Automobile thermal management system

Abstract

An automobile thermal management system comprises a refrigerant circulating system, a cabin cooling liquid circulating system and a passenger cabin cooling liquid circulating system which are connected with one another, a four-way reversing valve component is adopted in an agent side module or assembly, and a water path system is simplified while the agent side loop reversing function is achieved through a plate heat exchanger; compared with the prior art, the number of the water valves is greatly reduced, so that high quality risks such as inner leakage, heat leakage and high mode switching frequency caused by the quality of the water valves are reduced, and the quality risks are greatly reduced after the water valves are simplified.

Description

TECHNICAL FIELD

[0001] The application relates to the technical field of automobile air conditioning, and particularly relates to an automobile thermal management system. BACKGROUND

[0002] The improvement of the cruising range of a new energy automobile depends on the efficient design of vehicle energy flow, and the improvement of the energy efficiency ratio of a thermal management system plays an important role. In the development process of the whole vehicle thermal management technology from a simple circuit to a coupled three-electricity, electric appliance and heat pump complex circuit and efficient utilization of a heat source, problems such as cost increase caused by the gradual increase of parts, long assembly time, many pipelines and low space utilization caused by the distributed layout of parts have also been brought. SUMMARY

[0003] The application aims at the defects of the prior art system architecture, such as complexity and high cost, and provides an automobile thermal management system, which adopts a four-way reversing valve component in a working medium side module or component and realizes the reversing function of the working medium side circuit through a plate heat exchanger, so that the water system is simplified; compared with the prior art, the number of water valves is greatly reduced, so that the quality risks such as internal leakage, heat leakage and high mode switching frequency caused by the quality of the water valves are reduced, and the quality risks are also greatly reduced after the simplification of the water valves.

[0004] The application is implemented by the following technical scheme:

[0005] The application relates to an automobile thermal management system, which comprises a refrigerant circulation system, a cabin cooling liquid circulation system and a passenger cabin cooling liquid circulation system which are connected with each other.

[0006] The refrigerant circulation system comprises a compressor, a first four-way valve, a first electronic expansion valve, a first heat exchanger, a second electronic expansion valve, a second heat exchanger, a gas-liquid separator and a third electronic expansion valve, wherein the third electronic expansion valve is arranged between a first end a and a third end c of the first four-way valve, the compressor and the gas-liquid separator are arranged between the first end a and the third end c of the first four-way valve in sequence, and the first electronic expansion valve, the first heat exchanger, the second electronic expansion valve and the second heat exchanger are arranged between a second end b and a fourth end d of the first four-way valve in sequence.

[0007] The first heat exchanger is a plate heat exchanger and has a refrigerant passage and a passenger cabin cooling liquid passage which are independent of each other and can perform heat transfer.

[0008] The second heat exchanger is a plate heat exchanger and has a refrigerant passage and a cabin cooling liquid passage which are independent of each other and can perform heat transfer.

[0009] The cabin coolant circulation system includes: a first three-way valve, a third heat exchanger, a first three-way pipe, a controller, a motor, a first kettle, and a first water pump connected in sequence, wherein: the first three-way valve is further connected to the first three-way pipe, the output end of the first water pump is connected to the refrigerant channel input end of the second heat exchanger, a second three-way valve and a second three-way pipe are provided between the first three-way valve and the refrigerant channel output end of the second heat exchanger, and the second three-way valve and the second three-way pipe are further connected to the fourth heat exchanger.

[0010] The passenger compartment coolant circulation system includes: a third three-way valve, a fourth three-way valve, a fourth heat exchanger, a fifth heat exchanger, a sixth heat exchanger, a third three-way pipe, a fourth three-way pipe, a second water kettle, a second water pump, a fifth three-way pipe, a third water pump, a battery, a fifth three-way valve and a third water kettle, wherein: the second water pump, the second water kettle, the fourth three-way pipe, the fifth three-way valve, the fifth three-way pipe, the fourth three-way valve and the third three-way valve are sequentially arranged between the refrigerant channel input end and the output end of the first heat exchanger; the fourth heat exchanger, the fifth heat exchanger and the third three-way pipe are sequentially arranged between the third end of the third three-way valve and the third end of the fourth three-way pipe; the sixth heat exchanger is arranged between the third end of the fourth three-way valve and the third end of the third three-way pipe; the third water kettle, the third water pump and the battery water cooling plate heat exchange component are sequentially arranged between the third end of the fifth three-way pipe and the third end of the fifth three-way valve.

[0011] The present invention relates to a control method for the above-mentioned system, including the following working modes: passenger compartment cooling mode, battery cooling mode, passenger compartment cooling + battery dual cooling mode, passenger compartment heating mode, battery heating mode, passenger compartment battery dual heating mode, passenger compartment heating mode extremely low temperature hot air bypass, battery heating mode extremely low temperature hot air bypass, passenger compartment battery dual heating mode extremely low temperature hot air bypass, heating and dehumidification mode, heating and dehumidification + battery cooling mode, heat pump defrost mode battery source heat pump, heat pump defrost + passenger compartment heating mode battery source heat pump, delta cycle defrost mode, delta cycle defrost + passenger compartment heating mode, motor waste heat recovery mode + passenger compartment heating mode motor source, motor waste heat recovery + battery heating mode motor source heat pump, motor waste heat recovery + dual heating mode motor source heat pump. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 Schematic diagram of the system of the present invention;

[0013] Figure 2 is a schematic diagram of a first refrigerant circulation circuit;

[0014] Figure 3 is a schematic diagram of the second refrigerant circulation circuit;

[0015] Figure 4 is a schematic diagram of the third refrigerant circulation circuit;

[0016] Figure 5 Passenger cabin cooling mode schematic;

[0017] Figure 6 Battery cooling mode schematic;

[0018] Figure 7 Passenger cabin + battery dual cooling mode schematic;

[0019] Figure 8 Passenger cabin heating mode schematic;

[0020] Figure 9 Battery heating mode schematic;

[0021] Figure 10 Passenger cabin + battery dual heating mode schematic;

[0022] Figure 11 Passenger cabin heating mode (extreme low temperature hot gas bypass) schematic;

[0023] Figure 12 Battery heating mode (extreme low temperature hot gas bypass) schematic;

[0024] Figure 13 Passenger cabin + battery dual heating mode (extreme low temperature hot gas bypass) schematic;

[0025] Figure 14 Heating dehumidification mode schematic;

[0026] Figure 15 Heating dehumidification + battery cooling mode schematic;

[0027] Figure 16 Heat pump defrost mode (battery sourced heat pump) schematic;

[0028] Figure 17 Heat pump defrost + passenger cabin heating mode (battery sourced heat pump) schematic;

[0029] Figure 18 Triangular cycle defrost mode schematic;

[0030] Figure 19 Triangular cycle defrost + passenger cabin heating mode schematic;

[0031] Figure 20 Motor waste heat recovery mode + passenger cabin heating mode (motor sourced) schematic;

[0032] Figure 21 Motor waste heat recovery + battery heating mode (motor sourced heat pump) schematic;

[0033] Figure 22This is a schematic diagram of motor waste heat recovery + dual heating mode (motor source heat pump);

[0034] Figure 23 This is a flow chart of dual cooling mode;

[0035] Figure 24 This is a flow chart of dual heating mode;

[0036] Figure 25 This is the flow chart of heating and dehumidification mode. DETAILED DESCRIPTION

[0037] like Figure 1 As shown, this embodiment relates to an automobile thermal management system, which includes: a refrigerant circulation system 100, a cabin coolant circulation system 200 and a passenger compartment coolant circulation system 300 that are interconnected.

[0038] The refrigerant cycle system 100 includes: a compressor 101, a first four-way valve 102, a first electronic expansion valve 103, a first heat exchanger 104, a second electronic expansion valve 105, a second heat exchanger 106, a gas-liquid separator 107 and a third electronic expansion valve 108, wherein: the third electronic expansion valve 108 is arranged between the first end a and the third end c of the first four-way valve 102, the compressor 101 and the gas-liquid separator 107 are arranged in sequence between the first end a and the third end c of the first four-way valve 102, and the first electronic expansion valve 103, the first heat exchanger 104, the second electronic expansion valve 105 and the second heat exchanger 106 are arranged in sequence between the second end b and the fourth end d of the first four-way valve 102.

[0039] The first heat exchanger 104 is a plate heat exchanger having a refrigerant channel and a passenger compartment coolant channel that are independent of each other and can perform heat transfer.

[0040] The second heat exchanger 106 is a plate heat exchanger having relatively independent refrigerant channels and cabin coolant channels that can perform heat transfer.

[0041] The cabin coolant circulation system 200 includes: a first three-way valve 201, a third heat exchanger 202, a first three-way pipe 203, a controller 204, a motor 205, a first kettle 206 and a first water pump 207 connected in sequence, wherein: the first three-way valve 201 is further connected to the first three-way pipe 203, the output end of the first water pump 207 is connected to the refrigerant channel input end of the second heat exchanger 106, and a second three-way valve 208 and a second three-way pipe 209 are provided between the first three-way valve 201 and the refrigerant channel output end of the second heat exchanger 106. The second three-way valve 208 and the second three-way pipe 209 are further connected to the fourth heat exchanger 303.

[0042] The passenger compartment coolant circulation system 300 includes: a third three-way valve 301, a fourth three-way valve 302, a fourth heat exchanger 303, a fifth heat exchanger 304, a sixth heat exchanger 305, a third three-way pipe 306, a fourth three-way pipe 307, a second water pot 308, a second water pump 309, a fifth three-way pipe 310, a third water pump 311, a water-cooled plate heat exchanger 312 for the battery, a fifth three-way valve 313 and a third water pot 314, wherein: the second water pump 309, the second water pot 308, the fourth three-way pipe 307, the fifth three-way valve 313, the fifth three-way pipe 310, the fourth three-way valve 314 and the sixth heat exchanger 305. 02. The third three-way valve 301 is sequentially arranged between the refrigerant channel input end and the output end of the first heat exchanger 104; the fourth heat exchanger 303, the fifth heat exchanger 304 and the third three-way pipe 306 are sequentially arranged between the third end of the third three-way valve 301 and the third end of the fourth three-way pipe 307; the sixth heat exchanger 305 is arranged between the third end of the fourth three-way valve 302 and the third end of the third three-way pipe 306; the third water kettle 314, the third water pump 311 and the water-cooled plate heat exchanger 312 of the battery are sequentially arranged between the third end of the fifth three-way pipe 310 and the third end of the fifth three-way valve 313.

