Double-indirect finished automobile thermal management system, control method and automobile

Abstract

The invention belongs to the technical field of automobile thermal management, and particularly relates to a double-indirect finished automobile thermal management system, a control method and an automobile, and the double-indirect finished automobile thermal management system comprises a refrigerant loop which at least comprises a compressor, a first heat exchanger and a second heat exchanger; the cooling liquid loop at least comprises a first heat exchanger, a second heat exchanger, a cold air core body and a warm air core body; the refrigerant loop and the cooling liquid loop conduct heat exchange through the first heat exchanger and the second heat exchanger, a refrigerant in the refrigerant loop is compressed through the compressor, then heat is transmitted to the cooling liquid loop through the first heat exchanger, and after throttling, heat of the cooling liquid loop is absorbed through the second heat exchanger. The combustible refrigerant can be prevented from entering the passenger compartment, meanwhile, the system is simplified, efficient utilization of energy under various use scenes is achieved, and energy consumption of the whole vehicle under the demand scenes such as heating in winter and refrigerating in summer is reduced.

Description

Technical Field

[0001] This invention belongs to the field of automotive thermal management technology, specifically relating to a dual indirect vehicle thermal management system, control method, and automobile. Background Technology

[0002] The current technological development of vehicle thermal management systems has evolved from simple distributed three-electric thermal management to integrated three-electric thermal management, resulting in various systems that couple the heat between the three electric systems. In order to make full use of the vehicle's electrical energy, most of them use multi-port valves to couple the heat between the three electric systems through the coolant, while maximizing the energy efficiency of the refrigerant circuit. This will result in a large number of refrigerant circuit valves, a complex coolant circuit, higher costs, and low space utilization.

[0003] With environmental regulations approaching, R290 and other refrigerants are increasingly becoming the next generation of alternative refrigerants. However, since the evaporator in the air conditioning unit of the traditional thermal management system is located in the passenger compartment, the flammable gases of R290 and other refrigerants entering the passenger compartment will hinder customers' choice of flammable refrigerants. Summary of the Invention

[0004] In view of the shortcomings of the prior art described above, the purpose of this invention is to provide an automotive thermal management system, a thermal management control method, a valve body assembly, and an automobile, thereby solving at least one of the technical problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention adopts the following technical solution.

[0006] The first aspect of this invention provides a dual-indirect vehicle thermal management system, comprising: The refrigerant circuit includes at least a compressor, a first heat exchanger, and a second heat exchanger; The coolant circuit includes at least a first heat exchanger, a second heat exchanger, a cold air core, and a warm air core; The refrigerant circuit and the coolant circuit exchange heat through the first heat exchanger and the second heat exchanger. After being compressed by the compressor, the refrigerant in the refrigerant circuit transfers heat to the coolant circuit through the first heat exchanger, and after being throttled, it absorbs heat from the coolant circuit through the second heat exchanger.

[0007] As an optional implementation, the dual-indirect vehicle thermal management system further includes a first valve body and a first water pump, wherein the first valve body includes a first interface and a second interface; When only passenger cabin cooling is required, the first port of the first valve body and the second port of the first valve body are connected. The low-temperature coolant flowing out of the second heat exchanger passes through the cold air core, flows from the second port of the first valve body to the first port of the first valve body, returns to the first water pump, and then enters the second heat exchanger for cooling.

[0008] As an optional implementation, the dual-indirect vehicle thermal management system further includes a second water pump and a battery; and the first valve body further includes a third interface, which is connected to the second water pump. When only battery cooling is required, the second port of the first valve body and the third port of the first valve body are connected. The low-temperature coolant flowing out of the second heat exchanger passes through the cold air core, flows from the second port of the first valve body to the third port of the first valve body, then through the second water pump, flows from the battery to the first port of the first valve body, returns to the first water pump, and then enters the second heat exchanger for cooling.

[0009] As an optional implementation, when both passenger cabin cooling and battery cooling are required, the second interface of the first valve body distributes the coolant flowing out of the cold air core to the first interface and the second interface of the first valve body according to a first preset ratio.

[0010] As an optional implementation, the dual-indirect vehicle thermal management system further includes a first valve body, a second valve body, a third water pump, an electric heater, and a front-end radiator; the first valve body includes a fifth interface and an eighth interface, and the second valve body includes an A interface and a B interface; The high-temperature coolant flowing out of the first heat exchanger passes through the electric heater and the heater core, then through the A port and the B port of the second valve body. After transferring heat to the outside environment through the front radiator, it cools the motor and electronic control unit, and then flows back to the eighth port of the first valve body from the fifth port. Finally, it returns to the first heat exchanger through the third water pump.

[0011] As an optional implementation, the second valve body further includes a C-type interface; When the passenger cabin requires some heat for dehumidification, the A port and the C port of the second valve body are connected. The A port of the second valve body distributes the coolant flowing out of the heater core to the B port and the C port of the second valve body according to a second preset ratio. The coolant flowing out of the C port of the second valve body flows back to the heater core directly through the third water pump.

