Heavy truck heat pump thermal management system and control method thereof

Abstract

The application discloses a heavy truck heat pump thermal management system and a control method thereof, relates to the technical field of new energy vehicle thermal management, and solves the problems of the complex loop valve group of the existing heavy truck thermal management system and insufficient switching flexibility. The application comprises a refrigerant circuit and a cooling liquid circuit. The refrigerant circuit is provided with a refrigerant three-way valve, the refrigerant flow to the liquid cooling condenser and the air cooling condenser can be continuously adjusted, the cooling liquid circuit is integrated with the waterway switching of the motor electric control, the battery and the liquid cooling evaporator through a single six-way valve, and is provided with a two-in-one controller, the high and low pressure control modules of the air conditioner compressor and the battery waterway heater are integrated. The system switches multiple thermal management modes according to operation parameters. The application greatly simplifies the valve group and the pipeline, has high integration degree, can accurately match the composite working condition, fully utilizes the motor and the battery waste heat, reduces energy consumption, and improves the cruising range.

Description

Technical Field

[0001] This invention relates to the field of thermal management technology for new energy vehicles, specifically to a heat pump thermal management system for heavy-duty trucks and its control method. Background Technology

[0002] With the rapid popularization of new energy heavy trucks, the vehicle thermal management system undertakes multiple tasks such as cooling of the drive motor, regulating the temperature of the power battery, and controlling the environment of the passenger compartment. Its system complexity and energy consumption level directly affect the vehicle's driving range and operating costs.

[0003] Existing thermal management solutions for heavy-duty trucks on the market generally suffer from the following technical defects:

[0004] First, the coolant circuit architecture is complex. Existing solutions typically use a combination of multiple four-way or three-way valves to switch between sub-circuits. This results in a large number of valves and a complex piping layout, which is not only detrimental to the overall vehicle space layout but also affects heat exchange efficiency due to increased piping resistance.

[0005] Secondly, redundant configuration of high and low voltage controllers is costly. In the existing solution, the air conditioning compressor and the battery water heater are each equipped with independent high and low voltage controller modules, forming two independent high and low voltage control units, which not only increases the system cost but also increases the complexity of the vehicle's electrical system.

[0006] Third, the flexibility of refrigerant circuit switching is insufficient. Existing solutions use at least two electromagnetic shut-off valves to switch between different refrigerant circuits. These electromagnetic shut-off valves can only control on / off states and cannot continuously adjust or arbitrarily distribute the flow of the two refrigerants. In high-load scenarios where passenger compartment heating and battery cooling coexist, it is difficult to achieve precise heat load matching.

[0007] Fourth, there are safety and comfort issues with the passenger compartment heating system. Some models use a positive temperature coefficient thermistor heater for passenger compartment heating, which has problems such as high cost, dry air output, and insufficient safety due to the high-pressure heater being located in the driver's compartment.

[0008] Therefore, there is an urgent need for a heavy-duty truck heat pump thermal management system and its control method that is highly integrated, flexible in loop switching, cost-effective, and safe. Summary of the Invention

[0009] The present invention aims to solve the problems of complex valve groups in the coolant circuit of existing heavy truck thermal management systems, insufficient flexibility in switching refrigerant circuits, high cost of redundant configuration of high and low pressure controllers, and poor safety and comfort of passenger compartment heating schemes. To this end, the first aspect of the present invention proposes a heavy truck heat pump thermal management system, including a refrigerant circuit and a coolant circuit.

[0010] The refrigerant circuit includes an air conditioning compressor, a refrigerant three-way valve, a liquid-cooled condenser, an air-cooled condenser, a passenger compartment throttling element, an air conditioning unit evaporator, a battery-side throttling element, and a liquid-cooled evaporator. The outlet of the air conditioning compressor is connected to the first port of the refrigerant three-way valve, the second port of the refrigerant three-way valve is connected to the refrigerant inlet of the liquid-cooled condenser, and the third port of the refrigerant three-way valve is connected to the inlet of the air-cooled condenser. The refrigerant outlet of the liquid-cooled condenser is connected to the outlet of the air-cooled condenser, and is also connected to the inlet of the air conditioning unit evaporator via the passenger compartment throttling element and to the refrigerant-side inlet of the liquid-cooled evaporator via the battery-side throttling element. The outlet of the air conditioning unit evaporator and the refrigerant-side outlet of the liquid-cooled evaporator are both connected to the inlet of the air conditioning compressor.

