovered as waste heat. The battery water pump is connected directly to ports 2-3 through the battery circuit. The battery water pump operates or stops depending on whether the battery requires a uniform temperature.

[0051] like Figure 3 In operation mode, when the motor has a certain cooling requirement and the motor water inlet temperature sensor is higher than the ambient temperature, self-circulation cooling is not possible. At this time, the seven-way water valve is connected to ports 1-2, 3-4, and 6-7. The motor water pump passes through the motor through the low-temperature radiator and is connected through 6-7. The motor water pump is adjusted to run or stop according to the motor cooling requirement and coolant temperature. The battery water pump passes through the battery circuit through 1-2 and then through the battery cooler and is connected through 3-4. The battery water pump runs or stops according to whether the battery has a temperature equalization requirement. If the battery cell temperature is high and there is a strong cooling demand, the air conditioning compressor can be operated to cool the battery circuit coolant through the battery cooler.

[0052] like Figure 4 In operating mode, when the battery cooling demand is low and the ambient temperature is low, and the ambient temperature and the motor water inlet temperature sensor temperature are lower than the battery cell temperature, the battery can be cooled naturally through the low-temperature radiator. At this time, the seven-way water valve is connected to ports 1-2, 3-7, and 4-6. The motor water pump is connected to the battery water pump through the motor circuit through the low-temperature radiator through 3-7, and through the battery circuit through 1-2 and the battery cooler through 4-6. The motor water pump and the battery water pump operate according to the battery cooling request and the coolant circuit temperature, and the fan is adjusted in real time according to the motor water inlet temperature sensor temperature and the battery cell temperature. Under this operating condition, the compressor can be turned on, and the battery cooling purpose can be achieved only through the circulation of the water circuit, which greatly reduces energy consumption.

[0053] like Figure 5In operating mode, when the battery cell temperature is low and there's a strong need for heating, a larger heat source is needed. At this point, the seven-way water valve connects ports 1-2, 3-4, and 6-7. The motor water pump connects ports 6-7 via the motor, the low-temperature radiator, and the battery cooler, depending on motor cooling needs. The motor water pump connects ports 3-4. Heat can be provided by a water-cooled condenser (water-source heat pump) or a high-pressure water heater. If the heat pump's performance is sufficient, the heat pump should be prioritized. If performance is insufficient, the high-pressure water heater can be partially activated to provide heat. The heater water pump connects ports 4-2 via the water-cooled condenser, the high-pressure water heater, the heater core, and the four-way water valve. This four-way water valve should have proportional control. If only the passenger compartment is heated, the four-way valve connects to port 4-2; if only the battery is heated, the four-way valve connects to port 4-1. If both the passenger compartment and the battery are heated, the four-way valve connects to ports 4-1 and 2. Due to the difference between the required inlet water temperature for the passenger compartment (heating core inlet water temperature sensor) and the required inlet water temperature for the battery (battery inlet water temperature sensor), a four-way valve is required to adjust the flow rate to achieve optimal energy distribution. The battery can categorize its heating demand into high, medium, and low levels based on the cell temperature. When the battery request level is high, the four-way valve allocates a large flow rate (calibrated quantity 1) to the battery and a small flow rate to the passenger compartment. When the battery request level is medium, the four-way valve distributes the flow rate (calibrated quantity 2) evenly to the battery and passenger compartment. When the battery request level is low, the four-way valve allocates a small flow rate (calibrated quantity 3) to the battery and a large flow rate to the passenger compartment. To prevent the passenger compartment inlet water temperature WT1 from falling too low, when the difference between the target passenger compartment temperature and the current temperature is large, the passenger compartment is temporarily prioritized, and the four-way valve opening is dynamically adjusted using a PID algorithm, but the flow rate must not exceed the calibrated quantity for the next lower level.

[0054] like Figure 6 In operating mode, when battery heating demand is low and the motor circuit is generating high heat, the motor water temperature sensor temperature is higher than the battery cell temperature. The battery can be heated by the coolant in the motor circuit without turning on the compressor or high-pressure water heater. In this case, the seven-way water valve opens ports 2-6, 3-5, and 1-4. The motor water pump stores heat from the motor, bypassing the low-temperature radiator, and connects ports 3-5 through the battery circuit and 2-6. The motor and battery water pumps operate based on the battery heating demand and the coolant circuit temperature.

