Vehicle thermal management system and vehicle with same

Abstract

The invention provides a vehicle thermal management system and a vehicle with the same, the vehicle thermal management system comprises a centralized control assembly, the centralized control assembly comprises a heater, a controller and a compressor body, the controller is located between the heater and the compressor body, and part of the heater and part of the compressor body are connected with the controller; one end of the cooling liquid heating assembly communicates with one end of the heater, and the other end of the cooling liquid heating assembly communicates with the other end of the heater; one end of the refrigerant heating assembly communicates with one end of the compressor body, and the other end of the refrigerant heating assembly communicates with the other end of the compressor body; wherein the controller is controlled, the heater has a first working state and a first closed state, and the compressor body has a second working state and a second closed state. The problem that the heat pump and conventional heating of the new energy automobile heat management system cannot be efficiently and cooperatively controlled is solved.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management technology, and more specifically, to a vehicle thermal management system and a vehicle having the same. Background Technology

[0002] With the popularization of new energy vehicles, pure electric and hybrid models cannot use the engine's waste heat to heat the passenger compartment in pure electric driving mode. Currently, most solutions combine electric compressor refrigeration with heater heating. To meet the integration requirements, integrated compressor and heater module products have emerged. To reduce heating energy consumption, heat pump systems are often used to replace high-energy-consuming heaters in environments above -10℃. However, in low-temperature environments below -10℃, especially below -20℃, electric compressors suffer from starting difficulties such as lubricating oil solidification leading to poor flow and increased starting torque, refrigerant liquefaction causing liquid slugging and damage to components, decreased motor starting performance, and changes in the performance of electronic components. These problems prevent the heat pump system from working properly. Although existing methods such as using AC / DC superimposed bias current in the stator winding, gas-liquid separation, gas replenishment to increase enthalpy, and complex thermal circuits have been used to improve the situation, problems such as insufficient low-temperature adaptability, complex system structure, and inconvenient control still exist.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] The main objective of this invention is to provide a vehicle thermal management system and a vehicle having the same, in order to solve the problems in the prior art where the compressor is difficult to start at low temperatures and the heat pump and conventional heating cannot be efficiently coordinated and controlled.

[0005] To achieve the above objectives, according to one aspect of the present invention, a vehicle thermal management system is provided, comprising: a central control assembly, the central control assembly including: a heater, a controller, and a compressor body, the controller being located between the heater and the compressor body, and a portion of the heater and a portion of the compressor body being connected to the controller respectively; a coolant heating assembly, one end of which is connected to one end of the heater, and the other end of which is connected to the other end of the heater; and a refrigerant heating assembly, one end of which is connected to one end of the compressor body, and the other end of which is connected to the other end of the compressor body; wherein the controller controls the heater to have a first operating state and a first off state, and the compressor body to have a second operating state and a second off state.

[0006] Furthermore, the heater, controller, and compressor body are integrally molded.

[0007] Furthermore, the coolant heating assembly includes: a water pump, one end of which is connected to one end of a heater; and a heater core, one end of which is connected to the other end of the water pump, and the other end of which is connected to the other end of the heater.

[0008] Furthermore, the coolant heating assembly also includes: a control valve, which is disposed on the pipeline connecting the water pump and the heater core; wherein the control valve has a first working position connecting the heater core to the water pump, and a first closed position disconnecting the heater core from the water pump.

[0009] Furthermore, the coolant heating assembly also includes: an engine, one end of which is connected to the other end of a water pump, and the other end of the engine is connected to the third end of a control valve; wherein the control valve has a second working position that connects the heater core to the engine, and a second closed position that disconnects the heater core from the engine.

[0010] Furthermore, the coolant heating assembly also includes: a first water-cooled condenser, which is installed on the pipe connecting the heater core and the heater.

[0011] Furthermore, the refrigerant heating assembly includes: a reversing valve, the first end of which is connected to one end of the compressor body, and the second end of which is connected to the other end of the compressor body; an indoor heat exchanger, one end of which is connected to the third end of the reversing valve; and an outdoor heat exchanger, one end of which is connected to the fourth end of the reversing valve, and the other end of which is connected to the other end of the indoor heat exchanger; wherein the reversing valve has a first connecting position connecting the compressor body to the outdoor heat exchanger, and a second connecting position connecting the compressor body to the indoor heat exchanger.

