Control method of thermal management system

Abstract

The invention discloses a control method of a thermal management system, the thermal management system is used for a vehicle and comprises a refrigerant loop, an absorbent loop and a secondary refrigerant loop, the secondary refrigerant loop is used for exchanging heat with at least one of the refrigerant loop and the absorbent loop, and an engine and a motor are arranged on the secondary refrigerant loop. The control method comprises the steps of obtaining an air conditioner operation mode of a vehicle; the temperature T1 of the engine and the temperature T2 of the motor are obtained; and the operation mode of the thermal management system is controlled according to the operation state of the engine, the T1 and the T2. According to the control method of the heat management system, the appropriate operation mode of the heat management system can be judged according to the operation state of the engine, the T1 and the T2, the generator is heated through waste heat of the engine and / or the motor under the condition that conditions are allowed, a compressor or an auxiliary compressor is replaced, and the heat management efficiency is improved. The running time of the compressor or the power consumption of the compressor can be reduced, the running energy consumption of the thermal management system is reduced, and the actual endurance of the vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a control method for a thermal management system. Background Technology

[0002] In related technologies, the compressor, as a key component of the system, undertakes the crucial task of adiabatic compression of low-temperature, low-pressure gaseous refrigerant. By consuming electrical energy, it compresses the refrigerant to a high-temperature, high-pressure state, providing the necessary conditions for the subsequent condensation and heat release process. In the total energy consumption of a typical heat pump air conditioning system, the compressor accounts for as much as 70%-85% of the total power consumption, and the long-term load operation of the compressor often results in a large amount of energy consumption. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a control method for a thermal management system, which can determine the appropriate operating mode of the thermal management system based on the engine's operating state, T1, and T2, and utilize the waste heat of the engine and / or motor to reduce the operating energy consumption of the thermal management system and improve the actual driving range of the vehicle.

[0004] According to an embodiment of the present invention, a control method for a thermal management system is provided. The thermal management system is used in a vehicle and includes a refrigerant circuit, an absorbent circuit, and a refrigerant circuit. The refrigerant circuit is used for heat exchange with at least one of the refrigerant circuit and the absorbent circuit. An engine and a motor are provided on the refrigerant circuit. The control method includes: acquiring the air conditioning operating mode of the vehicle; acquiring the temperature T1 of the engine and the temperature T2 of the motor; and controlling the operating mode of the thermal management system according to the operating state of the engine and T1 and T2.

[0005] According to the control method of the thermal management system of the present invention, the appropriate operating mode of the thermal management system can be determined based on the engine's operating state, engine temperature T1, and motor temperature T2, so as to better utilize the waste heat of the engine and / or motor. When the waste heat of the engine and / or motor is insufficient, the compressor can be used to operate. When the waste heat of the engine and / or motor is abundant, the waste heat of the engine and / or motor can be used to heat the generator, thereby replacing or assisting the compressor. This can reduce the compressor's operating time or reduce its power consumption, thereby reducing the operating energy consumption of the thermal management system and improving the vehicle's actual range.

[0006] In addition, the control method of the thermal management system according to the present invention may also have the following additional technical features: In some embodiments, when the vehicle's air conditioning operation mode is cooling mode, controlling the operation mode of the thermal management system based on the engine's operating state and T1 and T2 includes: determining that the engine is in operation; determining that T2 is less than a first preset temperature, and controlling the thermal management system to operate in a first mode, a second mode, or a third mode based on T1, wherein determining that T2 is less than the first preset temperature and controlling the thermal management system to operate in a first mode, a second mode, or a third mode based on T1 includes: determining that T2 is less than the first preset temperature; determining that T1 is less than a second preset temperature, and controlling the thermal management system to operate in the first mode; determining that T1 is greater than or equal to the second preset temperature and less than a third preset temperature, and controlling the thermal management system to operate in the second mode, wherein the third preset temperature is greater than the second preset temperature; determining that T1 is greater than or equal to the third preset temperature, and controlling the thermal management system to operate in the third mode.

[0007] In some embodiments, when the vehicle's air conditioning operation mode is cooling mode, after determining that the engine is in operation, controlling the operation mode of the thermal management system based on the engine's operation state and T1 and T2 further includes: determining that T2 is greater than or equal to the first preset temperature, and controlling the thermal management system to operate in the third mode or the fourth mode based on T1, wherein determining that T2 is greater than or equal to the first preset temperature and controlling the thermal management system to operate in the third mode or the fourth mode based on T1 includes: determining that T2 is greater than or equal to the first preset temperature; determining that T1 is less than the third preset temperature and controlling the thermal management system to operate in the third mode; determining that T1 is greater than or equal to the third preset temperature and controlling the thermal management system to operate in the fourth mode.

[0008] In some embodiments, a compressor, a condenser, and an evaporator are connected in series in the refrigerant circuit. An absorbent circuit includes an absorber and a generator that are interconnected. The absorber is adapted to be connected to the evaporator, and the generator is adapted to be connected to the condenser. A cold core is provided in the refrigerant circuit for heat exchange with the evaporator. In the first mode, both the condenser and the evaporator are connected to the compressor, the absorber is disconnected from the evaporator, the generator is disconnected from the condenser, the cold core exchanges heat with the evaporator, and the motor exchanges heat with the condenser. In the second mode, both the condenser and the evaporator are disconnected from the compressor, the absorber is connected to the evaporator, and the generator is connected to the condenser. In the first mode, the cold core exchanges heat with the evaporator, the motor exchanges heat with the condenser and the absorber, and the engine exchanges heat with the generator. In the second mode, both the condenser and the evaporator are disconnected from the compressor, the absorber is connected to the evaporator, the generator is connected to the condenser, the cold core exchanges heat with the evaporator, the motor exchanges heat with the condenser and the absorber, and the engine exchanges heat with the generator and the motor. In the third mode, both the condenser and the evaporator are connected to the compressor, the absorber is connected to the evaporator, the generator is connected to the condenser, the cold core exchanges heat with the evaporator, the motor exchanges heat with the condenser and the absorber, and the engine exchanges heat with the generator and the motor.

[0009] In some embodiments, when the vehicle's air conditioning operation mode is cooling mode, controlling the operation mode of the thermal management system according to the engine's operating state and T1 and T2 includes: determining that the engine is not running; controlling the thermal management system to operate in a first mode or a third mode according to T2, wherein controlling the thermal management system to operate in the first mode or the third mode according to T2 includes: determining that T2 is less than a first preset temperature and controlling the thermal management system to operate in the first mode; determining that T2 is greater than or equal to the first preset temperature and controlling the thermal management system to operate in the third mode.

[0010] In some embodiments, a cold core is provided on the refrigerant circuit, the cold core being used for heat exchange with the evaporator of the refrigerant circuit. When the vehicle's air conditioning operating mode is cooling mode, after controlling the operating mode of the thermal management system according to the engine's operating state and T1 and T2, the control method further includes: obtaining the temperature T3 of the evaporator and the temperature T4 of the cold core; determining that T3 satisfies T4-Ta < T3 < T4+Ta, and the operating mode of the thermal management system remains unchanged, wherein Ta is the temperature deviation.

[0011] In some embodiments, when the vehicle's air conditioning operation mode is heating mode, controlling the operation mode of the thermal management system based on the engine's operating state and T1 and T2 includes: determining that the engine is in operation; determining that T2 is less than a fourth preset temperature, and controlling the thermal management system to operate in a seventh or eighth mode based on T1; or, determining that T2 is greater than or equal to the fourth preset temperature, and controlling the thermal management system to operate in a fifth, sixth, or seventh mode based on T1, wherein determining that T2 is less than the fourth preset temperature and controlling the thermal management system to operate in a seventh or eighth mode based on T1 includes: determining that T2 is less than the fourth preset temperature; determining that T1 is less than a second preset temperature, and controlling the thermal management system to operate in a seventh or eighth mode based on T1. The process includes: operating in the eighth mode; determining that T1 is greater than or equal to the second preset temperature, controlling the thermal management system to operate in the seventh mode; and / or, determining that T2 is greater than or equal to the fourth preset temperature, and controlling the thermal management system to operate in the fifth, sixth, or seventh mode based on T1, which includes: determining that T2 is greater than or equal to the fourth preset temperature; determining that T1 is less than the second preset temperature, and controlling the thermal management system to operate in the fifth mode; determining that T1 is greater than or equal to the second preset temperature and less than the third preset temperature, and controlling the thermal management system to operate in the sixth mode, wherein the third preset temperature is greater than the second preset temperature; and determining that T1 is greater than or equal to the third preset temperature, and controlling the thermal management system to operate in the seventh mode.

[0012] In some embodiments, a compressor, a condenser, and an evaporator are connected in series in the refrigerant circuit. An absorbent circuit includes an absorber and a generator that are interconnected. The absorber is adapted to be connected to the evaporator, and the generator is adapted to be connected to the condenser. A heating element is provided in the refrigerant circuit for heat exchange with the condenser. In the fifth mode, both the condenser and the evaporator are connected to the compressor, the absorber is disconnected from the evaporator, the generator is disconnected from the condenser, the heating element exchanges heat with the condenser, and the motor exchanges heat with the evaporator. In the sixth mode, both the condenser and the evaporator are disconnected from the compressor, the absorber is connected to the evaporator, and the generator is connected to the condenser. In the seventh mode, the condenser and evaporator are disconnected from the compressor, the absorber is connected to the evaporator, the generator is connected to the condenser, the heating element exchanges heat with the condenser, the motor exchanges heat with the evaporator and the absorber, and the engine exchanges heat with the generator and the motor. In the eighth mode, the condenser and evaporator are both connected to the compressor, the absorber is connected to the evaporator, the generator is connected to the condenser, the heating element exchanges heat with the condenser, the motor exchanges heat with the evaporator and the absorber, and the engine exchanges heat with the generator.

[0013] In some embodiments, when the vehicle's air conditioning operation mode is heating mode, controlling the operation mode of the thermal management system according to the engine's operating state and T1 and T2 includes: determining that the engine is not running; controlling the thermal management system to operate in a fifth mode or a seventh mode according to T2, wherein controlling the thermal management system to operate in a fifth mode or a seventh mode according to T2 includes: determining that T2 is less than a first preset temperature and controlling the thermal management system to operate in the fifth mode; determining that T2 is greater than or equal to the first preset temperature and controlling the thermal management system to operate in the seventh mode.

[0014] In some embodiments, a heater core is provided on the refrigerant circuit, the heater core being used for heat exchange with the condenser of the refrigerant circuit. When the vehicle's air conditioning operating mode is heating mode, after controlling the operating mode of the thermal management system according to the engine's operating state and T1 and T2, the control method further includes: obtaining the temperature T5 of the condenser and the temperature T6 of the heater core; determining that T5 satisfies T6-Tb < T5 < T6+Tb, and the operating mode of the thermal management system remains unchanged, wherein Tb is the temperature deviation.

[0015] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0016] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the structure of a thermal management system according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of the thermal management system according to an embodiment of the present invention in a first mode; Figure 3 This is a schematic diagram of the thermal management system according to an embodiment of the present invention in a second mode; Figure 4 This is a schematic diagram of the thermal management system in the third mode according to an embodiment of the present invention; Figure 5 This is a schematic diagram of the thermal management system in the fourth mode according to an embodiment of the present invention; Figure 6 This is a schematic diagram of the thermal management system in the fifth mode according to an embodiment of the present invention; Figure 7 This is a schematic diagram of the thermal management system in the sixth mode according to an embodiment of the present invention; Figure 8 This is a schematic diagram of the thermal management system in the seventh mode according to an embodiment of the present invention; Figure 9 This is a schematic diagram of the thermal management system in the eighth mode according to an embodiment of the present invention; Figure 10 This is a flowchart of the control method of the thermal management system according to an embodiment of the present invention in cooling mode; Figure 11 This is a flowchart of the control method of the thermal management system according to an embodiment of the present invention in heating mode.