[0055] like Figure 7In the operation mode, when the motor generates a lot of heat and the temperature of the motor water inlet temperature sensor is high, the heat can be used as the heat source of the water source heat pump for waste heat recovery. At this time, the seven-way water valve is connected to ports 1-5, 2-3, and 4-6. The motor water pump achieves the purpose of heat storage through the motor without passing through the low-temperature radiator, and is connected through 1-5 through the battery cooler through 4-6. At this time, the water source heat pump recovers the heat of the motor circuit through the battery cooler and transfers the heat to the warm air circuit through the water-cooled condenser. At this time, the warm air water pump is connected through the water-cooled condenser through the high-pressure water heater through the heating core through the four-way water valve. The principles of heating and energy distribution of the passenger compartment and battery are the same. Figure 5 .

[0056] Since heat pump systems are mainly used in temperate and cold zones, if they are used in tropical zones, in order to prevent the air conditioner from running abnormally due to excessive compressor pressure and insufficient cooling capacity, the water system has reserved a water-cooled condenser cooling mode. When the low-temperature radiator capacity is large enough and there is still a large margin while cooling the motor circuit, the heat generated by the air conditioner cooling can be transferred to the low-temperature radiator circuit for cooling. Figure 3 Based on the above, the warm air water pump is operated through the water-cooled condenser, high-pressure water heater, and heating core, and the hot water is introduced into the low-temperature radiator circuit through the 4-3 port of the four-way water valve to achieve the purpose of energy diversion (such as Figure 8 This mode, when the vehicle's boundary constraints are large (limited external condenser capacity, fan capacity, and front opening seal), can achieve effective heat dissipation in cooling mode by simply increasing the low-temperature radiator capacity, allowing the air conditioner to operate normally even in extremely high outside temperatures.

[0057] Example 3

[0058] Under complex road conditions (such as continuous hill climbing and rapid acceleration), sudden changes in motor / battery thermal loads can cause delayed water path mode switching (measured delays of 2–3 seconds), leading to a maximum temperature difference of 8°C between battery cells. During cold starts in low temperatures (<10°C), conventional control requires waiting for feedback from the battery temperature sensor before initiating heating, reducing the available SOC capacity.

[0059] Conventional control systems therefore suffer from the following issues: ① Response delay: The time-consuming switching of the mechanical water valve angle leads to temperature overshoot. ② Static control logic: This relies solely on current sensor data and fails to anticipate changes in driving intent and road conditions.

[0060] Based on this, this example first uses a long short-term memory (LSTM) model to predict future battery temperature rise and motor thermal load factors. The LSTM model uses historical data as input and comprehensively considers multiple factors, such as ambient temperature, vehicle speed, and motor load, to predict the thermal load trends of the battery and motor over a period of time.

[0061] Based on the prediction results, the angles of the four-way water valve and the seven-way water valve are adjusted in advance to prepare the system in advance, shorten the response time, and reduce temperature overshoot or adjustment lag.

[0062] In addition, the system dynamically adjusts the radiator fan speed and water pump flow rate based on real-time slope, vehicle speed, and slope change rate. For example, when the vehicle is about to climb a hill, the system increases the radiator fan speed and water pump flow rate based on slope and speed information to cope with the increased heat generated by the motor and battery due to the increased load.

[0063] This control strategy, based on predictive models and real-time dynamic adjustments, addresses the challenges of existing thermal management systems, such as delayed response, simplistic control logic, and energy loss. By anticipating the vehicle's thermal load requirements, the system enables more precise and timely mode switching and parameter adjustments, enhancing the foresight and adaptability of thermal management. Furthermore, dynamic adjustments to the operating parameters of the radiator fan and water pump ensure optimal system performance under varying operating conditions, reducing overall energy consumption and improving vehicle range and thermal management performance.