[0012] Furthermore, the refrigerant heating component also includes an expansion valve, which is installed on the pipeline connecting the indoor heat exchanger and the outdoor heat exchanger. The expansion valve is used to regulate the refrigerant flow rate in the pipeline between the indoor heat exchanger and the outdoor heat exchanger.

[0013] Furthermore, the refrigerant heating assembly also includes a second water-cooled condenser, which is installed on the pipeline connecting the indoor heat exchanger and the directional valve.

[0014] According to another aspect of the present invention, a vehicle is provided, including a vehicle thermal management system, wherein the vehicle thermal management system is the vehicle thermal management system described above.

[0015] By integrating the heater, controller, and compressor body into a centralized control component, and cooperating with independent coolant heating and refrigerant heating components, the controller can flexibly control the working and shut-off states of the heater and compressor body, achieving reliable switching between heat pump heating and coolant heater heating modes. This ensures that the heat pump system is used to reduce heating energy consumption at suitable temperatures, while switching to heater heating when the compressor is difficult to start at low temperatures. This improves the operational stability and adaptability of the heating system in low-temperature environments, while also increasing the integration of the thermal management system, simplifying the structure and control logic, and optimizing the overall vehicle thermal management efficiency. It solves the problems in existing technologies for new energy vehicle thermal management systems, such as the difficulty in starting the compressor at low temperatures and the inability to efficiently coordinate the control of the heat pump and conventional heating. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1 A schematic diagram of the structure of the first embodiment of the vehicle thermal management system of the present invention;

[0018] Figure 2 A schematic diagram of the structure of the second embodiment of the vehicle thermal management system of the present invention;

[0019] Figure 3 A schematic diagram of the third embodiment of the vehicle thermal management system of the present invention.

[0020] The above figures include the following reference numerals:

[0021] 10. Centralized control components;

[0022] 20. Coolant heating system;

[0023] 30. Refrigerant heating components;

[0024] 101. Heater;

[0025] 102. Controller;

[0026] 103. Compressor body;

[0027] 201. Engine;

[0028] 202. Control valve;

[0029] 203. Warm air core;

[0030] 204. Water pump;

[0031] 205. First water-cooled condenser;

[0032] 301. Directional control valve;

[0033] 302. Outdoor heat exchanger;

[0034] 303. Expansion valve;

[0035] 304. Indoor heat exchanger;

[0036] 305. Second water-cooled condenser. Detailed Implementation

[0037] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0038] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0039] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0040] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0041] With the continued advancement of global dual-carbon goals and the accelerated electrification transformation of the automotive industry, the market penetration rate of new energy vehicles is rapidly increasing, and pure electric and hybrid models have become mainstream products in the automotive market. In traditional gasoline vehicles, the core heat source for passenger compartment heating comes from the waste heat generated during engine operation. This heating method only requires coolant circulation and the heater core to transfer heat within the vehicle, generating almost no additional energy consumption, making it a low-cost and high-efficiency heating solution. However, the power structure of new energy vehicles has undergone a fundamental change: pure electric vehicles have no internal combustion engine structure and therefore no engine waste heat source; in hybrid models, the engine is off and not working in pure electric driving mode, and similarly, it cannot generate continuous and stable waste heat for passenger compartment heating. This change directly renders the waste heat heating solution of traditional gasoline vehicles completely ineffective in new energy vehicles, becoming a core fundamental problem that must be solved in the field of thermal management for new energy vehicles.

