Range-extended automobile fourteen-way valve Q double-air-conditioner heat pump heat management system

Abstract

The invention discloses a range-extended automobile fourteen-way valve Q double-air-conditioner heat pump heat management system which comprises an engine cooling branch, a battery branch, a front air-conditioner heating branch, a rear air-conditioner heating branch, a low-temperature heat dissipation branch, a front motor branch, a rear motor branch, a heat exchange branch, an automobile air-conditioner heat management branch and a fourteen-way valve Q, the engine cooling branch circuit, the battery branch circuit, the front air conditioner heating branch circuit, the rear air conditioner heating branch circuit, the low-temperature heat dissipation branch circuit, the front motor branch circuit, the rear motor branch circuit and the heat exchange branch circuit are all communicated with the fourteen-way valve Q. The automobile air conditioner heat management branch circuit is communicated with the heat exchange branch circuit. The number of connecting pipelines is reduced, and the risk of liquid leakage is reduced; the integration of parts is improved, and the size of the whole thermal management system is reduced; the conversion ratio between energy is increased, and energy loss is reduced; the number of control motors is reduced, and the demand for automobile control signals is reduced.

Description

Technical Field

[0001] This invention relates to a fourteen-way valve Q dual air conditioning heat pump thermal management system for range-extended vehicles. Background Technology

[0002] In the existing technology, automotive thermal management systems generally adopt a multi-valve distributed control scheme to achieve cooling, heating and passenger compartment temperature regulation functions for core components such as the engine, motor, and battery. This involves connecting multiple three-way valves or four-way valves in series or parallel, and building separate functional loops with independent pipelines to meet the thermal management needs under different operating conditions.

[0003] The core design logic of this technical solution is to achieve loop switching through "multi-valve division of labor": for example, using a three-way valve to control the flow of coolant, realizing the switching between component cooling and waste heat recovery; and using a four-way valve to coordinate the heat exchange between the air conditioning system and the cooling circuit, ensuring independent operation of the cooling / heating functions. However, due to the limitation of the number of passages in a single valve body, multiple valve bodies need to be combined to cover the requirements of all operating conditions, which leads to the following inherent defects in the system:

[0004] Redundancy of valve body and pipeline: In order to match the control of multiple valve bodies, a large number of branch pipelines and connection interfaces need to be designed, which not only increases the overall size of the system, but also occupies more vehicle installation space. This contradiction is even more prominent in the case of tight chassis space of new energy vehicles.

[0005] High manufacturing and assembly costs: The multi-valve structure requires a variety of special molds, and the sealing of each valve body and pipeline needs to be adjusted one by one during the assembly process, which increases the complexity of the production process and manufacturing costs.

[0006] Significant energy loss: Excessive pipe connections and valve body throttling will increase the flow resistance of the fluid medium and reduce energy conversion efficiency. At the same time, the increased heat dissipation area of ​​the pipes will also lead to additional energy loss.

[0007] The control logic is complex: each valve body requires an independent control motor and signal commands, which means that the vehicle controller needs to output a large number of control signals. This not only increases the difficulty of wiring harness layout, but may also affect the system response speed and stability due to signal coordination issues.

[0008] Typical applications of this technology cover thermal management systems for traditional fuel vehicles and early new energy vehicles. Its core limitation lies in its failure to address the need for multi-loop collaborative control through integrated design, resulting in room for optimization in terms of space occupation, cost control, energy efficiency, and control reliability. Summary of the Invention

[0009] The purpose of this invention is to overcome the shortcomings of the prior art and provide a range-extended vehicle 14-way valve Q dual air conditioning heat pump thermal management system.

[0010] To achieve the above objectives, the present invention is implemented through the following technical solution:

[0011] A range-extended vehicle 14-way valve Q dual air conditioning heat pump thermal management system includes an engine cooling branch, a battery branch, a front air conditioning heating branch, a rear air conditioning heating branch, a low-temperature heat dissipation branch, a front motor branch, a rear motor branch, a heat exchange branch, an automotive air conditioning thermal management branch, and a 14-way valve Q. The engine cooling branch, battery branch, front air conditioning heating branch, rear air conditioning heating branch, low-temperature heat dissipation branch, front motor branch, rear motor branch, and heat exchange branch are all connected to the 14-way valve Q. The engine cooling branch, battery branch, front air conditioning heating branch, rear air conditioning heating branch, low-temperature heat dissipation branch, front motor branch, rear motor branch, and heat exchange branch achieve independent or coordinated operation of each branch through valve core switching of the 14-way valve Q. The automotive air conditioning thermal management branch is connected to the heat exchange branch.

[0012] Preferably, the engine cooling circuit includes an H-type radiator H-RAD, an engine M, and an auxiliary water tank Tank5. The inlet and outlet of the H-type radiator H-RAD are respectively connected to the coolant inlet and outlet of the engine M. The auxiliary water tank Tank5 is connected between the H-type radiator H-RAD and the engine M. The engine M is connected to the 11th and 12th pins of the 14-way valve Q through two independent pipes, respectively, to achieve the introduction and export of coolant.

[0013] Preferably, the power battery branch includes a power battery BAT, an electronic water pump pump2, and an auxiliary water tank Tank2. One end of the power battery BAT is connected to pin 14 of the fourteen-way valve Q, and the other end of the power battery BAT is connected to one end of the electronic water pump pump2 through the auxiliary water tank Tank2. The other end of the electronic water pump pump2 is connected to pin 1 of the fourteen-way valve Q.

[0014] Preferably, the front air conditioning heating branch includes a secondary water tank (Tank1), an electronic water pump (pump3), a high-pressure heater (WPTC), and a front air conditioning heater core (F-HEAT). One end of the secondary water tank (Tank1) is connected to pin 6 of the fourteen-way valve (Q), and the other end of the secondary water tank (Tank1) is connected to the high-pressure heater (WPTC) via the electronic water pump (pump3). The high-pressure heater (WPTC) is connected to pin 5 of the fourteen-way valve (Q) via the high-pressure heater (WPTC).

[0015] Preferably, the rear air conditioning heating branch includes a rear air conditioning heater core R-HEAT, one end of which is connected to pin 7 of the fourteen-way valve Q, and the other end of which is connected to pin 4 of the fourteen-way valve Q.

[0016] Preferably, the low-temperature heat dissipation branch includes a low-temperature radiator RAD, one end of which is connected to pin 10 of the fourteen-way valve Q, and the other end of which is connected to pin 13 of the fourteen-way valve Q. The heat exchange branch includes a heat exchanger CH1LL, one end of which is connected to pin 3 of the fourteen-way valve Q, and the other end of which is connected to pin 2 of the fourteen-way valve Q.

[0017] Preferably, the front motor branch includes a secondary water tank Tank11, an electronic pump pump1, a front air conditioning controller F-MCU, and a front air conditioning motor F-MOT. One end of the secondary water tank Tank11 is connected to pin 8 of the 14-way valve Q, and the other end of the secondary water tank Tank11 is connected to the front air conditioning controller F-MCU through the electronic pump pump1. The front air conditioning controller F-MCU is connected to one end of the front air conditioning motor F-MOT, and the other end of the front air conditioning motor F-MOT is connected to pin 13 of the 14-way valve Q.

[0018] Preferably, the rear motor branch includes a secondary water tank Tank4, an electronic pump pump4, a rear air conditioning controller R-MCU, and a rear air conditioning motor R-MOT. One end of the secondary water tank Tank4 is connected to pin 9 of the 14-way valve Q, and the other end of the secondary water tank Tank4 is connected to the rear air conditioning controller R-MCU through the electronic pump pump4. The rear air conditioning controller R-MCU is connected to one end of the rear air conditioning motor R-MOT, and the other end of the rear air conditioning motor R-MOT is connected to pin 13 of the 14-way valve Q.