[0064] Specifically:

[0065] 1. Detection Component Configuration and Data Source

[0066] The multi-spectral environmental sensor is installed on the inside of the front bumper to monitor the real-time ambient temperature T env , humidity, solar radiation intensity; the motor current Hall sensor is installed at the three-phase output end of the motor controller to monitor the real-time power P of the motor motor (kW); The battery internal resistance monitoring module is installed on the connecting piece between the battery modules to monitor the battery internal resistance R batt (mΩ) and SOC change rate; a slope gyroscope is installed at the vehicle's center of gravity to monitor the real-time climbing angle θ (°); a high-precision GPS trajectory module is installed on the roof antenna to monitor vehicle speed v (km / h) and the next 50m elevation change; a water channel temperature sensor array is installed at each port of the seven-way valve to monitor the instantaneous coolant flow Q cool (L / min);

[0067] 2. Prediction Algorithm and Dynamic Control Logic

[0068] 1. LSTM heat load prediction model

[0069] Input layer:

[0070] Time series data: X t =[T enυ , P motor , R batt ,θ,υ,SOC];

[0071] The sampling period is 1 second, and the historical duration is 5 minutes (a total of 300 time points).

[0072] Network structure:

[0073] Two-layer LSTM, 64 hidden units, Dropout = 0.2

[0074] Output layer: Battery temperature rise ΔT in the next 5 minutes batt-pred (℃) and motor thermal load factor K motor

[0075] Prediction formula:

[0076]

[0077] Where, σ: Sigmoid activation function; W h : hidden layer to output layer weight matrix (64×1); W x : Input layer to hidden layer weight matrix (6×64); b x : hidden layer bias vector (64×1); c i : The memory cell state of the i-th LSTM unit in the time window; H t-i : Hidden layer output at historical moments.

[0078] 2. Valve pre-adjustment control

[0079] When a mode switch is predicted (e.g. Figure 2 → Figure 3 ):

[0080] (1) Start the water valve angle preset 10 seconds in advance:

[0081] α pre =α current +0.6×(α target -α current );

[0082] Among them, α pre : Preset angle (°); α target : Target mode corresponding angle (obtained by looking up the table)

[0083] (2) When officially switching, only the remaining 40% of the stroke needs to be adjusted, and the measured switching time is reduced to 0.8 seconds.

[0084] 3. Dynamic cooling enhancement for ramp conditions

[0085] Calculate the cooling demand correction factor based on the climbing angle θ and vehicle speed v:

[0086]

[0087] Among them, β cool: Radiator fan speed / water pump flow enhancement multiple; Slope change rate (° / s). Control action: When β cool >1.2: Forced switch to Figure 3 mode, the LTR fan speed increases to β cool × calibration value. cool <0.8: switch to Figure 6 mode, using the waste heat from the motor to heat the battery.

[0088] The cooling demand correction factor is calculated in advance by using the real-time slope angle, vehicle speed and slope change rate, and enhanced cooling is started before the temperature rises (such as switching to Figure 3 mode and increase the LTR fan speed).

[0089] Scenario 1: Continuous climbing causes motor overheating

[0090] When the gyroscope detects a slope angle > 5 and a slope change rate > 2° / s, the correction coefficient is calculated immediately = 1.35 > 1.2, and the seven-way water valve is cut to Figure 3 mode (1-2, 3-4, 6-7 conduction), the LTR fan speed is increased to 1.35 times the calibrated value, thereby stabilizing the motor temperature within 82°C without overshoot.

[0091] Scenario 2: Long downhill battery heating requirements

[0092] When the slope angle = -8° (downhill) and v> 60km / h, the calculated correction coefficient = 0.65<0.8, and the vehicle is automatically switched to Figure 6 Mode: The seven-way valve is connected to 2-6, 3-5, and 1-4, and the waste heat of the motor is transferred to the battery through the water channel (measured heating power 1.2kW), saving HVH power consumption by 2.1kW.

[0093] Using this predictive model, the mode switching time was reduced from 2.3±0.5 seconds to 0.8±0.2 seconds (measured over 100 switching events). The temperature fluctuation range between battery cells was reduced from 8°C to 4.8°C (a 40% reduction). The battery heating rate during a -20°C cold start was increased by 22%, and the loss of available SOC capacity was reduced from 12% to 7%.