[0042] Addressing this fundamental pain point in the industry, the current new energy vehicle sector widely adopts a combined thermal management solution of electric compressor refrigeration and high-pressure heater heating. The core logic of this solution is as follows: in cooling mode, the electric compressor drives refrigerant circulation to cool the passenger compartment; in heating mode, the high-pressure heater directly converts electrical energy into heat energy to heat the coolant in the heating circuit, and then the heater core facilitates heat exchange between the heat and the passenger compartment air to complete the vehicle's heating. This solution boasts advantages such as simple structure, fast heating response, and no limitation by ambient temperature, covering heating needs across the entire temperature range, thus becoming a basic heating configuration for new energy vehicles. Meanwhile, to adapt to the development needs of compact vehicle space and integrated components in new energy vehicles, the industry has developed integrated module products for compressors and heaters. By structurally integrating these two core components, the overall vehicle layout space is reduced, high-voltage wiring harnesses and pipe connections are simplified, and connection losses between components are reduced, thus optimizing the integration of the thermal management system to a certain extent. However, this basic solution and integrated improvements have not been able to solve the core defect of high-pressure heater heating – extremely high heating energy consumption, which directly leads to a significant reduction in the winter driving range of new energy vehicles, seriously affecting the user's driving experience. This is also a core pain point that the industry urgently needs to address.

[0043] To reduce heating energy consumption and alleviate the range reduction issue of new energy vehicles in winter, heat pump heating systems have emerged and are widely used in the industry. Based on the reverse Carnot cycle principle, heat pump systems use an electric compressor to drive refrigerant circulation, transferring low-grade heat from the outdoor environment to the passenger compartment, resulting in significant energy savings. Therefore, in normal low-temperature environments, new energy vehicles in the industry generally use heat pump systems to replace high-energy-consuming high-pressure heaters, thereby significantly optimizing heating energy consumption. However, this solution has a clear environmental temperature boundary. In low-temperature environments, especially extremely cold environments, heat pump systems may completely fail to function properly. The core reason for this problem is that the core power component of the heat pump system—the electric compressor—experiences severe starting difficulties in extremely cold environments. The specific failure mechanism can be divided into four core dimensions:

[0044] Firstly, the failure of the internal lubricating oil in the compressor leads to a surge in starting resistance. The internal moving parts of the electric compressor in new energy vehicles all require lubrication, cooling, and sealing through a refrigerant-miscible lubricating oil. In extremely cold environments, the kinematic viscosity of the refrigerant-miscible lubricating oil increases sharply with decreasing temperature, and may even solidify or precipitate wax, significantly reducing its fluidity. When the compressor starts, an effective lubricating oil film cannot be quickly formed between the moving parts, resulting in direct contact between metal parts and dry friction. The frictional resistance increases exponentially, and the torque required for compressor startup far exceeds the design threshold under rated operating conditions. The vehicle's low-voltage power supply system and compressor driver cannot provide the matching ultra-high starting torque, ultimately leading to problems such as compressor start-up jamming, start-up failure, or even stalling and burnout.

[0045] Secondly, there is the risk of liquid slugging caused by refrigerant liquefaction at low temperatures. The saturation pressure of a refrigerant is positively correlated with its saturation temperature. In extremely cold environments, during the compressor shutdown phase, a large amount of gaseous refrigerant in the system will liquefy in the lowest-temperature compressor chamber, accumulating in the compressor's suction and compression chambers. The compressor's compression structure can only compress gaseous refrigerant, while liquids have incompressible physical properties. If the compressor starts with liquid, the liquid refrigerant entering the compression chamber will generate a huge hydraulic shock, commonly known in the industry as "liquid slugging." Liquid slugging can damage the compressor's suction and discharge valves, leading to a significant decrease in compressor efficiency; in severe cases, it can cause deformation and breakage of core moving parts, directly causing permanent damage to the compressor. To avoid irreversible damage caused by liquid slugging, most vehicle manufacturers implement compressor start-up lock-up strategies in low-temperature environments, directly preventing the heat pump system from operating in extremely cold conditions.

[0046] Third, the starting performance of the compressor drive motor is significantly reduced. Electric compressors in new energy vehicles generally use high-speed permanent magnet synchronous motors as the drive source. In extremely cold and low-temperature environments, the remanence and coercivity of the motor's permanent magnets will significantly decrease at low temperatures. The decline in the magnetic properties of the permanent magnets directly leads to the deviation of the motor's back electromotive force parameters, resulting in a significant decrease in the output torque under rated operating conditions. At the same time, the DC resistance of the motor stator windings will change as the temperature decreases, causing a mismatch between the preset control parameters of the compressor driver and the actual operating parameters of the motor. The commutation accuracy during the motor startup process is greatly reduced, making it impossible to quickly establish a stable drive magnetic field. The time for the motor to reach its rated operating speed is significantly prolonged, and problems such as startup step loss and frequent start-stop may even occur, making it impossible to complete a normal startup.

