Whole vehicle thermal management system and control method thereof

Abstract

The invention discloses a whole vehicle thermal management system and a control method thereof, belongs to the technical field of thermal management systems, and is designed for solving the problems that an existing thermal management system is complex in structure and the like. The invention discloses a vehicle thermal management system. The vehicle thermal management system comprises a motor; the front end heat exchange module comprises a motor heat dissipation water tank, and one end of a cooling water pipeline of the motor is connected to the motor heat dissipation water tank; the cabin air conditioner assembly comprises a warm air core body and an evaporator. The cabin end heat exchange assembly comprises a compressor; the battery assembly comprises a battery, a battery heat exchanger and a positive temperature coefficient heater; and one port of the proportional valve is connected to the motor heat dissipation water tank, and the other port of the proportional valve is connected to a pipeline between the motor and the motor heat dissipation water tank. According to the whole vehicle thermal management system and the control method thereof, the whole structure is simple and reasonable, the temperature adjustment response speed is high, and a cabin feels more comfortable; the control method is convenient to operate, good in use experience and high in comfort.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of thermal management system, in particular to a whole vehicle thermal management system and a control method thereof. BACKGROUND

[0002] Air conditioners are usually installed in vehicles such as automobiles to make the temperature in the driver's cabin and the passenger cabin more suitable. The components such as the motor and the battery of the vehicle generate heat when working, and need to be cooled in time, or heated in time to make the motor and the battery work in a suitable temperature environment.

[0003] In order to simplify the control method of all temperature regulation related devices in the vehicle, a thermal management system is provided in some existing vehicles, which can control the temperature of the passenger cabin air conditioner, the motor and the battery at the same time. Specifically, in the refrigerant circulation loop of the thermal management system, the compressor is connected to the refrigerant inlet of the water-cooled condenser LCC, the water-cooled condenser is connected to the inlet of the liquid storage dryer RD, the liquid storage dryer is connected to the high-pressure side inlet of the coaxial heat exchanger IHX, the coaxial heat exchanger is connected to the refrigerant inlet of the chiller through the throttling electronic expansion valve EXV2, the chiller is connected to the low-pressure side inlet of the coaxial heat exchanger IHX, the coaxial heat exchanger is connected to the suction port of the compressor, and the air supplementing electronic expansion valve EXV1 is connected in parallel across the compressor COMP, and the cooling liquid circulation loop exchanges heat with the refrigerant circulation loop through the chiller and the water-cooled condenser.

[0004] The defects of the existing thermal management system include: complex structure, complicated control method, inconvenient to use; slow response speed of temperature regulation of the passenger cabin air conditioner, the motor and the battery, poor use experience, and poor comfort. SUMMARY

[0005] The present application aims to provide a whole vehicle thermal management system and a control method thereof, which solves the problem of complex structure of the existing thermal management system and has good use experience.

[0006] To achieve this goal, on the one hand, the present application adopts the following technical solutions:

[0007] The whole vehicle thermal management system comprises: a motor; a front-end heat exchange module comprising a motor cooling water tank, one end of a cooling water pipeline of the motor being connected to the motor cooling water tank; a passenger cabin air conditioner assembly comprising a heater core and an evaporator; a passenger cabin end heat exchange assembly comprising a compressor; a battery assembly comprising a battery, a battery heat exchanger and a positive temperature coefficient heater, the other end of the cooling water pipeline of the motor being connected to the battery assembly; and a proportional valve, one port of the proportional valve being connected to the motor cooling water tank and the other port of the proportional valve being connected to a pipeline between the motor and the motor cooling water tank.

[0008] In one preferred embodiment, the front-end heat exchange module further comprises an air-cooled micro-channel condenser, one end of the air-cooled micro-channel condenser is connected to the compressor, the other end of the air-cooled micro-channel condenser is connected to the battery heat exchanger; another port of the proportional valve is connected to the battery assembly; or, the front-end heat exchange module further comprises a low-temperature heat dissipation water tank, a first port of the low-temperature heat dissipation water tank is connected to the compressor, a second port of the low-temperature heat dissipation water tank is connected to the battery heat exchanger, a third port and a fourth port of the low-temperature heat dissipation water tank are respectively connected to two ends of the heater core; another port of the proportional valve is connected to the battery assembly; or, the front-end heat exchange module further comprises two low-temperature heat dissipation water tanks, a first port of one of the low-temperature heat dissipation water tanks is connected to the compressor, a second port is connected to the evaporator, a third port and a fourth port are respectively connected to two ends of the heater core; a first port of the other low-temperature heat dissipation water tank is connected to the compressor, a second port is connected to the battery heat exchanger, a third port is connected to another port of the proportional valve, and a fourth port is connected to the battery assembly.

[0009] In one preferred embodiment, when the front-end heat exchange module further comprises an air-cooled micro-channel condenser, the front-end heat exchange module further comprises a low-temperature heat dissipation water tank, and / or the front-end heat exchange module further comprises two parallel low-temperature heat dissipation water tanks, the inlet end of the compressor can be connected to a gas-liquid separator; when the front-end heat exchange module further comprises an air-cooled micro-channel condenser and / or the front-end heat exchange module further comprises a low-temperature heat dissipation water tank, the inlet end of the compressor can be connected to a liquid accumulator through a coaxial pipe.