[0012] As an optional implementation, the dual-indirect vehicle thermal management system further includes a first valve body, a second valve body, a first water pump, a second water pump, an electric heater, a front-end heat exchanger, a motor, and an electronic control unit. The first valve body includes a first interface, a fifth interface, a seventh interface, and a ninth interface; the second valve body includes an A interface and a C interface. When passenger cabin heating is required and the ambient temperature is between the first preset temperature and the second preset temperature, the low-temperature coolant flowing out from the second heat exchanger flows from the ninth port of the first valve body to the seventh port of the first valve body, then enters the front radiator to absorb heat from the environment, and then passes through the motor and electronic control for absorption, flows from the fifth port of the first valve body to the first port of the first valve body, and then flows back to the second heat exchanger through the first water pump to heat the refrigerant. The high-temperature refrigerant flowing out of the first heat exchanger passes through the electric heater and the warm air core, then flows from port A of the second valve body to port C of the second valve body, and flows back to the first heat exchanger via the second water pump.

[0013] As an optional implementation, the dual-indirect vehicle thermal management system further includes a first valve body, a second valve body, a first water pump, a second water pump, an electric heater, a front-end heat exchanger, a motor, and an electronic control unit. The first valve body includes a first interface, a fifth interface, a sixth interface, and a ninth interface; the second valve body includes an A interface and a C interface. When passenger cabin heating is required and the ambient temperature is between the second preset temperature and the third preset temperature, the low-temperature coolant flowing out of the second heat exchanger flows from the ninth port of the first valve body to the sixth port of the first valve body, enters the motor and the electronic control to absorb heat, flows from the fifth port of the first valve body to the first port of the first valve body, and then flows back to the second heat exchanger via the first water pump. The high-temperature refrigerant flowing out of the first heat exchanger passes through the electric heater and the warm air core, then flows from port A of the second valve body to port C of the second valve body, and flows back to the first heat exchanger via the second water pump.

[0014] As an optional implementation, the dual indirect vehicle thermal management system further includes a battery; and the second valve body further includes a B interface; When both passenger cabin heating and battery heating are required, and the ambient temperature is between the second preset temperature and the third preset temperature, the A port of the second valve body distributes the coolant flowing out of the heater core to the B port and the C port of the second valve body according to the third preset ratio.

[0015] As an optional implementation, the dual-indirect vehicle thermal management system further includes a first valve body, a second valve body, a first water pump, a second water pump, a third water pump, an electric heater, an electric drive, an electronic control unit, and a battery; the first valve body includes a first interface, a third interface, a fourth interface, a fifth interface, a sixth interface, and a ninth interface; the second valve body includes an A interface and a C interface; When the ambient temperature is lower than the third preset temperature, the compressor stops running. The coolant flowing out of the first heat exchanger passes through the electric heater, the warm air core, and then flows back to the first heat exchanger through the A port of the second valve body, the C port of the second valve body, and the third water pump. The coolant flowing out of the second heat exchanger flows back to the second heat exchanger via the ninth port of the first valve body, the third port of the first valve body, the second water pump, the battery, the fourth port of the first valve body, the fifth port of the first valve body, the electric drive, the electronic control, the sixth port of the first valve body, the first port of the first valve body, and the first water pump.

[0016] As an optional implementation, the dual-indirect vehicle thermal management system further includes a first valve body, a second valve body, a first water pump, a second water pump, a third water pump, an electric heater, an electric drive, an electronic control unit, a battery, and a front-end radiator; the first valve body includes a first interface, a third interface, a fourth interface, a fifth interface, a seventh interface, and a ninth interface; When the ambient temperature is lower than the fourth preset temperature and the passenger cabin has a heating requirement and the battery has a cooling requirement, the coolant flowing out of the first heat exchanger passes through the electric heater, the warm air core, and then flows back to the first heat exchanger through the A port of the second valve body, the C port of the second valve body, and the third water pump. The coolant flowing out of the first heat exchanger flows back to the second heat exchanger via the ninth port of the first valve body, the third port of the first valve body, the second water pump, the battery, the fourth port of the first valve body, the fifth port of the first valve body, the electric drive, the electronic control, the front-end radiator, the seventh port of the first valve body, the first port of the first valve body, and the first water pump.

[0017] A second aspect of the present invention provides an automotive thermal management control method, applied to a dual-indirect vehicle thermal management system as described in the first aspect of the present invention, the dual-indirect vehicle thermal management system comprising: The refrigerant circuit includes at least a compressor, a first heat exchanger, and a second heat exchanger; The coolant circuit includes at least a first heat exchanger, a second heat exchanger, a cold air core, and a warm air core; The refrigerant circuit and the coolant circuit exchange heat through the first heat exchanger and the second heat exchanger. After being compressed by the compressor, the refrigerant in the refrigerant circuit transfers heat to the coolant circuit through the first heat exchanger, and after being throttled, it absorbs heat from the coolant circuit through the second heat exchanger.

[0018] A third aspect of the present invention provides an automobile, including an automobile thermal management system as described in the first aspect of the present invention.