[0043] like Figure 2 As shown, this is a first refrigerant circulation loop, where high-temperature and high-pressure refrigerant gas starts from the outlet of the compressor 101, passes through the first four-way valve 102 and the first electronic expansion valve 103, enters the refrigerant channel of the first heat exchanger 104, exchanges heat with the coolant in the coolant channel of the first heat exchanger 104 to form a high-temperature and high-pressure liquid, and then passes through the second electronic expansion valve 105 from the refrigerant channel outlet of the first heat exchanger 104 to become a low-temperature and low-pressure liquid, and then enters the refrigerant channel of the second heat exchanger 106 to exchange heat with the coolant in the coolant channel of the second heat exchanger 106 to become a low-temperature and low-pressure gas, and finally flows through the gas-liquid separator 107 and enters the compressor 101 to be compressed into a high-temperature and high-pressure gaseous refrigerant.

[0044] The function of this circuit is to generate heat at the first heat exchanger 104 and cool at the second heat exchanger 106 under normal conditions, and transfer the heat at the first heat exchanger 104 to the cabin coolant circulation system 200 or the passenger compartment coolant circulation system 300.

[0045] like Figure 3As shown, in the second refrigerant circulation loop, the high-temperature and high-pressure gaseous refrigerant starts from the compressor outlet, passes through the first four-way valve 102 and enters the refrigerant channel of the second heat exchanger 106 to exchange heat with the coolant in the coolant channel of the second heat exchanger 106 to become a high-temperature and high-pressure liquid, passes through the second electronic expansion valve 105 from the outlet of the second heat exchanger 106 to become a low-temperature and low-pressure liquid, enters the refrigerant channel of the first heat exchanger 104 to exchange heat with the coolant in the coolant channel of the first heat exchanger 104 to become a low-temperature and low-pressure gas, and finally passes through the gas-liquid separator 107 and enters the compressor 101 to be compressed into a high-temperature and high-pressure refrigerant gas.

[0046] The function of this circuit is, under normal conditions, to cool at the first heat exchanger 104 , generate heat at the second heat exchanger 106 , and transfer the cold at the first heat exchanger 104 to the cabin coolant circulation system 200 or the passenger compartment coolant circulation system 300 .

[0047] like Figure 4 As shown, in the third refrigerant circulation loop, the high-temperature and high-pressure refrigerant gas starts from the outlet of the compressor 101, passes through the first electronic expansion valve 103 to become a low-temperature and low-pressure gas, and then passes through the gas-liquid separator 107 to enter the compressor 101 and be compressed into a high-temperature and high-pressure gas.

[0048] The function of this circuit is to form two parallel refrigerant circuits when used together with the first refrigerant circulation circuit or the second refrigerant circulation circuit under extremely low temperature conditions, i.e., in an environment of -20°C and below, to increase the heat production of the compressor, improve the heating effect of the system, and solve the problem of low heat production of the first refrigerant circulation circuit or the second refrigerant circulation circuit under extremely low temperature conditions.

[0049] This embodiment relates to a control method for the above-mentioned automobile thermal management system, including the following operating modes: passenger compartment cooling mode, battery cooling mode, passenger compartment cooling + battery dual cooling mode, passenger compartment heating mode, battery heating mode, passenger compartment battery dual heating mode, passenger compartment heating mode extremely low temperature hot air bypass, battery heating mode extremely low temperature hot air bypass, passenger compartment battery dual heating mode extremely low temperature hot air bypass, heating and dehumidification mode, heating and dehumidification + battery cooling mode, heat pump defrost mode battery source heat pump, heat pump defrost + passenger compartment heating mode battery source heat pump, delta cycle defrost mode, delta cycle defrost + passenger compartment heating mode, motor waste heat recovery mode + passenger compartment heating mode motor source, motor waste heat recovery + battery heating mode motor source heat pump, motor waste heat recovery + dual heating mode motor source heat pump.

[0050] like Figure 5In passenger compartment cooling mode, during summer months when temperatures range from 25°C to 40°C, people may feel uncomfortable due to the ambient heat. Therefore, the passenger compartment requires cooling, while the battery and motors either require cooling or require heat dissipation. In this mode, refrigerant circulation system 100 utilizes the second refrigerant circuit, providing cooling at first heat exchanger 104 and heating at second heat exchanger 106.

[0051] The coolant circulation system 200 in the cabin is designed as follows: coolant originates from the first water pump 207, enters the coolant channel of the second heat exchanger 106 in the refrigerant circulation system, exchanges heat with the refrigerant in the refrigerant channel of the second heat exchanger 106, flows out of the coolant channel outlet of the second heat exchanger 106, passes through the second three-way valve 208, the second three-way pipe 209, and the first three-way valve 201, enters the third heat exchanger 202, and exchanges heat with the outdoor air through the wind generated by the fan 210. From the outlet of the third heat exchanger 202, the coolant passes through the first three-way pipe 203, the controller 204, the motor 205, and the first kettle 206 before returning to the first water pump 207. This circuit meets the heat dissipation requirements of the motor.

[0052] The passenger compartment coolant circulation system 300 comprises two circuits. In the first circuit, coolant flows from the second water pump 309 into the coolant channel of the first heat exchanger 104 in the refrigerant circulation system 100, where it exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger 104, lowering the coolant temperature. The coolant then flows from the outlet of the first heat exchanger 104 coolant channel through the third and fourth three-way valves 301 and 302, into the sixth heat exchanger 305, where it exchanges heat with the passenger compartment air, lowering the passenger compartment air temperature. The coolant then flows from the outlet of the sixth heat exchanger 305 through the third and fourth three-way pipes 306 and 307, and then through the second water tank 308, returning to the second water pump 309. This first circuit meets the passenger compartment cooling requirements. In the second circuit, coolant flows from the third water pump 311, passes through the battery water-cooled plate heat exchanger 312, the fifth three-way valve 313, the fifth three-way pipe 310, and the third water tank 314, before returning to the third water pump 311. The second circuit meets the battery's minor heat dissipation needs.

[0053] like Figure 6As shown, in the battery cooling mode, the battery requires a large current when working, which will generate a lot of heat inside the battery. However, it is not easy for the battery to dissipate heat in a relatively closed space. As a result, the temperature of the battery will continue to rise. When it reaches a certain temperature value, the battery may stop working or even explode and combust. Maintaining a high temperature for a long time will reduce the life of the battery. Especially when charging and discharging in a high temperature environment in the summer, the battery generates a lot of heat, and the heat is generated very quickly, and the battery has a high demand for heat dissipation. Generally, when the battery temperature exceeds 30°, this mode needs to be turned on to dissipate heat and cool the battery to ensure the battery's function. In this mode, the refrigerant circulation system 100 uses the second refrigerant circulation loop, cooling at the first heat exchanger 104 and heating at the second heat exchanger 106.

[0054] The coolant circulation system 200 in the cabin is designed as follows: coolant originates from the first water pump 207, enters the coolant channel of the second heat exchanger 106 in the refrigerant circulation system, exchanges heat with the refrigerant in the refrigerant channel of the second heat exchanger 106, flows out of the coolant channel outlet of the second heat exchanger 106, passes through the second three-way valve 208, the second three-way pipe 209, and the first three-way valve 201, enters the third heat exchanger 202, and exchanges heat with the outdoor air through the wind generated by the fan 210. From the outlet of the third heat exchanger 202, the coolant passes through the first three-way pipe 203, the controller 204, the motor 205, and the first kettle 206 before returning to the first water pump 207. This circuit meets the heat dissipation requirements of the motor.

[0055] The circuit of the passenger compartment coolant circulation system 300 is that the coolant starts from the second water pump 309 and enters the coolant channel of the first heat exchanger 104 in the refrigerant circulation system 100 to exchange heat with the refrigerant in the refrigerant channel of the first heat exchanger 104 to reduce the temperature of the coolant. Then, the coolant passes from the outlet of the coolant channel of the first heat exchanger 104 through the third three-way valve 301, the fourth three-way valve 302, the fifth three-way pipe 310, the third water kettle 314, and the third water pump 311 to enter the water-cooled plate heat exchanger 312 of the battery to exchange heat with the water-cooled plate heat exchanger 312 of the battery to reduce the temperature of the water-cooled plate heat exchanger 312 of the battery. Then, the coolant passes from the outlet of the water-cooled plate heat exchanger 312 of the battery through the fifth three-way valve 313, the fourth three-way pipe 307, and the second water kettle 308 to return to the second water pump 309. This loop transfers the cold generated at the first heat exchanger 104 to the water-cooled plate heat exchanger 312 of the battery, meeting the cooling and temperature reduction requirements of the water-cooled plate heat exchanger 312 of the battery.

[0056] like Figure 7As shown, the passenger cabin refrigeration + battery dual refrigeration mode, summer 25 degrees to 40 degrees and 40 degrees above, the human body and the battery have the demand for refrigeration. In high temperature conditions, the battery work and charge and discharge need to make the heat accumulation rapidly, the battery needs to refrigerate rapidly, and the high temperature of the human body will cause heatstroke and other diseases to harm the body. In this mode, the refrigerant circulation system 100 uses the second refrigerant circulation loop, and the refrigeration is carried out at the first heat exchanger 104 and the heating is carried out at the second heat exchanger 106.