[0010] In one preferred embodiment, the battery assembly further comprises a first four-way valve and a second four-way valve, the B port of the first four-way valve is connected to one end of the battery heat exchanger, the C port of the first four-way valve is connected to the E port of the second four-way valve, the D port of the first four-way valve is connected to the motor; when the front-end heat exchange module further comprises an air-cooled micro-channel condenser or a low-temperature heat dissipation water tank, the A port of the first four-way valve is connected to the proportional valve; when the front-end heat exchange module further comprises two parallel low-temperature heat dissipation water tanks, the A port of the first four-way valve is connected to the fourth port of the other low-temperature heat dissipation water tank; the F port of the second four-way valve is connected to the battery heat exchanger, the G port of the second four-way valve is connected to the positive temperature coefficient heater, and the H port of the second four-way valve is connected to the battery.

[0011] In another aspect, the present application adopts the following technical solutions:

[0012] The control method of the whole vehicle thermal management system is based on the whole vehicle thermal management system, in the refrigeration operation mode, the cooling pipeline where the motor is located is connected in parallel with the cooling pipeline where the front end heat exchange module is located, the opening degree of the water supply temperature adjusting proportional valve based on the motor electric control, the motor radiator is used for refrigeration heat dissipation of the motor and the cabin air conditioning assembly respectively; the cooling pipeline where the battery is located is connected in series with the cooling pipeline where the battery heat exchanger is located, and the cold energy of the battery heat exchanger is used for refrigeration heat dissipation of the battery.

[0013] In one preferred embodiment, in the air source heat pump operation mode, the battery and the positive temperature coefficient heater are independently operated in the loop, the positive temperature coefficient heater is used for heating the battery; the heat absorbed by the motor radiator from the air is used for heating the cabin air conditioning assembly through the battery heat exchanger.

[0014] In one preferred embodiment, in the motor electric control source heat pump operation mode, the battery and the positive temperature coefficient heater are independently operated in the loop, the positive temperature coefficient heater is used for heating the battery; the heat of the motor is transmitted to the battery heat exchanger, and the battery heat exchanger can transmit the heat to the cabin air conditioning assembly.

[0015] In one preferred embodiment, in the battery source heat pump operation mode, the cooling pipeline where the battery is located is connected in series with the cooling pipeline where the battery heat exchanger is located, and the heat on the battery is used for heating the cabin air conditioning assembly through the battery heat exchanger.

[0016] In one preferred embodiment, in the natural cooling operation mode, the cooling pipeline where the battery is located, the cooling pipeline where the battery heat exchanger is located, the cooling pipeline where the front end heat exchange module is located and the cooling pipeline where the motor is located are sequentially connected to form a closed pipeline, and the heat generated by the battery is exchanged with the air at the battery heat exchanger; the front end heat exchange module is used for refrigeration heat dissipation of the cabin air conditioning assembly.

[0017] In one preferred embodiment, in the natural heating operation mode, the cooling pipeline where the battery is located, the cooling pipeline where the battery heat exchanger is located and the cooling pipeline where the motor is located are sequentially connected to form a closed pipeline, the heat generated by the motor electric control is used for heating the battery through the battery heat exchanger, and the positive temperature coefficient heater is used for heating the battery.

[0018] The whole vehicle thermal management system disclosed by the application can regulate the temperature of the motor through the refrigerant, the cabin end heat exchange assembly and the battery heat exchanger can regulate the temperature of the cabin air conditioning assembly, the battery heat exchanger and the positive temperature coefficient heater can regulate the temperature of the battery, the overall structure is simple and reasonable, the temperature regulation response speed is fast, and the cabin is more comfortable; the control method is convenient to operate and has good use experience.

[0019] The control method of the whole vehicle thermal management system disclosed by the application is based on the whole vehicle thermal management system described above, and has the advantages of simple control method, convenient operation, good use experience, fast response speed when adjusting temperature, and better comfort. BRIEF DESCRIPTION OF DRAWINGS

[0020] Figure 1 is a structural schematic diagram of a whole vehicle thermal management system of a first structure provided by the embodiment of the application;

[0021] Figure 2 is a structural schematic diagram of a whole vehicle thermal management system of a second structure provided by the embodiment of the application;

[0022] Figure 3 is a structural schematic diagram of a whole vehicle thermal management system of a third structure provided by the embodiment of the application;

[0023] Figure 4 is a structural schematic diagram of a whole vehicle thermal management system of a fourth structure provided by the embodiment of the application;

[0024] Figure 5 is a structural schematic diagram of a whole vehicle thermal management system of a fifth structure provided by the embodiment of the application;

[0025] Figures 6 to 10 are structural schematic diagrams of five structures of whole vehicle thermal management systems provided by the embodiment of the application in a refrigeration operation mode, respectively;

[0026] Figures 11 to 15 are structural schematic diagrams of five structures of whole vehicle thermal management systems provided by the embodiment of the application in an air source heat pump operation mode, respectively;

[0027] Figures 16 to 20 are structural schematic diagrams of five structures of whole vehicle thermal management systems provided by the embodiment of the application in a motor electric control source heat pump operation mode, respectively;

[0028] Figures 21 to 25 are structural schematic diagrams of five structures of whole vehicle thermal management systems provided by the embodiment of the application in a battery source heat pump operation mode, respectively;

[0029] Figures 26 to 30 are structural schematic diagrams of five structures of whole vehicle thermal management systems provided by the embodiment of the application in a natural cooling operation mode, respectively;

[0030] Figures 31 to 34 are structural schematic diagrams of four structures of whole vehicle thermal management systems provided by the embodiment of the application in a natural cooling operation mode, respectively;

[0031] Figures 35 to 38The structural schematic diagrams of four structures of the whole vehicle thermal management system provided by the embodiment of the present application in the natural cooling and compressor combined cooling operation mode are respectively shown in Figures 1 to 4.