[0011] The coolant circuit includes a six-way valve and a three-way water valve. The six-way valve has a first port, a second port, a third port, a fourth port, a fifth port, and a sixth port. The first port is connected to the outlet of the motor's electronic control cooling branch, the second port is connected to the first port of the three-way water valve, the third port is connected to the outlet of the battery core, the fourth port is connected to the return water inlet of the battery water circuit, the fifth port is connected to the water-side outlet of the liquid-cooled evaporator, and the sixth port is connected to the water-side inlet of the liquid-cooled evaporator. The second port of the three-way water valve is connected to the inlet of the radiator, and the third port of the three-way water valve is connected to the outlet of the radiator.

[0012] The coolant circuit further includes: a first coolant circuit, which is a closed loop formed by the first water pump, the water-side core of the liquid-cooled condenser, the heater core, and the heater core connected in series; a second coolant circuit, which is formed by the third and fourth water pumps connected in parallel, passing through a motor and an electronic control system respectively, and the water outlet is connected in parallel to the first port of the six-way valve, and then through the second port, the three-way valve, and the radiator to form a circuit; and a third coolant circuit, which is formed by the second water pump, the battery heater core, and the battery core connected in series, and then returning to the inlet of the second water pump through the third and fourth ports of the six-way valve.

[0013] The system also includes a two-in-one controller, which integrates the high and low pressure control module of the air conditioner compressor and the high and low pressure control module of the battery water circuit heater, and is connected in parallel with the motor to the second coolant circuit for self-heating.

[0014] Optionally, the refrigerant three-way valve is a flow-adjustable distribution valve, used to dynamically adjust the ratio of refrigerant flow to the liquid-cooled condenser and the air-cooled condenser according to the battery heat load and the crew cabin heat load, so that the refrigerant can flow to both paths simultaneously or flow to any one path individually.

[0015] The refrigerant outlet of the liquid-cooled condenser is equipped with a first one-way valve, and the outlet of the air-cooled condenser is equipped with a second one-way valve. The two valves are connected in parallel to the inlet of the liquid storage dryer after passing through the first one-way valve and the second one-way valve. The outlet of the liquid storage dryer is then connected in parallel to the respective inlets of the throttling element of the crew compartment and the throttling element of the battery side.

[0016] Optionally, the system is further provided with several sensors, including: water temperature sensors arranged at the inlet and outlet of the heater core, water temperature sensors arranged at the inlet and outlet of the battery core, water temperature sensors arranged in the water path in front of the first interface of the six-way valve and in the water path at the outlet of the radiator, and pressure and temperature sensors arranged at the outlet of the air conditioner compressor, the refrigerant side outlet of the liquid-cooled evaporator and the suction port of the air conditioner compressor.

[0017] The first coolant circuit, the second coolant circuit, and the third coolant circuit are each equipped with an independent expansion tank. The water inlet of each expansion tank is connected to the water pump inlet of the corresponding circuit, and the air outlet is connected to the highest point of the pipeline of the corresponding circuit.

[0018] The air-cooled condenser is installed at the front end of the radiator and shares an electric fan. The evaporator of the air conditioner body and the heating core share a blower for heat exchange.

[0019] A second aspect of this invention provides a control method for a heavy-duty truck heat pump thermal management system, comprising:

[0020] Obtain the vehicle's current operating parameters, including battery cell temperature, motor and electronic control outlet water temperature, and passenger compartment thermal management requests.

[0021] The current thermal management mode is determined based on the operating parameters, and the on / off combination of each port of the six-way valve, the opening degree of the refrigerant three-way valve, and the on / off status of each water pump and heater are controlled to switch to the corresponding thermal management mode.