[0019] This invention enables the refrigerant circuit to be minimized and integrated, without reversing the cooling and heating circuits. This secondary heat exchange method not only avoids flammable refrigerant from entering the passenger compartment, but also simplifies the system, achieving efficient energy utilization in various usage scenarios. It also reduces the energy consumption of the vehicle in winter heating and summer cooling, reduces the number of interfaces, and lowers the risk of refrigerant leakage. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a circuit diagram of a dual indirect vehicle thermal management system according to an embodiment of the present invention.

[0022] Figure 2 This is a schematic diagram of the operation of the first valve body under single / dual refrigeration and / or refrigeration dehumidification modes according to an embodiment of the present invention.

[0023] Figure 3 This is a schematic diagram of the loop operation of a dual indirect vehicle thermal management system under single / dual cooling and / or cooling / dehumidification modes according to an embodiment of the present invention.

[0024] Figure 4 This is a schematic diagram of the operation of the first valve body in the single passenger cabin heating mode according to an embodiment of the present invention.

[0025] Figure 5 This is a schematic diagram of the loop operation of a dual-indirect vehicle thermal management system in a single passenger compartment heating mode according to an embodiment of the present invention.

[0026] Figure 6 This is a schematic diagram of the operation of the first valve body under the single / dual heating waste heat recovery mode of an embodiment of the present invention.

[0027] Figure 7 This is a schematic diagram of the loop operation of a dual-indirect vehicle thermal management system under single and dual heating waste heat recovery modes according to an embodiment of the present invention.

[0028] Figure 8 This is a schematic diagram of the operation of the first valve body under the motor heating mode according to an embodiment of the present invention.

[0029] Figure 9 This is a schematic diagram of the loop operation of a dual-indirect vehicle thermal management system under motor heating mode according to an embodiment of the present invention.

[0030] Figure 10 This is a schematic diagram of the operation of the first valve body in the series cooling mode of the motor and battery according to an embodiment of the present invention.

[0031] Figure 11 This is a schematic diagram of the circuit operation of a dual-indirect vehicle thermal management system under the series cooling mode of the motor and battery according to an embodiment of the present invention.

[0032] Figure label: 1-First water pump; 2-Second water pump; 3-Third water pump. Detailed Implementation

[0033] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application. Furthermore, it should be understood that the specific embodiments described herein are only for illustration and explanation of this application and are not intended to limit this application.

[0034] It should be noted that the order of description of the following embodiments is not intended to limit the preferred order of the embodiments of this application. Furthermore, the descriptions of each embodiment in the following embodiments have their own emphasis; for parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0035] New energy pure electric vehicles are increasingly emphasizing vehicle thermal management technology. Effective vehicle thermal management keeps the motor and battery within their optimal operating temperature range for maximum efficiency. Combining this with heat pump air conditioning technology and coupling battery and motor power lines can further improve the vehicle's range.

[0036] Currently, in order to improve energy management of the three electric components (battery, motor, and electronic control system) and reduce ineffective heat loss, more complex thermal management systems have been developed. This results in more components, making the layout of the front compartment more difficult. The air conditioning pipes and cooling pipes are also more complex, which will lead to: increased costs; increased pipe length leading to greater flow resistance and heat loss, reducing system performance, reducing NVH comfort, increasing system power consumption, and thus reducing the vehicle's range; more pipe interfaces, increasing the risk of refrigerant leakage; and complex pipe routing making the front compartment less aesthetically pleasing and difficult for after-sales maintenance.

[0037] In view of this, such as Figure 1 As shown, the first aspect of the present invention provides a dual-indirect vehicle thermal management system, comprising: The refrigerant circuit includes at least a compressor, a first heat exchanger, and a second heat exchanger; The coolant circuit includes at least a first heat exchanger, a second heat exchanger, a cold air core, and a warm air core; The refrigerant circuit and the coolant circuit exchange heat through the first heat exchanger and the second heat exchanger. After being compressed by the compressor, the refrigerant in the refrigerant circuit transfers heat to the coolant circuit through the first heat exchanger, and after being throttled, it absorbs heat from the coolant circuit through the second heat exchanger.

[0038] The refrigerant circuit also includes a liquid receiver-drier and an electronic expansion valve.

[0039] When passenger cabin heating is required, the coolant absorbs heat through the first heat exchanger and then heats the passenger cabin through the warm air core; when passenger cabin cooling is required, the coolant releases energy through the second heat exchanger and then cools the passenger cabin through the cold air core.

[0040] The air conditioning unit in this invention uses two air coolant heat exchangers, a cold air core and a warm air core, for both cooling and heating, which differs from traditional air conditioning units that use one evaporator for cooling and one warm air core for heating.

[0041] In this invention, the refrigerant circuit adopts a minimalist design, minimizing its integration. The cooling and heating circuits do not switch directions. High and low temperature coolants are supplied to the thermal management system via two heat exchangers, eliminating the need for air conditioning refrigerant piping. Figure 1 As shown within the red dashed box.