[0017] Figure label: 100. Thermal management system; 1. Refrigerant circuit; 11. Compressor; 111. Discharge port; 112. Gas return port; 12. Condenser; 13. First valve; 14. Evaporator; 15. Liquid receiver; 16. First pressure and temperature sensor; 17. Second pressure and temperature sensor; 2. Absorbent circuit; 21. Absorber; 211. First port; 212. Second port; 213. Third port; 22. Generator; 221. Fourth port; 222. Fifth port; 223. Sixth port; 23. Solution pump; 24. Second valve; 3. Refrigerant circuit; 31. First circuit; 32. Second circuit; 33. Heat exchanger; 34. Cold core; 35. Warming core; 36. Heat exchanger; 371. First three-way valve; 372. Second three-way valve; 373. Third three-way valve; 374. Fourth three-way valve; 375. Fifth three-way valve; 376. Sixth three-way valve; 377. Seventh three-way valve; 381. First pump body; 382. Second pump body; 383. Third pump body; 384. Fourth pump body; 391. First temperature sensor; 392. Second temperature sensor; 393. Third temperature sensor; 394. Fourth temperature sensor; 395. Fifth temperature sensor; 396. Sixth temperature sensor; 4. Engine; 5. Electric motor; 6. Fan. Detailed Implementation

[0018] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0019] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0020] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0021] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0022] The control method of a thermal management system 100 according to an embodiment of the present invention is described below with reference to the accompanying drawings.

[0023] like Figure 1 As shown, the thermal management system 100 according to an embodiment of the present invention is used in a vehicle and includes a refrigerant circuit 1, an absorbent circuit 2 and a refrigerant circuit 3. The refrigerant circuit 3 is used for heat exchange with at least one of the refrigerant circuit 1 and the absorbent circuit 2. An engine 4 and a motor 5 are provided on the refrigerant circuit 3.

[0024] For details, please refer to the appendix. Figure 1 As shown, the dashed loop is refrigerant loop 1. Refrigerant loop 1 is connected in series with compressor 11, condenser 12, first valve 13 and evaporator 14. The circulating medium in refrigerant loop 1 is refrigerant. Compressor 11 compresses the low-temperature, low-pressure refrigerant gas into high-temperature, high-pressure gas. The high-temperature, high-pressure refrigerant releases heat in condenser 12 and condenses into high-pressure liquid. The high-pressure refrigerant liquid is throttled and depressurized by first valve 13, becoming low-temperature, low-pressure wet vapor. The low-temperature, low-pressure wet vapor absorbs heat in evaporator 14, evaporates into low-temperature, low-pressure gas, and returns to compressor 11 to start the cycle again.

[0025] Preferably, a gas-liquid separator is also connected in series in the refrigerant circuit 1. The gas-liquid separator is connected between the evaporator 14 and the return port 112 of the compressor 11. The gas-liquid separator can separate liquid refrigerant and prevent it from entering the cavity of the compressor 11, ensuring the reliable operation of the compressor 11. Optionally, the evaporator 14 is a plate heat exchanger 33.

[0026] Further, see attached document. Figure 1As shown, the dotted-line circulation loop is absorbent loop 2. Absorbent loop 2 is equipped with absorber 21 and generator 22. Absorber 21 has a first port 211, a second port 212 and a third port 213. Generator 22 has a fourth port 221, a fifth port 222 and a sixth port 223. The first port 211 is connected between compressor 11 and evaporator 14. The second port 212 is connected to the fourth port 221. The third port 213 is connected to the fifth port 222. The sixth port 223 is connected between compressor 11 and condenser 12. The circulating medium in absorbent circuit 2 is absorbent or a mixture of absorbent and refrigerant. The refrigerant coming out of evaporator 14 can enter absorber 21 through first port 211 and mix with absorbent in absorber 21. In absorber 21, liquid absorbent continuously absorbs low-pressure gaseous refrigerant generated by evaporator 14 to maintain low system pressure. The mixture of absorbent and refrigerant flows to generator 22. In generator 22, the mixture of absorbent and refrigerant is heated and boiled. The refrigerant with a low boiling point becomes a high-pressure gas, which separates from absorbent and flows out of generator 22 through sixth port 223, flows to condenser 12, and enters refrigerant circuit 1. The separated absorbent returns to absorber 21.

[0027] Optionally, the absorber 21 and generator 22 can be in various forms such as shell-and-tube spray type, thermosiphon type, and three-cylinder type. The size of the absorber 21 and generator 22 can be reasonably designed according to the load requirements and layout space.

[0028] Furthermore, see the attached document. Figure 1 As shown, the solid-lined circulation loop is the refrigerant loop 3. The refrigerant loop 3 is used for heat exchange with at least one of the refrigerant loop 1 and the absorbent loop 2. The circulating medium in the refrigerant loop 3 is the refrigerant. Since the refrigerant loop 3 is equipped with the engine 4 and the motor 5, the refrigerant loop 3 can absorb the waste heat of the engine 4 and / or the motor 5. The waste heat of the engine 4 and / or the motor 5 is used to exchange heat with at least one of the refrigerant loop 1 and the absorbent loop 2. This allows the generator 22 to be heated as needed while the engine 4 and / or the motor 5 is being cooled. This allows the generator 22 to be heated as needed, thereby replacing the compressor 11 under certain operating conditions. This reduces the operating time or power consumption of the compressor 11, thereby reducing the operating energy consumption of the thermal management system 100 and improving the actual driving range of the vehicle.

[0029] Furthermore, when the refrigerant circuit 3 exchanges heat with the condenser 12, the refrigerant flowing through the condenser 12 can absorb the heat of the refrigerant flowing through the condenser 12, which helps the refrigerant dissipate heat at the condenser 12; when the refrigerant circuit 3 exchanges heat with the evaporator 14, the refrigerant flowing through the evaporator 14 can release heat to the refrigerant flowing through the evaporator 14, which helps the refrigerant absorb heat at the evaporator 14; when the refrigerant circuit 3 exchanges heat with the absorber 21, the refrigerant flowing through the absorber 21 can absorb the heat of the mixed solution of absorbent and refrigerant flowing through the absorbent, which helps the absorbent in the absorbent 21 absorb the refrigerant; when the refrigerant circuit 3 exchanges heat with the generator 22, the refrigerant flowing through the generator 22 can release heat to the mixed solution of absorbent and refrigerant flowing through the generator 22, which helps to heat the mixed solution of absorbent and refrigerant and make it boil.

[0030] Optionally, the refrigerant circuit 3 may exchange heat only with the generator 22, or with the condenser 12 and the absorber 21, or with the generator 22, the absorber 21 and the evaporator 14, or with all of the condenser 12, the evaporator 14, the absorber 21 and the generator 22. No further restrictions are imposed here.

[0031] Optionally, the refrigerant in refrigerant circuit 1 can be R134a, R410a or R1234yf, etc., the absorbent in absorbent circuit 2 can be lithium bromide, ammonia, etc., and the refrigerant in refrigerant circuit 3 can be water, brine or ethylene glycol or other organic solutions.

[0032] Further, see attached document. Figure 10 and attached Figure 11 As shown, the control methods include: The system obtains the vehicle's air conditioning operating mode. Specifically, vehicle air conditioning operating modes include heating, cooling, and dehumidification. Different operating modes achieve different temperature adjustment effects in the passenger compartment to meet different user needs. Specifically, the operating mode of the vehicle's air conditioning can be determined by the user's operation on the vehicle's touchscreen or through voice control. When the vehicle's air conditioning is in cooling mode, it blows cool air into the passenger compartment according to the user's set temperature, lowering the temperature inside the passenger compartment; when the vehicle's air conditioning is in heating mode, it blows warm air into the passenger compartment according to the user's set temperature, raising the temperature inside the passenger compartment. To obtain the temperature T1 of engine 4 and the temperature T2 of motor 5, it should be noted that engine 4 has a first cooling flow path and motor 5 has a second cooling flow path. Both the first and second cooling flow paths are connected in series to the refrigerant circuit 3. The temperature T1 of engine 4 is the temperature of the refrigerant at the first cooling flow path, and the temperature T2 of motor 5 is the temperature of the refrigerant at the second cooling flow path. Based on the operating status of engine 4 and the operating modes of thermal management system 100 controlled by T1 and T2, the appropriate operating mode of thermal management system 100 can be determined according to the operating status of engine 4, temperature T1 of engine 4 and temperature T2 of motor 5. This allows for better utilization of the waste heat of engine 4 and / or motor 5. When the waste heat of engine 4 and / or motor 5 is insufficient, compressor 11 can be used to operate. When the waste heat of engine 4 and / or motor 5 is abundant, the waste heat of engine 4 and / or motor 5 can be used to heat generator 22, thereby replacing compressor 11 or assisting compressor 11. This reduces the operating time of compressor 11 or reduces the power consumption of compressor 11, thereby reducing the operating energy consumption of thermal management system 100 and improving the actual range of the vehicle.

[0033] According to the control method of the thermal management system 100 of the present invention, by determining the appropriate operating mode of the thermal management system 100 based on the operating state of the engine 4, the temperature T1 of the engine 4 and the temperature T2 of the motor 5, it can better utilize the waste heat of the engine 4 and / or the motor 5 while meeting the load requirements of the passenger compartment. When the waste heat of the engine 4 and / or the motor 5 is insufficient, the compressor 11 is used to operate. When the waste heat of the engine 4 and / or the motor 5 is abundant, the waste heat of the engine 4 and / or the motor 5 can be used to heat the generator 22, thereby replacing the compressor 11 or assisting the compressor 11. This reduces the operating time of the compressor 11 or reduces the power consumption of the compressor 11, thereby reducing the operating energy consumption of the thermal management system 100 and improving the actual range of the vehicle.

[0034] In some embodiments of the present invention, reference is made to the appendix. Figure 1 As shown, the generator 22 has a first flow path, which connects the fourth port 221, the fifth port 222 and the sixth port 223. The mixed solution of absorbent and refrigerant can enter the first flow path through the fourth port 221. Inside the generator 22, the mixed solution of absorbent and refrigerant is heated to boiling. The refrigerant with a low boiling point becomes a high-pressure gas, which separates from the absorbent and flows out of the generator 22 through the sixth port 223. The separated absorbent returns to the absorber 21 through the fifth port 222.

[0035] Further, see attached document. Figure 1As shown, the refrigerant circuit 3 includes a first circuit 31. The vehicle's engine 4 has a first cooling flow path, and the generator 22 also has a second flow path that exchanges heat with the first flow path. Both the first and second cooling flow paths are connected in series to the first circuit 31. The inlet of the first cooling flow path is connected to the outlet of the second flow path, and the outlet of the second cooling flow path is connected to the inlet of the second flow path. When the refrigerant in the first circuit 31 passes through the first cooling flow path, it is heated by the waste heat of the engine 4, so that the refrigerant carrying the waste heat of the engine 4 flows into the second flow path. In the generator 22, the second flow path exchanges heat with the first flow path. The refrigerant carrying the waste heat of the engine 4 can heat the mixed solution of absorbent and refrigerant in the first flow path, so that the refrigerant in the mixed solution of absorbent and refrigerant becomes a high-pressure gas phase and flows to the condenser 12.

[0036] Therefore, the waste heat of engine 4 can be used to heat the mixed solution of absorbent and refrigerant in generator 22 to meet the load requirements of the crew cabin, thereby relatively reducing the power consumption of compressor 11 or reducing the operating time of compressor 11, thereby reducing the operating energy consumption of thermal management system 100 and further freeing compressor 11 from power consumption conditions.