[0047] Fourth, the performance of electronic components in the compressor control unit deteriorates. The controller of an electric compressor contains numerous electronic components, including bus support capacitors, IGBT power modules, sampling resistors, and MCU control chips. Each component has a rated operating temperature range. In extremely cold environments, the capacitance of electrolytic capacitors decreases significantly, and the equivalent series resistance increases sharply, making it impossible to provide a stable DC bus power supply to the IGBT power modules. Excessive bus voltage ripple directly leads to power module drive failure. The on-state voltage drop and switching losses of the IGBT power modules increase significantly with decreasing temperature, resulting in a substantial decrease in drive capability. Simultaneously, the low-temperature drift of sampling components leads to severely insufficient current and voltage sampling accuracy, and deviations in the MCU control chip's operational logic, ultimately causing the entire compressor drive control system to malfunction and the compressor to fail to start.

[0048] To address the industry pain point of difficult low-temperature start-up of electric compressors, various improvement technologies have been developed. Mainstream solutions include stator winding preheating technology using AC superimposed DC bias current, gas-liquid separator liquid refrigerant separation technology, enthalpy-increasing compression technology, and multi-loop coupled complex thermal circuit system technology. Among these, stator winding preheating technology, by applying superimposed current to the stator windings during compressor shutdown, utilizes the heat generated by the winding copper losses to preheat the compressor cavity. While this can alleviate the problems of refrigerant oil solidification and refrigerant liquefaction to some extent, it suffers from drawbacks such as long preheating time, increased power consumption leading to reduced runtime, and potential demagnetization of permanent magnets due to uncontrolled preheating temperature. Gas-liquid separator technology, by adding a gas-liquid separation structure at the compressor suction end to separate the liquid refrigerant on the suction side to avoid liquid slugging risk, has a significant upper limit to its separation capacity in extremely cold environments due to the large amount of liquid refrigerant, failing to completely eliminate the risk of liquid slugging. Furthermore, the added components increase system volume and pipeline flow resistance, reducing heat exchange. Efficiency; the gas injection enthalpy enhancement technology improves the low-temperature pressure ratio and heating capacity of the compressor through two-stage compression and intermediate gas injection, but it requires a customized two-stage compressor and adds a large number of components such as flash evaporators, gas injection branches, and solenoid valves, resulting in a complex system structure, significantly increased costs, and severe performance degradation in extremely cold environments, still failing to completely solve the problem of difficult start-up; the complex thermal circuit system uses the waste heat recovery of the motor control, battery thermal management and passenger compartment heating circuit to preheat the compressor with the waste heat of the control, but its thermal circuit and control logic are extremely complicated, making vehicle calibration difficult and reliability low, and it completely fails in conditions where there is no waste heat output from the control, such as when the vehicle is parked for heating or driving at low speeds.

[0049] In summary, current technologies in the field of heating for new energy vehicles consistently fail to balance heating energy consumption, low-temperature adaptability, system integration, and operational reliability: conventional heater heating solutions consume excessive energy, severely impacting winter range; while heat pump heating solutions offer significant energy savings, they are limited by the difficulty of starting electric compressors at low temperatures, thus failing to cover extremely cold operating conditions; existing compressor low-temperature start-up improvement technologies either have limited effectiveness and exhibit clear environmental temperature boundaries, or require increased system complexity, intricate control logic, and higher vehicle costs, generally suffering from insufficient low-temperature adaptability, complex system structure, high control difficulty, and insufficient reliability. To date, no comprehensive solution has been developed, making it a key industry bottleneck restricting the application of new energy vehicles in all climate scenarios and improving user experience.