[0019] Preferably, the automotive air conditioning thermal management branch includes an outdoor condenser OHEX, shut-off valves SOV1, SOV2, and SOV4, a compressor EAC, a gas-liquid separator GLS, shut-off valve SOV22, expansion valves EXV4, EXV2, EXV3, and EXV1, a first built-in condenser T1, a second built-in condenser T2, a front air conditioning evaporator F-EVAP, and a rear air conditioning evaporator R-EVAP. One end of the outdoor condenser OHEX is connected to the gas-liquid separator GLS via shut-off valve SOV4. One end of the outdoor condenser OHEX is connected to one end of shut-off valve SOV2. The other end of shut-off valve SOV2 is connected to one end of shut-off valve SOV1. The other end of shut-off valve SOV1 is connected to one end of the second built-in condenser T2. The other end of shut-off valve SOV2 is connected to the gas-liquid separator GLS via the compressor EAC. The gas-liquid separator GLS is connected to... The rear air conditioner evaporator R-EVAP is connected to one end of the expansion valve EXV3. The other end of the expansion valve EXV3 is connected to one end of the shut-off valve SOV22. The other end of the shut-off valve SOV22 is connected to the other end of the outdoor condenser OHEX. The other end of the second built-in condenser T2 is connected to one end of the expansion valve EXV4 and one end of the first built-in condenser T1, respectively. The other end of the expansion valve EXV4 is connected to the other end of the outdoor condenser OHEX. The other end of the shut-off valve SOV1 is connected to the other end of the first built-in condenser T1. The gas-liquid separator GLS is connected to one end of the expansion valve EXV2 through the front air conditioner evaporator F-EVAP. The other end of the expansion valve EXV2 is connected to one end of the shut-off valve SOV22. One end of the shut-off valve SOV22 is connected to one end of the heat exchanger CH1LL through the expansion valve EXV1. The gas-liquid separator GLS is connected to the other end of the heat exchanger CH1LL.

[0020] Preferably, the automotive air conditioning thermal management branch also includes a front air conditioning fan F-BLOW and a rear air conditioning fan R-BLOW. The front air conditioning fan F-BLOW is installed on the air intake side or air outlet side of the front air conditioning evaporator F-EVAP, and the rear air conditioning fan R-BLOW is installed on the air intake side or air outlet side of the rear air conditioning evaporator R-EVAP. The engine cooling branch also includes a first fan FAN1 and a second fan FAN2. The first fan FAN1 is installed on the outside of the H-type radiator H-RAD, and the second fan FAN2 is installed on the heat dissipation side of the engine M.

[0021] The beneficial effects of this invention are as follows:

[0022] 1. High integration and smaller space occupation: The fourteen-way valve Q integrates multiple branches such as engine cooling branch, battery branch, front air conditioning heating branch, rear air conditioning heating branch, low temperature heat dissipation branch, front motor branch, rear motor branch, heat exchange branch, and automotive air conditioning thermal management branch, replacing the traditional multi-three-way valve and four-way valve scattered design. The overall system volume is reduced by more than 30%, which greatly saves the vehicle installation space, especially suitable for the tight chassis space of new energy vehicles;

[0023] 2. Simplified piping and reduced risk of leakage: The shared 14-way valve Q core interface reduces the number of external connection pipes by more than 60%, reduces the use of pipe joints and seals, significantly reduces the incidence of leakage failures, and improves the reliability of system operation.

[0024] 3. Improved energy efficiency and reduced losses: Reduced pipeline redundancy and valve body throttling resistance improve fluid medium flow efficiency by more than 25% and energy conversion ratio by 15%-20%; at the same time, enhanced recovery and utilization of waste heat from motors and engines further reduce overall vehicle energy consumption.

[0025] 4. Simpler control and faster response: The single 14-way valve Q only requires 2 control motors, replacing the independent control of multiple valve bodies in the traditional system, reducing the vehicle control signal requirements by more than 80%, simplifying wiring harness layout and control logic, and shortening the system operating condition switching response time to within 0.5 seconds;

[0026] 5. Comprehensive functionality and strong adaptability: Supports engine M cooling, motor cooling, dual battery cooling, multi-mode battery heating, electric drive waste heat heating, engine M waste heat heating, heater heating, independent control of front and rear air conditioning, and heat pump and waste heat synergistic heating, adapting to different ambient temperatures and driving scenarios.

[0027] 6. Reduced manufacturing and maintenance costs: The number of parts such as valve bodies, molds, and pipelines is reduced, resulting in a 20%-25% reduction in the manufacturing cost of the vehicle thermal management system; the integrated design also reduces the workload of component replacement and maintenance in later stages, thus reducing user costs. Attached Figure Description

[0028] Figure 1 This is a system block diagram of the present invention;

[0029] Figure 2 This is a schematic diagram of the structure of the present invention;

[0030] Figure 3 This is a structural diagram of the engine cooling mode;

[0031] Figure 4 This is a schematic diagram of the motor cooling mode.

[0032] Figure 5This is a schematic diagram of the cooling mode of an air conditioning system;

[0033] Figure 6 A schematic diagram of a low-temperature radiator cooling mode;

[0034] Figure 7 A schematic diagram of the electric drive waste heat heating mode;

[0035] Figure 8 A schematic diagram of the engine waste heat heating mode;

[0036] Figure 9 This is a schematic diagram of the heater's heating mode.

[0037] Figure 10 A schematic diagram of a single-front air conditioning heating mode;

[0038] Figure 11 This is a schematic diagram of the front and rear air conditioning heating mode;

[0039] Figure 12 This is a schematic diagram of the structure of a heat pump air conditioner.

[0040] Figure 13 A schematic diagram of a mode where waste heat from the motor is used to heat the front passenger compartment.

[0041] Figure 14 A schematic diagram of a mode where waste heat from the motor is used to heat the rear passenger compartment.

[0042] Figure 15 A schematic diagram of a mode where waste heat from the motor is used to heat the front and rear passenger compartments. Detailed Implementation

[0043] The technical solution of the present invention will be further described below with reference to the accompanying drawings:

[0044] like Figure 1 , Figure 2 As shown, a range-extended vehicle 14-way valve Q dual air conditioning heat pump thermal management system includes an engine cooling branch 1, a battery branch 2, a front air conditioning heating branch 3, a rear air conditioning heating branch 4, a low-temperature heat dissipation branch 5, a front motor branch 6, a rear motor branch 7, a heat exchange branch 8, an automotive air conditioning thermal management branch 9, and a 14-way valve Q. The engine cooling branch 1, battery branch 2, front air conditioning heating branch 3, rear air conditioning heating branch 4, low-temperature heat dissipation branch 5, front motor branch 6, rear motor branch 7, and heat exchange branch 8 are all connected to the 14-way valve Q. The engine cooling branch 1, battery branch 2, front air conditioning heating branch 3, rear air conditioning heating branch 4, low-temperature heat dissipation branch 5, front motor branch 6, rear motor branch 7, and heat exchange branch 8 achieve independent or coordinated operation of each branch through valve core switching of the 14-way valve Q. The automotive air conditioning thermal management branch 9 is connected to the heat exchange branch 8.

[0045] like Figure 1 , Figure 2 As shown, in the system, engine cooling branch 1, battery branch 2, front air conditioning heating branch 3, rear air conditioning heating branch 4, low-temperature heat dissipation branch 5, front motor branch 6, rear motor branch 7, and heat exchange branch 8 are all connected one-to-one to the corresponding pins of the fourteen-way valve Q through independent sealed pipelines. By rotating the valve core of the fourteen-way valve Q to switch positions, the independent operation of each branch (such as cooling the battery alone or turning on the front air conditioning heating alone) or the coordinated operation of multiple branches (such as the engine cooling branch simultaneously dissipating heat while the motor waste heat is recovered to heat the battery) can be flexibly realized. The automotive air conditioning thermal management branch 9 is connected in series with the heat exchange branch 8 through a pipeline. Utilizing the heat exchange core of the heat exchange branch 8 (such as CHILLER, built-in condenser), the air conditioning system achieves heat exchange with other branches, thereby completing functions such as in-vehicle cooling, heat pump heating, and battery air conditioning side cooling.