[0094] This embodiment significantly improves the foresight and adaptability of the thermal management system by integrating spatiotemporal prediction with real-time dynamic correction, and effectively solves problems such as response delay and operating condition adaptability in the original design.

[0095] Although the above describes the specific embodiments of the present invention in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art on the basis of the technical solution of the present invention without creative work are still within the scope of protection of the present invention.

Claims

1. A vehicle heat pump thermal management system, characterized in that: include: Water-cooled condenser, battery cooler, four-way water valve, high-pressure water heater, heating core, low-temperature radiator, seven-way water valve; The third port of the four-way water valve is connected to the fifth port of the seven-way water valve, and the first port of the four-way water valve is connected to the third port of the seven-way water valve; The second port of the four-way water valve is connected to the water-cooled condenser, the high-pressure water heater, the heating core in sequence, and then connected to the fourth port of the four-way water valve; The third port of the seven-way water valve is connected to the battery circuit, the second port of the seven-way water valve, the first port, the battery cooler in sequence, and then to the fourth port of the seven-way water valve; The sixth port of the seven-way water valve is connected to the motor circuit and the low-temperature radiator in sequence and then connected to the seventh port of the seven-way water valve.

2. A control method for a vehicle heat pump thermal management system according to claim 1, characterized in that: include: Acquiring environmental and state parameters, including ambient temperature, battery temperature, motor temperature, and vehicle operating parameters; Selecting a preset operating mode according to the environment and status parameters; Adjust the connection status of the four-way water valve and the seven-way water valve to achieve the selected operating mode.

3. The control method according to claim 2, wherein: When the ambient temperature and the motor water inlet temperature are lower than the threshold and the motor has no strong cooling demand, the seven-way water valve is controlled to connect the first port to the fourth port, the second port to the third port, and the fifth port to the sixth port; the motor circuit coolant flows through the motor and then directly returns, and the battery circuit coolant flows through the battery and then directly returns.

4. The control method according to claim 2, wherein: When the motor needs cooling and the water inlet temperature of the motor is higher than the ambient temperature, the seven-way water valve is controlled to connect the first port to the second port, the third port to the fourth port, and the sixth port to the seventh port; the motor circuit coolant flows through the motor and the low-temperature radiator, and the battery circuit coolant flows through the battery and the battery cooler.

5. The control method according to claim 2, wherein: When the battery cooling demand is low and the ambient temperature is lower than the battery temperature, the seven-way water valve is controlled to connect the first port to the second port, the third port to the seventh port, and the fourth port to the sixth port; the motor circuit coolant flows through the low-temperature radiator and then connects to the battery circuit, and the battery circuit coolant flows through the battery cooler.

6. The control method according to claim 2, wherein: When the battery needs to be heated, the seven-way water valve is controlled to connect the first port to the second port, the third port to the fourth port, and the sixth port to the seventh port; the water-cooled condenser or the high-pressure water heater is started to provide a heat source; and the heat source is distributed to the heating core or the battery circuit through the four-way water valve.

7. The control method according to claim 2, wherein: When the battery heating demand is low and the motor circuit temperature is higher than the battery temperature, the seven-way water valve is controlled to connect the second port to the sixth port, the third port to the fifth port, and the first port to the fourth port; the motor circuit coolant flows through the motor and then connects to the battery circuit.

8. The control method according to claim 2, wherein: When there is a need to recover waste heat from the motor, the seven-way water valve is controlled to connect the first port to the fifth port, the second port to the third port, and the fourth port to the sixth port; the motor circuit coolant flows through the battery cooler, and the water-cooled condenser recovers heat and transfers it to the warm air circuit.

9. The control method according to claim 4, wherein: When the air conditioning cooling and heat dissipation demand exceeds the threshold, the warm air water pump is controlled to guide the hot coolant output from the water-cooled condenser into the low-temperature radiator circuit through the four-way water valve.

10. The control method according to claim 2, wherein: Predict future battery temperature rise and motor thermal load factor using the LSTM model; Adjust the angles of the four-way water valve and the seven-way water valve in advance based on the prediction results; Dynamically adjust the radiator fan speed and water pump flow according to the real-time slope, vehicle speed and slope change rate.

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