[0022] In the mode where the motor waste heat heats the battery, when the outlet water temperature of the motor control system is not lower than the first preset temperature threshold and meets the battery heating conditions, the six-way valve is controlled to connect the second coolant circuit and the third coolant circuit in series, so that the motor control system waste heat is directly conducted to the battery core through the coolant, and the battery water circuit heater is turned off at the same time.

[0023] Optionally, the thermal management mode further includes:

[0024] Battery passive cooling mode: When the battery cooling conditions are met and the ambient temperature is not higher than the second preset temperature threshold, the second water pump is turned on, and the six-way valve is controlled to allow the battery coolant to enter the water side of the liquid-cooled evaporator through the sixth interface, enter the second coolant circuit through the fifth interface, and return after being cooled by the radiator. The air conditioning compressor is turned off.

[0025] Battery active cooling mode: When the ambient temperature is higher than the third preset temperature threshold, or when the ambient temperature is not higher than the second preset temperature threshold but the highest temperature of the battery core exceeds the high temperature protection threshold, the air conditioning compressor is turned on, and the first and third interfaces of the refrigerant three-way valve are connected. The refrigerant is condensed by the air-cooled condenser and then enters the liquid-cooled evaporator through the battery-side throttling element to evaporate, thus actively cooling the battery. The throttling element of the passenger compartment is turned off.

[0026] Optionally, the thermal management mode further includes:

[0027] Battery source heat pump heating mode for passenger compartment: When there is a need for passenger compartment heating and the battery heat generation is large and the battery cooling conditions are not met, the air conditioning compressor is turned on, and the first and second interfaces of the refrigerant three-way valve are connected. The refrigerant is condensed by the liquid-cooled condenser and then enters the liquid-cooled evaporator through the battery-side throttling element to evaporate. The waste heat of the battery is then raised and supplied to the warm air core through the first coolant circuit.

[0028] Motor-source heat pump heating mode for passenger compartment: When there is a need for passenger compartment heating and the motor's electronic control waste heat is sufficient, the air conditioning compressor is turned on, the first and second ports of the refrigerant three-way valve are connected, and the six-way valve is controlled to allow the motor's electronic control coolant to flow through the first and sixth ports to the water side of the liquid-cooled evaporator and then return through the fifth port. The motor's waste heat is used as the heat source for heat pump evaporation to supply heat to the warm air core through the liquid-cooled condenser, and the second water pump is turned off.

[0029] Optionally, in the battery source heat pump heating mode for the passenger compartment, when the battery heat load further increases and the battery cooling conditions are met at the same time, the battery source heat pump heating and active battery cooling combined high load mode is entered.

[0030] In the combined high-load mode, the second and third ports of the refrigerant three-way valve are opened simultaneously, and the flow distribution of the two refrigerants is dynamically adjusted according to the heating demand of the passenger compartment and the heat dissipation demand of the battery, so that the refrigerant can meet the heating demand of the passenger compartment while dissipating the excess heat of the battery to the environment through the air-cooled condenser.

[0031] Optionally, the thermal management mode also includes a crew cabin cooling mode;

[0032] In the occupant compartment cooling mode, the air conditioning compressor is turned on, and the first and third ports of the refrigerant three-way valve are connected. The refrigerant is condensed by the air-cooled condenser and then enters the air conditioning body evaporator through the occupant compartment throttling element to cool the driver's cab. The battery-side throttling element is closed.

[0033] Optionally, the thermal management mode also includes a battery self-circulation mode;

[0034] When the difference between the highest and lowest temperatures of the battery core exceeds the temperature difference threshold, or when the battery inlet water temperature is lower than the target temperature preset difference in cooling mode, or when the battery outlet water temperature is higher than the target temperature preset difference in heating mode, the battery enters the self-circulation mode. In the battery self-circulation mode, only the second water pump is turned on, and the six-way valve is controlled to form a self-circulation loop between the third and fourth interfaces for the battery coolant, while the other actuators are turned off.