[0042] Specifically, after the refrigerant is compressed into a high-temperature, high-pressure gas by the compressor, it transfers heat to the coolant side via the WCDS (Wastewater Cooling System) to heat the coolant. The refrigerant then transforms from a high-temperature, high-pressure gas into a liquid, passes through the RD (Refrigerant Regulator) tank, and is throttled into a low-temperature, low-pressure two-phase flow state via the EXV (Extra-Voltage Control System). It then passes through the Chiller to absorb heat from the coolant side, cooling the coolant on the Chiller side. Finally, the refrigerant returns to the compressor as a low-temperature, low-pressure gas to continue the compression cycle. This simplified cycle is used in the refrigerant-side circuit regardless of the ambient temperature in different scenarios, heating the coolant on the WCDS side and cooling the coolant on the Chiller side. The utilization of cooling and heating capacity is entirely distributed through the right-side coolant circuit.

[0043] The coolant circuit also includes a first valve body, a second valve body, a first water pump 1, a second water pump 2, a third water pump 3, a battery, an electric drive, an electronic control system, an electric heater, and a front-end radiator.

[0044] Specifically, compared to existing technologies, the front radiator of this invention has only one HTR heat exchanger and no other heat exchangers, which is beneficial for the layout of the vehicle's front compartment and shortens the front overhang size.

[0045] In one embodiment of the present invention, the first valve body is a nine-way valve with nine ports. The first port is connected to the first water pump 1, the second port is connected to the cold air core, the third port is connected to the second water pump 2, the fourth port is selectively connected to the second water pump 2, the battery and / or the front heat sink, the fifth port is connected to the electric drive and the electric control, the sixth port is selectively connected to the electric drive, the electric control and / or the front heat sink, the seventh port is connected to the second valve body, the eighth port is connected to the second water pump 2, and the ninth port is connected to the second heat exchanger.

[0046] The specific connection relationships of each interface of the first valve body can be clearly illustrated by those skilled in the art based on the embodiments of the present invention and the accompanying drawings, and will not be repeated here.

[0047] Here, as Figure 1 As shown, in this way, the first and second heat exchangers share a common water outlet, which is merged from four water inlets into three water inlets and connected to the nine-way valve.

[0048] Please continue reading. Figure 1 The battery circuit and the HTR circuit are connected by a pipeline with a one-way valve, which can heat the battery and recover waste heat in the low-temperature water circuit. The water then passes through a three-way valve and then a nine-way valve, which can reduce the design difficulty of multi-way valves and achieve decoupling in multiple scenarios.

[0049] In one embodiment of the present invention, the second valve body is a three-way valve with three ports: port A is connected to the heater core, port B is connected to the front radiator and / or the seventh port of the first valve body, and port C is connected to the third water pump 3.

[0050] The specific connection relationships of each interface of the second valve body can be clearly illustrated by those skilled in the art based on the embodiments of the present invention and the accompanying drawings, and will not be repeated here.

[0051] The electric drive and control circuits can be connected in series or in parallel, including controllers that require cooling, such as those for autonomous driving and entertainment systems. This invention does not involve detailed internal connections, only the final inlet and outlet coolant interfaces. Those skilled in the art can modify them according to actual project requirements.

[0052] The electric heater (PTC) is controlled by output power control. The power output is adjusted based on the target outlet water temperature. If the target water temperature can be achieved without turning on the PTC, then the PTC can be turned off. The target water temperature is determined based on the ambient temperature and the vehicle's heating purpose. For example, if the ambient temperature is 0°C and only the passenger compartment needs heating, the compressor heat pump system can meet the passenger compartment's heating needs. The heat demand for the PTC outlet water temperature can be fully met by the first heat exchanger (WCDS), so the PTC can be turned off. Therefore, the PTC control method is a complete dynamic power control strategy.

[0053] Specifically, the refrigerant circuit and the coolant circuit in this invention can be relatively decoupled, with only the two cold water inlets on the Chiller and the two hot water inlets on the WCDS connected to the outside in the refrigerant circuit.

[0054] The components of this invention and their definitions are shown in Table 1 below: In addition, Figure 1 The system also includes pressure and temperature sensors, used to collect temperature and / or pressure data from refrigerant / coolant lines for system control input. Figure 3 , Figure 5 , Figure 7 , Figure 9 and Figure 11 In the diagram, red indicates the highest temperature, followed by orange, then green, with blue indicating the lowest. The arrows indicate the flow direction.

[0055] like Figure 2 and Figure 3 As shown, in one embodiment of the present invention, when only passenger cabin cooling is required, the first port of the first valve body and the second port of the first valve body are connected; the low-temperature coolant flowing out from the second heat exchanger passes through the cold air core, flows from the second port of the first valve body to the first port of the first valve body, returns to the first water pump 1, and then enters the second heat exchanger for cooling.

[0056] In one embodiment of the present invention, when only battery cooling is required, the second port of the first valve body and the third port of the first valve body are connected; the low-temperature coolant flowing out from the second heat exchanger passes through the cold air core, flows from the second port of the first valve body to the third port of the first valve body, and then passes through the second water pump 2. The battery flows to the first port of the first valve body, returns to the first water pump 1, and then enters the second heat exchanger for cooling.