[0046] like Figure 1 , Figure 2 As shown, the engine cooling branch 1 includes an H-type radiator H-RAD, an engine M, and an auxiliary water tank Tank5. The inlet and outlet of the H-type radiator H-RAD are respectively connected to the coolant inlet and outlet of the engine M. The auxiliary water tank Tank5 is connected between the H-type radiator H-RAD and the engine M. The engine M is connected to the 11th and 12th pins of the 14-way valve Q through two independent pipes, respectively, to achieve one-to-one sealing connection between the coolant and the valve.

[0047] like Figure 1 , Figure 2 As shown, the working principle of engine cooling branch 1 is as follows: the heat generated by engine M is transferred to the internal coolant. The heated coolant is introduced into pin 11 of the 14-way valve Q through an independent sealed pipeline. After being guided by the valve core, it enters the H-type radiator H-RAD to complete heat exchange and cooling. The cooled coolant flows back to the coolant inlet of engine M through the pipeline. At the same time, the auxiliary water tank Tank5 is connected in parallel to the main circuit between the H-type radiator H-RAD and engine M to replenish coolant and balance the branch pressure. Engine M achieves stable introduction and export of coolant through a one-to-one sealed connection with pins 11 and 12 of the 14-way valve Q, ensuring that the engine operates within a suitable temperature range.

[0048] like Figure 1 , Figure 2As shown, battery branch 2 includes a power battery BAT, an electronic water pump pump2, and an auxiliary water tank Tank2. One end of the power battery BAT is connected to pin 14 of the fourteen-way valve Q, and the other end of the power battery BAT is connected to one end of the electronic water pump pump2 through the auxiliary water tank Tank2. The other end of the electronic water pump pump2 is connected to pin 1 of the fourteen-way valve Q.

[0049] like Figure 1 , Figure 2 As shown, the front air conditioning heating branch 3 includes a secondary water tank Tank1, an electronic water pump pump3, a high-pressure heater WPTC, and a front air conditioning heater core F-HEAT. One end of the secondary water tank Tank1 is connected to pin 6 of the fourteen-way valve Q, and the other end of the secondary water tank Tank1 is connected to the high-pressure heater WPTC through the electronic water pump pump3. The high-pressure heater WPTC is connected to pin 5 of the fourteen-way valve Q through the high-pressure heater WPTC.

[0050] like Figure 1 , Figure 2 As shown, the rear air conditioning heating branch 4 includes a rear air conditioning heater core R-HEAT. One end of the rear air conditioning heater core R-HEAT is connected to pin 7 of the fourteen-way valve Q, and the other end of the rear air conditioning heater core R-HEAT is connected to pin 4 of the fourteen-way valve Q.

[0051] like Figure 1 , Figure 2 As shown, the low-temperature heat dissipation branch 5 includes a low-temperature radiator RAD, one end of which is connected to pin 10 of the fourteen-way valve Q, and the other end of which is connected to pin 13 of the fourteen-way valve Q. The heat exchange branch 8 includes a heat exchanger CH1LL, one end of which is connected to pin 3 of the fourteen-way valve Q, and the other end of which is connected to pin 2 of the fourteen-way valve Q.

[0052] like Figure 1 , Figure 2 As shown, the front motor branch 6 includes a secondary water tank Tank11, an electronic pump pump1, a front air conditioning controller F-MCU, and a front air conditioning motor F-MOT. One end of the secondary water tank Tank11 is connected to pin 8 of the 14-way valve Q, and the other end of the secondary water tank Tank11 is connected to the front air conditioning controller F-MCU through the electronic pump pump1. The front air conditioning controller F-MCU is connected to one end of the front air conditioning motor F-MOT, and the other end of the front air conditioning motor F-MOT is connected to pin 13 of the 14-way valve Q.

[0053] like Figure 1 , Figure 2As shown, the rear motor branch 7 includes a secondary water tank Tank4, an electronic pump pump4, a rear air conditioning controller R-MCU, and a rear air conditioning motor R-MOT. One end of the secondary water tank Tank4 is connected to pin 9 of the 14-way valve Q, and the other end of the secondary water tank Tank4 is connected to the rear air conditioning controller R-MCU through the electronic pump pump4. The rear air conditioning controller R-MCU is connected to one end of the rear air conditioning motor R-MOT, and the other end of the rear air conditioning motor R-MOT is connected to pin 13 of the 14-way valve Q.

[0054] like Figure 1 , Figure 2 As shown, the automotive air conditioning thermal management branch 9 includes an outdoor condenser OHEX, shut-off valves SOV1, SOV2, and SOV4, a compressor EAC, a gas-liquid separator GLS, shut-off valve SOV22, expansion valves EXV4, EXV2, EXV3, and EXV1, a first built-in condenser T1, a second built-in condenser T2, a front air conditioning evaporator F-EVAP, and a rear air conditioning evaporator R-EVAP. One end of the outdoor condenser OHEX is connected to the gas-liquid separator GLS via shut-off valve SOV4. One end of the outdoor condenser OHEX is connected to one end of shut-off valve SOV2. The other end of shut-off valve SOV2 is connected to one end of shut-off valve SOV1. The other end of shut-off valve SOV1 is connected to one end of the second built-in condenser T2. The other end of shut-off valve SOV2 is connected to the gas-liquid separator GLS via compressor EAC. The gas-liquid separator GLS is connected to the rear air conditioning evaporator R-EVAP. The air conditioner evaporator R-EVAP is connected to one end of the expansion valve EXV3. The other end of the expansion valve EXV3 is connected to one end of the shut-off valve SOV22. The other end of the shut-off valve SOV22 is connected to the other end of the outdoor condenser OHEX. The other end of the second built-in condenser T2 is connected to one end of the expansion valve EXV4 and one end of the first built-in condenser T1. The other end of the expansion valve EXV4 is connected to the other end of the outdoor condenser OHEX. The other end of the shut-off valve SOV1 is connected to the other end of the first built-in condenser T1. The gas-liquid separator GLS is connected to one end of the expansion valve EXV2 through the front air conditioner evaporator F-EVAP. The other end of the expansion valve EXV2 is connected to one end of the shut-off valve SOV22. One end of the shut-off valve SOV22 is connected to one end of the heat exchanger CH1LL through the expansion valve EXV1. The gas-liquid separator GLS is connected to the other end of the heat exchanger CH1LL.

[0055] like Figure 1 , Figure 2As shown, the automotive air conditioning thermal management branch 9 also includes a front air conditioning fan F-BLOW and a rear air conditioning fan R-BLOW. The front air conditioning fan F-BLOW is installed on the air intake side or air outlet side of the front air conditioning evaporator F-EVAP, and the rear air conditioning fan R-BLOW is installed on the air intake side or air outlet side of the rear air conditioning evaporator R-EVAP. The engine cooling branch 1 also includes a first fan FAN1 and a second fan FAN2. The first fan FAN1 is installed on the outside of the H-type radiator H-RAD, and the second fan FAN2 is installed on the heat dissipation side of the engine M.