[0057] The circuit in the cabin cooling liquid circulation system 200 is that the cooling liquid is sent out from the first water pump 207, enters the cooling liquid channel of the second heat exchanger 106 in the refrigerant circulation system, exchanges heat with the refrigerant in the refrigerant channel of the second heat exchanger 106, flows out from the outlet of the cooling liquid channel of the second heat exchanger 106, passes through the second three-way valve 208, the second three-way pipe 209, the first three-way valve 201, enters the third heat exchanger 202, exchanges heat with outdoor air through the wind generated by the fan 210, flows out from the outlet of the third heat exchanger 202, passes through the first three-way pipe 203, the controller 204, the motor 205, the first water kettle 206, and returns to the first water pump 207. The circuit meets the heat dissipation demand of the motor.

[0058] The passenger compartment coolant circulation system 300 comprises three circuits. In the first circuit, coolant flows from the second water pump 309 into the coolant channel of the first heat exchanger 104 in the refrigerant circulation system 100, where it exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger 104, lowering the coolant temperature. The coolant then flows from the outlet of the coolant channel of the first heat exchanger 104 through the third and fourth three-way valves 301 and 302 to the sixth heat exchanger 305, where it exchanges heat with the passenger compartment air, lowering the passenger compartment air temperature. The coolant then flows from the outlet of the sixth heat exchanger 305 through the third and fourth three-way pipes 306 and 307, and the second water tank 308, returning to the second water pump 309. The cold generated in the first heat exchanger 104 in the first circuit is transported to the sixth heat exchanger 305, meeting the passenger compartment's cooling needs. The second loop is that the coolant starts from the second water pump 309 and enters the coolant channel of the first heat exchanger 104 in the refrigeration circulation system 100 to exchange heat with the refrigerant in the refrigerant channel of the first heat exchanger 104, so that the temperature of the coolant is reduced or increased, and then passes through the third three-way valve 301, the fourth three-way valve 302, the fifth three-way pipe 310, the third water kettle 314, and the third water pump 311 from the outlet of the coolant channel of the first heat exchanger 104 to enter the water-cooled plate heat exchanger 312 of the battery to exchange heat with the water-cooled plate heat exchanger 312 of the battery, so that the temperature of the water-cooled plate heat exchanger 312 of the battery is reduced, and then passes through the fifth three-way valve 313, the fourth three-way pipe 307, and the second water kettle 308 from the outlet of the water-cooled plate heat exchanger 312 of the battery. The third loop involves coolant flowing from the third water pump 311 through the battery's water-cooled plate heat exchanger 312, the fifth three-way valve 313, the fifth three-way pipe 310, the third water tank 314, and finally back to the third water pump 311. The second and third loops work together to cool the battery's water-cooled plate heat exchanger 312. The purpose of using both loops is to control the temperature of the water entering the battery's water-cooled plate heat exchanger 312. In this mode, the sixth heat exchanger 305 and the battery's water-cooled plate heat exchanger 312 need to be cooled at the same time. Therefore, compared with the battery cooling mode, there is a greater demand for the cooling capacity of the refrigerant circulation system 100. The temperature of the coolant coming out of the first heat exchanger 104 is lower. If the battery's water-cooled plate heat exchanger 312 is directly cooled, it may cause damage. Therefore, a third loop needs to be added to allow the medium-temperature coolant coming out of the battery's water-cooled plate heat exchanger 312 to be re-mixed with the low-temperature coolant coming out of the fourth three-way valve 302 to control the temperature of the water-cooled plate heat exchanger 312 entering the battery, so as to achieve the effect of cooling the battery's water-cooled plate heat exchanger 312 without damaging the battery's water-cooled plate heat exchanger 312.

[0059] like Figure 8As shown, in the passenger compartment heating mode, when the ambient temperature is below 15 degrees Celsius, the human body will feel cold and uncomfortable. In this case, the passenger compartment needs to be heated. In this mode, the refrigerant circulation system 100 uses the first refrigerant circulation loop, generating heat at the first heat exchanger 104 and cooling at the second heat exchanger 106.

[0060] The coolant circulation system 200 in the cabin is designed as follows: coolant originates from the first water pump 207, enters the coolant channel of the second heat exchanger 106 in the refrigerant circulation system, exchanges heat with the refrigerant in the refrigerant channel of the second heat exchanger 106, flows out of the coolant channel outlet of the second heat exchanger 106, passes through the second three-way valve 208, the second three-way pipe 209, and the first three-way valve 201, enters the third heat exchanger 202, and exchanges heat with the outdoor air through the wind generated by the fan 210. From the outlet of the third heat exchanger 202, the coolant passes through the first three-way pipe 203, the controller 204, the motor 205, and the first kettle 206 before returning to the first water pump 207. This circuit meets the heat dissipation requirements of the motor.

[0061] The passenger compartment coolant circulation system 300 comprises two circuits. In the first circuit, coolant flows from the second water pump 309 into the coolant channel of the first heat exchanger 104 in the refrigerant circulation system 100, where it exchanges heat with the refrigerant in the first heat exchanger 104's refrigerant channel, raising the coolant temperature. The coolant then flows from the outlet of the first heat exchanger 104's coolant channel through the third three-way valve 301 into the second coolant channel of the fourth heat exchanger 303, where it exchanges heat with the coolant in the first coolant channel of the fourth heat exchanger 303 belonging to the cabin coolant circulation system 200, but does not exchange heat with the coolant. The coolant then flows from the outlet of the second coolant channel of the fourth heat exchanger 303 into the fifth heat exchanger 304, where it exchanges heat with the passenger compartment air, raising the passenger compartment air temperature. The coolant then flows from the outlet of the fifth heat exchanger 304 through the third three-way pipe 306, the fourth three-way pipe 307, and the second water tank 308, returning to the second water pump 309. This first circuit satisfies the heat needs of people in the passenger compartment. In the second loop, the coolant starts from the third water pump 311, passes through the battery's water-cooled plate heat exchanger 312, the fifth three-way valve 313, the fifth three-way pipe 310, the third water kettle 314, and then returns to the third water pump 311. This second loop meets the battery's small heat dissipation needs.

[0062] like Figure 9 As shown, in the battery heating mode, when the battery temperature is below 0 degrees, the activity of the battery's water-cooled plate heat exchanger 312 is low and cannot function normally. Usually, the battery's water-cooled plate heat exchanger 312 needs to be preheated first, so the battery's water-cooled plate heat exchanger 312 has a heating demand.

[0063] In this mode, the refrigerant cycle system 100 uses the first refrigerant cycle circuit, generating heat at the first heat exchanger 104 and cooling at the second heat exchanger 106 .

[0064] The coolant circulation system 200 in the cabin is designed as follows: coolant originates from the first water pump 207, enters the coolant channel of the second heat exchanger 106 in the refrigerant circulation system, exchanges heat with the refrigerant in the refrigerant channel of the second heat exchanger 106, flows out of the coolant channel outlet of the second heat exchanger 106, passes through the second three-way valve 208, the second three-way pipe 209, and the first three-way valve 201, enters the third heat exchanger 202, and exchanges heat with the outdoor air through the wind generated by the fan 210. From the outlet of the third heat exchanger 202, the coolant passes through the first three-way pipe 203, the controller 204, the motor 205, and the first kettle 206 before returning to the first water pump 207. This circuit meets the heat dissipation requirements of the motor.

[0065] The circuit of the passenger compartment coolant circulation system 300 is that the coolant starts from the second water pump 309 and enters the coolant channel of the first heat exchanger 104 in the refrigerant circulation system 100 to exchange heat with the refrigerant in the refrigerant channel of the first heat exchanger 104, so that the coolant temperature increases, and then passes through the third three-way valve 301, the third water kettle 314, the fourth three-way valve 302, the fifth three-way pipe 310, the third water kettle 314, and the third water pump 311 from the outlet of the coolant channel of the first heat exchanger 104 to enter the water-cooled plate heat exchanger 312 of the battery to heat the water-cooled plate heat exchanger 312 of the battery, so that the temperature of the water-cooled plate heat exchanger 312 of the battery is increased, and then passes through the fifth three-way valve 313, the fourth three-way pipe 307, and the second water kettle 308 from the outlet of the water-cooled plate heat exchanger 312 of the battery to return to the second water pump 309. This circuit meets the heating needs of the battery.

[0066] like Figure 10 As shown, in the passenger compartment battery dual heating mode, when the battery water-cooled plate heat exchanger 312 temperature is below 0 degrees and the ambient temperature is below 15 degrees, both the battery water-cooled plate heat exchanger 312 and the human body need to be heated.

[0067] In this mode, the refrigerant cycle system 100 uses the first refrigerant cycle circuit, generating heat at the first heat exchanger 104 and cooling at the second heat exchanger 106 .

[0068] The coolant circulation system 200 in the cabin is designed as follows: coolant originates from the first water pump 207, enters the coolant channel of the second heat exchanger 106 in the refrigerant circulation system, exchanges heat with the refrigerant in the refrigerant channel of the second heat exchanger 106, flows out of the coolant channel outlet of the second heat exchanger 106, passes through the second three-way valve 208, the second three-way pipe 209, and the first three-way valve 201, enters the third heat exchanger 202, and exchanges heat with the outdoor air through the wind generated by the fan 210. From the outlet of the third heat exchanger 202, the coolant passes through the first three-way pipe 203, the controller 204, the motor 205, and the first kettle 206 before returning to the first water pump 207. This circuit meets the heat dissipation requirements of the motor.