[0037] Furthermore, see the attached document. Figure 1 As shown, a first pump body 381 is provided between the outlet of the first cooling flow path and the inlet of the second flow path to drive the refrigerant from the first cooling flow path to the second flow path.

[0038] In some embodiments of the present invention, reference is made to the appendix. Figure 1 As shown, the absorber 21 has a third flow path, which connects the first port 211, the second port 212 and the third port 213. The refrigerant flowing out of the evaporator 14 can enter the third flow path through the first port 211. The absorbent, after being separated in the generator 22, enters the third flow path through the fifth port 222 and the third port 213. The mixed solution of absorbent and refrigerant in the third flow path can flow to the generator 22 through the second port 212.

[0039] Further, see attached document. Figure 1 As shown, the refrigerant circuit 3 includes a second circuit 32, on which a heat exchanger 33 is provided for exchanging heat with the external environment. The vehicle's motor 5 has a second cooling flow path, and the absorber 21 also has a fourth flow path for exchanging heat with the third flow path. The second cooling flow path and the fourth flow path are both connected in series on the second circuit 32. The inlet of the second cooling flow path is connected to the outlet of the fourth flow path, and the outlet of the second cooling flow path is connected to the inlet of the heat exchanger 33. The outlet of the heat exchanger 33 is connected to the inlet of the fourth flow path.

[0040] It is understandable that when the refrigerant in the second circuit 32 passes through the absorber 21, the fourth flow path exchanges heat with the third flow path. The refrigerant in the fourth flow path can absorb the heat from the third flow path. When the refrigerant in the second circuit 32 passes through the second cooling flow path, it is heated by the waste heat of the motor 5, so that the refrigerant carrying the waste heat of the motor 5 flows to the heat exchanger 33. Thus, the heat absorbed at the absorber 21 and the waste heat of the motor 5 carried by the refrigerant in the second circuit 32 are dissipated at the heat exchanger 33, which can cool down the motor 5 and the absorber 21, which is beneficial to the heat exchange in the absorber 21 and can prevent the motor 5 from overheating.

[0041] Furthermore, see the attached document. Figure 1 As shown, the thermal management system 100 also includes a fan 6, which is arranged opposite to the heat exchanger 33. By providing the fan 6, the heat exchanger 33 can be further cooled, ensuring the high working efficiency of the thermal management system 100.

[0042] Furthermore, see the attached document. Figure 1 As shown, a second pump body 382 is provided between the inlet of the heat exchanger 33 and the outlet of the second cooling flow path, which is used to drive the refrigerant to flow from the second cooling flow path to the inlet of the heat exchanger 33.

[0043] In a further embodiment of the invention, reference is made to the appendix. Figure 1 As shown, the condenser 12 has a fifth flow path. The inlet of the fifth flow path is connected between the exhaust port 111 of the compressor 11 and the sixth port 223. The outlet of the fifth flow path is connected to the first valve 13. The refrigerant flowing out from the exhaust port 111 of the compressor 11 and / or from the sixth port 223 flows into the fifth flow path. After heat exchange in the fifth flow path, it flows into the first valve 13.

[0044] Further, see attached document. Figure 1 As shown, the second loop 32 is provided with a first three-way valve 371, and the condenser 12 also has a sixth flow path that exchanges heat with the fifth flow path. The sixth flow path is connected in series with the second loop 32. The inlet of the sixth flow path, the outlet of the second cooling flow path and the inlet of the heat exchanger 33 are connected through the first three-way valve 371, and the outlet of the sixth flow path is connected to the inlet of the heat exchanger 33.

[0045] It is understandable that the refrigerant flowing out of the second cooling flow path can flow directly to the inlet of the heat exchanger 33 through the first three-way valve 371, or it can flow into the sixth flow path through the first three-way valve 371. After exchanging heat with the refrigerant in the fifth flow path in the sixth flow path, it flows to the inlet of the heat exchanger 33. This allows the refrigerant to absorb the heat of the refrigerant flowing through the condenser 12, which helps the refrigerant dissipate heat at the condenser 12. This enables the refrigerant in the second loop 32 to carry the heat absorbed at the absorber 21, the residual heat of the motor 5, and the heat absorbed at the condenser 12 to the heat exchanger 33 for heat dissipation. This can cool down the motor 5, the condenser 12, and the absorber 21, which is beneficial for heat exchange between the absorber 21 and the condenser 12 and can prevent the motor 5 from overheating.

[0046] In a further embodiment of the invention, reference is made to the appendix. Figure 1 As shown, the evaporator 14 has a seventh flow path. The inlet of the seventh flow path is connected to the first valve 13, and the outlet of the seventh flow path is connected between the return port 112 and the first port 211 of the compressor 11. The refrigerant flowing out from the first valve 13 enters the seventh flow path, and the refrigerant in the seventh flow path flows to the return port 112 and / or the first port 211 of the compressor 11 after it flows out.

[0047] Further, see attached document. Figure 1 As shown, a second three-way valve 372 is provided on the second circuit 32, and the evaporator 14 also has an eighth flow path that exchanges heat with the seventh flow path. The eighth flow path is connected in series on the second circuit 32. The inlet of the eighth flow path, the outlet of the fourth flow path, and the inlet of the second cooling flow path are connected through the second three-way valve 372. The outlet of the eighth flow path is connected to the inlet of the second cooling flow path.

[0048] Understandably, the refrigerant flowing out of the fourth flow path can flow directly to the inlet of the second cooling flow path via the second three-way valve 372, or it can flow into the eighth flow path via the second three-way valve 372. After exchanging heat with the refrigerant in the seventh flow path in the eighth flow path, it flows to the inlet of the second cooling flow path. This allows the refrigerant to transfer heat to the refrigerant in the seventh flow path, which helps the refrigerant absorb heat in the evaporator 14. This enables the refrigerant in the second loop 32 to carry the waste heat of the motor 5, the heat absorbed at the heat exchanger 33, and the heat absorbed at the absorber 21 to the evaporator 14 for heat exchange. This can cool down the motor 5, the heat exchanger 33, and the absorber 21, which is beneficial for heat exchange between the absorber 21 and the evaporator 14 and can prevent the motor 5 from overheating.

[0049] Therefore, compared to traditional hybrid vehicles, the thermal management system 100 of the present invention can better utilize the waste heat of the motor 5 and engine 4, and can relatively reduce the need for heat dissipation through the heat exchanger 33. This reduces the number of heat exchangers 33 arranged at the air intake grille in the vehicle's front compartment, reduces wind resistance at the air intake grille, and effectively improves vehicle driving performance and actual range. Preferably, only a single heat exchanger 33 needs to be arranged at the air intake grille in the vehicle's front compartment according to the present invention.

[0050] In a further embodiment of the invention, reference is made to the appendix. Figure 1 As shown, the second loop 32 is also equipped with a third three-way valve 373 and a cold core 34. The inlet of the cold core 34, the outlet of the eighth flow path, and the inlet of the second cooling flow path are connected through the third three-way valve 373. The outlet of the cold core 34 is connected between the inlet of the eighth flow path and the second three-way valve 372. The refrigerant flowing out of the eighth flow path can flow directly to the second cooling flow path through the third three-way valve 373, or it can flow to the cold core 34 through the third three-way valve 373. After heat exchange at the cold core 34, it flows to the eighth flow path, so that the refrigerant cooled at the evaporator 14 flows to the cold core 34 to provide cooling capacity for the passenger compartment, and then returns to the evaporator 14 to be cooled again.

[0051] Further, see attached document. Figure 1 As shown, a third pump body 383 is provided between the third three-way valve 373 and the inlet of the cold core 34. The third pump body 383 is used to drive the refrigerant to circulate between the cold core 34 and the eighth flow path.

[0052] In a further embodiment of the invention, reference is made to the appendix. Figure 1 As shown, the second loop 32 is also equipped with a fourth three-way valve 374 and a heating core 35. The inlet of the heating core 35, the outlet of the sixth flow path, and the inlet of the heat exchanger 33 are connected through the fourth three-way valve 374. The outlet of the heating core 35 is connected between the inlet of the sixth flow path and the first three-way valve 371. The refrigerant flowing out of the outlet of the sixth flow path can flow directly to the inlet of the heat exchanger 33 through the fourth three-way valve 374, or it can flow to the heating core 35 through the fourth three-way valve 374. After heat exchange at the heating core 35, it flows to the sixth flow path, so that the refrigerant heated at the condenser 12 flows to the heating core 35 to provide heat for heating the crew compartment, and then returns to the condenser 12 to be heated again.

[0053] Further, see attached document. Figure 1 As shown, a fourth pump body 384 is provided between the fourth three-way valve 374 and the inlet of the heating core 35. The fourth pump body 384 is used to drive the refrigerant to circulate between the heating core 35 and the sixth flow path.

[0054] In a further embodiment of the invention, reference is made to the appendix. Figure 1As shown, the first circuit 31 is equipped with a fifth three-way valve 375 and a sixth three-way valve 376, the second circuit 32 is equipped with a seventh three-way valve 377, and the refrigerant circuit 3 is equipped with a heat exchanger 36. The heat exchanger 36 has a ninth flow path and a tenth flow path. The ninth flow path is connected in series with the first circuit 31. The inlet of the ninth flow path, the outlet of the second flow path, and the sixth three-way valve 376 are connected through the fifth three-way valve 375. The outlet of the ninth flow path, the inlet of the first cooling flow path, and the fifth three-way valve 375 are connected through the sixth three-way valve 376. The tenth flow path is connected in series with the second circuit 32. The inlet of the tenth flow path, the outlet of the second cooling flow path, and the first three-way valve 371 are connected through the seventh three-way valve 377. The outlet of the tenth flow path is connected to the first three-way valve 371. The refrigerant flows in opposite directions in the ninth and tenth flow paths.

[0055] It is understandable that when the heat exchanger 36 is closed, the refrigerant in the first loop 31 flows out from the tenth flow path and then flows directly into the first cooling flow path through the fifth three-way valve 375 and the sixth three-way valve 376 in sequence. The refrigerant in the second loop 32 flows out from the second cooling flow path and then flows directly from the seventh three-way valve 377 to the first three-way valve 371.

[0056] When the heat exchanger 36 is opened, the refrigerant of the first loop 31 flows out from the tenth flow path and enters the ninth flow path of the heat exchanger 36 through the fifth three-way valve 375. The refrigerant of the second loop 32 flows out from the second cooling flow path and enters the tenth flow path of the heat exchanger 36 through the seventh three-way valve 377. The refrigerants of the ninth and tenth flow paths exchange heat in the heat exchanger 36. After the heat exchange is completed, the refrigerant of the ninth flow path flows to the inlet of the first cooling flow path through the sixth three-way valve 376, and the refrigerant of the tenth flow path flows to the first three-way valve 371.

[0057] Therefore, when the motor 5 is at a low temperature while the engine 4 has residual heat or is overheated, the residual heat of the engine 4 can be transferred to the second circuit 32 through the heat exchanger 36 to increase the temperature of the motor 5 and improve the heating capacity of the thermal management system 100. When the motor 5 is overheated and the residual heat of the engine 4 can be completely absorbed by the generator 22, the residual heat of the motor 5 can be transferred to the first circuit 31 through the heat exchanger 36 to increase the cooling efficiency of the thermal management system 100. When both the motor 5 and the engine 4 are overheated, the residual heat of the engine 4 can be transferred to the second circuit 32 through the heat exchanger 36, so that the residual heat of the motor 5 and the residual heat of the engine 4 can be dissipated through the heat exchanger 33, thereby making better use of the residual heat of the motor 5 and the engine 4 and reducing the operating energy consumption of the thermal management system 100.