[0057] When both passenger cabin cooling and battery cooling are required, the second interface of the first valve body distributes the coolant flowing from the cold air core to the first interface and the second interface of the first valve body according to a first preset ratio.

[0058] Specifically, scenarios where only passenger cabin cooling is required, scenarios where only battery cooling is required, and scenarios where both passenger cabin cooling and battery cooling are required can be understood as summer scenarios and spring / autumn scenarios. Those skilled in the art can use temperature to represent the above-mentioned seasonal scenarios. For example, summer is set to a temperature above 20°C, and spring / autumn is set to a temperature between 5-20°C.

[0059] Specifically, after the chiller coolant passes through the cold air core for passenger cabin cooling, it flows from the second port of the nine-way valve to the first port and then back to the first water pump 1, before re-entering the chiller for further cooling. When the battery temperature reaches the battery cooling activation temperature, the second and third ports of the nine-way valve also open simultaneously. The flow rate to the first and third ports is proportionally adjusted to distribute the cooling capacity between the passenger cabin and the battery. That is, when the second port is fully connected to the first port, it is single-passenger cabin cooling; when the second port is fully connected to the third port, it is single-battery cooling; and when the second port is proportionally connected to both the first and third ports, it is a dual cooling mode of passenger cabin cooling + battery cooling.

[0060] Specifically, in this invention, the flow distribution between the first and third interfaces is achieved by rotating the valve core to change the flow diameter of the non-obstructed ports, thus realizing regulation. The specific flow distribution amount is based on the cooling requirements of the passenger cabin and the battery, and the system can provide an arbitration distribution amount of total cooling capacity under different scenarios. If the cell temperature is high enough to trigger a high-temperature alarm level I, the flow rate through the third interface in the battery cooling circuit will increase to the calibrated value; if the cooling requirements of the passenger cabin take priority, the flow rate of the first interface will be increased, and the flow rate of the battery circuit will be decreased.

[0061] In one embodiment of the present invention, the high-temperature coolant flowing out from the first heat exchanger passes through the electric heater and the heater core, then through the A port and the B port of the second valve body, and transfers heat to the outside environment through the front radiator to cool the motor and electronic control unit. It then flows back from the fifth port of the first valve body to the eighth port of the first valve body, and finally returns to the first heat exchanger through the third water pump 3.

[0062] In one embodiment of the present invention, when the passenger cabin requires some heat for dehumidification, the A port and the C port of the second valve body are connected. The A port of the second valve body distributes the coolant flowing out of the heater core to the B port and the C port of the second valve body according to a second preset ratio. The coolant flowing out of the C port of the second valve body flows back to the heater core directly through the third water pump 3.

[0063] Specifically, the WCDS high-temperature coolant, after passing through the PTC and the heater core, flows from port A of the three-way valve to port 8 of the nine-way valve. After passing through the HTR, it transfers heat to the outside environment, cooling the motor and electronic control system, before returning to port 8 of the nine-way valve from port 5. When the passenger compartment requires some heat for dehumidification, ports A through C of the three-way valve open simultaneously. By proportionally adjusting the flow rate at ports 8 and C of the nine-way valve, the flow rate through the HTR is adjusted to regulate the heat dissipation, thereby regulating the coolant temperature of the heater core and, consequently, the outlet air temperature.

[0064] This method enables single-stage cooling of the passenger cabin, single-stage cooling of the battery, dual-stage cooling of both the passenger cabin and the battery, and corresponding cooling and dehumidification effects, thus meeting user needs.

[0065] like Figure 4 and Figure 5 As shown, in one embodiment of the present invention, when passenger cabin heating is required and the ambient temperature is between a first preset temperature and a second preset temperature, the low-temperature coolant flowing out from the second heat exchanger flows from the ninth port of the first valve body to the seventh port of the first valve body, then enters the front-end radiator to absorb heat from the environment, and then passes through the motor and electronic control for absorption, flows from the fifth port of the first valve body to the first port of the first valve body, and then flows back to the second heat exchanger via the first water pump 1 to heat the refrigerant. The high-temperature refrigerant flowing out of the first heat exchanger passes through the electric heater and the warm air core, and then flows from port A of the second valve body to port C of the second valve body, and then flows back to the first heat exchanger via the second water pump 2.

[0066] Specifically, such as Figure 5 As shown, the low-temperature Chiller coolant flows from the ninth port of the nine-way valve to the seventh port, then enters the HTR to absorb heat from the environment. After passing through the motor and electronic control system, it absorbs heat again, flowing from the fifth port of the nine-way valve to the first port and back to the first water pump 1. It then returns to the Chiller to heat the refrigerant. The high-temperature WCDS coolant passes through the PTC and the heater core, then flows from the A port of the three-way valve to the C port. The heater core heats the passenger compartment. When the heat provided by the refrigerant is insufficient to meet the high-temperature requirements of the heater core coolant, the PTC will activate to supplement the heat. This scenario is used when the ambient temperature is between the first and second preset temperatures, such as between -5°C and 5°C, where the HTR can absorb heat from the environment and the electric drive heat output is not large; the majority of the system's heat comes from the ambient air.