[0069] The passenger compartment coolant circulation system 300 comprises three circuits. In the first circuit, coolant flows from the second water pump 309 into the coolant channel of the first heat exchanger 104 in the refrigerant circulation system 100, where it exchanges heat with the refrigerant in the first heat exchanger 104's refrigerant channel, raising the coolant's temperature. The coolant then flows from the outlet of the first heat exchanger 104's coolant channel through the third three-way valve 301 into the second coolant channel of the fourth heat exchanger 303, where it exchanges heat with the coolant in the first coolant channel of the fourth heat exchanger 303 belonging to the cabin coolant circulation system 200, but does not exchange heat with the coolant. The coolant then flows from the outlet of the second coolant channel of the fourth heat exchanger 303 into the fifth heat exchanger 304, where it exchanges heat with the passenger compartment air, raising the passenger compartment air temperature. The coolant then flows from the outlet of the fifth heat exchanger 304 through the third three-way pipe 306, the fourth three-way pipe 307, and the second water tank 308, returning to the second water pump 309. This first circuit satisfies the heat needs of the passengers in the passenger compartment. The second loop is that the coolant starts from the second water pump 309 and enters the coolant channel of the first heat exchanger 104 in the refrigeration circulation system 100 to exchange heat with the refrigerant in the refrigerant channel of the first heat exchanger 104, so that the temperature of the coolant increases, and then passes through the third three-way valve 301, the third water kettle 314, the fourth three-way valve 302, the fifth three-way pipe 310, the third water kettle 314, and the third water pump 311 from the outlet of the coolant channel of the first heat exchanger 104 to enter the water-cooled plate heat exchanger 312 of the battery to heat the water-cooled plate heat exchanger 312 of the battery, so that the temperature of the water-cooled plate heat exchanger 312 of the battery increases, and then passes through the fifth three-way valve 313, the fourth three-way pipe 307, and the second water kettle 308 from the outlet of the water-cooled plate heat exchanger 312 of the battery to return to the second water pump 309. The third loop involves coolant flowing from the third water pump 311 through the battery's water-cooled plate heat exchanger 312, the fifth three-way valve 313, the fifth three-way pipe 310, the third water kettle 314, and finally back to the third water pump 311. The second and third loops work together to cool the battery's water-cooled plate heat exchanger 312. The purpose of using both loops is to control the temperature of the water entering the battery's water-cooled plate heat exchanger 312, preventing damage to the battery's water-cooled plate heat exchanger 312 from high temperatures.

[0070] like Figure 11As shown, the passenger compartment heating mode bypasses the extremely low-temperature hot air. At extremely low temperatures of -20 degrees Celsius, the heat generation effect of the system is poor, regardless of whether it is the first refrigerant circulation circuit or the second refrigerant circulation circuit. At extremely low temperatures, the refrigerant circulation system 100 adopts a third refrigerant circulation circuit and uses it in parallel with the first refrigerant circulation circuit or the second refrigerant circulation circuit. This can improve the performance of the compressor, generate more heat, and improve the efficiency of the system. This allows sufficient heat to be provided to the human body at extremely low temperatures. In this mode, the refrigerant circulation system 100 has two circuits, namely the first refrigerant circulation circuit and the third refrigerant circulation circuit, with heating at the first heat exchanger 104 and cooling at the second heat exchanger 106.

[0071] The coolant circulation system 200 in the cabin is designed as follows: coolant originates from the first water pump 207, enters the coolant channel of the second heat exchanger 106 in the refrigerant circulation system, exchanges heat with the refrigerant in the refrigerant channel of the second heat exchanger 106, flows out of the coolant channel outlet of the second heat exchanger 106, passes through the second three-way valve 208, the second three-way pipe 209, and the first three-way valve 201, enters the third heat exchanger 202, and exchanges heat with the outdoor air through the wind generated by the fan 210. From the outlet of the third heat exchanger 202, the coolant passes through the first three-way pipe 203, the controller 204, the motor 205, and the first kettle 206 before returning to the first water pump 207. This circuit meets the heat dissipation requirements of the motor.

[0072] The passenger compartment coolant circulation system 300 comprises two circuits. In the first circuit, coolant flows from the second water pump 309 into the coolant channel of the first heat exchanger 104 in the refrigerant circulation system 100, where it exchanges heat with the refrigerant in the first heat exchanger 104's refrigerant channel, raising the coolant temperature. The coolant then flows from the outlet of the first heat exchanger 104's coolant channel through the third three-way valve 301 into the second coolant channel of the fourth heat exchanger 303, where it exchanges heat with the coolant in the first coolant channel of the fourth heat exchanger 303 belonging to the cabin coolant circulation system 200, but does not exchange heat with the coolant. The coolant then flows from the outlet of the second coolant channel of the fourth heat exchanger 303 into the fifth heat exchanger 304, where it exchanges heat with the passenger compartment air, raising the passenger compartment air temperature. The coolant then flows from the outlet of the fifth heat exchanger 304 through the third three-way pipe 306, the fourth three-way pipe 307, and the second water tank 308, returning to the second water pump 309. This first circuit satisfies the heat needs of people in the passenger compartment. In the second loop, the coolant starts from the third water pump 311, passes through the battery's water-cooled plate heat exchanger 312, the fifth three-way valve 313, the fifth three-way pipe 310, the third water kettle 314, and then returns to the third water pump 311. This second loop meets the battery's small heat dissipation needs.

[0073] like Figure 12As shown, the battery heating mode bypasses the hot gas at extremely low temperatures, resulting in poor heat generation in both the first and second refrigerant circuits at extremely low temperatures of -20 degrees Celsius. At extremely low temperatures, a third refrigerant circuit is implemented in the refrigerant circulation system 100 and used in parallel with either the first or second refrigerant circuit. This improves compressor performance, generates more heat, and increases system efficiency. This allows the refrigerant circulation system 100 to preheat the battery's water-cooled plate heat exchanger 312 immediately before or after boarding the vehicle in extremely low temperatures, ensuring proper battery function. In this mode, the refrigerant circulation system 100 has two circuits, the first and third refrigerant circuits, providing heating at the first heat exchanger 104 and cooling at the second heat exchanger 106.

[0074] The coolant circulation system 200 in the cabin is designed as follows: coolant originates from the first water pump 207, enters the coolant channel of the second heat exchanger 106 in the refrigerant circulation system, exchanges heat with the refrigerant in the refrigerant channel of the second heat exchanger 106, flows out of the coolant channel outlet of the second heat exchanger 106, passes through the second three-way valve 208, the second three-way pipe 209, and the first three-way valve 201, enters the third heat exchanger 202, and exchanges heat with the outdoor air through the wind generated by the fan 210. From the outlet of the third heat exchanger 202, the coolant passes through the first three-way pipe 203, the controller 204, the motor 205, and the first kettle 206 before returning to the first water pump 207. This circuit meets the heat dissipation requirements of the motor.

[0075] The circuit of the passenger compartment coolant circulation system 300 is that the coolant starts from the second water pump 309 and enters the coolant channel of the first heat exchanger 104 in the refrigerant circulation system 100 to exchange heat with the refrigerant in the refrigerant channel of the first heat exchanger 104, so that the coolant temperature increases, and then passes through the third three-way valve 301, the third water kettle 314, the fourth three-way valve 302, the fifth three-way pipe 310, the third water kettle 314, and the third water pump 311 from the outlet of the coolant channel of the first heat exchanger 104 to enter the water-cooled plate heat exchanger 312 of the battery to heat the water-cooled plate heat exchanger 312 of the battery, so that the temperature of the water-cooled plate heat exchanger 312 of the battery is increased, and then passes through the fifth three-way valve 313, the fourth three-way pipe 307, and the second water kettle 308 from the outlet of the water-cooled plate heat exchanger 312 of the battery to return to the second water pump 309. This circuit meets the heating needs of the battery.

[0076] like Figure 13As shown, the passenger compartment battery dual heating mode features extreme low-temperature hot air bypass. This mode ensures that even in extremely low temperatures, the refrigerant circulation system 100 maintains heat production while simultaneously providing heat to the human body and the battery's water-cooled plate heat exchanger 312. In this mode, the refrigerant circulation system 100 has two circuits: a first refrigerant circulation circuit and a third refrigerant circulation circuit. Heating is achieved at the first heat exchanger 104, while cooling is achieved at the second heat exchanger 106.

[0077] The coolant circulation system 200 in the cabin is designed as follows: coolant originates from the first water pump 207, enters the coolant channel of the second heat exchanger 106 in the refrigerant circulation system, exchanges heat with the refrigerant in the refrigerant channel of the second heat exchanger 106, flows out of the coolant channel outlet of the second heat exchanger 106, passes through the second three-way valve 208, the second three-way pipe 209, and the first three-way valve 201, enters the third heat exchanger 202, and exchanges heat with the outdoor air through the wind generated by the fan 210. From the outlet of the third heat exchanger 202, the coolant passes through the first three-way pipe 203, the controller 204, the motor 205, and the first kettle 206 before returning to the first water pump 207. This circuit allows the third heat exchanger 202 to absorb some of the heat and transfer it to the controller 204 and the motor 205.

[0078] The passenger compartment coolant circulation system 300 comprises three circuits. In the first circuit, coolant flows from the second water pump 309 into the coolant channel of the first heat exchanger 104 in the refrigerant circulation system 100, where it exchanges heat with the refrigerant in the first heat exchanger 104's refrigerant channel, raising the coolant's temperature. The coolant then flows from the outlet of the first heat exchanger 104's coolant channel through the third three-way valve 301 into the second coolant channel of the fourth heat exchanger 303, where it exchanges heat with the coolant in the first coolant channel of the fourth heat exchanger 303 belonging to the cabin coolant circulation system 200, but does not exchange heat with the coolant. The coolant then flows from the outlet of the second coolant channel of the fourth heat exchanger 303 into the fifth heat exchanger 304, where it exchanges heat with the passenger compartment air, raising the passenger compartment air temperature. The coolant then flows from the outlet of the fifth heat exchanger 304 through the third three-way pipe 306, the fourth three-way pipe 307, and the second water tank 308, returning to the second water pump 309. This first circuit satisfies the heat needs of the passengers in the passenger compartment. The second loop is that the coolant starts from the second water pump 309 and enters the coolant channel of the first heat exchanger 104 in the refrigeration circulation system 100 to exchange heat with the refrigerant in the refrigerant channel of the first heat exchanger 104, so that the temperature of the coolant increases, and then passes through the third three-way valve 301, the third water kettle 314, the fourth three-way valve 302, the fifth three-way pipe 310, the third water kettle 314, and the third water pump 311 from the outlet of the coolant channel of the first heat exchanger 104 to enter the water-cooled plate heat exchanger 312 of the battery to heat the water-cooled plate heat exchanger 312 of the battery, so that the temperature of the water-cooled plate heat exchanger 312 of the battery increases, and then passes through the fifth three-way valve 313, the fourth three-way pipe 307, and the second water kettle 308 from the outlet of the water-cooled plate heat exchanger 312 of the battery to return to the second water pump 309. The third loop involves coolant flowing from the third water pump 311 through the battery's water-cooled plate heat exchanger 312, the fifth three-way valve 313, the fifth three-way pipe 310, the third water kettle 314, and finally back to the third water pump 311. The second and third loops work together to cool the battery's water-cooled plate heat exchanger 312. The purpose of using both loops is to control the temperature of the water entering the battery's water-cooled plate heat exchanger 312, preventing damage to the battery's water-cooled plate heat exchanger 312 from high temperatures.