[0032] Figures 39 to 43 The structural schematic diagrams of five structures of the whole vehicle thermal management system provided by the embodiment of the present application in the natural heating operation mode are respectively shown in Figures 5 to 9.

[0033] Figures 44 to 47 The structural schematic diagrams of four structures of the whole vehicle thermal management system provided by the embodiment of the present application in the natural heating operation mode are respectively shown in Figures 5 to 8.

[0034] In the drawings:

[0035] 1, motor; 2, front end heat exchange module; 3, cabin air conditioning assembly; 6, proportional valve; 7, cabin positive temperature coefficient heater; 21, motor heat dissipation water tank; 22, air-cooled micro-channel condenser; 23, low-temperature heat dissipation water tank; 31, warm air core; 32, evaporator; 41, compressor; 42, gas-liquid separator; 43, coaxial pipe; 44, liquid accumulator; 51, battery; 52, battery heat exchanger; 53, positive temperature coefficient heater; 541, first four-way valve; 542, second four-way valve. DETAILED DESCRIPTION

[0036] In order to make the above objectives, characteristics and advantages of the present application more apparent, obvious and easy to understand, the specific embodiments of the present application are described in detail below with reference to the drawings. In the following description, a large number of specific details are set forth in order to provide a sufficient understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without departing from the scope of the present application, so the present application is not limited to the specific embodiments disclosed below.

[0037] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0038] In addition, the terms "first", "second", etc. are used herein only to describe different instances, and are not used to denote or imply relative importance or a number of indications of the technical features indicated. Thus, the technical features defined with "first", "second", etc. can explicitly or implicitly include at least one of the technical features. In the description of the present application, the meaning of "a plurality of" is at least two, such as two, three, etc., unless otherwise explicitly specified and limited.

[0039] In the present application, unless otherwise explicitly specified and limited, the terms "mounting", "connecting", "connecting", "fixing" and the like should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements, unless otherwise explicitly limited. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0040] In the present application, unless otherwise explicitly specified and limited, the first feature is "on" or "under" the second feature, which can be direct contact between the first and second features, or indirect contact between the first and second features through an intermediate medium. Moreover, the first feature "above", "above" and "above" the second feature can be directly above or obliquely above the first feature, or only indicate that the horizontal height of the first feature is higher than that of the second feature. The first feature "below", "below" and "below" the second feature can be directly below or obliquely below the first feature, or only indicate that the horizontal height of the first feature is less than that of the second feature.

[0041] It should be noted that when an element is referred to as "fixed to" or "disposed on" another element, it can be directly on the other element or there can be a middle element. When an element is considered to be "connected" to another element, it can be directly connected to the other element or there can be a middle element. The terms "vertical", "horizontal", "up", "down", "left", "right" and similar expressions used herein are for illustrative purposes only and are not the only embodiment.

[0042] The present embodiment discloses a whole vehicle thermal management system, such as Figures 1 to 5As shown, the whole vehicle thermal management system includes a motor 1, a front end heat exchange module 2, a cabin air conditioning assembly 3, a cabin end heat exchange assembly, a battery assembly and a proportional valve 6. The front end heat exchange module 2 includes a motor heat dissipation water tank 21, one end of a cooling water pipeline of the motor 1 being connected to the motor heat dissipation water tank 21. The cabin air conditioning assembly 3 includes a warm air core 31 for temperature rise and an evaporator 32 for temperature drop. The cabin end heat exchange assembly includes a compressor 41, which can drive the circulation of refrigerant to start the temperature regulation. The battery assembly includes a battery 51, a battery heat exchanger 52 and a positive temperature coefficient heater 53, the other end of the cooling water pipeline of the motor 1 being connected to the battery assembly. One port of the proportional valve 6 is connected to the motor heat dissipation water tank 21, and the other port of the proportional valve 6 is connected to the pipeline between the motor 1 and the motor heat dissipation water tank 21, which can connect the motor heat dissipation water tank 21 into the water pipeline or bypass it.

[0043] In the whole vehicle thermal management system, the motor heat dissipation water tank 21 can regulate the temperature of the motor 1 through the refrigerant, the cabin end heat exchange assembly and the battery heat exchanger 52 can regulate the temperature of the cabin air conditioning assembly 3, and the battery heat exchanger 52 and the positive temperature coefficient heater 53 can regulate the temperature of the battery 51. The whole structure is simple and reasonable, the temperature regulation response speed is fast, and the cabin is more comfortable. The control method is easy to operate and has good use experience.