[0058] In some embodiments of the present invention, reference is made to the appendix. Figure 1As shown, a solution pump 23 is provided between the second port 212 and the fourth port 221. The solution pump 23 can provide sufficient pressure for the absorbent and refrigerant mixture in the absorbent circuit 2 to overcome flow resistance and ensure that the absorbent and refrigerant mixture flows smoothly from the absorber 21 to the generator 22.

[0059] In some embodiments of the present invention, reference is made to the appendix. Figure 1 As shown, a second valve 24 is provided between the third port 213 and the fifth port 222. The absorbent that is separated from the refrigerant in the generator 22 flows from the fifth port 222 to the second valve 24. The second valve 24 can throttle and reduce the pressure of the absorbent so that the absorbent can re-enter the absorber 21 to absorb refrigerant vapor and complete the cycle.

[0060] In some embodiments of the present invention, reference is made to the appendix. Figure 1 As shown, a liquid receiver 15 is connected in series between the condenser 12 and the first valve 13. On the one hand, the liquid receiver 15 can store excess liquid refrigerant produced by the condenser 12 and replenish refrigerant in time when the load on the evaporator 14 increases (such as vehicle acceleration or high temperature environment), ensuring that the first valve 13 and the evaporator 14 obtain a stable and sufficient supply of liquid refrigerant, thereby maintaining the efficient and stable cooling effect of the system. On the other hand, the liquid receiver 15 can ensure that the refrigerant entering the first valve 13 is a pure and dry liquid, so as to ensure that the first valve 13 can achieve precise throttling control.

[0061] In some embodiments of the present invention, when the vehicle's air conditioning is in cooling mode, the vehicle's air conditioning can blow cold air into the passenger compartment according to the temperature set by the user, thereby reducing the temperature inside the passenger compartment.

[0062] like Figure 10 As shown, the operating status of engine 4 and the operating modes of the thermal management system 100 controlled by T1 and T2 include: It is confirmed that engine 4 is in operation. When engine 4 is running, engine 4 will generate heat, and the waste heat of engine 4 needs to be dissipated. If T2 is determined to be less than the first preset temperature, the thermal management system 100 is controlled to operate in the first, second, or third mode based on T1. It should be noted that the temperature control range of the motor 5 is between the fourth preset temperature and the first preset temperature. The first preset temperature is greater than the fourth preset temperature. When T2 is less than the first preset temperature, it is determined that the motor 5 is not overheated. Under the premise that the motor 5 is not overheated, it is necessary to further refine the determination of the engine 4 temperature T1 and select the appropriate operating mode of the thermal management system 100 based on the engine 4 temperature T1. This allows the thermal management system 100 to select the operating mode based on the actual temperature of the motor 5 and the engine 4, so as to better utilize the waste heat of the engine 4 and / or the motor 5 when the waste heat is permissible. This can replace or assist the compressor 11, thereby reducing the operating time or power consumption of the compressor 11, and thus reducing the operating energy consumption of the thermal management system 100 and improving the actual range of the vehicle.

[0063] In a further embodiment of the invention, reference is made to the appendix. Figure 10 As shown, determining that T2 is less than the first preset temperature, and controlling the thermal management system 100 to operate in the first mode, second mode, or third mode according to T1 includes: If T2 is determined to be less than the first preset temperature, it is determined that motor 5 has not overheated. If T1 is determined to be less than the second preset temperature, the thermal management system 100 is controlled to operate in the first mode. It should be noted that the temperature control range of the engine 4 is between the second preset temperature and the third preset temperature. The second preset temperature is less than the third preset temperature. When T1 is less than the second preset temperature, the temperature of the engine 4 is too low, and the residual heat of the engine 4 is insufficient for the heating generator 22. Considering that the motor 5 is not overheated, the refrigeration cycle is carried out through the compressor 11, and the thermal management system 100 selects the first mode (conventional electric refrigeration mode). If T1 is determined to be greater than or equal to the second preset temperature and less than the third preset temperature, the thermal management system 100 is controlled to operate in the second mode, wherein the third preset temperature is greater than the second preset temperature. At this time, the engine 4 temperature is suitable, and the waste heat of the engine 4 can be fully utilized by the generator 22. Therefore, a refrigeration cycle is carried out through the absorber 21 and the generator 22, the compressor 11 stops, and the thermal management system 100 selects the second mode (thermal separation absorption refrigeration mode). When T1 is determined to be greater than or equal to the third preset temperature, the thermal management system 100 is controlled to operate in the third mode. At this time, the engine 4 is overheated, and part of the waste heat of the engine 4 can be absorbed by the generator 22. The excess waste heat needs to be transferred to the refrigerant circuit 3 where the motor 5 is located through the heat exchanger 36. This allows the refrigerant to carry the waste heat of the motor 5 and the excess waste heat of the engine 4 to dissipate heat to the external environment through the heat exchanger 33. Therefore, a refrigeration cycle is carried out through the absorber 21 and the generator 22. The compressor 11 stops, and there is heat exchange between the engine 4 and the motor 5. The thermal management system 100 selects the third mode (heat exchange absorption refrigeration mode).

[0064] In a further embodiment of the invention, reference is made to the appendix. Figure 10 As shown, when the vehicle's air conditioning is in cooling mode, after determining that the engine 4 is running, the following steps are also taken based on the engine 4's operating status and the operating mode of the thermal management system 100 controlled by T1 and T2: If T2 is determined to be greater than or equal to the first preset temperature, the thermal management system 100 is controlled to operate in either the third or fourth mode based on T1. It should be noted that the temperature control range of the motor 5 is between the fourth preset temperature and the first preset temperature. When T2 is greater than or equal to the first preset temperature, the motor 5 is determined to be overheated. Under the premise that the motor 5 is overheated, it is necessary to further refine the determination of the engine 4 temperature T1 and select the appropriate operating mode of the thermal management system 100 based on the engine 4 temperature T1. This ensures that the thermal management system 100 can meet the temperature requirements of the passenger compartment while making reasonable use of the waste heat of the motor 5.

[0065] In a further embodiment of the invention, reference is made to the appendix. Figure 10 As shown, determining that T2 is greater than or equal to the first preset temperature, and controlling the thermal management system 100 to operate in the third or fourth mode according to T1 includes: If T2 is determined to be greater than or equal to the first preset temperature, motor 5 is judged to be over-temperature. When T1 is determined to be less than the third preset temperature, the thermal management system 100 is controlled to operate in the third mode. The temperature control range of the engine 4 is between the second preset temperature and the third preset temperature. When T1 is less than the third preset temperature, the engine 4 does not overheat. Considering that the motor 5 is overheating, a portion of the waste heat of the motor 5 can be dissipated to the external environment through the heat exchanger 33. The excess waste heat is transferred to the refrigerant circuit 3 where the engine 4 is located through the heat exchanger 36. The waste heat of the motor 5 is used to assist the engine 4 in heating the generator 22 to increase the cooling efficiency. Therefore, the cooling cycle is carried out through the absorber 21 and the generator 22, the compressor 11 is stopped, and there is heat exchange between the engine 4 and the motor 5. The thermal management system 100 selects the third mode (heat exchange absorption cooling mode). If T1 is determined to be greater than or equal to the third preset temperature, the thermal management system 100 is controlled to operate in the fourth mode. At this time, both the engine 4 and the motor 5 are overheated, indicating that the vehicle is in a harsh, extremely high temperature environment. It is necessary to use the absorbent circuit 2 to couple with the electric compressor 11 to achieve large temperature difference cooling. The thermal management system 100 selects the fourth mode (thermoelectric composite cooling mode).

[0066] In a further embodiment of the invention, reference is made to the appendix. Figure 1 As shown, a compressor 11, a condenser 12, and an evaporator 14 are connected in series on the refrigerant circuit 1. An absorber 21 and a generator 22 are connected to each other on the absorber circuit 2. The absorber 21 is adapted to be connected to the evaporator 14, and the generator 22 is adapted to be connected to the condenser 12. A cold core 34 is provided on the refrigerant circuit 3. The cold core 34 is used to exchange heat with the evaporator 14 to achieve cooling of the passenger compartment.

[0067] In the first mode, such as Figure 2 As shown, the condenser 12 and evaporator 14 are both connected to the compressor 11, the absorber 21 is disconnected from the evaporator 14, the generator 22 is disconnected from the condenser 12, the cold core 34 exchanges heat with the evaporator 14, and the motor 5 exchanges heat with the condenser 12.

[0068] It should be noted that the first mode is the conventional electric refrigeration mode, which is suitable for the condition that the engine 4 is not started. At this time, the compressor 11 is turned on, the absorber 21 and the generator 22 are turned off, the solution pump 23 is not running, and the electric drive compressor 11 completes the refrigeration cycle. The specific circulation process of the refrigerant is as follows: after the high temperature and high pressure refrigerant comes out of the compressor 11, it flows into the fifth flow path to release heat, and then flows into the seventh flow path through the liquid receiver 15 and under the throttling and pressure reduction of the first valve 13. After absorbing heat in the seventh flow path, it returns to the compressor 11 and starts the cycle again.

[0069] Evaporator 14 cools the passenger compartment through cold core 34. The specific cycle process is as follows: after the refrigerant flows out from the eighth flow path, it enters the third three-way valve 373, and under the drive of the third pump body 383, it flows into the cold core 34 to cool the passenger compartment. Then it flows back to the eighth flow path and the cycle starts again.

[0070] The motor 5 and condenser 12 are cooled by heat exchanger 33. The specific cycle process is as follows: the refrigerant absorbs the waste heat of the motor 5 in the second cooling flow path and flows out. After passing through the seventh three-way valve 377 and the first three-way valve 371 in sequence, it enters the sixth flow path to exchange heat with the refrigerant in the fifth flow path. Then, it passes through the fourth three-way valve 374 and enters the heat exchanger 33 to dissipate heat under the drive of the second pump body 382. After flowing out of the heat exchanger 33, it passes through the fourth flow path and the second three-way valve 372 in sequence to return to the second cooling flow path and start the cycle again.

[0071] In the second mode, such as Figure 3 As shown, the condenser 12 and evaporator 14 are disconnected from the compressor 11, the absorber 21 is connected to the evaporator 14, the generator 22 is connected to the condenser 12, the cold core 34 exchanges heat with the evaporator 14, the motor 5 exchanges heat with the condenser 12 and the absorber 21, and the engine 4 exchanges heat with the generator 22.

[0072] It should be noted that the second mode is the thermal separation absorption refrigeration mode, which is applicable to the operating conditions of engine 4. It is not electrically driven, and the electric compressor 11 is not running. The specific circulation process of the refrigerant is as follows: after the high temperature and high pressure refrigerant comes out of the first flow path, it flows into the fifth flow path to release heat. Then it passes through the liquid storage tank 15 and flows into the seventh flow path under the throttling and pressure reduction of the first valve 13. After absorbing heat in the seventh flow path, it enters the third flow path to mix with the absorbent. Then the mixed solution of refrigerant and absorbent flows to the first flow path for separation and restarts the cycle.

[0073] The specific circulation process of the absorbent is as follows: after the absorbent is mixed with the refrigerant from the seventh flow path in the third flow path, the mixed solution of refrigerant and absorbent flows into the first flow path for separation under the drive of solution pump 23. The separated absorbent enters the second valve 24 for throttling and pressure reduction, and then returns to the third flow path to start the circulation again.

[0074] Evaporator 14 cools the passenger compartment through cold core 34. The specific cycle process is as follows: after the refrigerant flows out from the eighth flow path, it enters the third three-way valve 373, and under the drive of the third pump body 383, it flows into the cold core 34 to cool the passenger compartment. Then it flows back to the eighth flow path and the cycle starts again.