[0079] like Figure 14 As shown, the heating and dehumidification mode. If the humidity in the vehicle remains at a high value for a long time, it may cause the items in the vehicle to mold and rot, reducing the service life of the items, and may also affect electrical components and cause malfunctions. Therefore, a dehumidification function is required to protect the vehicle while maintaining human comfort. In this mode, the refrigerant circulation system 100 uses the second refrigerant circulation loop, cooling at the first heat exchanger 104 and heating at the second heat exchanger 106.

[0080] The coolant circulation system 200 in the cabin begins with the coolant flowing from the first water pump 207 into the coolant channel of the second heat exchanger 106 in the refrigerant circulation system, where it exchanges heat with the refrigerant in the second heat exchanger 106's refrigerant channel. The coolant then flows from the outlet of the second heat exchanger 106's coolant channel through the second three-way valve 208 into the first coolant channel of the fourth heat exchanger 303, where it exchanges heat with the coolant in the second coolant circuit of the fourth heat exchanger 303. From the outlet of the first coolant channel of the fourth heat exchanger 303, the coolant passes through the second three-way pipe 209 and the first three-way valve 201 into the third heat exchanger 202, where it exchanges heat with outdoor air. From the outlet of the third heat exchanger 202, the coolant passes through the first three-way pipe 203, the controller 204, the motor 205, and the first kettle 206 before returning to the first water pump 207. This circuit transfers heat from the second heat exchanger 106 to the fourth heat exchanger 303, ultimately transferring the heat to the fifth heat exchanger 304 within the passenger compartment coolant circulation system 300.

[0081] The passenger compartment coolant circulation system 300 comprises three circuits. In the first circuit, coolant flows from the second water pump 309 into the coolant channel of the first heat exchanger 104 in the refrigerant circulation system 100, where it exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger 104, lowering the coolant temperature. The coolant then flows from the outlet of the coolant channel of the first heat exchanger 104 through the third three-way valve 301 and the fourth three-way valve 302 to the sixth heat exchanger 305, where it exchanges heat with the passenger compartment air, lowering the passenger compartment air temperature. The coolant then flows from the outlet of the sixth heat exchanger 305 through the third three-way pipe 306, the fourth three-way pipe 307, and the second water tank 308, returning to the second water pump 309. In the second circuit, water vapor in the passenger compartment condenses on the sixth heat exchanger 305 and is collected in a water collector for removal. In the second loop, the coolant flows from the second water pump 309 into the coolant channel of the first heat exchanger 104 in the refrigeration circulation system 100, where it exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger 104, lowering the coolant temperature. The coolant then flows from the outlet of the first heat exchanger 104 coolant channel through the third three-way valve 301 into the second coolant channel of the fourth heat exchanger 303, where it exchanges heat with the coolant in the first coolant channel of the fourth heat exchanger 303 belonging to the cabin coolant circulation system 200, raising the coolant temperature. The coolant then flows from the outlet of the second coolant channel of the fourth heat exchanger 303 into the fifth heat exchanger 304, where it exchanges heat with the passenger compartment air, raising the passenger compartment air temperature. The coolant then flows from the outlet of the fifth heat exchanger 304 through the third three-way pipe 306, the fourth three-way pipe 307, and the second water kettle 308, returning to the second water pump 309. The function of this second loop is to heat the dehumidified air, restoring its temperature to its original state, thus achieving constant-temperature dehumidification. The third loop involves coolant flowing from the third water pump 311 through the battery's water-cooled plate heat exchanger 312, the fifth three-way valve 313, the fifth three-way pipe 310, the third water kettle 314, and finally back to the third water pump 311. This third loop meets the battery's minimal cooling needs.

[0082] like Figure 15 As shown, the heating and dehumidification + battery cooling mode. When the humidity in the car is maintained at a high value for a long time, it may cause the items in the car to mold and rot, reducing the service life of the items, and may also affect the electrical components and cause malfunctions. Therefore, a dehumidification function needs to be set to protect the vehicle on the one hand and maintain human comfort on the other. In summer, it may be necessary to meet the dehumidification function while cooling the battery's water-cooled plate heat exchanger 312. In this mode, the refrigerant circulation system 100 uses the second refrigerant circulation loop, cooling at the first heat exchanger 104 and heating at the second heat exchanger 106.

[0083] The coolant circulation system 200 in the cabin begins with the coolant flowing from the first water pump 207 into the coolant channel of the second heat exchanger 106 in the refrigerant circulation system, where it exchanges heat with the refrigerant in the second heat exchanger 106's refrigerant channel. The coolant then flows from the outlet of the second heat exchanger 106's coolant channel through the second three-way valve 208 into the first coolant channel of the fourth heat exchanger 303, where it exchanges heat with the coolant in the second coolant circuit of the fourth heat exchanger 303. From the outlet of the first coolant channel of the fourth heat exchanger 303, the coolant passes through the second three-way pipe 209 and the first three-way valve 201 into the third heat exchanger 202, where it exchanges heat with outdoor air. From the outlet of the third heat exchanger 202, the coolant passes through the first three-way pipe 203, the controller 204, the motor 205, and the first kettle 206 before returning to the first water pump 207. This circuit transfers heat from the second heat exchanger 106 to the fourth heat exchanger 303, ultimately transferring the heat to the fifth heat exchanger 304 within the passenger compartment coolant circulation system 300.

[0084] The passenger compartment coolant circulation system 300 comprises four circuits. In the first circuit, coolant flows from the second water pump 309 into the coolant channel of the first heat exchanger 104 in the refrigerant circulation system 100, where it exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger 104, lowering the coolant temperature. The coolant then flows from the outlet of the coolant channel of the first heat exchanger 104 through the third and fourth three-way valves 301 and 302 to the sixth heat exchanger 305, where it exchanges heat with the passenger compartment air, lowering the passenger compartment air temperature. The coolant then flows from the outlet of the sixth heat exchanger 305 through the third and fourth three-way pipes 306 and 307, and the second water tank 308, returning to the second water pump 309. In the first circuit, water vapor in the passenger compartment condenses on the sixth heat exchanger 305 and collects in a water collector for removal. In the second loop, the coolant flows from the second water pump 309 into the coolant channel of the first heat exchanger 104 in the refrigeration circulation system 100, where it exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger 104, lowering the coolant temperature. The coolant then flows from the outlet of the first heat exchanger 104 coolant channel through the third three-way valve 301 into the second coolant channel of the fourth heat exchanger 303, where it exchanges heat with the coolant in the first coolant channel of the fourth heat exchanger 303 belonging to the cabin coolant circulation system 200, raising the coolant temperature. The coolant then flows from the outlet of the second coolant channel of the fourth heat exchanger 303 into the fifth heat exchanger 304, where it exchanges heat with the passenger compartment air, raising the passenger compartment air temperature. The coolant then flows from the outlet of the fifth heat exchanger 304 through the third three-way pipe 306, the fourth three-way pipe 307, and the second water kettle 308, returning to the second water pump 309. The function of this third loop is to heat the dehumidified air, restoring its temperature to its original state, thus achieving constant-temperature dehumidification. The second loop is that the coolant starts from the second water pump 309 and enters the coolant channel of the first heat exchanger 104 in the refrigeration circulation system 100 to exchange heat with the refrigerant in the refrigerant channel of the first heat exchanger 104, so that the temperature of the coolant is reduced or increased, and then passes through the third three-way valve 301, the fourth three-way valve 302, the fifth three-way pipe 310, the third water kettle 314, and the third water pump 311 from the outlet of the coolant channel of the first heat exchanger 104 to enter the water-cooled plate heat exchanger 312 of the battery to exchange heat with the water-cooled plate heat exchanger 312 of the battery, so that the temperature of the water-cooled plate heat exchanger 312 of the battery is reduced, and then passes through the fifth three-way valve 313, the fourth three-way pipe 307, and the second water kettle 308 from the outlet of the water-cooled plate heat exchanger 312 of the battery. The fourth loop involves coolant flowing from the third water pump 311 through the battery's water-cooled plate heat exchanger 312, the fifth three-way valve 313, the fifth three-way pipe 310, the third water kettle 314, and finally back to the third water pump 311. The third and fourth loops work together to cool the battery's water-cooled plate heat exchanger 312. The purpose of using these two loops is to control the temperature of the water entering the battery's water-cooled plate heat exchanger 312, preventing the coolant from being too cold and damaging the battery's water-cooled plate heat exchanger 312.

[0085] like Figure 16 As shown, in the battery-source heat pump in defrost mode, third heat exchanger 202 is prone to frost formation in winter, affecting heat exchange performance. Heating and defrosting third heat exchanger 202 is necessary. In this mode, refrigerant cycle system 100 uses the second refrigerant circulation loop, providing cooling at first heat exchanger 104 and heating at second heat exchanger 106.