[0044] In order to further improve the comfort in the cabin, a refrigerant side condensation heat dissipation device needs to be added on the cabin side.

[0045] As shown in Figure 1 and Figure 2 , the front end heat exchange module 2 further includes an air-cooled micro-channel condenser 22 with a liquid reservoir, one end of the air-cooled micro-channel condenser 22 being connected to the compressor 41, and the other end of the air-cooled micro-channel condenser 22 being connected to the battery heat exchanger 52. The warm air core 31 is connected with a low-temperature heat dissipation water tank 23 (LCC). The proportional valve 6 has still another port connected to the battery assembly. The specific structure of the proportional valve 6 is not limited, which can be a two-way proportional valve or a three-way proportional valve. In this embodiment, a three-way proportional valve is taken as an example for description.

[0046] The motor heat dissipation water tank 21 and the air-cooled micro-channel condenser 22 form a combined structure. The heat of the motor 1 electric control is dissipated through the motor heat dissipation water tank 21, and the heat load of the motor heat dissipation water tank 21 is 33kW. The condensation heat of the refrigerant side of the refrigeration system is dissipated through the air-cooled micro-channel condenser 22, and the heat load of the air-cooled micro-channel condenser 22 is 27kW. The heat load of the low-temperature heat dissipation water tank 23 is 5kW. The motor heat dissipation water tank 21 undertakes the main heat dissipation task, the size of the low-temperature heat dissipation water tank 23 is relatively small, and the size of the motor heat dissipation water tank 21 is relatively large, so the heat dissipation efficiency is high.

[0047] According to the different component structures of the cabin end heat exchange assembly, the whole vehicle thermal management system can be divided into two different structures. The first structure is shown in Figure 1 , the inlet end of the compressor 41 can be connected to the gas-liquid separator 42. The second structure is shown in Figure 2 , the inlet end of the compressor 41 can be connected to the liquid reservoir 44 through the coaxial pipe 43. The gas-liquid separator 42 and the coaxial pipe 43 and the liquid reservoir 44 combination structure each have advantages, which can be selected according to specific conditions.

[0048] As shown in Figure 3 and Figure 4 , the front end heat exchange module 2 can also include a low-temperature heat dissipation water tank 23. The first port of the low-temperature heat dissipation water tank 23 is connected to the compressor 41, the second port is connected to the battery heat exchanger 52, and the third port and the fourth port are respectively connected to the two ends of the heater core 31; another port of the proportional valve 6 is connected to the battery assembly. The specific structure of the proportional valve 6 is not limited, which can be a two-way proportional valve or a three-way proportional valve, and the three-way proportional valve is taken as an example for illustration in the embodiment.

[0049] The whole vehicle thermal management system includes a motor heat dissipation water tank 21 and a low-temperature heat dissipation water tank 23, and the motor heat dissipation water tank 21 is used for heat dissipation of the motor 1 and heat dissipation of the low-temperature heat dissipation water tank 23 at the same time, that is, the heat load of the motor heat dissipation water tank 21 is the heat load 33 kW of the motor 1 plus the condensation heat load 27 kW of the refrigerant side, totaling 60 kW, which requires a relatively large size. The low-temperature heat dissipation water tank 23 is used for condensation heat dissipation of the refrigeration system, and the heat load of the low-temperature heat dissipation water tank 23 is 27 kW.

[0050] Compared with the previous whole vehicle thermal management system, the air-cooled micro-channel condenser 22 (as shown in Figure 1 ) is cancelled, and the front end heat exchange module 2 only needs to be connected with the water circuit and the three-source heat pump unit, without the management connection of high-temperature and high-pressure refrigerant, and the installation is also relatively simple. The refrigerating capacity of the three-source heat pump unit is 17 kW, of which 12 kW is required for the thermal management of the battery 51, and 5 kW is required for the refrigerating capacity of the cabin air conditioning assembly 3 (in summer) and the heating capacity demand in winter. In this structure, the air-cooled condensation heat load of the refrigerant side is 27 kW; the power of the motor 1 is 350 kW, and the heat load of the motor 1 (that is, the load of the motor heat dissipation water tank 21) is 33 kW.

[0051] The whole vehicle thermal management system only includes a motor heat dissipation water tank 21, and the flow field condition of the air side of the front end heat exchange module 2 is good, the air pressure loss is relatively small, and the air flow is relatively large.

[0052] On the basis of the above structure, the whole vehicle thermal management system further comprises a cabin positive temperature coefficient heater 7 connected between the low-temperature heat dissipation water tank 23 and the heater core 31, the cabin positive temperature coefficient heater 7 can heat the heater core 31, and the temperature of the cabin is raised.