[0050] This application provides a vehicle thermal management system, such as... Figure 1 and Figure 2As shown, the system includes: a central control assembly 10, which includes a heater 101, a controller 102, and a compressor body 103. The controller 102 is located between the heater 101 and the compressor body 103, and a portion of the heater 101 and a portion of the compressor body 103 are respectively connected to the controller 102; a coolant heating assembly 20, one end of which is connected to one end of the heater 101, and the other end of which is connected to the other end of the heater 101; and a refrigerant heating assembly 30, one end of which is connected to one end of the compressor body 103, and the other end of which is connected to the other end of the compressor body 103. The controller 102 controls the heater 101, which has a first operating state and a first off state, and the compressor body 103 has a second operating state and a second off state.

[0051] By integrating the heater 101, controller 102, and compressor body 103 into a centralized control component 10, and cooperating with independent coolant heating component 20 and refrigerant heating component 30, the controller 102 can flexibly control the working and shut-off states of the heater 101 and compressor body 103, realizing reliable switching between heat pump heating and coolant heater heating modes. This ensures that the heat pump system can be used to reduce heating energy consumption at suitable temperatures, and can switch to heater 101 heating when the compressor body 103 is difficult to start at low temperatures. This improves the operational stability and adaptability of the heating system in low-temperature environments, while also increasing the integration of the thermal management system, simplifying the structure and control logic, optimizing the overall vehicle thermal management efficiency, and solving the problems in the prior art where the compressor body 103 is difficult to start at low temperatures and the heat pump and conventional heating cannot be efficiently coordinated and controlled.

[0052] Furthermore, the heater 101, controller 102, and compressor body 103 are integrally formed. This effectively improves the integration of the vehicle thermal management system, reduces the space occupied by components in the vehicle layout, simplifies the high-voltage wiring harnesses and connecting pipes between components, reduces assembly difficulty and wiring losses, and facilitates efficient and coordinated control of the heater 101 and compressor body 103 by the controller 102, improving the system's control response speed and operational stability, and optimizing the overall performance of the vehicle thermal management system.

[0053] In this embodiment, the coolant heating assembly 20 includes: a water pump 204, one end of which is connected to one end of the heater 101; and a heater core 203, one end of which is connected to the other end of the water pump 204, and the other end of which is connected to the other end of the heater 101. Thus, the coolant can be circulated by the water pump 204, quickly exchanging the heat generated by the heater 101 with the passenger compartment via the heater core 203, achieving a highly efficient and stable heating effect. This circuit has a simple structure, low flow resistance, and fast heating response speed. It also facilitates coordination with heat pump heating systems, improving the overall adaptability and operational reliability of the vehicle heating system under various operating conditions.

[0054] In one exemplary embodiment, the coolant heating assembly 20 further includes a control valve 202, which is disposed on the pipeline connecting the water pump 204 and the heater core 203. The control valve 202 has a first operating position connecting the heater core 203 to the water pump 204, and a first closed position disconnecting the heater core 203 from the water pump 204. The control valve 202 can be used to connect or disconnect the heater core 203 from the water pump 204, enabling flexible on / off control of the coolant heating circuit and improving the adjustment accuracy and adaptability of the heating system.

[0055] In this embodiment, the coolant heating assembly 20 further includes an engine 201, one end of which is connected to the other end of the water pump 204, and the other end of the engine 201 is connected to the third end of a control valve 202. The control valve 202 has a second operating position connecting the heater core 203 to the engine 201, and a second closed position disconnecting the heater core 203 from the engine 201. This effectively recovers and utilizes waste heat from the engine 201 for heating, reducing the energy consumption of the heater 101 and improving the energy efficiency of the hybrid vehicle.

[0056] like Figure 3 As shown, the coolant heating assembly 20 also includes a first water-cooled condenser 205, which is installed on the pipe connecting the heater core 203 and the heater 101. This allows for effective heat dissipation and temperature regulation of the heating circuit, improving the temperature control accuracy of the coolant circulation and the stability of system operation.