[0056] Operating Mode 1: Engine Cooling Mode

[0057] like Figure 3 As shown, the engine cooling mode includes an H-type radiator (H-RAD), engine (M), auxiliary water tank (Tank5), 14-way valve (Q), and rear air conditioning heater core (R-HEAT). The inlet and outlet of the H-type radiator (H-RAD) are respectively connected to the coolant inlet and outlet of the engine (M). The auxiliary water tank (Tank5) is connected between the H-type radiator (H-RAD) and the engine (M). The engine (M) is connected to pins 11 and 12 of the 14-way valve (Q) through two independent pipes, respectively, to achieve coolant introduction and export. The rear air conditioning heater core (R-HEAT) is connected to pins 4 and 7 of the 14-way valve (Q) through two independent pipes, respectively, to achieve coolant introduction and export. At this time, pins 11 and 7 of the 14-way valve (Q) are connected, and pins 12 and 4 of the 14-way valve (Q) are connected.

[0058] like Figure 3 As shown, the working principle of the engine cooling mode is as follows: The heat generated by the engine M is transferred to the internal coolant. The heated coolant is introduced into the 11th pin of the 14-way valve Q through an independent sealed pipe. Since the 11th pin of the 14-way valve Q is connected to the 7th pin, the coolant flows into the rear air conditioning heater core R-HEAT through the 7th pin, and completes heat exchange with the air flowing through the heater core (for heating the rear passenger compartment). The cooled coolant flows out from the rear air conditioning heater core R-HEAT and is introduced into the 4th pin of the 14-way valve Q. Then, through the connection path between the 4th pin and the 12th pin of the 14-way valve Q, it flows back to the engine M through the 12th pin. At the same time, the auxiliary water tank Tank5 is connected in parallel between the H-type radiator H-RAD and the engine M to replenish the coolant and balance the circuit pressure, so as to realize the coordinated work of "engine cooling + rear air conditioning heating".

[0059] Operating Mode 2: Motor Cooling Mode

[0060] like Figure 4As shown, the motor cooling mode includes a secondary water tank (Tank11), an electric pump (pump1), a front air conditioning controller (F-MCU), a front air conditioning motor (F-MOT), a secondary water tank (Tank4), an electric pump (pump4), a rear air conditioning controller (R-MCU), a rear air conditioning motor (R-MOT), and a low-temperature radiator (RAD). One end of the secondary water tank (Tank11) is connected to pin 8 of the 14-way valve Q, and the other end of the secondary water tank (Tank11) is connected to the front air conditioning controller (F-MCU) via the electric pump (pump1). The front air conditioning controller (F-MCU) is connected to the front air conditioning motor. One end of the F-MOT is connected to one end of the low-temperature radiator RAD, and the other end of the low-temperature radiator RAD is connected to pin 10 of the 14-way valve Q. One end of the auxiliary water tank Tank4 is connected to pin 9 of the 14-way valve Q, and the other end of the auxiliary water tank Tank4 is connected to the rear air conditioning controller R-MCU via the electronic pump pump4. The rear air conditioning controller R-MCU is connected to one end of the rear air conditioning motor R-MOT, and the other end of the rear air conditioning motor R-MOT is connected to one end of the low-temperature radiator RAD. At this time, pins 8 and 9 of the 14-way valve Q are both connected to pin 10.

[0061] like Figure 4 As shown, on the front air conditioning motor side, the auxiliary water tank Tank11 stores and replenishes the branch coolant. After the coolant is introduced through pin 8 of the 14-way valve Q, it is powered by the electric pump pump1 and delivered to the front air conditioning F-MCU, and then flows through the front air conditioning motor F-MOT to absorb the heat generated by the two motors. On the rear air conditioning motor side, the coolant in the auxiliary water tank Tank4 is introduced through pin 9 of the 14-way valve Q, and delivered by the electric pump pump4 to the rear air conditioning controller R-MCU, and then flows through the rear air conditioning motor R-MOT to complete heat absorption. Since pins 8 and 9 of the 14-way valve Q are connected to pin 10, the coolant absorbed by the front and rear air conditioning motors flows into the low-temperature radiator RAD. After cooling, it flows back to the 14-way valve Q through pin 10, forming a closed-loop circuit for synchronous cooling of the two motors, ensuring that the front and rear motors and their corresponding MCUs operate stably within a suitable temperature range.

[0062] Operating Mode 3: Battery Cooling Mode

[0063] 1) Air conditioning system cooling mode

[0064] like Figure 5As shown, the air conditioning system cooling circuit includes a power battery BAT, an electronic water pump pump2, an auxiliary water tank Tank2, a heat exchanger CH1LL, an outdoor condenser OHEX, a shut-off valve SOV2, a compressor EAC, a gas-liquid separator GLS, a shut-off valve SOV22, and an expansion valve EXV1. One end of the power battery BAT is connected to pin 14 of the 14-way valve Q, and the other end of the power battery BAT is connected to one end of the electronic water pump pump2 through the auxiliary water tank Tank2. The other end of the electronic water pump pump2 is connected to pin 1 of the 14-way valve Q. One end of the heat exchanger CH1LL is connected to pin 3 of the 14-way valve Q, and the other end of the heat exchanger CH1LL is connected to pin 2 of the 14-way valve Q. One end of the outdoor condenser OHEX is connected to the compressor EAC via the shut-off valve SOV2. The compressor EAC is connected to the other end of the heat exchanger CH1LL via the gas-liquid separator GLS. One end of the heat exchanger CH1LL is connected to one end of the shut-off valve SOV22 via the expansion valve EXV1. The other end of the shut-off valve SOV22 is connected to the other end of the outdoor condenser OHEX. At this time, pins 1 and 2 of the 14-way valve Q are connected, and pins 3 and 14 of the 14-way valve Q are connected.

[0065] like Figure 5 As shown, the working principle of the air conditioning system cooling circuit is as follows: The electric water pump 2 provides power, causing the coolant in the power battery BAT to flow into the 14-way valve Q through pin 14. Since pin 3 of the 14-way valve Q is connected to pin 14, the coolant enters the heat exchanger CHILL to absorb heat and cool down. The cooled coolant then flows back to the electric water pump 2 through pin 2 of the 14-way valve Q (connected to pin 1), and is then replenished by the auxiliary water tank Tank2 before being sent back to the power battery BAT, completing the battery cooling. At the same time, the air conditioning side compressor EAC starts, and the refrigerant enters the outdoor condenser OHEX for heat dissipation through the shut-off valve SOV2. After being throttled and depressurized through the shut-off valve SOV22 and the expansion valve EXV1, it enters the heat exchanger CHILL to absorb heat from the coolant. Finally, it flows back to the compressor EAC through the gas-liquid separator GLS, forming a refrigerant cycle and continuously cooling the power battery BAT through heat exchange.

[0066] 2) Low-temperature radiator cooling mode

[0067] like Figure 6As shown, the low-temperature radiator cooling mode includes a power battery (BAT), an electronic water pump (pump2), an auxiliary water tank (Tank2), and a low-temperature radiator (RAD). One end of the power battery (BAT) is connected to pin 14 of the 14-way valve (Q). The other end of the power battery (BAT) is connected to one end of the electronic water pump (pump2) via the auxiliary water tank (Tank2). The other end of the electronic water pump (pump2) is connected to pin 1 of the 14-way valve (Q). One end of the low-temperature radiator (RAD) is connected to pin 10 of the 14-way valve (Q), and the other end of the low-temperature radiator (RAD) is connected to pin 13 of the 14-way valve (Q). At this time, pins 14 and 13 of the 14-way valve (Q) are connected, and pins 1 and 10 of the 14-way valve (Q) are connected.

[0068] The working principle of the low-temperature radiator cooling mode is as follows: the electric water pump 2 provides circulation power, and the coolant in the power battery BAT flows into the 14-way valve Q through pin 14. Since pin 14 of the 14-way valve Q is connected to pin 13, the coolant enters the low-temperature radiator RAD through pin 13 and completes heat exchange with the outside air to achieve cooling. After cooling, the coolant flows into pin 10 of the 14-way valve Q through the other end of the low-temperature radiator RAD. Then, through the connection path between pin 10 and pin 1 of the 14-way valve Q, it flows back to the electric water pump 2 through pin 1. After being replenished by the auxiliary water tank Tank 2, it is sent back to the power battery BAT, forming a closed-loop cooling circuit to continuously dissipate heat and cool the power battery BAT.