[0035] Optionally, the thermal management mode further includes a coolant charging mode and a refrigerant charging mode;

[0036] In vacuum filling mode, all six ports of the six-way valve are open, and the air conditioning compressor, each water heater and each water pump are closed.

[0037] In free-filling mode, each water pump is turned on to ensure that each coolant sub-circuit is in a flowing state, while the air conditioning compressor and each water circuit heater are turned off.

[0038] In refrigerant charging mode, the air conditioning compressor is turned on according to preset conditions to ensure that the refrigerant circuit is in an appropriate working pressure state under low temperature conditions before refrigerant charging.

[0039] Compared with the prior art, the present invention has the following beneficial effects:

[0040] First, it boasts high integration and a simple layout. By using a single six-way valve to uniformly manage the switching between the motor control cooling circuit, the battery cooling circuit, and the liquid-cooled evaporator water circuit, it replaces the combination of multiple four-way valves and three-way valves in the existing solution. This significantly reduces the number of valves and the complexity of the piping, which is beneficial for the overall vehicle space layout and reduces the flow resistance of the piping.

[0041] Secondly, the refrigerant flow distribution is flexible. The refrigerant three-way valve can continuously adjust the refrigerant flow to the liquid-cooled condenser and the air-cooled condenser, enabling simultaneous supply of both or individual supply. Under high-load conditions, it can simultaneously meet the heating needs of the passenger compartment and the cooling needs of the battery, overcoming the shortcomings of existing solutions that can only switch on and off and cannot accurately distribute the refrigerant.

[0042] Third, it reduces system costs. The two-in-one controller integrates the high and low pressure control modules of the air conditioning compressor and the battery water heater into an independent unit, replacing the configuration of two independent high and low pressure controllers in the existing solution. This reduces material costs and simplifies the overall vehicle electrical layout. In addition, the two-in-one controller is connected to the second coolant circuit for water cooling, resulting in high heat dissipation reliability.

[0043] Fourth, the passenger compartment heating is safe and comfortable. A water-based heating system supplies heat to the heating core via a liquid-cooled condenser and a water heater. The high-pressure heater is located outside the passenger compartment, offering superior safety compared to traditional air-based systems, and also providing more humid and comfortable airflow.

[0044] Fifth, waste heat is fully utilized. When there is sufficient waste heat from the motor, the waste heat from the motor's electronic control is directly connected to the battery heating circuit through a six-way valve, eliminating the need to turn on the battery water heater and achieving near-zero additional energy consumption for battery heating, effectively saving energy and extending the driving range. Attached Figure Description

[0045] Figure 1 This is a schematic diagram of the overall architecture of the heavy-duty truck heat pump thermal management system provided in an embodiment of the present invention;

[0046] Figure 2 This is a schematic diagram of the circuit flow for the motor waste heat to battery heating mode provided in an embodiment of the present invention;

[0047] Figure 3 This is a schematic diagram of the battery passive cooling mode circuit flow provided in an embodiment of the present invention;

[0048] Figure 4 This is a schematic diagram of the battery active cooling mode circuit flow provided in an embodiment of the present invention;

[0049] Figure 5 This is a schematic diagram of the circuit flow direction for the battery-source heat pump heating mode of the passenger compartment provided in an embodiment of the present invention;

[0050] Figure 6 This is a schematic diagram of the circuit flow direction for the motor-source heat pump heating mode of the passenger compartment provided in an embodiment of the present invention;

[0051] Figure 7 This is a schematic diagram of the circuit flow direction for a combined high-load mode of battery source heat pump heating and active battery cooling provided in an embodiment of the present invention;

[0052] Figure 8 This is a schematic diagram of the refrigerant circuit flow in the refrigeration mode of the passenger compartment provided in an embodiment of the present invention;

[0053] Figure 9 This is a schematic diagram of the battery self-circulation mode loop flow provided in an embodiment of the present invention;

[0054] Figure 10 This is a schematic diagram of the vacuum filling mode provided in an embodiment of the present invention;

[0055] Figure 11 This is a schematic diagram of the free-filling mode provided in an embodiment of the present invention. Detailed Implementation

[0056] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0057] In this invention, the terms "first," "second," etc., are used only for descriptive purposes and do not represent a sequence of importance. "Upstream" and "downstream" are based on the flow direction of the coolant or refrigerant.