[0075] The motor 5, condenser 12, and absorber 21 dissipate heat using heat exchanger 33. The specific cycle process is as follows: the refrigerant absorbs the waste heat of the motor 5 in the second cooling flow path and then flows out. After passing through the seventh three-way valve 377 and the first three-way valve 371 in sequence, it enters the sixth flow path to exchange heat with the refrigerant in the fifth flow path. Then, it passes through the fourth three-way valve 374 and enters the heat exchanger 33 to dissipate heat under the drive of the second pump body 382. After flowing out of the heat exchanger 33, it enters the fourth flow path to absorb the heat of the third flow path. The refrigerant carries the heat of the third flow path back to the second cooling flow path through the second three-way valve 372 and the cycle starts again.

[0076] Engine 4 uses generator 22 for heat dissipation. The specific cycle process is as follows: after the refrigerant absorbs the waste heat of engine 4 in the first cooling flow path, it flows out and enters the second flow path under the drive of the first pump body 381 to exchange heat with the mixed solution of refrigerant and absorbent in the first flow path. Then, it passes through the fifth three-way valve 375 and the sixth three-way valve 376 in sequence to return to the first cooling flow path and start the cycle again.

[0077] In the third mode, such as Figure 4As shown, the condenser 12 and evaporator 14 are disconnected from the compressor 11, the absorber 21 is connected to the evaporator 14, the generator 22 is connected to the condenser 12, the cold core 34 exchanges heat with the evaporator 14, the motor 5 exchanges heat with the condenser 12 and the absorber 21, and the engine 4 exchanges heat with the generator 22 and the motor 5.

[0078] It should be noted that the third mode is the heat-interaction absorption cooling mode, which is applicable to the operating conditions of engine 4. It is not electrically driven, and the electric compressor 11 is not running. The specific circulation process of the refrigerant is as follows: after the high temperature and high pressure refrigerant comes out of the first flow path, it flows into the fifth flow path to release heat. Then it flows through the liquid storage tank 15 and into the seventh flow path under the throttling and pressure reduction of the first valve 13. After absorbing heat in the seventh flow path, it enters the third flow path and mixes with the absorbent. Then the mixed solution of refrigerant and absorbent flows to the first flow path for separation and restarts the cycle.

[0079] The specific circulation process of the absorbent is as follows: after the absorbent is mixed with the refrigerant from the seventh flow path in the third flow path, the mixed solution of refrigerant and absorbent flows into the first flow path for separation under the drive of solution pump 23. The separated absorbent enters the second valve 24 for throttling and pressure reduction, and then returns to the third flow path to start the circulation again.

[0080] Evaporator 14 cools the passenger compartment through cold core 34. The specific cycle process is as follows: after the refrigerant flows out from the eighth flow path, it enters the third three-way valve 373, and under the drive of the third pump body 383, it flows into the cold core 34 to cool the passenger compartment. Then it flows back to the eighth flow path and the cycle starts again.

[0081] The motor 5, heat exchanger 36, condenser 12, and absorber 21 dissipate heat using heat exchanger 33. The specific cycle process is as follows: the refrigerant absorbs the waste heat of the motor 5 in the second cooling flow path and flows out. After passing through the seventh three-way valve 377, it flows into the tenth flow path to exchange heat with the refrigerant in the ninth flow path. Then, it enters the sixth flow path through the first three-way valve 371 to exchange heat with the refrigerant in the fifth flow path. Then, it enters the heat exchanger 33 through the fourth three-way valve 374 and is driven by the second pump body 382 to dissipate heat. After flowing out of the heat exchanger 33, it enters the fourth flow path to absorb the heat of the third flow path. The refrigerant carries the heat of the third flow path back to the second cooling flow path through the second three-way valve 372 and the cycle starts again.

[0082] Engine 4 uses generator 22 and heat exchanger 36 for heat dissipation. The specific cycle process is as follows: after absorbing the waste heat of engine 4 in the first cooling flow path, the refrigerant flows out and enters the second flow path under the drive of the first pump body 381 to exchange heat with the mixed solution of refrigerant and absorbent in the first flow path. Then, it enters the ninth flow path through the fifth three-way valve 375 to exchange heat with the refrigerant in the tenth flow path. Finally, it returns to the first cooling flow path through the sixth three-way valve 376 to start the cycle again.

[0083] In the fourth mode, such as Figure 5 As shown, condenser 12 and evaporator 14 are both connected to compressor 11, absorber 21 is connected to evaporator 14, generator 22 is connected to condenser 12, cold core 34 exchanges heat with evaporator 14, motor 5 exchanges heat with condenser 12 and absorber 21, and engine 4 exchanges heat with generator 22 and motor 5.

[0084] It should be noted that the fourth mode is a thermoelectric composite refrigeration mode, suitable for harsher, extremely high-temperature environments. It utilizes an absorption cycle coupled with the electric compressor 11 to achieve large temperature difference refrigeration, meeting the load requirements of the passenger compartment and fully utilizing the vehicle's own electrical power and heat generation to ensure a comfortable in-vehicle environment. In this mode, the compressor 11, absorber 21, and generator 22 are all activated. The specific refrigerant circulation process is as follows: the high-temperature, high-pressure refrigerant flowing from the compressor 11 and the first flow path merges and flows into the fifth flow path. After releasing heat in the fifth flow path, it flows through the receiver 15 to the first valve 13. After being throttled and depressurized by the first valve 13, it enters the seventh flow path to absorb heat. After flowing out of the seventh flow path, part of the refrigerant flows directly back to the compressor 11, and part enters the third flow path to mix with the absorbent. Then, the mixture of refrigerant and absorbent flows back to the first flow path for separation, restarting the cycle.

[0085] The specific circulation process of the absorbent is as follows: after the absorbent is mixed with the refrigerant from the seventh flow path in the third flow path, the mixed solution of refrigerant and absorbent flows into the first flow path for separation under the drive of solution pump 23. The separated absorbent enters the second valve 24 for throttling and pressure reduction, and then returns to the third flow path to start the circulation again.

[0086] Evaporator 14 cools the passenger compartment through cold core 34. The specific cycle process is as follows: after the refrigerant flows out from the eighth flow path, it enters the third three-way valve 373, and under the drive of the third pump body 383, it flows into the cold core 34 to cool the passenger compartment. Then it flows back to the eighth flow path and the cycle starts again.

[0087] The motor 5, heat exchanger 36, condenser 12, and absorber 21 dissipate heat using heat exchanger 33. The specific cycle process is as follows: the refrigerant absorbs the waste heat of the motor 5 in the second cooling flow path and flows out. After passing through the seventh three-way valve 377, it flows into the tenth flow path to exchange heat with the refrigerant in the ninth flow path. Then, it enters the sixth flow path through the first three-way valve 371 to exchange heat with the refrigerant in the fifth flow path. Then, it enters the heat exchanger 33 through the fourth three-way valve 374 and is driven by the second pump body 382 to dissipate heat. After flowing out of the heat exchanger 33, it enters the fourth flow path to absorb the heat of the third flow path. The refrigerant carries the heat of the third flow path back to the second cooling flow path through the second three-way valve 372 and the cycle starts again.

[0088] Engine 4 uses generator 22 and heat exchanger 36 for heat dissipation. The specific cycle process is as follows: after absorbing the waste heat of engine 4 in the first cooling flow path, the refrigerant flows out and enters the second flow path under the drive of the first pump body 381 to exchange heat with the mixed solution of refrigerant and absorbent in the first flow path. Then, it enters the ninth flow path through the fifth three-way valve 375 to exchange heat with the refrigerant in the tenth flow path. Finally, it returns to the first cooling flow path through the sixth three-way valve 376 to start the cycle again.

[0089] In some embodiments of the present invention, reference is made to the appendix. Figure 10 As shown, when the vehicle's air conditioning is in cooling mode, the operating status of engine 4 and the operating modes of the thermal management system 100 controlled by T1 and T2 include: It is determined that engine 4 is not running. When engine 4 is not running, engine 4 does not generate heat, and the waste heat of engine 4 cannot be used to heat generator 22. The thermal management system 100 is controlled to operate in either the first or third mode according to T2. By collecting the temperature T2 of the motor 5, it is determined whether the motor 5 is overheating, and the appropriate operating mode of the thermal management system 100 is selected based on the temperature T2 of the motor 5.

[0090] In a further embodiment of the invention, reference is made to the appendix. Figure 10 As shown, the thermal management system 100 controlled by T2 operates in either the first or third mode, including: When T2 is determined to be less than the first preset temperature, the thermal management system 100 is controlled to operate in the first mode. At this time, the motor 5 is not overheated, and the waste heat of the motor 5 is insufficient for the heating generator 22. Therefore, the refrigeration cycle is carried out by the compressor 11. The thermal management system 100 selects the first mode (conventional electric refrigeration mode) and can appropriately reduce the fan speed 6 according to the temperature of the motor 5 to reduce the heat exchanger 33's heat dissipation effect on the waste heat of the motor 5. When T2 is determined to be greater than or equal to the first preset temperature, the thermal management system 100 is controlled to operate in the third mode. At this time, the motor 5 is overheated, and part of the waste heat of the motor 5 can be dissipated to the external environment through the heat exchanger 33. The excess waste heat is transferred to the refrigerant circuit 3 where the engine 4 is located through the heat exchanger 36. Part of the waste heat of the motor 5 is used to heat the generator 22. Therefore, a refrigeration cycle is carried out through the absorber 21 and the generator 22. The compressor 11 stops, the thermal management system 100 selects the third mode (heat exchange absorption refrigeration mode), and the fan 6 speed can be appropriately reduced according to the temperature of the motor 5 to reduce the heat dissipation effect of the heat exchanger 33 on the waste heat of the motor 5.

[0091] In some embodiments of the present invention, after obtaining the air conditioning operating mode of the vehicle, and before controlling the operating mode of the thermal management system 100 according to the operating state of the engine 4 and T1, T2, the control method of the thermal management system 100 further includes: Acquire the ambient temperature T7, the target temperature of the vehicle's passenger compartment T8, and the refrigerant temperature T0 at at least one location on the refrigerant circuit 3; Based on the air conditioning operation mode, T7, T8, T0 and the set function F(T7, T8, T0), calculate the matching speed of the pump body in the refrigerant circuit 3, and control the pump body to operate at the matching speed.

[0092] By calculating the matching speed of the pump body in the refrigerant circuit 3 according to the air conditioning operation mode, T7, T8, T0 and the set function F(T7, T8, T0), the pump body is controlled to run at the matching speed, thereby better controlling the flow rate at different locations in the refrigerant circuit 3, so as to achieve the purpose of quickly cooling the motor 5, quickly cooling the engine 4, quickly heating the generator 22, and quickly heating the evaporator 14, and better matching the operation mode of the thermal management system 100.

[0093] Specifically, the function F(T7, T8, T0) is related to the ambient temperature T7, the target temperature of the vehicle's passenger compartment T8, and the refrigerant temperature T0 at at least one location on the refrigerant circuit 3. The refrigerant temperature T0 at at least one location on the refrigerant circuit 3 includes the temperature of at least one of the following: the temperature of the engine 4 T1, the temperature of the motor 5 T2, the temperature of the evaporator 14 T3, the temperature of the cold core 34 T4, the temperature of the condenser 12 T5, and the temperature of the heating core 35 T6. By installing a first temperature sensor 391, a second temperature sensor 392, a third temperature sensor 393, a fourth temperature sensor 394, a fifth temperature sensor 395, and a sixth temperature sensor 396 at the engine 4, motor 5, evaporator 14, cold core 34, condenser 12, and heating core 35 on the refrigerant circuit 3, the temperatures at these locations can be detected in real time.