[0069] Battery heating circuit

[0070] [1] Electric drive waste heat heating mode

[0071] like Figure 7 As shown, the electric drive waste heat heating mode includes a power battery BAT, an electronic water pump pump2, an auxiliary water tank Tank2, a front motor branch 6, and a rear motor branch 7. One end of the power battery BAT is connected to pin 14 of the fourteen-way valve Q, and the other end of the power battery BAT is connected to one end of the electronic water pump pump2 through the auxiliary water tank Tank2. The other end of the electronic water pump pump2 is connected to pin 1 of the fourteen-way valve Q.

[0072] like Figure 7 As shown, the front motor branch 6 includes a secondary water tank Tank11, an electronic pump pump1, a front air conditioning controller F-MCU, and a front air conditioning motor F-MOT. One end of the secondary water tank Tank11 is connected to pin 8 of the 14-way valve Q, and the other end of the secondary water tank Tank11 is connected to the front air conditioning controller F-MCU through the electronic pump pump1. The front air conditioning controller F-MCU is connected to one end of the front air conditioning motor F-MOT, and the other end of the front air conditioning motor F-MOT is connected to pin 13 of the 14-way valve Q.

[0073] like Figure 7 As shown, the rear motor branch 7 includes a secondary water tank Tank4, an electronic pump pump4, a rear air conditioning controller R-MCU, and a rear air conditioning motor R-MOT. One end of the secondary water tank Tank4 is connected to pin 9 of the 14-way valve Q, and the other end of the secondary water tank Tank4 is connected to the rear air conditioning controller R-MCU through the electronic pump pump4. The rear air conditioning controller R-MCU is connected to one end of the rear air conditioning motor R-MOT, and the other end of the rear air conditioning motor R-MOT is connected to pin 13 of the 14-way valve Q.

[0074] At this time, pins 8 and 9 of the 14-way valve Q are connected to pin 1, and pin 13 is connected to pin 14.

[0075] The working principle of the electric drive waste heat heating mode is as follows: In the front motor branch 6, the electric pump pump1 provides power, and the coolant in the auxiliary water tank Tank11 is introduced through the No. 8 pipe of the fourteen-way valve Q, flows through the front air conditioning controller F-MCU and the front air conditioning motor F-MOT and absorbs the waste heat generated by their operation; In the rear motor branch 7, the electric pump pump4 drives the coolant in the auxiliary water tank Tank4 to be introduced through the No. 9 pipe, flows through the rear air conditioning controller R-MCU and the rear air conditioning motor R-MOT to absorb waste heat; Because pins 8 and 9 of the 14-way valve Q are connected to pin 1, the two streams of coolant that have absorbed waste heat converge and flow into the electric water pump pump2 through pin 1. After being replenished by the auxiliary water tank Tank2, the coolant is delivered to the power battery BAT to heat the battery. The coolant that has cooled down after heat exchange flows into pin 14 through one end of the power battery BAT. Pin 14 is connected to pin 13. Finally, the coolant flows back to the front and rear motor branches, forming a closed loop, realizing the function of recovering waste heat from the electric drive to heat the power battery BAT.

[0076] [2] Engine waste heat heating

[0077] like Figure 8As shown, the engine waste heat heating mode includes a power battery (BAT), an electronic water pump (pump2), an auxiliary water tank (Tank2), an H-type radiator (H-RAD), an engine (M), and an auxiliary water tank (Tank5). The inlet and outlet of the H-type radiator (H-RAD) are respectively connected to the coolant inlet and outlet of the engine (M). The auxiliary water tank (Tank5) connects the H-type radiator (H-RAD) and the engine (M). The engine (M) is connected to pins 11 and 12 of the 14-way valve (Q) via two independent pipes, respectively, to achieve coolant introduction and export. One end of the power battery (BAT) is connected to pin 14 of the 14-way valve (Q), and the other end of the power battery (BAT) is connected to one end of the electronic water pump (pump2) through the auxiliary water tank (Tank2). The other end of the electronic water pump (pump2) is connected to pin 1 of the 14-way valve (Q). At this time, pins 11 and 14 are connected.

[0078] like Figure 8 As shown, the working principle of the engine waste heat heating mode is as follows: The heat generated by the engine M is transferred to the internal coolant. The heated coolant is introduced into the 11th pin of the 14-way valve Q through an independent pipeline. Since the 11th pin is connected to the 1st pin, the coolant flows into the electronic water pump pump2 through the 1st pin. After being replenished by the auxiliary water tank Tank2, it is delivered to the power battery BAT, using the engine waste heat to heat the battery. The cooled coolant flows into the 14th pin through one end of the power battery BAT. Then, through the connection path between the 14th pin and the 12th pin, it flows back to the engine M through the 12th pin. At the same time, the auxiliary water tank Tank5 is connected in parallel between the H-type radiator H-RAD and the engine M to balance the circuit pressure and replenish the coolant, forming a closed loop of "engine waste heat recovery + power battery heating".

[0079] [3] Heater heating mode

[0080] like Figure 9 As shown, the heater heating mode includes a secondary water tank (Tank1), an electronic water pump (pump3), a high-pressure heater (WPTC), a front air conditioning heater core (F-HEAT), a power battery (BAT), an electronic water pump (pump2), and a secondary water tank (Tank2). One end of the secondary water tank (Tank1) is connected to pin 6 of the 14-way valve (Q). The other end of the secondary water tank (Tank1) is connected to the high-pressure heater (WPTC) via the electronic water pump (pump3). The high-pressure heater (WPTC) is connected to pin 5 of the 14-way valve (Q) via the high-pressure heater (WPTC). One end of the power battery (BAT) is connected to pin 14 of the 14-way valve (Q). The other end of the power battery (BAT) is connected to one end of the electronic water pump (pump2) via the secondary water tank (Tank2). The other end of the electronic water pump (pump2) is connected to pin 1 of the 14-way valve (Q). At this time, pin 6 is connected to pin 1, and pin 5 is connected to pin 14.

[0081] like Figure 9 As shown, the working principle of the heater heating mode is as follows: the electric water pump 3 provides power, and the coolant in the auxiliary water tank Tank 1 is introduced through pin 6 of the 14-way valve Q. After being heated by the high-pressure heater WPTC, it flows into the 14-way valve Q through pin 5. Since pin 6 is connected to pin 1 and pin 5 is connected to pin 14, the heated coolant enters the electric water pump 2 through pin 1. After being replenished by the auxiliary water tank Tank 2, it is delivered to the power battery BAT to heat the battery. The cooled coolant after heat exchange flows into pin 14 through one end of the power battery BAT, flows back to the 14-way valve Q, and forms a closed loop through pins 5 and 6. At the same time, the front air conditioning heating core F-HEAT uses the coolant heated by the high-pressure heater WPTC to heat the front passenger compartment, taking into account both battery heating and cabin heating needs.

[0082] Heater warm air circuit

[0083] 1. Single front air conditioning heating mode

[0084] like Figure 10 As shown, the single-front air conditioning heating mode includes a secondary water tank (Tank1), an electronic water pump (pump3), a high-pressure heater (WPTC), and a front air conditioning heater core (F-HEAT). One end of the secondary water tank (Tank1) is connected to pin 6 of the 14-way valve (Q), and the other end of the secondary water tank (Tank1) is connected to the high-pressure heater (WPTC) via the electronic water pump (pump3). The high-pressure heater (WPTC) is connected to pin 5 of the 14-way valve (Q). At this time, pins 6 and 5 are connected.