[0086] The coolant circulation system 200 in the cabin is designed as follows: coolant originates from the first water pump 207, enters the coolant channel of the second heat exchanger 106 in the refrigerant circulation system, exchanges heat with the refrigerant in the refrigerant channel of the second heat exchanger 106, and raises the coolant temperature. The coolant then flows from the outlet of the coolant channel of the second heat exchanger 106, passes through the second three-way valve 208, the second three-way pipe 209, and the first three-way valve 201, enters the third heat exchanger 202, and heats the third heat exchanger 202. The coolant then flows from the outlet of the third heat exchanger 202, passes through the first three-way pipe 203, the controller 204, the motor 205, and the first kettle 206, and returns to the first water pump 207. This circuit meets the heating requirements of the third heat exchanger 202, thus melting frost.

[0087] The passenger compartment coolant circulation system 300 follows a circuit in which the coolant flows from the second water pump 309 into the coolant channel of the first heat exchanger 104 in the refrigeration circulation system 100, where it exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger 104, lowering the coolant temperature. The coolant then flows from the outlet of the first heat exchanger 104 through the third three-way valve 301, the fourth three-way valve 302, the fifth three-way pipe 310, the third water tank 314, and the third water pump 311 to the battery's water-cooled plate heat exchanger 312, where it exchanges heat with the battery's water-cooled plate heat exchanger 312, lowering the temperature of the battery's water-cooled plate heat exchanger 312. The coolant then flows from the outlet of the battery's water-cooled plate heat exchanger 312 through the fifth three-way valve 313, the fourth three-way pipe 307, and the second water tank 308, returning to the second water pump 309. In this circuit, the battery's water-cooled plate heat exchanger 312 dissipates heat, leaving no need for heat dissipation.

[0088] like Figure 17 As shown, the heat pump defrost + passenger compartment heating mode uses a battery-powered heat pump. In winter, third heat exchanger 202 is prone to frost, affecting heat exchange performance. Heating and defrosting third heat exchanger 202 is necessary. This also provides heating for the human body. In this mode, refrigerant circulation system 100 utilizes the second refrigerant circuit, providing cooling at first heat exchanger 104 and heating at second heat exchanger 106.

[0089] The circuit in the cabin coolant circulation system 200 is as follows: the coolant starts from the first water pump 207, enters the coolant channel of the second heat exchanger 106 in the refrigerant circulation system, exchanges heat with the refrigerant in the refrigerant channel of the second heat exchanger 106, flows out from the outlet of the coolant channel of the second heat exchanger 106, passes through the second three-way valve 208, enters the first coolant channel of the fourth heat exchanger 303, exchanges heat with the coolant in the second coolant circuit of the fourth heat exchanger 303, flows from the outlet of the first coolant channel of the fourth heat exchanger 303, passes through the second three-way pipe 209 and the first three-way valve 201, enters the third heat exchanger 202, heats and defrosts the third heat exchanger 202, and returns to the first water pump 207 from the outlet of the third heat exchanger 202, passes through the first three-way pipe 203, the controller 204, the motor 205, and the first kettle 206. The function of this loop is to heat and defrost the third heat exchanger 202 , and at the same time transfer the heat in the second heat exchanger 106 to the fourth heat exchanger 303 , so that the heat reaches the fifth heat exchanger 304 in the passenger compartment coolant circulation system 300 .

[0090] The passenger compartment coolant circulation system 300 has two loops. In the first loop, coolant flows from the second water pump 309 into the coolant channel of the first heat exchanger 104 in the refrigeration circulation system 100, where it exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger 104, lowering the coolant temperature. The coolant then flows from the outlet of the coolant channel of the first heat exchanger 104 through the third three-way valve 301, the fourth three-way valve 302, the fifth three-way pipe 310, the third water tank 314, and the third water pump 311 to the battery water-cooled plate heat exchanger 312, where it exchanges heat with the battery water-cooled plate heat exchanger 312, lowering the temperature of the battery water-cooled plate heat exchanger 312. The coolant then flows from the outlet of the battery water-cooled plate heat exchanger 312 through the fifth three-way valve 313, the fourth three-way pipe 307, and the second water tank 308 back to the second water pump 309. In this loop, the battery water-cooled plate heat exchanger 312 dissipates heat, which is no longer required by the latter. In the second loop, the coolant flows from the second water pump 309 into the coolant channel of the first heat exchanger 104 in the refrigeration circulation system 100, where it exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger 104, lowering the coolant temperature. The coolant then flows from the outlet of the coolant channel of the first heat exchanger 104 through the third three-way valve 301 into the second coolant channel of the fourth heat exchanger 303, where it exchanges heat with the coolant in the first coolant channel of the fourth heat exchanger 303 belonging to the cabin coolant circulation system 200, raising the coolant temperature. The coolant then flows from the outlet of the second coolant channel of the fourth heat exchanger 303 into the fifth heat exchanger 304, where it exchanges heat with the passenger compartment air, raising the passenger compartment air temperature. The coolant then flows from the outlet of the fifth heat exchanger 304 through the third three-way pipe 306, the fourth three-way pipe 307, and the second water kettle 308, returning to the second water pump 309. The function of this second loop is to heat the passenger compartment.

[0091] like Figure 18As shown, in the triangular cycle defrost mode, at an extremely low temperature of -20 degrees Celsius, the heat generation effect of the system is not good, regardless of whether it is the first refrigerant circulation loop or the second refrigerant circulation loop. At extremely low temperatures, the third refrigerant circulation loop is adopted in the refrigerant circulation system 100 and used in parallel with the first refrigerant circulation loop or the second refrigerant circulation loop. This can improve the performance of the compressor, generate more heat, and improve the efficiency of the system. In this way, sufficient heat can be provided to the human body at extremely low temperatures. In this mode, there are two loops in the refrigerant circulation system 100, namely the second refrigerant circulation loop and the third refrigerant circulation loop, cooling at the first heat exchanger 104 and heating at the second heat exchanger 106.

[0092] The coolant circulation system 200 in the cabin is designed as follows: coolant originates from the first water pump 207, enters the coolant channel of the second heat exchanger 106 in the refrigerant circulation system, exchanges heat with the refrigerant in the refrigerant channel of the second heat exchanger 106, and raises the coolant temperature. The coolant then flows from the outlet of the coolant channel of the second heat exchanger 106, passes through the second three-way valve 208, the second three-way pipe 209, and the first three-way valve 201, enters the third heat exchanger 202, and heats the third heat exchanger 202. From the outlet of the third heat exchanger 202, the coolant passes through the first three-way pipe 203, the controller 204, the motor 205, and the first kettle 206 before returning to the first water pump 207. This circuit meets the heating requirements of the third heat exchanger 202, thus melting frost.

[0093] The coolant circulation system 300 in the passenger compartment starts from the third water pump 311, passes through the battery's water-cooled plate heat exchanger 312, the fifth three-way valve 313, the fifth three-way pipe 310, the third water tank 314, and then returns to the third water pump 311. This circuit meets the small amount of heat dissipation required by the battery's water-cooled plate heat exchanger 312, maintaining a balanced temperature.

[0094] like Figure 19 As shown, in the triangular cycle defrosting + passenger compartment heating mode, at an extremely low temperature of -20 degrees Celsius, the heat generation effect of the system is not good, regardless of whether it is the first refrigerant circulation loop or the second refrigerant circulation loop. At extremely low temperatures, the third refrigerant circulation loop is adopted in the refrigerant circulation system 100 and used in parallel with the first refrigerant circulation loop or the second refrigerant circulation loop. This can improve the performance of the compressor, generate more heat, and improve the efficiency of the system. In this way, sufficient heat can be provided to the human body at extremely low temperatures. In this mode, there are two loops in the refrigerant circulation system 100, namely the second refrigerant circulation loop and the third refrigerant circulation loop, cooling at the first heat exchanger 104 and heating at the second heat exchanger 106.

[0095] The circuit in the cabin coolant circulation system 200 is as follows: the coolant starts from the first water pump 207, enters the coolant channel of the second heat exchanger 106 in the refrigerant circulation system, exchanges heat with the refrigerant in the refrigerant channel of the second heat exchanger 106, flows out from the outlet of the coolant channel of the second heat exchanger 106, passes through the second three-way valve 208, enters the first coolant channel of the fourth heat exchanger 303, exchanges heat with the coolant in the second coolant circuit of the fourth heat exchanger 303, flows from the outlet of the first coolant channel of the fourth heat exchanger 303, passes through the second three-way pipe 209 and the first three-way valve 201, enters the third heat exchanger 202, heats and defrosts the third heat exchanger 202, and returns to the first water pump 207 from the outlet of the third heat exchanger 202, passes through the first three-way pipe 203, the controller 204, the motor 205, and the first kettle 206. The function of this loop is to heat and defrost the third heat exchanger 202 , and at the same time transfer the heat in the second heat exchanger 106 to the fourth heat exchanger 303 , so that the heat reaches the fifth heat exchanger 304 in the passenger compartment coolant circulation system 300 . The passenger compartment coolant circulation system 300 has two circuits. In the first circuit, coolant flows from the second water pump 309 into the coolant channel of the first heat exchanger 104 in the refrigerant circulation system 100, where it exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger 104, lowering the coolant temperature. The coolant then flows from the outlet of the first heat exchanger 104 coolant channel through the third three-way valve 301 into the second coolant channel of the fourth heat exchanger 303, where it exchanges heat with the coolant in the first coolant channel of the fourth heat exchanger 303 belonging to the cabin coolant circulation system 200, raising the coolant temperature. The coolant then flows from the outlet of the second coolant channel of the fourth heat exchanger 303 into the fifth heat exchanger 304, where it exchanges heat with the passenger compartment air, raising the passenger compartment air temperature. The coolant then flows from the outlet of the fifth heat exchanger 304 through the third three-way pipe 306, the fourth three-way pipe 307, and the second water tank 308, returning to the second water pump 309. This first circuit causes the fifth heat exchanger 304 to generate heat, thereby heating the passenger compartment. The second loop involves coolant flowing from the third water pump 311 through the battery's water-cooled plate heat exchanger 312, the fifth three-way valve 313, the fifth three-way pipe 310, the third water kettle 314, and finally back to the third water pump 311. This loop meets the battery's water-cooled plate heat exchanger 312's minimal heat dissipation needs, maintaining a balanced temperature.