[0094] The pump body of the refrigerant circuit 3 includes a first pump body 381, a second pump body 382, ​​a third pump body 383, and a fourth pump body 384. The matching speeds of the first pump body 381, the second pump body 382, ​​the third pump body 383, and the fourth pump body 384 are calculated based on the temperature T1 of the engine 4, the temperature T2 of the motor 5, the temperature T4 of the cold core 34, and the temperature T6 of the warm core 35, respectively.

[0095] In addition, the first target pressure of the condenser 12 on the refrigerant circuit 1 and the second target pressure of the evaporator 14 on the refrigerant circuit 1 can be calculated according to the function F(T7, T8, T0). A first pressure-temperature sensor 16 and a second pressure-temperature sensor 17 are designed at the condenser 12 and the evaporator 14 on the refrigerant circuit 1, respectively, to monitor the real-time pressure at the condenser 12 and the evaporator 14 on the refrigerant circuit 1 in real time, so as to reduce energy consumption as much as possible while ensuring the cooling and heating effects of the thermal management system 100.

[0096] In a further embodiment of the invention, reference is made to the appendix. Figure 1 As shown, a cooling core 34 is provided on the refrigerant circuit 3. The cooling core 34 is used for heat exchange with the evaporator 14 of the refrigerant circuit 1. When the vehicle's air conditioning operation mode is cooling mode, after controlling the operation mode of the thermal management system 100 according to the operating status of the engine 4 and T1 and T2, as follows... Figure 10 As shown, the control method also includes: The temperatures T3 of the evaporator 14 and T4 of the cold core 34 are acquired. After the thermal management system 100 determines the operating mode, the temperatures T3 of the evaporator 14 and T4 of the cold core 34 are further acquired for matching verification to determine whether the current operating mode of the thermal management system 100 is appropriate. It should be noted that the evaporator 14 has a seventh flow path and an eighth flow path. The seventh flow path is connected in series with the refrigerant circuit 1, and the eighth flow path is connected in series with the refrigerant circuit 3. The eighth flow path exchanges heat with the seventh flow path, and the cold core 34 is connected to the eighth flow path. The temperature T3 of the evaporator 14 is the temperature of the refrigerant at the eighth flow path, and the temperature T4 of the cold core 34 is the temperature of the refrigerant at the cold core 34. If T3 satisfies T4-Ta < T3 < T4+Ta, then the cooling capacity of evaporator 14 can be determined to meet the load requirements of cooling core 34. The operating mode of thermal management system 100 remains unchanged. Here, Ta is the temperature deviation, and the specific value of Ta needs to be further calibrated after matching the thermal management system 100.

[0097] Furthermore, if T3 does not satisfy T4-Ta < T3 < T4+Ta, that is, when T3 ≤ T4-Ta or T3 ≥ T4+Ta, it can be determined that the cooling capacity of the evaporator 14 is insufficient to match the load demand of the cooling core 34. It is necessary to calculate the matching speed of the pump body of the refrigerant circuit 3 according to the air conditioning operation mode, T7, T8, T0 and the set function F (T7, T8, T0), control the pump body to run at the matching speed, and then readjust the operation mode of the thermal management system 100 according to the operating status of the engine 4 and T1, T2.

[0098] In some embodiments of the present invention, when the vehicle's air conditioning is in heating mode, the vehicle's air conditioning can blow warm air into the passenger compartment according to the temperature set by the user, thereby increasing the temperature inside the passenger compartment.

[0099] like Figure 11 As shown, the operating status of engine 4 and the operating modes of the thermal management system 100 controlled by T1 and T2 include: It is confirmed that engine 4 is in operation. When engine 4 is running, engine 4 will generate heat, and the waste heat of engine 4 needs to be dissipated. If T2 is determined to be less than the fourth preset temperature, the thermal management system 100 is controlled to operate in either the seventh or eighth mode based on T1. It should be noted that the temperature control range of the motor 5 is between the fourth preset temperature and the first preset temperature, and the first preset temperature is greater than the fourth preset temperature. When T2 is less than the fourth preset temperature, it is determined that the temperature of the motor 5 is too low. The residual heat of the motor 5 can be absorbed by exchanging heat with the evaporator 14. It is necessary to further refine the determination of the temperature T1 of the engine 4 and select the appropriate operating mode of the thermal management system 100 based on the temperature T1 of the engine 4. This allows the thermal management system 100 to select the operating mode based on the actual temperature of the motor 5 and the engine 4, so as to better utilize the residual heat of the engine 4 and / or the motor 5 when the residual heat is permissible. This can replace the compressor 11 or the auxiliary compressor 11, thereby reducing the operating time of the compressor 11 or reducing the power consumption of the compressor 11, thereby reducing the operating energy consumption of the thermal management system 100 and improving the actual range of the vehicle. Alternatively, if T2 is determined to be greater than or equal to the fourth preset temperature, the thermal management system 100 is controlled to operate in the fifth, sixth, or seventh mode based on T1. When T2 is greater than or equal to the fourth preset temperature, it is determined that the temperature of motor 5 is not too low, that is, the temperature of motor 5 may be suitable or it may be overheated. Motor 5 is operating normally. Therefore, it is necessary to further refine the determination of the temperature T1 of engine 4 and select the appropriate operating mode of thermal management system 100 based on the temperature T1 of engine 4. This will ensure that the heating effect of thermal management system 100 can meet the temperature requirements of the passenger compartment while making reasonable use of the waste heat of motor 5.

[0100] In a further embodiment of the invention, reference is made to the appendix. Figure 11 As shown, determining that T2 is less than the fourth preset temperature, and controlling the thermal management system 100 to operate in the seventh or eighth mode based on T1 includes: If T2 is determined to be less than the fourth preset temperature, then the temperature of motor 5 is determined to be too low. If T1 is determined to be less than the second preset temperature, the thermal management system 100 is controlled to operate in the eighth mode. It should be noted that the temperature control range of the engine 4 is between the second preset temperature and the third preset temperature. The second preset temperature is less than the third preset temperature. When T1 is less than the second preset temperature, the temperature of the engine 4 is too low, and the residual heat of the engine 4 is insufficient for the heating generator 22. Considering that the temperature of the motor 5 is also too low, it indicates that the vehicle is in an extremely cold and harsh environment. It is necessary to use the absorbent circuit 2 and the electric compressor 11 to achieve large temperature difference heating. The thermal management system 100 adopts the eighth mode (thermoelectric composite heating mode). When T1 is determined to be greater than or equal to the second preset temperature, the thermal management system 100 is controlled to operate in the seventh mode. At this time, the temperature of engine 4 is not too low, and engine 4 has residual heat. Part of the residual heat of engine 4 can be absorbed by generator 22, and the excess residual heat needs to be transferred to the refrigerant circuit 3 where motor 5 is located through heat exchanger 36 to increase the temperature of motor 5 and ensure normal heat exchange with evaporator 14. Therefore, the heating cycle is carried out through absorber 21 and generator 22, compressor 11 is stopped, and there is heat exchange between engine 4 and motor 5. The thermal management system 100 selects the seventh mode (heat exchange absorption heating mode).

[0101] In a further embodiment of the present invention, determining that T2 is greater than or equal to a fourth preset temperature, and controlling the thermal management system 100 to operate in a fifth mode, a sixth mode, or a seventh mode based on T1 includes: If T2 is determined to be greater than or equal to the fourth preset temperature, it is determined that the temperature of motor 5 is not too low. When T1 is determined to be less than the second preset temperature, the thermal management system 100 is controlled to operate in the fifth mode. When T1 is less than the second preset temperature, the temperature of the engine 4 is too low, and the residual heat of the engine 4 is insufficient to heat the generator 22. The residual heat of the motor 5 alone is insufficient to heat the generator 22. Therefore, the heating cycle is carried out through the compressor 11, and the thermal management system 100 selects the fifth mode (conventional electric heating mode). If T1 is determined to be greater than or equal to the second preset temperature and less than the third preset temperature, the thermal management system 100 is controlled to operate in the sixth mode, where the third preset temperature is greater than the second preset temperature. At this time, the engine 4 temperature is suitable, the waste heat of the engine 4 can be fully utilized by the generator 22, and the waste heat of the motor 5 can also be fully and independently utilized. Therefore, a heating cycle is carried out through the absorber 21 and the generator 22, the compressor 11 is stopped, and the thermal management system 100 selects the sixth mode (heat separation absorption heating mode). When T1 is determined to be greater than or equal to the third preset temperature, the thermal management system 100 is controlled to operate in the seventh mode. At this time, the engine 4 is overheated, and part of the waste heat of the engine 4 can be absorbed by the generator 22. The excess waste heat needs to be transferred to the refrigerant circuit 3 where the motor 5 is located through the heat exchanger 36, so that the refrigerant carries the waste heat of the motor 5 and the excess waste heat of the engine 4 to exchange heat with the evaporator 14, which can improve the heating capacity of the thermal management system 100. Therefore, the refrigeration cycle is carried out through the absorber 21 and the generator 22, the compressor 11 is stopped, and there is heat exchange between the engine 4 and the motor 5. The thermal management system 100 selects the seventh mode (heat exchange absorption heating mode).

[0102] In a further embodiment of the invention, reference is made to the appendix. Figure 1 As shown, a compressor 11, a condenser 12, and an evaporator 14 are connected in series on the refrigerant circuit 1. An absorber 21 and a generator 22 are connected to each other on the absorber circuit 2. The absorber 21 is adapted to be connected to the evaporator 14, and the generator 22 is adapted to be connected to the condenser 12. A heating core 35 is provided on the refrigerant circuit 3. The heating core 35 is used to exchange heat with the condenser 12 to heat the passenger compartment.

[0103] In the fifth mode, such as Figure 6 As shown, the condenser 12 and evaporator 14 are both connected to the compressor 11, the absorber 21 is disconnected from the evaporator 14, the generator 22 is disconnected from the condenser 12, the heating core 35 exchanges heat with the condenser 12, and the motor 5 exchanges heat with the evaporator 14.

[0104] It should be noted that the fifth mode is the conventional electric heating mode, which is suitable for the condition that the engine 4 is not started. At this time, the compressor 11 is turned on, the absorber 21 and the generator 22 are turned off, the solution pump 23 is not running, and the electric drive compressor 11 completes the heating cycle. The specific circulation process of the refrigerant is as follows: after the high temperature and high pressure refrigerant comes out of the compressor 11, it flows into the fifth flow path to release heat, and then flows into the seventh flow path through the liquid receiver 15 and under the throttling and pressure reduction of the first valve 13. After absorbing heat in the seventh flow path, it returns to the compressor 11 and starts the cycle again.

[0105] The condenser 12 heats the passenger compartment through the heating core 35. The specific circulation process is as follows: the refrigerant flows out of the sixth flow path and enters the fourth three-way valve 374. Driven by the fourth pump body 384, it flows into the heating core 35 to heat the passenger compartment, and then flows back to the sixth flow path to start the circulation again.

[0106] The motor 5 and heat exchanger 33 use the evaporator 14 for heat dissipation. The specific cycle process is as follows: the refrigerant absorbs the waste heat of the motor 5 in the second cooling flow path and flows out. After passing through the seventh three-way valve 377 and the first three-way valve 371 in sequence, it enters the heat exchanger 33 under the drive of the second pump body 382 to absorb heat from the external environment. After flowing out of the heat exchanger 33, it passes through the fourth flow path and the second three-way valve 372 in sequence to enter the eighth flow path to exchange heat with the refrigerant in the seventh flow path. Then it flows back to the second cooling flow path through the third three-way valve 373 and starts the cycle again.

[0107] In the sixth mode, such as Figure 7 As shown, the condenser 12 and evaporator 14 are disconnected from the compressor 11, the absorber 21 is connected to the evaporator 14, the generator 22 is connected to the condenser 12, the heating core 35 exchanges heat with the condenser 12, the motor 5 exchanges heat with the evaporator 14 and the absorber 21, and the engine 4 exchanges heat with the generator 22.