[0085] The working principle of the single front air conditioning heating mode is as follows: the electronic water pump 3 provides circulation power, the coolant in the auxiliary water tank Tank1 is introduced through the 6th pin of the 14-way valve Q, flows through the high-pressure heater WPTC and is heated, and then enters the front air conditioning heating core F-HEAT to complete heat exchange with the flowing air, providing heating for the front passenger compartment; the cooled coolant after heat exchange is connected to the 5th pin of the 14-way valve Q and flows back to the auxiliary water tank Tank1 through the 5th pin, forming a closed loop circulation, continuously delivering hot air to the front passenger compartment.

[0086] 2. Front and rear air conditioning heating modes

[0087] like Figure 11 As shown, the front and rear air conditioning heating modes include front air conditioning heating branch 3 and rear air conditioning heating branch 4.

[0088] like Figure 11As shown, the front air conditioning heating branch 3 includes a secondary water tank Tank1, an electronic water pump pump3, a high-pressure heater WPTC, and a front air conditioning heater core F-HEAT. One end of the secondary water tank Tank1 is connected to pin 6 of the fourteen-way valve Q, and the other end of the secondary water tank Tank1 is connected to the high-pressure heater WPTC through the electronic water pump pump3. The high-pressure heater WPTC is connected to pin 5 of the fourteen-way valve Q through the high-pressure heater WPTC.

[0089] like Figure 11 As shown, the rear air conditioning heating branch 4 includes a rear air conditioning heater core R-HEAT. One end of the rear air conditioning heater core R-HEAT is connected to pin 7 of the fourteen-way valve Q, and the other end of the rear air conditioning heater core R-HEAT is connected to pin 4 of the fourteen-way valve Q.

[0090] At this time, pins 6 and 7 are connected, and pins 4 and 5 are connected.

[0091] The working principle of the front and rear air conditioning heating modes is as follows: the electronic water pump 3 provides circulation power, and the coolant in the auxiliary water tank Tank1 is introduced through the 6th pin of the 14-way valve Q. Since the 6th pin is connected to the 7th pin, the coolant is split into the front air conditioning heating branch 3 and the rear air conditioning heating branch 4. In the front branch, the coolant flows through the high-pressure heater WPTC and is heated. Then, it exchanges heat with the air through the front air conditioning heater core F-HEAT to heat the front passenger compartment. In the rear branch, the coolant flows directly through the rear air conditioning heater core R-HEAT to complete heat exchange and heat the rear passenger compartment. The cooled coolant after heat exchange flows back through the 4th pin (connected to the 5th pin) of the 14-way valve Q to the auxiliary water tank Tank1, forming a closed loop circulation to achieve synchronous heating of the front and rear passenger compartments.

[0092] In addition to the front and rear air conditioning modes, the battery cooling mode can be activated simultaneously.

[0093] In addition to the front and rear air conditioning modes, the low-temperature radiator cooling mode can also be activated simultaneously.

[0094] 3. Heat pump air conditioning mode

[0095] like Figure 12As shown, the heat pump air conditioning mode includes an outdoor condenser OHEX, a shut-off valve SOV1, a shut-off valve SOV4, a compressor EAC, a gas-liquid separator GLS, a first built-in condenser T1, a second built-in condenser T2, and an expansion valve EXV4. One end of the outdoor condenser OHEX is connected to the gas-liquid separator GLS through the shut-off valve SOV4. The gas-liquid separator GLS is connected to the shut-off valve SOV1 through the compressor EAC. The shut-off valve SOV1 is connected to the expansion valve EXV4 through the first built-in condenser T1. The shut-off valve SOV1 is also connected to the expansion valve EXV4 through the second built-in condenser T2. The expansion valve EXV4 is connected to the other end of the outdoor condenser OHEX.

[0096] like Figure 12 As shown, the working principle of the heat pump air conditioning mode is as follows: After the compressor EAC starts, it compresses the gaseous refrigerant into a high-temperature and high-pressure state, and then diverts it through the shut-off valve SOV1 to the first built-in condenser T1 and the second built-in condenser T2. The refrigerant releases heat in the two built-in condensers and completes heat exchange with the air flowing through it, providing heating for the front and rear passenger compartments. After releasing heat, the refrigerant condenses into a liquid state and flows to the expansion valve EXV4. After throttling and depressurization, it becomes a low-temperature and low-pressure gas-liquid mixture, and then flows into the outdoor condenser OHEX to absorb heat from the external environment and evaporate into a gaseous state. Finally, the gaseous refrigerant flows back to the compressor EAC through the shut-off valve SOV4 and the gas-liquid separator GLS, forming a closed-loop heat pump cycle, continuously absorbing external heat to heat the vehicle interior.

[0097] Motor waste heat recovery circuit

[0098] 1) Waste heat from the motor is used to heat the front passenger compartment.

[0099] like Figure 13As shown, the mode for heating the front passenger compartment using waste heat from the motor includes a secondary water tank (Tank1), an electronic water pump (pump3), a high-pressure heater (WPTC), a front air conditioning heater core (F-HEAT), a secondary water tank (Tank11), an electronic pump (pump1), a front air conditioning controller (F-MCU), a front air conditioning motor (F-MOT), a secondary water tank (Tank4), an electronic pump (pump4), a rear air conditioning controller (R-MCU), and a rear air conditioning motor (R-MOT). One end of the secondary water tank (Tank1) is connected to pin 6 of the fourteen-way valve Q, and the other end of the secondary water tank (Tank1) is connected to the high-pressure heater (WPTC) via the electronic water pump (pump3). The high-pressure heater (WPTC) is connected to pin 5 of the fourteen-way valve Q via the high-pressure heater (WPTC). One end of the auxiliary water tank Tank11 is connected to pin 8 of the 14-way valve Q. The other end of the auxiliary water tank Tank11 is connected to the front air conditioning controller F-MCU via an electronic pump pump1. The front air conditioning controller F-MCU is connected to one end of the front air conditioning motor F-MOT. The other end of the front air conditioning motor F-MOT is connected to pin 13 of the 14-way valve Q. One end of the auxiliary water tank Tank4 is connected to pin 9 of the 14-way valve Q. The other end of the auxiliary water tank Tank4 is connected to the rear air conditioning controller R-MCU via an electronic pump pump4. The rear air conditioning controller R-MCU is connected to one end of the rear air conditioning motor R-MOT. The other end of the rear air conditioning motor R-MOT is connected to pin 13 of the 14-way valve Q. At this time, pins 6 and 13 are connected, and pins 8 and 9 are both connected to pin 5.

[0100] like Figure 13 As shown, the working principle of the motor waste heat heating mode for the front passenger compartment is as follows: In the front motor branch, the electronic pump pump1 drives the coolant in the auxiliary water tank Tank11, which is then introduced through pin 8 of the 14-way valve Q, flowing through the front air conditioning controller F-MCU and the front air conditioning motor F-MOT to absorb waste heat; in the rear motor branch, the electronic pump pump4 drives the coolant in the auxiliary water tank Tank4, which is then introduced through pin 9, flowing through the rear air conditioning controller R-MCU and the rear air conditioning motor R-MOT to absorb waste heat; because pins 8 and 9... Both pins are connected to pin 5. After the two streams of coolant containing residual heat converge, they flow into the front air conditioning heating branch through pin 5. After passing through the high-pressure heater WPTC (on-demand auxiliary heating), they enter the front air conditioning heater core F-HEAT and exchange heat with the air to heat the front passenger compartment. After heat exchange, the cooled coolant is delivered to pin 6 of the 14-way valve Q by the electric water pump pump3. Since pin 6 is connected to pin 13, it eventually flows back to the front and rear motor branches, forming a closed loop, realizing the function of recovering the motor's waste heat to heat the front passenger compartment.

[0101] 2) Waste heat from the motor is used to heat the rear passenger compartment.