[0067] like Figure 6 and Figure 7As shown, in one embodiment of the present invention, when passenger cabin heating is required and the ambient temperature is between the second preset temperature and the third preset temperature, the low-temperature coolant flowing out from the second heat exchanger flows from the ninth port of the first valve body to the sixth port of the first valve body, enters the motor and the electronic control heat absorption, flows from the fifth port of the first valve body to the first port of the first valve body, and then flows back to the second heat exchanger via the first water pump 1. The high-temperature refrigerant flowing out of the first heat exchanger passes through the electric heater and the warm air core, then flows from port A of the second valve body to port C of the second valve body, and flows back to the first heat exchanger via the second water pump 2.

[0068] In one embodiment of the present invention, when both passenger cabin heating and battery heating are required and the ambient temperature is between a second preset temperature and a third preset temperature, the A port of the second valve body distributes the coolant flowing out of the heater core to the B port and the C port of the second valve body according to a third preset ratio.

[0069] Specifically, such as Figure 7 As shown, when the ambient temperature is between the second and third preset temperatures, for example, between -5 and -25°C, the HTR absorbs less heat from the environment, and the heat absorbed by the Chiller is converted from the HTR into electric drive and electronically controlled waste heat recovery. That is, the Chiler low-temperature coolant flows from the ninth port of the nine-way valve to the sixth port, then enters the motor and electronically controlled heat absorption system, flows from the fifth port of the nine-way valve to the first port, returns to the first water pump 1, and then returns to the Chiler to heat the refrigerant. The WCDS high-temperature coolant passes through the PTC and the heater core, then flows from the A port of the three-way valve to the C port. The heater core heats the passenger compartment. When the heat provided by the refrigerant side is insufficient to meet the high temperature requirements of the heater core coolant, the PTC will activate to supplement the heat. As previously mentioned, in Figure 7 In the diagram, colors are used to distinguish approximate temperature ranges; for example, red indicates the highest temperature, followed by orange, then green and blue, and arrows indicate the direction of flow.

[0070] When battery heating is required, the three-way valve will simultaneously open port A to the eighth port of the nine-way valve, adjusting the heat distribution between the passenger cabin and battery heating via the ratio of ports B and C. Specifically, when all the coolant in port A flows to port C, it's single-passenger cabin heating; when all the coolant in port A flows to port B, it's single-battery heating; and when the coolant in port A is distributed to ports B and C according to a preset ratio, it's a dual heating mode of passenger cabin heating + battery heating. Hot water from port B, after passing through a one-way valve, mixes with cold water from the battery outlet, resulting in a temperature below the target preset temperature (e.g., 45°C). Part of this mixture enters the battery pump to reheat the battery, while the rest returns to port eight through the third port of the nine-way valve.

[0071] For example, the target preset temperature is adjusted as follows: the proportional three-way valve rotates, and the flow area from port A to ports B / C is adjusted accordingly. The proportional target is the heating requirements of the passenger compartment and the battery, and is generally adjusted by controlling the temperature of the heater core water and the battery inlet water. It should be noted that 45℃ is the conventional target upper limit for battery heating. Different battery cells may have different upper limits, but all have a water temperature limit.

[0072] In this way, the present invention realizes single passenger cabin heating, single battery heating, and dual heating modes of passenger cabin heating + battery heating, as well as realizes waste heat recovery from electric drive and electric control, thereby improving energy utilization.

[0073] like Figure 8 and Figure 9 As shown, in one embodiment of the present invention, when the ambient temperature is lower than the third preset temperature, the compressor stops running, and the coolant flowing out from the first heat exchanger passes through the electric heater, the warm air core, and then flows back to the first heat exchanger through the A port of the second valve body, the C port of the second valve body, and the third water pump 3. The coolant flowing out of the second heat exchanger flows back to the second heat exchanger via the ninth port of the first valve body, the third port of the first valve body, the second water pump 2, the battery, the fourth port of the first valve body, the fifth port of the first valve body, the electric drive, the electronic control, the sixth port of the first valve body, the first port of the first valve body, and the first water pump 1.

[0074] Specifically, such as Figure 9 As shown, when the ambient temperature is below the third preset temperature, such as -25℃, the compressor cannot operate, the refrigerant circuit does not participate in heat transfer, and the passenger cabin heat source comes entirely from the PTC. The waste heat from the electric drive and control system heats the battery, without wasting heat. The flow direction of the three-way valve is from port A to port C, and the flow direction of the nine-way valve is from port 6 to port 1, port 9, port 3, and port 4 to port 5.

[0075] This method allows for the full utilization of waste heat from electric drive and control systems to heat the battery, thereby improving energy efficiency.