[0108] It should be noted that the sixth mode is the heat separation and absorption heating mode, which is applicable to the operating conditions of engine 4. It is not electrically driven, and the electric compressor 11 is not running. The specific circulation process of the refrigerant is as follows: after the high temperature and high pressure refrigerant comes out of the first flow path, it flows into the fifth flow path to release heat. Then it flows through the liquid storage tank 15 and into the seventh flow path under the throttling and pressure reduction of the first valve 13. After absorbing heat in the seventh flow path, it enters the third flow path to mix with the absorbent. Then the mixed solution of refrigerant and absorbent flows to the first flow path for separation and restarts the cycle.

[0109] The specific circulation process of the absorbent is as follows: after the absorbent is mixed with the refrigerant from the seventh flow path in the third flow path, the mixed solution of refrigerant and absorbent flows into the first flow path for separation under the drive of solution pump 23. The separated absorbent enters the second valve 24 for throttling and pressure reduction, and then returns to the third flow path to start the circulation again.

[0110] The condenser 12 heats the passenger compartment through the heating core 35. The specific circulation process is as follows: the refrigerant flows out of the sixth flow path and enters the fourth three-way valve 374. Driven by the fourth pump body 384, it flows into the heating core 35 to heat the passenger compartment, and then flows back to the sixth flow path to start the circulation again.

[0111] The motor 5, heat exchanger 33, and absorber 21 utilize the evaporator 14 for heat dissipation. The specific cycle process is as follows: after absorbing the residual heat of the motor 5 in the second cooling flow path, the refrigerant flows out and passes through the seventh three-way valve 377 and the first three-way valve 371 in sequence. Driven by the second pump body 382, ​​it enters the heat exchanger 33 to absorb heat from the external environment. After flowing out of the heat exchanger 33, it enters the fourth flow path to absorb heat from the third flow path. Then, it enters the eighth flow path through the second three-way valve 372 to exchange heat with the refrigerant in the seventh flow path. Finally, it flows back to the second cooling flow path through the third three-way valve 373 and the cycle starts again.

[0112] In the seventh mode, such as Figure 8 As shown, the condenser 12 and evaporator 14 are disconnected from the compressor 11, the absorber 21 is connected to the evaporator 14, the generator 22 is connected to the condenser 12, the heating core 35 exchanges heat with the condenser 12, the motor 5 exchanges heat with the evaporator 14 and the absorber 21, and the engine 4 exchanges heat with the generator 22 and the motor 5.

[0113] It should be noted that the seventh mode is a heat exchange absorption heating mode, which is applicable to the operating conditions of engine 4. It is not electrically driven, and the electric compressor 11 is not running. The specific circulation process of the refrigerant is as follows: after the high temperature and high pressure refrigerant comes out of the first flow path, it flows into the fifth flow path to release heat. Then it passes through the liquid storage tank 15 and flows into the seventh flow path under the throttling and pressure reduction of the first valve 13. After absorbing heat in the seventh flow path, it enters the third flow path to mix with the absorbent. Then the mixture of refrigerant and absorbent flows to the first flow path for separation and restarts the cycle.

[0114] The specific circulation process of the absorbent is as follows: after the absorbent is mixed with the refrigerant from the seventh flow path in the third flow path, the mixed solution of refrigerant and absorbent flows into the first flow path for separation under the drive of solution pump 23. The separated absorbent enters the second valve 24 for throttling and pressure reduction, and then returns to the third flow path to start the circulation again.

[0115] The condenser 12 heats the passenger compartment through the heating core 35. The specific circulation process is as follows: the refrigerant flows out of the sixth flow path and enters the fourth three-way valve 374. Driven by the fourth pump body 384, it flows into the heating core 35 to heat the passenger compartment, and then flows back to the sixth flow path to start the circulation again.

[0116] The motor 5, heat exchanger 36, heat exchanger 33, and absorber 21 utilize the evaporator 14 for heat dissipation. The specific cycle process is as follows: the refrigerant absorbs the waste heat of the motor 5 in the second cooling flow path and flows out. After passing through the seventh three-way valve 377, it flows into the tenth flow path to exchange heat with the refrigerant in the ninth flow path. Then, driven by the second pump body 382, ​​it enters the heat exchanger 33 through the first three-way valve 371 to absorb heat from the external environment. After flowing out of the heat exchanger 33, it enters the fourth flow path to absorb heat from the third flow path. Then, it enters the eighth flow path through the second three-way valve 372 to exchange heat with the refrigerant in the seventh flow path. Finally, it flows back to the second cooling flow path through the third three-way valve 373 to restart the cycle.

[0117] Engine 4 uses generator 22 and heat exchanger 36 for heat dissipation. The specific cycle process is as follows: after absorbing the waste heat of engine 4 in the first cooling flow path, the refrigerant flows out and enters the second flow path under the drive of the first pump body 381 to exchange heat with the mixed solution of refrigerant and absorbent in the first flow path. Then, it enters the ninth flow path through the fifth three-way valve 375 to exchange heat with the refrigerant in the tenth flow path. Finally, it returns to the first cooling flow path through the sixth three-way valve 376 to start the cycle again.

[0118] In the eighth mode, such as Figure 9 As shown, condenser 12 and evaporator 14 are both connected to compressor 11, absorber 21 is connected to evaporator 14, generator 22 is connected to condenser 12, heating core 35 exchanges heat with condenser 12, motor 5 exchanges heat with evaporator 14 and absorber 21, and engine 4 exchanges heat with generator 22.

[0119] It should be noted that the eighth mode is a thermoelectric hybrid heating mode, suitable for extremely cold and harsh environments. It can achieve large temperature difference heating by coupling the absorption cycle with the electric compressor 11 to meet the load requirements of the passenger compartment and make full use of the vehicle's own electricity and heat generation to ensure the comfort of the in-vehicle environment. At this time, the compressor 11, absorber 21 and generator 22 are all turned on. The specific circulation process of the refrigerant is as follows: the high-temperature and high-pressure refrigerant flowing from the compressor 11 and the first flow path merges and flows into the fifth flow path. After releasing heat in the fifth flow path, it flows through the liquid receiver 15 to the first valve 13. After being throttled and depressurized by the first valve 13, it enters the seventh flow path to absorb heat. After flowing out of the seventh flow path, part of the refrigerant flows directly back to the compressor 11, and part of the refrigerant enters the third flow path to mix with the absorbent. Then the mixture of refrigerant and absorbent flows back to the first flow path for separation and restarts the cycle.

[0120] The specific circulation process of the absorbent is as follows: after the absorbent is mixed with the refrigerant from the seventh flow path in the third flow path, the mixed solution of refrigerant and absorbent flows into the first flow path for separation under the drive of solution pump 23. The separated absorbent enters the second valve 24 for throttling and pressure reduction, and then returns to the third flow path to start the circulation again.

[0121] The condenser 12 heats the passenger compartment through the heating core 35. The specific circulation process is as follows: the refrigerant flows out of the sixth flow path and enters the fourth three-way valve 374. Driven by the fourth pump body 384, it flows into the heating core 35 to heat the passenger compartment, and then flows back to the sixth flow path to start the circulation again.

[0122] The motor 5, heat exchanger 33, and absorber 21 utilize the evaporator 14 for heat dissipation. The specific cycle process is as follows: after absorbing the residual heat of the motor 5 in the second cooling flow path, the refrigerant flows out and passes through the seventh three-way valve 377 and the first three-way valve 371 in sequence. Driven by the second pump body 382, ​​it enters the heat exchanger 33 to absorb heat from the external environment. After flowing out of the heat exchanger 33, it enters the fourth flow path to absorb heat from the third flow path. Then, it enters the eighth flow path through the second three-way valve 372 to exchange heat with the refrigerant in the seventh flow path. Finally, it flows back to the second cooling flow path through the third three-way valve 373 and the cycle starts again.

[0123] Engine 4 uses generator 22 for heat dissipation. The specific cycle process is as follows: after the refrigerant absorbs the waste heat of engine 4 in the first cooling flow path, it flows out and enters the second flow path under the drive of the first pump body 381 to exchange heat with the mixed solution of refrigerant and absorbent in the first flow path. Then, it passes through the fifth three-way valve 375 and the sixth three-way valve 376 in sequence to return to the first cooling flow path and start the cycle again.

[0124] In some embodiments of the present invention, reference is made to the appendix. Figure 11 As shown, when the vehicle's air conditioning is in heating mode, the operating status of engine 4 and the operating modes of the thermal management system 100 controlled by T1 and T2 include: It is determined that engine 4 is not running. When engine 4 is not running, engine 4 does not generate heat, and the waste heat of engine 4 cannot be used to heat generator 22. The thermal management system 100 is controlled to operate in either the fifth or seventh mode according to T2. By collecting the temperature T2 of the motor 5, it is determined whether the motor 5 is overheating, and the appropriate operating mode of the thermal management system 100 is selected based on the temperature T2 of the motor 5.

[0125] In a further embodiment of the invention, reference is made to the appendix. Figure 11 As shown, the operation of the thermal management system 100 in mode 5 or mode 7 according to T2 includes: When T2 is determined to be less than the first preset temperature, the thermal management system 100 is controlled to operate in the fifth mode. At this time, the motor 5 is not overheated, and the residual heat of the motor 5 is insufficient for the heating generator 22. Therefore, the heating cycle is carried out by the compressor 11. The thermal management system 100 selects the fifth mode (conventional electric heating mode) and can appropriately reduce the speed of the fan 6 according to the temperature of the motor 5. Once T2 is determined to be greater than or equal to the first preset temperature, the thermal management system 100 is controlled to operate in the seventh mode. At this time, the motor 5 is overheated, and a portion of the waste heat of the motor 5 can be exchanged with the evaporator 14. The excess waste heat is transferred to the refrigerant circuit 3 where the engine 4 is located through the heat exchanger 36. The waste heat of the motor 5 is used to heat the generator 22. Therefore, a heating cycle is performed through the absorber 21 and the generator 22. The compressor 11 stops, the thermal management system 100 selects the seventh mode (heat exchange absorption heating mode), and the fan 6 speed can be appropriately reduced according to the temperature of the motor 5.

[0126] In a further embodiment of the invention, reference is made to the appendix. Figure 1 As shown, a heater core 35 is provided on the refrigerant circuit 3. The heater core 35 is used for heat exchange with the condenser 12 of the refrigerant circuit 1. When the vehicle's air conditioning operation mode is heating mode, after controlling the operation mode of the thermal management system 100 according to the operating status of the engine 4 and T1 and T2, the control method also includes: The temperatures T5 of the condenser 12 and T6 of the heater core 35 are acquired. After the thermal management system 100 determines its operating mode, the temperatures T5 of the condenser 12 and T6 of the heater core 35 are further acquired for matching verification to determine whether the current operating mode of the thermal management system 100 is appropriate. It should be noted that the condenser 12 has a fifth flow path and a sixth flow path. The fifth flow path is connected in series with the refrigerant circuit 1, and the sixth flow path is connected in series with the refrigerant circuit 3. The sixth flow path exchanges heat with the fifth flow path, and the heater core 35 is connected to the sixth flow path. The temperature T5 of the condenser 12 is the temperature of the refrigerant at the sixth flow path, and the temperature T6 of the heater core 35 is the temperature of the refrigerant at the heater core 35. If T5 satisfies T6-Tb<T5<T6+Tb, then it can be determined that the heat output of the condenser 12 meets the load requirements of the heating core 35, and the operating mode of the thermal management system 100 remains unchanged. Here, Tb is the temperature deviation, and the specific value of Tb needs to be further calibrated after the thermal management system 100 is matched.