[0053] Similarly, according to the composition structure of the cabin end heat exchange assembly, the whole vehicle thermal management system can be divided into two different structures. The third structure is shown in Figure 3 The inlet end of the compressor 41 can be connected to the gas-liquid separator 42. The fourth structure is shown in Figure 4 The inlet end of the compressor 41 can be connected to the gas-liquid separator 42. The fourth structure is shown in

[0054] The system pipeline of the third structure is relatively simple (only one tank), but since the gas-liquid separator 42 is located at the evaporation side of the refrigeration system, the pressure drop loss is relatively large, usually about 30 kPa, and for refrigerants such as R134a or R1234yf, the saturation pressure curve of the refrigerant is relatively steep, and the unit pressure drop corresponds to a relatively large saturation pressure drop, usually 1 ℃ / 10 kPa. A pressure loss of 30 kPa results in a decrease of 3 ℃ in the evaporation temperature. According to a typical R134a refrigeration system with Te=5 ℃, Tc=55 ℃, supercooling degree 8C, and superheating degree 8C, a decrease of 3 ℃ in the evaporation temperature results in a decrease of 12% in the refrigeration capacity, an increase of 3% in the power, and a decrease of 9% in the COP. Therefore, the gas-liquid separator 42 has a great influence on the system performance, resulting in poor system performance. Te is the evaporation temperature, and Tc is the condensation temperature

[0055] The fourth structure uses the coaxial tube 43 and the liquid accumulator 44 to replace the gas-liquid separator 42, thereby reducing the pressure loss. The liquid accumulator 44 is located at the high-pressure side of the refrigeration system, and the sensitivity of the influence on the system performance is reduced. In addition, the liquid accumulator 44 can adjust the refrigerant circulation amount of the refrigeration system under variable operating conditions of different loads, different ambient temperatures, and different water temperatures, and the system can stably operate. The coaxial tube 43 improves the supercooling degree and the suction superheating degree at the same time, and the evaporator outlet does not need a dry area. All the superheating sections occur in the coaxial tube 43, the evaporation temperature is improved, and the performance of the unit is further improved.

[0056] The fifth structure is shown in Figure 5 The front end heat exchange module 2 can further comprise two low-temperature heat dissipation water tanks 23, one of which has a first port connected to the compressor 41, a second port connected to the evaporator 32, and third and fourth ports connected to two ends of the heater core 31, respectively. The other low-temperature heat dissipation water tank 23 has a first port connected to the compressor 41, a second port connected to the battery heat exchanger 52, a third port connected to another port of the proportional valve 6, and a fourth port connected to the battery assembly. The inlet end of the compressor 41 can be connected to the gas-liquid separator 42.

[0057] The whole vehicle thermal management system includes one motor heat dissipation water tank 21 and two low-temperature heat dissipation water tanks 23. In the refrigeration operation mode, the heat load (i.e. the condensation heat load) of the low-temperature heat dissipation water tank 23 connected with the battery heat exchanger 52 is 27 kW, which will be transferred to the motor heat dissipation water tank 21, so the heat load of the motor heat dissipation water tank 21 is 33 kW + 27 kW = 60 kW, requiring a larger size of the motor heat dissipation water tank 21. The heat load of the low-temperature heat dissipation water tank 23 connected with the warm air core 31 is the heating load 5 kW.

[0058] The condensation heat load of the refrigeration system is transferred to the motor heat dissipation water tank 21 through the added low-temperature heat dissipation water tank 23, and the setting of the low-temperature heat dissipation water tank 23 increases one heat transfer temperature difference, which will increase the condensation temperature. The low-temperature heat dissipation water tank 23 has a lower requirement for the refrigerant charge, so the refrigerant charge of the whole vehicle thermal management system can be significantly reduced, which is especially suitable for the system design with weakly flammable A2L and flammable A3 level and with a refrigerant charge limit.

[0059] On the basis of the above structure, the battery assembly further includes a first four-way valve 541 and a second four-way valve 542 for changing the connection relationship of multiple components in the whole vehicle thermal management system. Specifically, the B port of the first four-way valve 541 is connected to one end of the battery heat exchanger 52, the C port of the first four-way valve 541 is connected to the E port of the second four-way valve 542, the D port of the first four-way valve 541 is connected to the motor 1; when the front-end heat exchange module 2 further includes an air-cooled micro-channel condenser 22 or one low-temperature heat dissipation water tank 23, the A port of the first four-way valve 541 is connected to the proportional valve 6; when the front-end heat exchange module 2 further includes two parallel low-temperature heat dissipation water tanks 23, the A port of the first four-way valve 541 is connected to the fourth port of the other low-temperature heat dissipation water tank 23; the F port of the second four-way valve 542 is connected to the battery heat exchanger 52, the G port of the second four-way valve 542 is connected to the positive temperature coefficient heater 53, and the H port of the second four-way valve 542 is connected to the battery 51.

[0060] Based on the control method of the above whole vehicle thermal management system, as shown in Figures 6 to 10 In the refrigeration operation mode, the A port and the D port of the first four-way valve 541 are connected, and the B port and the C port are connected, the E port and the H port of the second four-way valve 542 are connected, and the F port and the G port are connected, the cooling pipeline where the motor 1 is located is in parallel with the cooling pipeline where the front-end heat exchange module 2 is located, the opening of the proportional valve 6 is adjusted based on the water supply temperature of the motor 1, so that the water supply temperature is less than 55°C. The motor heat dissipation water tank 21 is used for refrigeration and heat dissipation of the motor 1 and the cabin air conditioning assembly 3 respectively; the cooling pipeline where the battery 51 is located is in series with the cooling pipeline where the battery heat exchanger 52 is located, and the cold energy of the battery heat exchanger 52 is used for refrigeration and heat dissipation of the above battery 51.