[0057] In this embodiment, the refrigerant heating assembly 30 includes: a reversing valve 301, with its first end connected to one end of the compressor body 103 and its second end connected to the other end of the compressor body 103; an indoor heat exchanger 304, with one end connected to the third end of the reversing valve 301; and an outdoor heat exchanger 302, with one end connected to the fourth end of the reversing valve 301 and the other end connected to the other end of the indoor heat exchanger 304. The reversing valve 301 has a first connection position connecting the compressor body 103 to the outdoor heat exchanger 302, and a second connection position connecting the compressor body 103 to the indoor heat exchanger 304. This enables rapid switching between cooling and heating modes, simplifies the refrigerant circuit structure, and improves system adaptability and thermal management efficiency.

[0058] Furthermore, the refrigerant heating component 30 also includes an expansion valve 303, which is installed on the pipeline connecting the indoor heat exchanger 304 and the outdoor heat exchanger 302. The expansion valve 303 is used to regulate the refrigerant flow rate in the pipeline between the indoor heat exchanger 304 and the outdoor heat exchanger 302. It can precisely regulate the refrigerant flow rate in the pipeline, stabilize the system pressure and heat exchange effect, and improve the operating efficiency and control accuracy of cooling and heating conditions.

[0059] In this embodiment, the refrigerant heating component 30 further includes a second water-cooled condenser 305, which is installed on the pipeline connecting the indoor heat exchanger 304 and the directional valve 301, and can further optimize the refrigerant heat exchange effect and improve the system heat exchange efficiency and operational stability.

[0060] In an exemplary embodiment, under high-temperature conditions in summer, the controller 102 controls the heater 101 to shut down and controls the compressor body 103 to work. Driven by the compressor body 103, the refrigerant passes through the directional valve 301, the outdoor heat exchanger 302, the expansion valve 303, the indoor heat exchanger 304, and the second water-cooled condenser 305 in sequence, and realizes the refrigeration function of the passenger cabin through phase change heat transfer.

[0061] In spring and autumn, under normal temperature conditions, the cabin temperature is set higher than the ambient temperature. The controller 102 controls the heater 101 to work and controls the compressor body 103 to shut down. The coolant is driven by the water pump 204 and passes through the engine 201, heater 101 and warm air core 203 in sequence to blow out hot air, which mixes with the natural wind to achieve the temperature regulation function of the occupant cabin.

[0062] In addition, the heater 101 and the compressor body 103 can be controlled to work simultaneously by the controller 102; the refrigerant, driven by the compressor body 103, passes through the directional valve 301, the outdoor heat exchanger 302, the expansion valve 303, and the indoor heat exchanger 304 in sequence, and blows out cold air through phase change heat transfer; the coolant, driven by the water pump 204, passes through the engine 201, the heater 101, and the heater core 203 in sequence, and blows out hot air; the cold and hot air are mixed to achieve the functions of temperature regulation and dehumidification of the passenger cabin.

[0063] In the low-temperature environment of early winter, the heater 101 is turned off by the controller 102, and the compressor body 103 is operated. The refrigerant is driven by the compressor body 103 to pass through the directional valve 301, the second water-cooled condenser 305, the indoor heat exchanger 304, the expansion valve 303, and the outdoor heat exchanger 302 in sequence, and the heating function of the passenger compartment is realized through phase change heat transfer.

[0064] When the compressor body 103 fails to start in the low-temperature environment of deep winter, the controller 102 controls the heater 101 to work and controls the compressor body 103 to shut down. Driven by the water pump 204, the coolant passes sequentially through the engine 201, heater 101, and heater core 203, blowing out hot air to achieve the heating function of the passenger compartment. While heating the coolant to provide a heat source for heating, the controller 102 also raises the temperature of the electronic components and the refrigerant inlet temperature of the compressor body 103, improving component performance, enabling the compressor body 103 to start normally at low temperatures and preventing liquid slugging. After the compressor body 103 starts, the refrigerant heating component 30 and the coolant heating component 20 can work simultaneously to achieve high-power heating.

[0065] According to another specific embodiment of this application, a vehicle is also provided, including a vehicle thermal management system, which is the vehicle thermal management system described above.