[0076] like Figure 10 and Figure 11 As shown, in one embodiment of the present invention, when the ambient temperature is lower than the fourth preset temperature and the passenger cabin has a heating requirement and the battery has a cooling requirement, the coolant flowing out from the first heat exchanger passes through the electric heater, the warm air core, and then flows back to the first heat exchanger through the A port of the second valve body, the C port of the second valve body, and the third water pump 3. The coolant flowing out from the first heat exchanger flows back to the second heat exchanger via the ninth port of the first valve body, the third port of the first valve body, the second water pump 2, the battery, the fourth port of the first valve body, the fifth port of the first valve body, the electric drive, the electronic control, the front-end radiator, the seventh port of the first valve body, the first port of the first valve body, and the first water pump 1.

[0077] Specifically, such as Figure 11 As shown, when the ambient temperature is below the fourth preset temperature (e.g., below 0°C), and the vehicle is in the super-fast charging stage with the battery temperature rising too quickly, the compressor can be turned off, and the battery can be cooled directly through the HTR, saving energy. In this mode, when the passenger compartment requires heating, the compressor can also operate. The chiller absorbs heat from the battery and releases it to the heater core through the WCDS. The battery is simultaneously cooled by the chiller and HTR, increasing the cooling speed. The three-way valve flows from port A to port C, and the nine-way valve flows from port 7 to port 1, port 9, and port 4 to port 5.

[0078] This method saves energy, improves battery cooling speed, meets the urgent cooling needs of batteries during the super-fast charging stage of automobiles, and enhances vehicle safety.

[0079] A second aspect of the present invention provides an automotive thermal management control method, applied to the dual-indirect vehicle thermal management system described in any of the above embodiments, wherein the dual-indirect vehicle thermal management system includes: The refrigerant circuit includes at least a compressor, a first heat exchanger, and a second heat exchanger; The coolant circuit includes at least a first heat exchanger, a second heat exchanger, a cold air core, and a warm air core; The refrigerant circuit and the coolant circuit exchange heat through the first heat exchanger and the second heat exchanger. After being compressed by the compressor, the refrigerant in the refrigerant circuit transfers heat to the coolant circuit through the first heat exchanger, and after being throttled, it absorbs heat from the coolant circuit through the second heat exchanger.

[0080] A third aspect of the present invention provides an automobile including an automobile thermal management system as described in any of the above embodiments.

[0081] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A dual-indirect vehicle thermal management system, characterized in that, include: The refrigerant circuit includes at least a compressor, a first heat exchanger, and a second heat exchanger; The coolant circuit includes at least a first heat exchanger, a second heat exchanger, a cold air core, and a warm air core; The refrigerant circuit and the coolant circuit exchange heat through the first heat exchanger and the second heat exchanger. After being compressed by the compressor, the refrigerant in the refrigerant circuit transfers heat to the coolant circuit through the first heat exchanger, and after being throttled, it absorbs heat from the coolant circuit through the second heat exchanger.

2. The dual-indirect vehicle thermal management system according to claim 1, characterized in that, It also includes a first valve body and a first water pump, wherein the first valve body includes a first interface and a second interface; When only passenger cabin cooling is required, the first port of the first valve body and the second port of the first valve body are connected. The low-temperature coolant flowing out of the second heat exchanger passes through the cold air core, flows from the second port of the first valve body to the first port of the first valve body, returns to the first water pump, and then enters the second heat exchanger for cooling.

3. The dual-indirect vehicle thermal management system according to claim 2, characterized in that, It also includes a second water pump and a battery; and the first valve body also includes a third interface, the third interface being connected to the second water pump; When only battery cooling is required, the second port of the first valve body and the third port of the first valve body are connected. The low-temperature coolant flowing out of the second heat exchanger passes through the cold air core, flows from the second port of the first valve body to the third port of the first valve body, then through the second water pump, flows from the battery to the first port of the first valve body, returns to the first water pump, and then enters the second heat exchanger for cooling.

4. The dual indirect vehicle thermal management system according to claim 3, characterized in that, Also includes: When both passenger cabin cooling and battery cooling are required, the second interface of the first valve body distributes the coolant flowing from the cold air core to the first interface and the second interface of the first valve body according to a first preset ratio.

5. The dual indirect vehicle thermal management system according to claim 1 or 2, characterized in that, It also includes a first valve body, a second valve body, a third water pump, an electric heater, and a front-end radiator; the first valve body includes a fifth interface and an eighth interface, and the second valve body includes an A interface and a B interface; The high-temperature coolant flowing out of the first heat exchanger passes through the electric heater and the heater core, then through the A port and the B port of the second valve body. After transferring heat to the outside environment through the front radiator, it cools the motor and electronic control unit, and then flows back to the eighth port of the first valve body from the fifth port. Finally, it returns to the first heat exchanger through the third water pump.

6. The dual indirect vehicle thermal management system according to claim 5, characterized in that, The second valve body also includes a C-type interface; When the passenger cabin requires some heat for dehumidification, the A port and the C port of the second valve body are connected. The A port of the second valve body distributes the coolant flowing out of the heater core to the B port and the C port of the second valve body according to a second preset ratio. The coolant flowing out of the C port of the second valve body flows back to the heater core directly through the third water pump.