[0096] like Figure 20 As shown, the motor waste heat recovery mode + passenger compartment heating mode motor source. In the new energy vehicle sector, a focus is placed on range. Therefore, it is desirable to recycle the heat generated by the battery's water-cooled plate heat exchanger 312, motor 205, and controller 204 to improve heat utilization. In this mode, the refrigerant cycle system 100 utilizes a first refrigerant circulation loop, generating heat at the first heat exchanger 104 and cooling at the second heat exchanger 106.

[0097] The coolant circulation system 200 in the cabin is designed as follows: coolant originates from the first water pump 207, enters the coolant channel of the second heat exchanger 106 in the refrigerant circulation system, exchanges heat with the refrigerant in the refrigerant channel of the second heat exchanger 106, and then flows out of the coolant channel outlet of the second heat exchanger 106, passes through the second three-way valve 208, the second three-way pipe 209, the first three-way valve 201, the first three-way pipe 203, the controller 204, the motor 205, and the first kettle 206, before returning to the first water pump 207. In this circuit, the heat generated by the controller 204 and the motor 205 is transferred to the second heat exchanger 106, improving the energy efficiency and energy utilization of the refrigerant circulation system 100.

[0098] The passenger compartment coolant circulation system 300 comprises two circuits. In the first circuit, coolant flows from the second water pump 309 into the coolant channel of the first heat exchanger 104 in the refrigerant circulation system 100, where it exchanges heat with the refrigerant in the first heat exchanger 104's refrigerant channel, raising the coolant temperature. The coolant then flows from the outlet of the first heat exchanger 104's coolant channel through the third three-way valve 301 into the second coolant channel of the fourth heat exchanger 303, where it exchanges heat with the coolant in the first coolant channel of the fourth heat exchanger 303 belonging to the cabin coolant circulation system 200, but does not exchange heat with the coolant. The coolant then flows from the outlet of the second coolant channel of the fourth heat exchanger 303 into the fifth heat exchanger 304, where it exchanges heat with the passenger compartment air, raising the passenger compartment air temperature. The coolant then flows from the outlet of the fifth heat exchanger 304 through the third three-way pipe 306, the fourth three-way pipe 307, and the second water tank 308, returning to the second water pump 309. This first circuit satisfies the heat needs of people in the passenger compartment. The second loop involves coolant flowing from the third water pump 311 through the battery's water-cooled plate heat exchanger 312, the fifth three-way valve 313, the fifth three-way pipe 310, the third water tank 314, and finally back to the third water pump 311. This second loop satisfies the battery's minimal heat dissipation needs, maintaining a relatively balanced temperature at the battery's water-cooled plate heat exchanger 312.

[0099] like Figure 21 As shown, the motor waste heat recovery + battery heating mode motor source heat pump is more concerned about the driving range in the field of new energy vehicles, so it is hoped that the heat generated by the battery water-cooled plate heat exchanger 312, motor 205, and controller 204 can be recycled and utilized to improve the utilization rate of heat.

[0100] In this mode, the refrigerant cycle system 100 uses the first refrigerant cycle circuit, generating heat at the first heat exchanger 104 and cooling at the second heat exchanger 106 .

[0101] The loop in the cabin cooling liquid circulation system 200 is that the cooling liquid is sent out from the first water pump 207, enters the cooling liquid channel of the second heat exchanger 106 in the refrigerant circulation system, exchanges heat with the refrigerant in the refrigerant channel of the second heat exchanger 106, flows out from the outlet of the cooling liquid channel of the second heat exchanger 106, passes through the second three-way valve 208, the second three-way pipe 209, the first three-way valve 201, the first three-way pipe 203, the controller 204, the motor 205, the first water kettle 206, and returns to the first water pump 207. In this loop, the heat generated by the controller 204 and the motor 205 is given to the second heat exchanger 106, which improves the energy efficiency of the refrigerant circulation system 100 and improves the energy utilization rate.

[0102] The loop of the passenger cabin cooling liquid circulation system 300 is that the cooling liquid is sent out from the second water pump 309, enters the cooling liquid channel of the first heat exchanger 104 in the refrigerant circulation system 100, exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger 104, and the temperature of the cooling liquid is raised. Then, the cooling liquid flows out from the outlet of the cooling liquid channel of the first heat exchanger 104, passes through the third three-way valve 301, the third water kettle 314, the fourth three-way valve 302, the fifth three-way pipe 310, the third water kettle 314, the third water pump 311, enters the water-cooled plate heat exchanger 312 of the battery, heats the water-cooled plate heat exchanger 312 of the battery, raises the temperature of the water-cooled plate heat exchanger 312 of the battery, and then flows out from the outlet of the water-cooled plate heat exchanger 312 of the battery, passes through the fifth three-way valve 313, the fourth three-way pipe 307, the second water kettle 308, and returns to the second water pump 309. This loop meets the demand for heating the battery.

[0103] As shown in Figure 22 The motor waste heat recovery + battery heating mode motor source heat pump is concerned about the endurance mileage in the field of new energy vehicles, so it is hoped that the heat generated by the water-cooled plate heat exchanger 312 of the battery, the motor 205, and the controller 204 can be recycled and utilized to improve the heat utilization rate.

[0104] In this mode, the refrigerant circulation system 100 uses the first refrigerant circulation loop, heats at the first heat exchanger 104, and cools at the second heat exchanger 106.

[0105] The coolant circulation system 200 in the cabin is designed as follows: coolant originates from the first water pump 207, enters the coolant channel of the second heat exchanger 106 in the refrigerant circulation system, exchanges heat with the refrigerant in the refrigerant channel of the second heat exchanger 106, and then flows out of the coolant channel outlet of the second heat exchanger 106, passes through the second three-way valve 208, the second three-way pipe 209, the first three-way valve 201, the first three-way pipe 203, the controller 204, the motor 205, and the first kettle 206, before returning to the first water pump 207. In this circuit, the heat generated by the controller 204 and the motor 205 is transferred to the second heat exchanger 106, improving the energy efficiency and energy utilization of the refrigerant circulation system 100.

[0106] The passenger compartment coolant circulation system 300 comprises three circuits. In the first circuit, coolant flows from the second water pump 309 into the coolant channel of the first heat exchanger 104 in the refrigerant circulation system 100, where it exchanges heat with the refrigerant in the first heat exchanger 104's refrigerant channel, raising the coolant's temperature. The coolant then flows from the outlet of the first heat exchanger 104's coolant channel through the third three-way valve 301 into the second coolant channel of the fourth heat exchanger 303, where it exchanges heat with the coolant in the first coolant channel of the fourth heat exchanger 303 belonging to the cabin coolant circulation system 200, but does not exchange heat with the coolant. The coolant then flows from the outlet of the second coolant channel of the fourth heat exchanger 303 into the fifth heat exchanger 304, where it exchanges heat with the passenger compartment air, raising the passenger compartment air temperature. The coolant then flows from the outlet of the fifth heat exchanger 304 through the third three-way pipe 306, the fourth three-way pipe 307, and the second water tank 308, returning to the second water pump 309. This first circuit satisfies the heat needs of the passengers in the passenger compartment. The second loop is that the coolant starts from the second water pump 309 and enters the coolant channel of the first heat exchanger 104 in the refrigeration circulation system 100 to exchange heat with the refrigerant in the refrigerant channel of the first heat exchanger 104, so that the temperature of the coolant increases, and then passes through the third three-way valve 301, the third water kettle 314, the fourth three-way valve 302, the fifth three-way pipe 310, the third water kettle 314, and the third water pump 311 from the outlet of the coolant channel of the first heat exchanger 104 to enter the water-cooled plate heat exchanger 312 of the battery to heat the water-cooled plate heat exchanger 312 of the battery, so that the temperature of the water-cooled plate heat exchanger 312 of the battery increases, and then passes through the fifth three-way valve 313, the fourth three-way pipe 307, and the second water kettle 308 from the outlet of the water-cooled plate heat exchanger 312 of the battery to return to the second water pump 309. The third loop involves coolant flowing from the third water pump 311 through the battery's water-cooled plate heat exchanger 312, the fifth three-way valve 313, the fifth three-way pipe 310, the third water kettle 314, and finally back to the third water pump 311. The second and third loops work together to cool the battery's water-cooled plate heat exchanger 312. The purpose of using both loops is to control the temperature of the water entering the battery's water-cooled plate heat exchanger 312, preventing damage to the battery's water-cooled plate heat exchanger 312 from high temperatures.

[0107] The control process for the refrigerant circulation circuit and the passenger compartment circulation circuit in dual cooling mode includes the following steps: First, after dual cooling mode is recognized, the direction of the first four-way valve is set so that the compressor outlet is connected to the first electronic expansion valve. An algorithm determines the target compressor speed for this mode based on the cooler temperature, battery temperature, and ambient temperature. The compressor is shut down until the controller receives a signal indicating the compressor speed is zero, completing the shutdown. Restarting the compressor requires a certain amount of time, during which the electronic expansion valve is set to its maximum opening to balance the pressures on the high- and low-pressure sides of the refrigerant circulation system to prevent liquid hammering in the compressor. All water pumps and fans on the water side are shut down. After the compressor restart time has elapsed, the controller is used to restart the compressor to the target speed. The opening of the second electronic expansion valve is set to a constant value based on the actual compressor speed. This gradually builds up a pressure differential between the high- and low-pressure sides of the compressor, ultimately achieving a stable pressure on the low-pressure side of the compressor, signaling successful compressor startup. The controller algorithm then determines the opening of the electronic expansion valve based on the compressor speed, the evaporator outlet superheat, and a corresponding reference superheat. This value is then applied to the electronic expansion valve, ensuring a relatively stable refrigerant flow.