[0058] This invention provides a heavy-duty truck heat pump thermal management system. Please refer to [link / reference]. Figure 1 It consists of two main parts: a refrigerant circuit and a coolant circuit. The two are energy-coupled through a liquid-cooled condenser (LCC) and are uniformly managed by a thermal management controller.

[0059] Refrigerant circuit

[0060] The refrigerant circuit includes the air conditioning compressor COMP, the refrigerant three-way valve R-3WV, the liquid-cooled condenser LCC, the air-cooled condenser Cond, the passenger compartment throttling element EXV3, the air conditioning body evaporator EVAP, the battery-side throttling element EXV2, and the liquid-cooled evaporator Chiller.

[0061] The outlet of the air conditioning compressor COMP is connected to the first port (R1 port) of the refrigerant three-way valve R-3WV. The second port (R2 port) of the refrigerant three-way valve R-3WV is connected to the refrigerant inlet of the liquid-cooled condenser LCC. The third port (R3 port) of the refrigerant three-way valve R-3WV is connected to the inlet of the air-cooled condenser Cond. The refrigerant outlet of the liquid-cooled condenser LCC is connected to the outlet of the air-cooled condenser Cond, and is connected to the inlet of the air conditioning unit evaporator EVAP via the passenger compartment throttling element EXV3, and to the refrigerant-side inlet of the liquid-cooled evaporator Chiller via the battery-side throttling element EXV2. The refrigerant-side outlets of the air conditioning unit evaporator EVAP and the liquid-cooled evaporator Chiller are both connected to the inlet of the air conditioning compressor COMP, thus forming a complete refrigerant circulation loop.

[0062] Both the crew compartment throttling element EXV3 and the battery-side throttling element EXV2 use electronic expansion valves. By adjusting the opening degree, the refrigerant flow rate of the corresponding branch can be controlled. When fully closed, the branch can be cut off, so that the refrigerant circuit only circulates in the required branch, avoiding ineffective heat exchange losses.

[0063] Coolant circuit

[0064] The core switching components of the coolant circuit are a 6WV six-way valve and a 3WV three-way water valve.

[0065] The 6WV six-way valve has six ports: the first port connects to the outlet of the cooling branch of the motor, the MCAU / DCDC electronic control system, and the 2-in-1 controller; the second port connects to the first port (V1 port) of the 3WV three-way water valve; the third port connects to the outlet of the battery core BATT; the fourth port connects to the return water inlet of the battery water circuit, i.e., the inlet of the second water pump PUMP2; the fifth port connects to the water-side outlet of the liquid-cooled evaporator Chiller; and the sixth port connects to the water-side inlet of the liquid-cooled evaporator Chiller.

[0066] The first port (V1) of the 3WV three-way valve is connected to the second port of the 6WV six-way valve. The second port (V2) is connected to the inlet of the radiator LTR, and the third port (V3) is connected to the outlet of the radiator LTR. By controlling the connection between ports V1 and V2 of the 3WV three-way valve, coolant from the second port of the 6WV six-way valve can flow through the radiator LTR for heat dissipation. By connecting ports V1 and V3, coolant can bypass the radiator LTR and flow directly back, which is suitable for operating conditions where heat dissipation to the environment is not required.