[0127] Furthermore, if T5 does not satisfy T6-Tb < T5 < T6+Tb, that is, when T5 ≤ T6-Tb or T5 ≥ T6+Tb, it can be determined that the heat of the condenser 12 is insufficient to match the load demand of the heat core. It is necessary to calculate the matching speed of the pump body of the refrigerant circuit 3 according to the air conditioning operation mode, T7, T8, T0 and the set function F (T7, T8, T0), control the pump body to run at the matching speed, and then readjust the operation mode of the thermal management system 100 according to the operating status of the engine 4 and T1, T2.

[0128] Preferably, an idle speed recognition control mode can be added to the cooling / heating control process. When the vehicle is in an idling scenario such as waiting at a traffic light or charging, it can be forcibly switched to the third mode (heat exchange absorption cooling) or the fifth mode (heat exchange absorption heating mode). In this idling scenario, the waste heat of the motor 5 can meet the current load demand of the passenger compartment in a short time (the generator 22 indirectly absorbs the waste heat of the motor 5 through the exchanger). It should be noted that in this scenario, the engine 4 and compressor 11 of the system stop running, the noise and vibration are small, and the comfort inside the passenger compartment can be improved. When the vehicle starts to drive, the thermal management system 100 returns to the above-mentioned normal control logic.

[0129] Other configurations and operations of the control method of the thermal management system 100 according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0130] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0131] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A control method for a thermal management system, the thermal management system (100) being used in a vehicle and comprising a refrigerant circuit (1), an absorbent circuit (2), and a refrigerant circuit (3), the refrigerant circuit (3) being used for heat exchange with at least one of the refrigerant circuit (1) and the absorbent circuit (2), the refrigerant circuit (3) being provided with an engine (4) and a motor (5), characterized in that, The control method includes: Obtain the air conditioning operating mode of the vehicle; The temperature T1 of the engine (4) and the temperature T2 of the motor (5) are obtained; The thermal management system (100) is controlled according to the operating status of the engine (4) and the operating modes of T1 and T2.

2. The control method for the thermal management system according to claim 1, characterized in that, When the vehicle's air conditioning is in cooling mode, controlling the operating mode of the thermal management system (100) based on the engine's (4) operating status and T1 and T2 includes: It is confirmed that the engine (4) is in operation; If T2 is determined to be less than a first preset temperature, the thermal management system (100) is controlled to operate in a first mode, a second mode, or a third mode based on T1. Wherein, determining that T2 is less than a first preset temperature, and controlling the thermal management system (100) to operate in a first mode, a second mode, or a third mode according to T1 includes: It is determined that T2 is less than the first preset temperature; If T1 is determined to be less than the second preset temperature, the thermal management system (100) is controlled to operate in the first mode; If T1 is determined to be greater than or equal to the second preset temperature and less than the third preset temperature, the thermal management system (100) is controlled to operate in the second mode, wherein the third preset temperature is greater than the second preset temperature; If T1 is determined to be greater than or equal to the third preset temperature, the thermal management system (100) is controlled to operate in the third mode.

3. The control method for the thermal management system according to claim 2, characterized in that, When the vehicle's air conditioning is in cooling mode, after determining that the engine (4) is in operation, the step of controlling the operation mode of the thermal management system (100) based on the engine (4)'s operating state and T1 and T2 further includes: If T2 is determined to be greater than or equal to the first preset temperature, the thermal management system (100) is controlled to operate in the third or fourth mode based on T1. Wherein, determining that T2 is greater than or equal to the first preset temperature, and controlling the thermal management system (100) to operate in the third or fourth mode according to T1 includes: It is determined that T2 is greater than or equal to the first preset temperature; If T1 is determined to be less than the third preset temperature, the thermal management system (100) is controlled to operate in the third mode; If T1 is determined to be greater than or equal to the third preset temperature, the thermal management system (100) is controlled to operate in the fourth mode.

4. The control method for the thermal management system according to claim 3, characterized in that, The refrigerant circuit (1) is connected in series with a compressor (11), a condenser (12), and an evaporator (14). The absorbent circuit (2) is provided with an absorber (21) and a generator (22) that are interconnected. The absorber (21) is adapted to be connected to the evaporator (14), and the generator (22) is adapted to be connected to the condenser (12). The refrigerant circuit (3) is provided with a cold core (34), which is used for heat exchange with the evaporator (14). In the first mode, the condenser (12) and the evaporator (14) are both connected to the compressor (11), the absorber (21) is disconnected from the evaporator (14), the generator (22) is disconnected from the condenser (12), the cold core (34) exchanges heat with the evaporator (14), and the motor (5) exchanges heat with the condenser (12). In the second mode, the condenser (12) and the evaporator (14) are disconnected from the compressor (11), the absorber (21) is connected to the evaporator (14), the generator (22) is connected to the condenser (12), the cold core (34) exchanges heat with the evaporator (14), the motor (5) exchanges heat with the condenser (12) and the absorber (21), and the engine (4) exchanges heat with the generator (22). In the third mode, the condenser (12) and the evaporator (14) are disconnected from the compressor (11), the absorber (21) is connected to the evaporator (14), the generator (22) is connected to the condenser (12), the cold core (34) exchanges heat with the evaporator (14), the motor (5) exchanges heat with the condenser (12) and the absorber (21), and the engine (4) exchanges heat with the generator (22) and the motor (5). In the fourth mode, the condenser (12) and the evaporator (14) are both connected to the compressor (11), the absorber (21) is connected to the evaporator (14), the generator (22) is connected to the condenser (12), the cold core (34) exchanges heat with the evaporator (14), the motor (5) exchanges heat with the condenser (12) and the absorber (21), and the engine (4) exchanges heat with the generator (22) and the motor (5).

5. The control method for the thermal management system according to claim 1, characterized in that, When the vehicle's air conditioning is in cooling mode, controlling the operating mode of the thermal management system (100) based on the engine's (4) operating status and T1 and T2 includes: It is determined that the engine (4) is in a non-operating state; According to T2, the thermal management system (100) operates in either the first or third mode. The step of controlling the thermal management system (100) to operate in a first mode or a third mode according to T2 includes: If T2 is determined to be less than the first preset temperature, the thermal management system (100) is controlled to operate in the first mode; If T2 is determined to be greater than or equal to the first preset temperature, the thermal management system (100) is controlled to operate in the third mode.

6. The control method for the thermal management system according to claim 3 or 5, characterized in that, The refrigerant circuit (3) is provided with a cooling core (34), which is used to exchange heat with the evaporator (14) of the refrigerant circuit (1). When the air conditioning operation mode of the vehicle is the cooling mode, after controlling the operation mode of the thermal management system (100) according to the operating status of the engine (4) and T1 and T2, the control method further includes: The temperature T3 of the evaporator (14) and the temperature T4 of the cold core (34) are obtained; If T3 satisfies T4-Ta<T3<T4+Ta, the operating mode of the thermal management system (100) remains unchanged, where Ta is the temperature deviation.

7. The control method for the thermal management system according to claim 1, characterized in that, When the vehicle's air conditioning is in heating mode, controlling the operating mode of the thermal management system (100) based on the engine's (4) operating status and T1 and T2 includes: It is confirmed that the engine (4) is in operation; If T2 is determined to be less than the fourth preset temperature, the thermal management system (100) is controlled to operate in the seventh or eighth mode according to T1. Alternatively, if T2 is determined to be greater than or equal to the fourth preset temperature, the thermal management system (100) is controlled to operate in the fifth, sixth, or seventh mode based on T1. Wherein, determining that T2 is less than the fourth preset temperature, and controlling the thermal management system (100) to operate in the seventh or eighth mode according to T1 includes: It is determined that T2 is less than the fourth preset temperature; If T1 is determined to be less than the second preset temperature, the thermal management system (100) is controlled to operate in the eighth mode; If T1 is determined to be greater than or equal to the second preset temperature, the thermal management system (100) is controlled to operate in the seventh mode. And / or, determining that T2 is greater than or equal to the fourth preset temperature, and controlling the thermal management system (100) to operate in the fifth mode, the sixth mode, or the seventh mode according to T1 includes: It is determined that T2 is greater than or equal to the fourth preset temperature; If T1 is determined to be less than the second preset temperature, the thermal management system (100) is controlled to operate in the fifth mode; If T1 is determined to be greater than or equal to the second preset temperature and less than the third preset temperature, the thermal management system (100) is controlled to operate in the sixth mode, wherein the third preset temperature is greater than the second preset temperature; If T1 is determined to be greater than or equal to the third preset temperature, the thermal management system (100) is controlled to operate in the seventh mode.

8. The control method for the thermal management system according to claim 7, characterized in that, The refrigerant circuit (1) is connected in series with a compressor (11), a condenser (12), and an evaporator (14). The absorbent circuit (2) is provided with an absorber (21) and a generator (22) that are interconnected. The absorber (21) is adapted to be connected to the evaporator (14), and the generator (22) is adapted to be connected to the condenser (12). The refrigerant circuit (3) is provided with a heating core (35), which is used for heat exchange with the condenser (12). In the fifth mode, the condenser (12) and the evaporator (14) are both connected to the compressor (11), the absorber (21) is disconnected from the evaporator (14), the generator (22) is disconnected from the condenser (12), the heating core (35) exchanges heat with the condenser (12), and the motor (5) exchanges heat with the evaporator (14). In the sixth mode, the condenser (12) and the evaporator (14) are disconnected from the compressor (11), the absorber (21) is connected to the evaporator (14), the generator (22) is connected to the condenser (12), the heating element (35) exchanges heat with the condenser (12), the motor (5) exchanges heat with the evaporator (14) and the absorber (21), and the engine (4) exchanges heat with the generator (22). In the seventh mode, the condenser (12) and the evaporator (14) are disconnected from the compressor (11), the absorber (21) is connected to the evaporator (14), the generator (22) is connected to the condenser (12), the heating element (35) exchanges heat with the condenser (12), the motor (5) exchanges heat with the evaporator (14) and the absorber (21), and the engine (4) exchanges heat with the generator (22) and the motor (5). In the eighth mode, the condenser (12) and the evaporator (14) are both connected to the compressor (11), the absorber (21) is connected to the evaporator (14), the generator (22) is connected to the condenser (12), the heating core (35) exchanges heat with the condenser (12), the motor (5) exchanges heat with the evaporator (14) and the absorber (21), and the engine (4) exchanges heat with the generator (22).

9. The control method for the thermal management system according to claim 1, characterized in that, When the vehicle's air conditioning is in heating mode, controlling the operating mode of the thermal management system (100) based on the engine's (4) operating status and T1 and T2 includes: It is determined that the engine (4) is in a non-operating state; According to T2, the thermal management system (100) operates in either mode 5 or mode 7. The step of controlling the thermal management system (100) to operate in the fifth or seventh mode according to T2 includes: If T2 is determined to be less than the first preset temperature, the thermal management system (100) is controlled to operate in the fifth mode; If T2 is determined to be greater than or equal to the first preset temperature, the thermal management system (100) is controlled to operate in the seventh mode.

10. The control method for the thermal management system according to claim 7 or 9, characterized in that, The refrigerant circuit (3) is equipped with a heating core (35), which is used to exchange heat with the condenser (12) of the refrigerant circuit (1). When the vehicle's air conditioning operation mode is heating mode, after controlling the operation mode of the thermal management system (100) according to the operating status of the engine (4) and T1 and T2, the control method further includes: The temperature T5 of the condenser (12) and the temperature T6 of the heating element (35) are obtained; If T5 satisfies T6-Tb<T5<T6+Tb, the operating mode of the thermal management system (100) remains unchanged, where Tb is the temperature deviation.

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