[0061] Among them,Figure 6 yes Figure 1 The diagram shows the working state of the first structure. Figure 7 yes Figure 2 The diagram shows the working state of the second structure. Figure 8 yes Figure 3 The diagram shows the working state of the third structure. Figure 9 yes Figure 4 The diagram shows the working state of the fourth structure. Figure 10 yes Figure 5 The diagram shows the working state of the fifth structure.

[0062] like Figures 11 to 15 As shown, in the air source heat pump operation mode, the A port of the first four-way valve 541 is connected to the B port, and the D port is connected to the C port. The E port of the second four-way valve 542 is connected to the F port, and the H port is connected to the G port. The circuits containing the battery 51 and the positive temperature coefficient heater 53 operate independently. The positive temperature coefficient heater 53 is used to heat the battery 51. The low-grade heat absorbed by the motor radiator 21 from the air is transferred to the battery heat exchanger 52, and is upgraded to high-grade heat through the heat pump circulation of the refrigeration system and used to heat the cabin air conditioning component 3. The circuit of the cabin air conditioning component 3 operates independently.

[0063] in, Figure 11 yes Figure 1 The diagram shows the working state of the first structure. Figure 12 yes Figure 2 The diagram shows the working state of the second structure. Figure 13 yes Figure 3 The diagram shows the working state of the third structure. Figure 14 yes Figure 4 The diagram shows the working state of the fourth structure. Figure 15 yes Figure 5 The diagram shows the working state of the fifth structure.

[0064] like Figures 16 to 20 As shown, in the motor-controlled heat pump operation mode, the A port of the first four-way valve 541 is connected to the B port, and the D port is connected to the C port. The E port of the second four-way valve 542 is connected to the F port, and the H port is connected to the G port. The circuits containing the battery 51 and the positive temperature coefficient heater 53 operate independently. The positive temperature coefficient heater 53 is used to heat the battery 51. The heat from the motor 1 is transferred to the battery heat exchanger 52. The battery heat exchanger 52 transfers the heat to the cabin air conditioning unit 3 through the heat pump circulation of the refrigeration system to heat the cabin. The circuit of the cabin air conditioning unit 3 operates independently.

[0065] in, Figure 16 yes Figure 1The diagram shows the working state of the first structure. Figure 17 yes Figure 2 The diagram shows the working state of the second structure. Figure 18 yes Figure 3 The diagram shows the working state of the third structure. Figure 19 yes Figure 4 The diagram shows the working state of the fourth structure. Figure 20 yes Figure 5 The diagram shows the working state of the fifth structure.

[0066] like Figures 21 to 25 As shown, in the battery source heat pump operation mode, port C of the first four-way valve 541 is connected to port B, port E of the second four-way valve 542 is connected to port H, and ports F and G are connected. The cooling pipe where the battery 51 is located is connected in series with the cooling pipe where the battery heat exchanger 52 is located. The positive temperature coefficient heater 53 heats the battery 51, and the heat on the battery 51 is transferred to the battery heat exchanger 52. The battery heat exchanger 52 raises the heat to a high level through the heat pump circulation of the refrigeration system and uses it to heat the cabin air conditioning component 3. The loop of the cabin air conditioning component 3 operates independently.

[0067] in, Figure 21 yes Figure 1 The diagram shows the working state of the first structure. Figure 22 yes Figure 2 The diagram shows the working state of the second structure. Figure 23 yes Figure 3 The diagram shows the working state of the third structure. Figure 24 yes Figure 4 The diagram shows the working state of the fourth structure. Figure 25 yes Figure 5 The diagram shows the working state of the fifth structure.

[0068] like Figures 26 to 30 As shown, in natural cooling operation mode, the A port of the first four-way valve 541 is connected to the B port, and the D port is connected to the C port. The E port of the second four-way valve 542 is connected to the H port, and the F port is connected to the G port. The cooling pipes of the battery 51, the battery heat exchanger 52, the front heat exchange module 2, and the motor 1 are sequentially connected to form a closed pipe. The heat generated by the battery 51 is exchanged with the air in the battery heat exchanger 52. The front heat exchange module 2 is used to cool and dissipate heat for the cabin air conditioning component 3.

[0069] in, Figure 26 yes Figure 1 The diagram shows the working state of the first structure. Figure 27 yes Figure 2The diagram shows the working state of the second structure. Figure 28 yes Figure 3 The diagram shows the working state of the third structure. Figure 29 yes Figure 4 The diagram shows the working state of the fourth structure. Figure 30 yes Figure 5 The diagram shows the working state of the fifth structure.

[0070] like Figures 31 to 34 As shown, in natural cooling operation mode, the battery 51 is naturally cooled, and the heat pump absorbs the heat from the battery 51 to heat the cabin. Specifically, the A port of the first four-way valve 541 is connected to the B port, and the D port is connected to the C port. The E port of the second four-way valve 542 is connected to the H port, and the F port is connected to the G port. The cooling pipes of the battery 51, the battery heat exchanger 52, the front-end heat exchange module 2, and the motor 1 are sequentially connected to form a closed pipeline. The heat generated by the battery 51 is transferred to the motor radiator 21 and the battery heat exchanger 52 respectively. The motor radiator 21 achieves natural cooling of the battery 51 through heat exchange with the air. The heat pump absorbs heat from the battery 51 and transfers it to the heater core 31 to heat the cabin.