[0108] The passenger compartment circulation loop first requires setting the valves to meet the dual cooling circuit mode. Three-way valve 301 is set to connect the first heat exchanger 104 to three-way valve 302. The opening of three-way proportional valve 302 to the cooler is set to 0, and the opening of the three-way proportional valve to the battery is set to 0. Water pumps 309 and 314 are then turned on to begin cooling the passenger compartment and battery. To control the passenger compartment and battery temperatures at a reasonable rate and prevent damage to the battery from excessively low temperatures at the battery water inlet, real-time opening control of three-way proportional valves 302 and 313 is required. Temperature sensors at the cooler and battery water inlets detect their respective inlet temperatures and transmit these temperature signals to a controller. After algorithmic processing, the controller outputs the openings of three-way proportional valves 302 and 313 and executes these opening controls, achieving feedback regulation and ultimately stabilizing the passenger compartment water circuit.

[0109] The logic from compressor startup to water circuit control in the ultra-low temperature dual heating mode includes the following: First, after determining that the mode is enabled, compressor 101 is prepared for startup. All water pumps are shut down, the first electronic expansion valve 103 is closed, and the second electronic expansion valve 108 is closed, completing compressor startup preparations. Next, low-temperature startup of compressor 101 is initiated. The compressor is started and maintained at a low speed, allowing the discharge pressure to continuously increase until the minimum pressure P1 required to open the third electronic expansion valve 108 is reached. The third electronic expansion valve 108 is then opened, and the discharge pressure continues to increase until it exceeds the maximum pressure P2 required for the third electronic expansion valve 108. This initial pressure differential across the compressor is established through the third electronic expansion valve 108, preventing compressor startup failure. The water-side water pump and fan are then started, the second electronic expansion valve 105 is opened, and the third electronic expansion valve 108 is closed. The compressor speed, the second electronic expansion valve opening, and the water-side water pump opening are then controlled until the discharge pressure exceeds P2 and the suction superheat is greater than or equal to T and remains stable. This completes low-temperature startup of the compressor.

[0110] Next, we officially enter the delta cycle dual heating configuration. Set the opening of the third electronic expansion valve 108 to the default opening, set the openings of all water pumps on the water side to the default openings, increase the compressor speed, and set the opening of the second electronic expansion valve 105 to a reasonable value based on the compressor speed. By adjusting the opening of the third electronic expansion valve 108.

[0111] The control logic for the heating and dehumidification mode includes the following: When the mode is determined to be heating and dehumidification mode, the water circuit valves are first controlled. Three-way valve 208 is set to connect 106 and 303, three-way valve 201 is set to connect 209 and 202, the opening of three-way proportional valve 301 to heat exchanger 303 is set to 0, three-way proportional valve 302 is set to connect the cooler to three-way proportional valve 301, and the opening of 310 is set to 0, three-way proportional valve 313 is set to connect the battery to 310, and the opening of 307 is set to 0, and all water pumps and fans are controlled to default openings. A determination is made as to whether the outlet air temperature of heat exchanger 305 meets the requirements for dehumidification mode. If not, the opening of electronic expansion valve 105 is adjusted according to the outlet water temperature of heat exchanger 104 until the outlet air temperature of heat exchanger 305 meets the requirements for dehumidification mode. The system then determines whether the cooling capacity of heat exchanger 305 meets the dehumidification mode requirements. If not, the speed of compressor 101 is adjusted, and the opening of electronic expansion valve 105 is adjusted to match the compressor speed until the cooling capacity of heat exchanger 305 meets the dehumidification mode requirements. The heating and dehumidification mode ends after a certain period of time. The system determines whether the outlet air temperature of heat exchanger 304 meets the heating requirements. If not, the air volume at outdoor radiator 202 is reduced. If the outlet air temperature requirement is still not met, the outdoor heat exchanger 202 is short-circuited, and the next step is to determine whether the heating capacity of heat exchanger 304 meets the heating requirements. If not, the air volume at heat exchanger 202 and the opening of water pump 207 are adjusted until the heating capacity of heat exchanger 304 meets the heating requirements. The heating and dehumidification mode ends after a certain period of time.

[0112] Compared with the existing secondary circuit thermal management system, the present invention uses a first four-way valve 102 in the refrigerant circulation system 100, allowing the refrigerant entering the first heat exchanger 104 to be in a high-temperature and high-pressure gas state or a low-temperature and low-pressure liquid state. In this way, the heating and cooling needs of the passenger compartment coolant circulation system 300 are met only through the first heat exchanger 104, reducing the complexity of the water circuit, reducing the number of water circuit valves, reducing costs, and reducing flow resistance.

[0113] In the passenger compartment coolant circulation system 300, a fourth heat exchanger 303 is positioned before the fifth heat exchanger 304 to exchange heat with the cabin coolant circulation system 200. This allows the low-temperature coolant at the outlet of the first heat exchanger 104 to pass through the sixth heat exchanger 305 while simultaneously being heated by the fourth heat exchanger 303 in a branch line from the fifth heat exchanger 304. This heat is then transferred to the fifth heat exchanger 304, achieving a dehumidification effect. This replaces the PTC (Positive Temperature Coefficient) and reduces system costs. Furthermore, in extremely low temperature conditions, the fourth heat exchanger 303 can transfer heat generated by the stalled motor 205 to the battery's water-cooled plate heat exchanger 312, improving system energy utilization.

[0114] In the refrigerant circulation system 100, a bypass branch with a third electronic expansion valve 108 is set at the outlet of the compressor 101 and the outlet of the gas-liquid separator 107, so that the temperature of the refrigerant gas entering the compressor 101 increases, the mass flow rate increases, the compressor speed increases, and the system heating capacity is increased, which solves the problem of poor heating effect of the heat pump under extremely low temperature conditions.

[0115] The coolant system is divided into a cabin coolant circulation system 200 and a passenger compartment coolant circulation system 300. These two systems are independent of each other, which reduces the complexity of the coolant side system.

[0116] The above-mentioned specific implementation can be partially adjusted in different ways by those skilled in the art without departing from the principles and purpose of the present invention. The scope of protection of the present invention shall be based on the claims and shall not be limited by the above-mentioned specific implementation. All implementation schemes within its scope shall be subject to the constraints of the present invention.

Claims

1. An automotive thermal management system, characterized in that: include: Interconnected refrigerant circulation system, cabin coolant circulation system and passenger compartment coolant circulation system; The refrigerant circulation system includes: a compressor, a first four-way valve, a first electronic expansion valve, a first heat exchanger, a second electronic expansion valve, a second heat exchanger, a gas-liquid separator, and a third electronic expansion valve, wherein: the third electronic expansion valve is arranged between the first end a and the third end c of the first four-way valve, the compressor and the gas-liquid separator are arranged in sequence between the first end a and the third end c of the first four-way valve, and the first electronic expansion valve, the first heat exchanger, the second electronic expansion valve, and the second heat exchanger are arranged in sequence between the second end b and the fourth end d of the first four-way valve; The cabin coolant circulation system includes: a first three-way valve, a third heat exchanger, a first three-way pipe, a controller, a motor, a first kettle, and a first water pump connected in sequence, wherein: the first three-way valve is further connected to the first three-way pipe, the output end of the first water pump is connected to the input end of the refrigerant channel of the second heat exchanger, a second three-way valve and a second three-way pipe are provided between the first three-way valve and the refrigerant channel output ends of the second heat exchanger, and the second three-way valve and the second three-way pipe are further connected to the fourth heat exchanger; The passenger compartment coolant circulation system includes: a third three-way valve, a fourth three-way valve, a fourth heat exchanger, a fifth heat exchanger, a sixth heat exchanger, a third three-way pipe, a fourth three-way pipe, a second water kettle, a second water pump, a fifth three-way pipe, a third water pump, a battery, a fifth three-way valve and a third water kettle, wherein: the second water pump, the second water kettle, the fourth three-way pipe, the fifth three-way valve, the fifth three-way pipe, the fourth three-way valve and the third three-way valve are sequentially arranged between the refrigerant channel input end and the output end of the first heat exchanger; the fourth heat exchanger, the fifth heat exchanger and the third three-way pipe are sequentially arranged between the third end of the third three-way valve and the third end of the fourth three-way pipe; the sixth heat exchanger is arranged between the third end of the fourth three-way valve and the third end of the third three-way pipe; the third water kettle, the third water pump and the battery water cooling plate heat exchange component are sequentially arranged between the third end of the fifth three-way pipe and the third end of the fifth three-way valve.

2. The automotive thermal management system according to claim 1, wherein: The first heat exchanger is a plate heat exchanger having a refrigerant channel and a passenger compartment coolant channel that are independent of each other and can perform heat transfer.

3. The automotive thermal management system according to claim 1, wherein: The second heat exchanger is a plate heat exchanger having relatively independent refrigerant channels and cabin coolant channels that can perform heat transfer.

4. A control method based on the system according to any one of claims 1 to 3, characterized in that: Including the following working modes: passenger compartment cooling mode, battery cooling mode, passenger compartment cooling + battery dual cooling mode, passenger compartment heating mode, battery heating mode, passenger compartment battery dual heating mode, passenger compartment heating mode extremely low temperature hot air bypass, battery heating mode extremely low temperature hot air bypass, passenger compartment battery dual heating mode extremely low temperature hot air bypass, heating and dehumidification mode, heating and dehumidification + battery cooling mode, heat pump defrost mode battery source heat pump, heat pump defrost + passenger compartment heating mode battery source heat pump, delta cycle defrost mode, delta cycle defrost + passenger compartment heating mode, motor waste heat recovery mode + passenger compartment heating mode motor source, motor waste heat recovery + battery heating mode motor source heat pump, motor waste heat recovery + dual heating mode motor source heat pump.

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