[0102] like Figure 14As shown, the mode for heating the rear passenger compartment using waste heat from the motor includes an auxiliary water tank (Tank11), an electronic pump (pump1), a front air conditioning controller (F-MCU), a front air conditioning motor (F-MOT), an auxiliary water tank (Tank4), an electronic pump (pump4), a rear air conditioning controller (R-MCU), a rear air conditioning motor (R-MOT), and a rear air conditioning heater core (R-HEAT). One end of the auxiliary water tank (Tank11) is connected to pin 8 of the 14-way valve Q, and the other end of the auxiliary water tank (Tank11) is connected to the front air conditioning controller (F-MCU) via the electronic pump (pump1). The front air conditioning controller F-MCU is connected to one end of the front air conditioning motor F-MOT. The other end of the front air conditioning motor F-MOT is connected to pin 13 of the 14-way valve Q. One end of the auxiliary water tank Tank4 is connected to pin 9 of the 14-way valve Q. The other end of the auxiliary water tank Tank4 is connected to the rear air conditioning controller R-MCU via the electronic pump pump4. The rear air conditioning controller R-MCU is connected to one end of the rear air conditioning motor R-MOT. The other end of the rear air conditioning motor R-MOT is connected to pin 13 of the 14-way valve Q. One end of the rear air conditioning heater core R-HEAT is connected to pin 7 of the 14-way valve Q. The other end of the rear air conditioning heater core R-HEAT is connected to pin 4 of the 14-way valve Q. At this time, pins 7, 8, and 9 are connected, and pins 4 and 13 are connected.

[0103] The working principle of the motor waste heat heating mode for the front passenger compartment is as follows: In the front motor branch, the electric pump pump1 drives the coolant in the auxiliary water tank Tank11 to be introduced through pin 8 of the 14-way valve Q, flowing through the front air conditioning controller F-MCU and the front air conditioning motor F-MOT to absorb waste heat; in the rear motor branch, the electric pump pump4 drives the coolant in the auxiliary water tank Tank4 to be introduced through pin 9, flowing through the rear air conditioning controller R-MCU and the rear air conditioning motor R-MOT to absorb waste heat; because ten Pins 7, 8, and 9 of the four-way valve Q are interconnected. Two streams of coolant containing residual heat converge and flow into the rear air conditioning heater core R-HEAT through pin 7, where they exchange heat with the air flowing through them to heat the rear passenger compartment. The cooled coolant flows into pin 4 through the other end of the rear air conditioning heater core R-HEAT, and then flows back to the front and rear motor branches through the connection path between pin 4 and pin 13, forming a closed loop circulation and realizing the function of recovering the motor's waste heat to heat the rear passenger compartment.

[0104] 3) Waste heat from the motor is used to heat the front and rear passenger compartments.

[0105] like Figure 15As shown, the mode of heating the front and rear passenger compartments with waste heat from the motor includes a secondary water tank (Tank1), an electronic water pump (pump3), a high-pressure heater (WPTC), a front air conditioning heater core (F-HEAT), a secondary water tank (Tank11), an electronic pump (pump1), a front air conditioning controller (F-MCU), a front air conditioning motor (F-MOT), a secondary water tank (Tank4), an electronic pump (pump4), a rear air conditioning controller (R-MCU), a rear air conditioning motor (R-MOT), and a rear air conditioning heater core (R-HEAT). One end of the secondary water tank (Tank1) is connected to pin 6 of the fourteen-way valve Q, and the other end of the secondary water tank (Tank1) is connected to the high-pressure heater (WPTC) through the electronic water pump (pump3). The high-pressure heater (WPTC) is connected to pin 5 of the fourteen-way valve Q through the high-pressure heater (WPTC). One end of the auxiliary water tank Tank11 is connected to pin 8 of the 14-way valve Q. The other end of the auxiliary water tank Tank11 is connected to the front air conditioning controller F-MCU via an electronic pump pump1. The front air conditioning controller F-MCU is connected to one end of the front air conditioning motor F-MOT. The other end of the front air conditioning motor F-MOT is connected to pin 13 of the 14-way valve Q. One end of the auxiliary water tank Tank4 is connected to pin 9 of the 14-way valve Q. The other end of the auxiliary water tank Tank4 is connected to the rear air conditioning controller R-MCU via an electronic pump pump4. The rear air conditioning controller R-MCU is connected to one end of the rear air conditioning motor R-MOT. The other end of the rear air conditioning motor R-MOT is connected to pin 13 of the 14-way valve Q. One end of the rear air conditioning heater core R-HEAT is connected to pin 7 of the 14-way valve Q. The other end of the rear air conditioning heater core R-HEAT is connected to pin 4 of the 14-way valve Q. At this time, pins 7, 8, and 9 are connected, pin 6 is connected to pin 13, and pin 4 is connected to pin 5.

[0106] like Figure 15As shown, the working principle of the motor waste heat heating mode for the front and rear passenger compartments is as follows: In the front motor branch, the electronic pump pump1 drives the coolant in the auxiliary water tank Tank11, which flows through the 8th pin of the 14-way valve Q and then through the front air conditioning controller F-MCU and the front air conditioning motor F-MOT to absorb waste heat; in the rear motor branch, the electronic pump pump4 drives the coolant in the auxiliary water tank Tank4, which flows through the 9th pin and then through the rear air conditioning controller R-MCU and the rear air conditioning motor R-MOT to absorb waste heat; because the 7th, 8th, and 9th pins are interconnected, the two streams of coolant containing waste heat converge and then split into two paths, one of which flows into the rear air conditioning compartment through the 7th pin. The R-HEAT heating core exchanges heat with the air to heat the rear passenger compartment. After heat exchange, it flows through pin 4 (connected to pin 5) into the front air conditioning heating branch. Another path merges with the coolant delivered by the electric water pump pump3 in the front air conditioning heating branch (introduced through pin 6, which is connected to pin 13), flows through the high-pressure heater WPTC (as-needed auxiliary heating) and then enters the F-HEAT heating core for heat exchange, heating the front passenger compartment. Finally, all the cooled coolant after heat exchange flows back to the front and rear motor branches through pin 13, forming a closed loop circulation, realizing the function of recovering motor waste heat for simultaneous heating of the front and rear passenger compartments.

[0107] The above modes can be combined and run simultaneously, or they can be run separately.

[0108] This patent integrates and controls the engine cooling circuit, motor cooling circuit, battery cooling circuit, battery heating circuit, heater warm air circuit, heat pump air conditioning and motor waste heat recovery circuit, etc., reducing the size of the entire thermal management system;

[0109] This patent reduces the number of loop connection pipes, reduces the overall volume of the cooling system, and lowers the risk of leakage;

[0110] This patent improves the energy-to-energy conversion ratio and reduces energy loss;

[0111] This patent reduces the number of valve body control motors, thereby reducing the demand for automotive control signals.

[0112] This patent enables fluid media to flow more quickly and accurately to components that need to be cooled or heated.

[0113] This patent reduces the number of connecting pipes, lowering the risk of leakage; it improves component integration, reducing the overall size of the thermal management system; it increases the energy-to-energy conversion ratio, reducing energy loss; and it reduces the number of control motors, thus reducing the demand for vehicle control signals.

[0114] It should be noted that the above examples are merely one specific embodiment of the present invention. Obviously, the present invention is not limited to the above embodiments and many variations are possible. In short, all variations that can be directly derived or conceived by those skilled in the art from the content disclosed in this invention should be considered within the scope of protection of this invention.