[0066] By applying the technical solution of the present invention, the vehicle is equipped with the above-mentioned vehicle thermal management system. The controller 102 in the central control component 10 flexibly controls the working status of the heater 101 and the compressor body 103. In conjunction with the coolant heating component 20 and the refrigerant heating component 30, it can meet the needs of all working conditions such as cooling, temperature regulation and dehumidification, and heating. It can solve the problem of the compressor body 103 being difficult to start in the low temperature of deep winter, improve the heating stability, and at the same time improve the system integration, reduce energy consumption, and optimize the thermal management efficiency of the whole vehicle.

[0067] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0068] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0069] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0070] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A vehicle thermal management system, characterized in that, include: The central control assembly (10) includes a heater (101), a controller (102), and a compressor body (103). The controller (102) is located between the heater (101) and the compressor body (103), and a portion of the heater (101) and a portion of the compressor body (103) are respectively connected to the controller (102). A coolant heating assembly (20), one end of which is connected to one end of the heater (101), and the other end of which is connected to the other end of the heater (101); A refrigerant heating assembly (30) is provided, one end of which is connected to one end of the compressor body (103), and the other end of which is connected to the other end of the compressor body (103). The controller (102) controls the heater (101) which has a first operating state and a first off state, and the compressor body (103) which has a second operating state and a second off state.

2. The vehicle thermal management system according to claim 1, characterized in that, The heater (101), the controller (102), and the compressor body (103) are integrally formed.

3. The vehicle thermal management system according to claim 1 or 2, characterized in that, The coolant heating component (20) includes: A water pump (204), one end of which is connected to one end of the heater (101); The heater core (203) is connected at one end to the other end of the water pump (204) and at the other end of the heater (101).

4. The vehicle thermal management system according to claim 3, characterized in that, The coolant heating assembly (20) also includes: Control valve (202), the control valve (202) is installed on the pipeline connecting the water pump (204) and the heating core (203); The control valve (202) has a first working position that connects the heater core (203) to the water pump (204), and the control valve (202) has a first closed position that disconnects the heater core (203) from the water pump (204).

5. The vehicle thermal management system according to claim 4, characterized in that, The coolant heating assembly (20) also includes: Engine (201), one end of which is connected to the other end of the water pump (204), and the other end of which is connected to the third end of the control valve (202); The control valve (202) has a second working position that connects the heater core (203) to the engine (201), and the control valve (202) has a second closed position that disconnects the heater core (203) from the engine (201).

6. The vehicle thermal management system according to claim 5, characterized in that, The coolant heating assembly (20) also includes: The first water-cooled condenser (205) is installed on the pipeline connecting the warm air core (203) and the heater (101).

7. The vehicle thermal management system according to claim 3, characterized in that, The refrigerant heating component (30) includes: A reversing valve (301) is provided, wherein the first end of the reversing valve (301) is connected to one end of the compressor body (103), and the second end of the reversing valve (301) is connected to the other end of the compressor body (103); An indoor heat exchanger (304) is provided, one end of which is connected to the third end of the directional valve (301). An outdoor heat exchanger (302) is provided, one end of which is connected to the fourth end of the directional valve (301), and the other end of the indoor heat exchanger (304) is connected to the other end of the indoor heat exchanger (304). The directional valve (301) has a first communication position that connects the compressor body (103) to the outdoor heat exchanger (302), and the directional valve (301) has a second communication position that connects the compressor body (103) to the indoor heat exchanger (304).

8. The vehicle thermal management system according to claim 7, characterized in that, The refrigerant heating component (30) also includes: An expansion valve (303) is provided on the pipeline connecting the indoor heat exchanger (304) and the outdoor heat exchanger (302). The expansion valve (303) is used to regulate the refrigerant flow rate in the pipeline between the indoor heat exchanger (304) and the outdoor heat exchanger (302).

9. The vehicle thermal management system according to claim 7 or 8, characterized in that, The refrigerant heating component (30) also includes: The second water-cooled condenser (305) is installed on the pipeline connecting the indoor heat exchanger (304) and the directional valve (301).

10. A vehicle, comprising a vehicle thermal management system, characterized in that, The vehicle thermal management system is the vehicle thermal management system according to any one of claims 1-9.

Images