[0071] in, Figure 31 yes Figure 1 The diagram shows the working state of the first structure. Figure 32 yes Figure 3 The diagram shows the working state of the third structure. Figure 33 yes Figure 4 The diagram shows the working state of the fourth structure. Figure 34 yes Figure 5 The diagram shows the working state of the fifth structure.

[0072] like Figures 35 to 38 As shown, the system operates in a combined cooling mode of natural cooling and compressor 41, simultaneously cooling both battery 51 and the cabin. Specifically, ports A and B, D and C of the first four-way valve 541 are connected, and ports E and H, F and G of the second four-way valve 542 are connected. The cooling pipes of battery 51, battery heat exchanger 52, front-end heat exchange module 2, and motor 1 are sequentially connected to form a closed loop. The heat generated by battery 51 is transferred to motor radiator 21 and battery heat exchanger 52, respectively. The heat on motor radiator 21 and battery heat exchanger 52 exchanges heat with the air, achieving natural cooling of battery 51. The pipe of evaporator 32 is open, achieving cooling and heat dissipation for the cabin.

[0073] in,Figure 35 yes Figure 1 The diagram shows the working state of the first structure. Figure 36 yes Figure 3 The diagram shows the working state of the third structure. Figure 37 yes Figure 4 The diagram shows the working state of the fourth structure. Figure 38 yes Figure 5 The diagram shows the working state of the fifth structure.

[0074] like Figures 39 to 43 As shown, in natural heating operation mode, the A port of the first four-way valve 541 is connected to the B port, and the D port is connected to the C port. The E port of the second four-way valve 542 is connected to the H port, and the F port is connected to the G port. The cooling pipe where the battery 51 is located, the cooling pipe where the battery heat exchanger 52 is located, and the cooling pipe where the motor 1 is located are connected in sequence to form a closed pipe. The heat generated by the electric control of the motor 1 heats the battery 51 through the battery heat exchanger 52. At the same time, the positive temperature coefficient heater 53 also heats the battery 51.

[0075] in, Figure 39 yes Figure 1 The diagram shows the working state of the first structure. Figure 40 yes Figure 2 The diagram shows the working state of the second structure. Figure 41 yes Figure 3 The diagram shows the working state of the third structure. Figure 42 yes Figure 4 The diagram shows the working state of the fourth structure. Figure 43 yes Figure 5 The diagram shows the working state of the fifth structure.

[0076] like Figures 44 to 47 As shown, in natural heating operation mode, the positive temperature coefficient heater 53 heats the battery 51 and heats the cabin through a heat pump. Specifically, the A port of the first four-way valve 541 is connected to the B port, and the D port is connected to the C port. The E port of the second four-way valve 542 is connected to the H port, and the F port is connected to the G port. The cooling pipes of the battery 51, the battery heat exchanger 52, and the motor 1 are sequentially connected to form a closed loop. The heat generated by the electric control of the motor 1 heats the battery 51 through the battery heat exchanger 52, and the positive temperature coefficient heater 53 also heats the battery 51. The heat from the battery heat exchanger 52 heats the cabin through the heat pump.

[0077] in, Figure 44 yes Figure 1 The diagram shows the working state of the first structure. Figure 45 yes Figure 3a working state schematic diagram of the third structure shown; Figure 46 is Figure 4 a working state schematic diagram of the fourth structure shown; Figure 47 is Figure 5 a working state schematic diagram of the fifth structure shown.

[0078] It should be noted that the above only describes the preferred embodiments of the present application and the technical principles used. Those skilled in the art will understand that the present application is not limited to the specific embodiments described herein, and those skilled in the art can make various obvious changes, re-adjustments and substitutions without departing from the scope of the present application. Therefore, although the present application has been described in more detail through the above embodiments, the present application is not limited to the above embodiments, and can include more other equivalent embodiments without departing from the concept of the present application, and the scope of the present application is determined by the scope of the appended claims.

Claims

1. A vehicle thermal management system, characterized in that, include: Motor (1); The front-end heat exchange module (2) includes a motor cooling water tank (21), and one end of the cooling water pipe of the motor (1) is connected to the motor cooling water tank (21). The cabin air conditioning unit (3) includes a heating core (31) and an evaporator (32); Cabin-side heat exchange components, including a compressor (41); The battery assembly includes a battery (51), a battery heat exchanger (52), and a positive temperature coefficient heater (53), with the other end of the cooling water pipe of the motor (1) connected to the battery assembly; and, A proportional valve (6) has one port connected to the motor cooling water tank (21) and the other port connected to the pipeline between the motor (1) and the motor cooling water tank (21).