7. The dual-indirect vehicle thermal management system according to claim 1, characterized in that, It also includes a first valve body, a second valve body, a first water pump, a second water pump, an electric heater, a front-end heat exchanger, a motor, and an electrical control system. The first valve body includes a first interface, a fifth interface, a seventh interface, and a ninth interface; the second valve body includes an A interface and a C interface. When passenger cabin heating is required and the ambient temperature is between the first preset temperature and the second preset temperature, the low-temperature coolant flowing out from the second heat exchanger flows from the ninth port of the first valve body to the seventh port of the first valve body, then enters the front radiator to absorb heat from the environment, and then passes through the motor and electronic control for absorption, flows from the fifth port of the first valve body to the first port of the first valve body, and then flows back to the second heat exchanger through the first water pump to heat the refrigerant. The high-temperature refrigerant flowing out of the first heat exchanger passes through the electric heater and the warm air core, then flows from port A of the second valve body to port C of the second valve body, and flows back to the first heat exchanger via the second water pump.

8. The dual indirect vehicle thermal management system according to claim 1, characterized in that, It also includes a first valve body, a second valve body, a first water pump, a second water pump, an electric heater, a front-end heat exchanger, a motor, and an electrical control system. The first valve body includes a first interface, a fifth interface, a sixth interface, and a ninth interface; the second valve body includes an A interface and a C interface. When passenger cabin heating is required and the ambient temperature is between the second preset temperature and the third preset temperature, the low-temperature coolant flowing out of the second heat exchanger flows from the ninth port of the first valve body to the sixth port of the first valve body, enters the motor and the electronic control to absorb heat, flows from the fifth port of the first valve body to the first port of the first valve body, and then flows back to the second heat exchanger via the first water pump. The high-temperature refrigerant flowing out of the first heat exchanger passes through the electric heater and the warm air core, then flows from port A of the second valve body to port C of the second valve body, and flows back to the first heat exchanger via the second water pump.

9. The dual indirect vehicle thermal management system according to claim 8, characterized in that, It also includes a battery; and the second valve body also includes a B interface; When both passenger cabin heating and battery heating are required, and the ambient temperature is between the second preset temperature and the third preset temperature, the A port of the second valve body distributes the coolant flowing out of the heater core to the B port and the C port of the second valve body according to the third preset ratio.

10. The dual indirect vehicle thermal management system according to claim 1, characterized in that, It also includes a first valve body, a second valve body, a first water pump, a second water pump, a third water pump, an electric heater, an electric drive, an electronic control system, and a battery; the first valve body includes a first interface, a third interface, a fourth interface, a fifth interface, a sixth interface, and a ninth interface; the second valve body includes an A interface and a C interface; When the ambient temperature is lower than the third preset temperature, the compressor stops running. The coolant flowing out of the first heat exchanger passes through the electric heater, the warm air core, and then flows back to the first heat exchanger through the A port of the second valve body, the C port of the second valve body, and the third water pump. The coolant flowing out of the second heat exchanger flows back to the second heat exchanger via the ninth port of the first valve body, the third port of the first valve body, the second water pump, the battery, the fourth port of the first valve body, the fifth port of the first valve body, the electric drive, the electronic control, the sixth port of the first valve body, the first port of the first valve body, and the first water pump.

11. The dual indirect vehicle thermal management system according to claim 1, characterized in that, It also includes a first valve body, a second valve body, a first water pump, a second water pump, a third water pump, an electric heater, an electric drive, an electronic control unit, a battery, and a front-end radiator; the first valve body includes a first interface, a third interface, a fourth interface, a fifth interface, a seventh interface, and a ninth interface; When the ambient temperature is lower than the fourth preset temperature and the passenger cabin has a heating requirement and the battery has a cooling requirement, the coolant flowing out of the first heat exchanger passes through the electric heater, the warm air core, and then flows back to the first heat exchanger through the A port of the second valve body, the C port of the second valve body, and the third water pump. The coolant flowing out of the first heat exchanger flows back to the second heat exchanger via the ninth port of the first valve body, the third port of the first valve body, the second water pump, the battery, the fourth port of the first valve body, the fifth port of the first valve body, the electric drive, the electronic control, the front-end radiator, the seventh port of the first valve body, the first port of the first valve body, and the first water pump.

12. A method for controlling automotive thermal management, characterized in that, Applied to the dual indirect vehicle thermal management system as described in any one of claims 1 to 11, the dual indirect vehicle thermal management system comprises: The refrigerant circuit includes at least a compressor, a first heat exchanger, and a second heat exchanger; The coolant circuit includes at least a first heat exchanger, a second heat exchanger, a cold air core, and a warm air core; The refrigerant circuit and the coolant circuit exchange heat through the first heat exchanger and the second heat exchanger. After being compressed by the compressor, the refrigerant in the refrigerant circuit transfers heat to the coolant circuit through the first heat exchanger, and after being throttled, it absorbs heat from the coolant circuit through the second heat exchanger.

13. A car, characterized in that, Including the automotive thermal management system as described in claims 1-11.

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