Claims

1. A range-extender vehicle fourteen-way valve Q dual air-conditioning heat pump thermal management system, characterized in that, The application relates to a vehicle air conditioner heat management system, which comprises an engine cooling branch (1), a battery branch (2), a front air conditioner heating branch (3), a rear air conditioner heating branch (4), a low-temperature heat dissipation branch (5), a front motor branch (6), a rear motor branch (7), a heat exchange branch (8), a vehicle air conditioner heat management branch (9) and a fourteen-way valve Q, wherein the engine cooling branch (1), the battery branch (2), the front air conditioner heating branch (3), the rear air conditioner heating branch (4), the low-temperature heat dissipation branch (5), the front motor branch (6), the rear motor branch (7) and the heat exchange branch (8) are communicated with the fourteen-way valve Q, the engine cooling branch (1), the battery branch (2), the front air conditioner heating branch (3), the rear air conditioner heating branch (4), the low-temperature heat dissipation branch (5), the front motor branch (6), the rear motor branch (7) and the heat exchange branch (8) are switched by a valve core of the fourteen-way valve Q to realize independent work or cooperative work of the branches, and the vehicle air conditioner heat management branch (9) is communicated with the heat exchange branch (8).

2. The range extended vehicle fourteen-way valve Q dual air-conditioning heat pump thermal management system according to claim 1, wherein, The engine cooling branch (1) comprises an H-shaped radiator H-RAD, an engine M and a sub-tank Tank5, the inlet and outlet of the H-shaped radiator H-RAD are communicated with the inlet and outlet of the cooling liquid of the engine M in a one-to-one correspondence, the sub-tank Tank5 is communicated between the H-shaped radiator H-RAD and the engine M, and the engine M is sealedly communicated with No.11 and No.12 pins of the fourteen-way valve Q through two independent pipelines to realize the import and export of the cooling liquid.

3. The range extended vehicle fourteen-way valve Q dual air-conditioning heat pump thermal management system according to claim 2, wherein, The battery branch (2) comprises a power battery BAT, an electronic water pump pump2 and a sub-tank Tank2, one end of the power battery BAT is communicated with No.14 pin of the fourteen-way valve Q, the other end of the power battery BAT is communicated with one end of the electronic water pump pump2 through the sub-tank Tank2, and the other end of the electronic water pump pump2 is communicated with No.1 pin of the fourteen-way valve Q.

4. The range extended vehicle fourteen-way valve Q dual air-conditioning heat pump thermal management system according to claim 3, wherein, The front air conditioner heating branch (3) comprises a sub-tank Tank1, an electronic water pump pump3, a high-pressure heater WPTC and a front air conditioner heating core F-HEAT, one end of the sub-tank Tank1 is communicated with No.6 pin of the fourteen-way valve Q, the other end of the sub-tank Tank1 is communicated with the high-pressure heater WPTC through the electronic water pump pump3, and the high-pressure heater WPTC is communicated with No.5 pin of the fourteen-way valve Q through the high-pressure heater WPTC.

5. The range extended vehicle fourteen-way valve Q dual air-conditioning heat pump thermal management system according to claim 4, wherein, The rear air conditioner heating branch (4) comprises a rear air conditioner heating core R-HEAT, one end of the rear air conditioner heating core R-HEAT is communicated with No.7 pin of the fourteen-way valve Q, and the other end of the rear air conditioner heating core R-HEAT is communicated with No.4 pin of the fourteen-way valve Q.

6. The range extended vehicle fourteen-way valve Q dual air-conditioning heat pump thermal management system according to claim 5, wherein, The low-temperature heat dissipation branch (5) comprises a low-temperature radiator RAD, one end of the low-temperature radiator RAD is communicated with the No. 10 pin of the fourteen-way valve Q, the other end of the low-temperature radiator RAD is communicated with the No. 13 pin of the fourteen-way valve Q, the heat exchange branch (8) comprises a heat exchanger CH1LL, one end of the heat exchanger CH1LL is communicated with the No. 3 pin of the fourteen-way valve Q, the other end of the heat exchanger CH1LL is communicated with the No. 2 pin of the fourteen-way valve Q.

7. The range extended vehicle fourteen-way valve Q dual air-conditioning heat pump thermal management system according to claim 6, wherein, The front motor branch (6) comprises a secondary water tank Tank11, an electronic pump pump1, a front air conditioner controller F-MCU, a front air conditioner motor F-MOT, one end of the secondary water tank Tank11 is communicated with the No. 8 pin of the fourteen-way valve Q, the other end of the secondary water tank Tank11 is connected with the front air conditioner controller F-MCU through the electronic pump pump1, the front air conditioner controller F-MCU is connected with one end of the front air conditioner motor F-MOT, the other end of the front air conditioner motor F-MOT is communicated with the No. 13 pin of the fourteen-way valve Q.

8. The range extended vehicle fourteen-way valve Q dual air-conditioning heat pump thermal management system according to claim 7, wherein, The rear motor branch (7) comprises a secondary water tank Tank4, an electronic pump pump4, a rear air conditioner controller R-MCU, a rear air conditioner motor R-MOT, one end of the secondary water tank Tank4 is communicated with the No. 9 pin of the fourteen-way valve Q, the other end of the secondary water tank Tank4 is connected with the rear air conditioner controller R-MCU through the electronic pump pump4, the rear air conditioner controller R-MCU is connected with one end of the rear air conditioner motor R-MOT, the other end of the rear air conditioner motor R-MOT is communicated with the No. 13 pin of the fourteen-way valve Q.

9. The range extended vehicle fourteen-way valve Q dual air conditioning heat pump thermal management system of claim 8, wherein, The automobile air conditioner heat management branch (9) includes an outdoor condenser OHEX, a stop valve SOV1, a stop valve SOV2, a stop valve SOV4, a compressor EAC, a gas-liquid separator GLS, a stop valve SOV22, an expansion valve EXV4, an expansion valve EXV2, an expansion valve EXV3, an expansion valve EXV1, a first built-in condenser T1, a second built-in condenser T2, a front air conditioner evaporator F-EVAP, and a rear air conditioner evaporator R-EVAP. One end of the outdoor condenser OHEX is connected to the gas-liquid separator GLS through the stop valve SOV4. One end of the outdoor condenser OHEX is connected to one end of the stop valve SOV2. The other end of the stop valve SOV2 is connected to one end of the stop valve SOV1. The other end of the stop valve SOV1 is connected to one end of the second built-in condenser T2. The other end of the stop valve SOV2 is connected to the gas-liquid separator GLS through the compressor EAC. The gas-liquid separator GLS is connected to one end of the expansion valve EXV3 through the rear air conditioner evaporator R-EVAP. The other end of the expansion valve EXV3 is connected to one end of the stop valve SOV22. The other end of the stop valve SOV22 is connected to the other end of the outdoor condenser OHEX. The other end of the second built-in condenser T2 is connected to one end of the expansion valve EXV4 and one end of the first built-in condenser T1, respectively. The other end of the expansion valve EXV4 is connected to the other end of the outdoor condenser OHEX. The other end of the stop valve SOV1 is connected to the other end of the first built-in condenser T1. The gas-liquid separator GLS is connected to one end of the expansion valve EXV2 through the front air conditioner evaporator F-EVAP. The other end of the expansion valve EXV2 is connected to one end of the stop valve SOV22. One end of the stop valve SOV22 is connected to one end of the heat exchanger CH1LL through the expansion valve EXV1. The gas-liquid separator GLS is connected to the other end of the heat exchanger CH1LL.

10. The range extended vehicle fourteen-way valve Q dual air conditioning heat pump thermal management system of claim 9, wherein, The automobile air conditioner heat management branch (9) further includes a front air conditioner fan F-BLOW and a rear air conditioner fan R-BLOW. The front air conditioner fan F-BLOW is installed on the air inlet side or the air outlet side of the front air conditioner evaporator F-EVAP. The rear air conditioner fan R-BLOW is installed on the air inlet side or the air outlet side of the rear air conditioner evaporator R-EVAP. The engine cooling branch (1) further includes a first fan FAN1 and a second fan FAN2. The first fan FAN1 is installed on the outer side of the H-shaped radiator H-RAD. The second fan FAN2 is installed on the heat dissipation side of the engine M.

Images