2. The vehicle thermal management system according to claim 1, characterized in that, The front-end heat exchange module (2) further includes an air-cooled microchannel condenser (22), one end of which is connected to the compressor (41), and the other end of which is connected to the battery heat exchanger (52); another port of the proportional valve (6) is connected to the battery assembly; or, The front-end heat exchange module (2) also includes a low-temperature heat dissipation water tank (23), the first port of which is connected to the compressor (41), the second port of which is connected to the battery heat exchanger (52), and the third and fourth ports of which are respectively connected to the two ends of the warm air core (31); another port of the proportional valve (6) is connected to the battery assembly; or, The front-end heat exchange module (2) also includes two low-temperature heat dissipation water tanks (23). The first port of one of the low-temperature heat dissipation water tanks (23) is connected to the compressor (41), the second port is connected to the evaporator (32), and the third and fourth ports are respectively connected to the two ends of the warm air core (31). The first port of the other low-temperature heat dissipation water tank (23) is connected to the compressor (41), the second port is connected to the battery heat exchanger (52), the third port is connected to another port of the proportional valve (6), and the fourth port is connected to the battery assembly.

3. The vehicle thermal management system according to claim 2, characterized in that, When the front-end heat exchange module (2) further includes an air-cooled microchannel condenser (22), the front-end heat exchange module (2) further includes a low-temperature heat dissipation water tank (23), and / or the front-end heat exchange module (2) further includes two parallel low-temperature heat dissipation water tanks (23), the inlet end of the compressor (41) can be connected to the gas-liquid separator (42). When the front-end heat exchange module (2) further includes an air-cooled microchannel condenser (22) and / or the front-end heat exchange module (2) further includes a low-temperature heat dissipation water tank (23), the inlet end of the compressor (41) can be connected to the liquid receiver (44) through a coaxial tube (43).

4. The vehicle thermal management system according to claim 2, characterized in that, The battery assembly also includes a first four-way valve (541) and a second four-way valve (542). The B port of the first four-way valve (541) is connected to one end of the battery heat exchanger (52), the C port of the first four-way valve (541) is connected to the E end of the second four-way valve (542), and the D port of the first four-way valve (541) is connected to the motor (1). When the front-end heat exchange module (2) also includes an air-cooled microchannel condenser (22) or a low-temperature heat dissipation water tank (23), the A port of the first four-way valve (541) is connected to the proportional valve (6). When the front-end heat exchange module (2) also includes two parallel low-temperature heat dissipation water tanks (23), the A port of the first four-way valve (541) is connected to the fourth port of the other low-temperature heat dissipation water tank (23). The F port of the second four-way valve (542) is connected to the battery heat exchanger (52), the G port of the second four-way valve (542) is connected to the positive temperature coefficient heater (53), and the H port of the second four-way valve (542) is connected to the battery (51).

5. A control method for a vehicle thermal management system, based on the vehicle thermal management system as described in any one of claims 1 to 4, characterized in that, In the cooling operation mode, the cooling pipe where the motor (1) is located is connected in parallel with the cooling pipe where the front heat exchange module (2) is located. Based on the opening of the proportional valve (6) for regulating the water supply temperature controlled by the motor (1), the motor heat sink (21) is used to cool and dissipate heat for the motor (1) and the cabin air conditioning assembly (3) respectively. The cooling pipe where the battery (51) is located is connected in series with the cooling pipe where the battery heat exchanger (52) is located. The cooling capacity of the battery heat exchanger (52) is used to cool and dissipate heat for the battery (51).

6. The control method for the vehicle thermal management system according to claim 5, characterized in that, In the air source heat pump operation mode, the circuit containing the battery (51) and the positive temperature coefficient heater (53) operates independently. The positive temperature coefficient heater (53) is used to heat the battery (51). The heat absorbed by the motor cooling water tank (21) from the air heats the cabin air conditioning component (3) through the battery heat exchanger (52).

7. The control method for the vehicle thermal management system according to claim 5, characterized in that, In the motor-controlled heat pump operation mode, the circuit containing the battery (51) and the positive temperature coefficient heater (53) operates independently. The positive temperature coefficient heater (53) is used to heat the battery (51). The heat from the motor (1) is transferred to the battery heat exchanger (52), and the battery heat exchanger (52) can transfer the heat to the cabin air conditioning unit (3).

8. The control method for the vehicle thermal management system according to claim 5, characterized in that, In the battery source heat pump operation mode, the cooling pipe where the battery (51) is located is connected in series with the cooling pipe where the battery heat exchanger (52) is located. The heat on the battery (51) is used to heat the cabin air conditioning component (3) through the battery heat exchanger (52).

9. The control method for the vehicle thermal management system according to claim 5, characterized in that, In the natural cooling operation mode, the cooling pipes of the battery (51), the cooling pipes of the battery heat exchanger (52), the cooling pipes of the front heat exchange module (2) and the cooling pipes of the motor (1) are connected in sequence to form a closed pipe. The heat generated by the battery (51) is exchanged with the air in the battery heat exchanger (52). The front heat exchange module (2) is used to cool and dissipate heat for the cabin air conditioning component (3).

10. The control method for the vehicle thermal management system according to claim 5, characterized in that, In the natural heating operation mode, the cooling pipe where the battery (51) is located, the cooling pipe where the battery heat exchanger (52) is located, and the cooling pipe where the motor (1) is located are connected in sequence to form a closed pipe. The heat generated by the electric control of the motor (1) heats the battery (51) through the battery heat exchanger (52), and the positive temperature coefficient heater (53) heats the battery (51).

Images