[0067] The coolant circuit consists of the following three independent sub-circuits and one auxiliary passage:

[0068] The first coolant circuit (heater circuit): The outlet of the first water pump PUMP1 is connected to the inlet of the water-side core of the liquid-cooled condenser LCC. The outlet of the water-side core of the liquid-cooled condenser LCC is connected to the inlet of the heater core PTC1. The outlet of the heater core PTC1 is connected to the inlet of the heater core, and the outlet of the heater core is connected to the inlet of the first water pump PUMP1, forming a closed loop. Under heat pump operation, the water-side core of the liquid-cooled condenser LCC absorbs high-temperature condensation heat from the refrigerant circuit and transfers the heat to the circulating coolant, which then supplies heat to the passenger compartment via the heater core. The heater core PTC1 activates to supplement heat when the heat pump's heat is insufficient. The first coolant circuit is equipped with a first expansion tank Tank1, whose inlet is connected to the inlet of the first water pump PUMP1, and its vent is connected to the highest point of the heater core inlet pipe. A water temperature sensor CT6 is installed at the heater core inlet, and a water temperature sensor CT1 is installed at the outlet to monitor the supply and return water temperatures of the heater.

[0069] The second coolant circuit (motor and electronic control cooling circuit): The third water pump PUMP3 and the fourth water pump PUMP4 are connected in parallel. The outlet of the third water pump PUMP3 is connected to the coolant inlet of the motor, and the outlet of the fourth water pump PUMP4 is connected to the coolant inlet of the electronic control system MCAU / DCDC. The outlet of the motor and the outlet of the electronic control system MCAU / DCDC are connected in parallel to the first port of the 6WV six-way valve. After passing through the second port, the 3WV three-way valve, and the radiator LTR for heat dissipation, the coolant returns to the inlets of the third water pump PUMP3 and the fourth water pump PUMP4 respectively, forming a closed loop. The 2-in-1 controller is connected in parallel with the motor and connected to the second coolant circuit. Its inlet is connected to the outlet of the third water pump PUMP3, and its outlet is connected to the first port of the 6WV six-way valve, using the coolant in the second coolant circuit for its own heat dissipation. The second coolant circuit is equipped with a second expansion tank Tank2, whose inlet is connected to the inlet of the third water pump PUMP3, and its vent is connected to the highest point of the radiator LTR outlet pipe. A water temperature sensor CT4 is installed in the water path before the first port of the 6WV six-way valve, and a water temperature sensor CT3 is installed in the water path at the outlet of the radiator LTR, to monitor the heat dissipation status of the motor and electronic control system.

[0070] The third coolant circuit (battery water circuit): The outlet of the second water pump PUMP2 is connected to the inlet of the battery water circuit heater PTC2. The outlet of the battery water circuit heater PTC2 is connected to the inlet of the battery core BATT. The outlet of the battery core BATT is connected to the third port of the 6-way valve 6WV. The fourth port of the 6-way valve 6WV is connected to the inlet of the second water pump PUMP2, forming a closed loop. The third coolant circuit is equipped with a third expansion tank Tank3, whose inlet is connected to the inlet of the second water pump PUMP2, and its venting port is connected to the highest point of the BATT outlet pipeline. A water temperature sensor CT5 is installed at the BATT inlet, and a water temperature sensor CT2 is installed at the outlet to monitor the inlet and outlet water temperatures of the battery.

[0071] The auxiliary passage for the liquid-cooled evaporator: The water-side outlet of the liquid-cooled evaporator (Chiller) is connected to the fifth port of the 6-way valve 6WV, and the sixth port of the 6-way valve 6WV is connected to the water-side inlet of the liquid-cooled evaporator (Chiller). This passage itself does not form an independent closed loop, but rather, after being connected to the corresponding port of the second or third coolant circuit through the 6-way valve 6WV, it forms a composite circuit including the water side of the liquid-cooled evaporator (Chiller), used to achieve active battery cooling or waste heat pump evaporation from the motor.

[0072] 2-in-1 controller

[0073] The 2-in-1 controller integrates the high and low pressure control modules of the air conditioning compressor COMP and the battery water heater PTC2 into a single physical unit, independently located in the vehicle's electrical compartment. Compared to traditional solutions, this reduces one high and low pressure controller module, lowering material costs. The 2-in-1 controller is connected to a second coolant circuit, utilizing the motor's electronic control coolant for water cooling, ensuring high reliability in heat dissipation.

[0074] This invention uses a single 6WV six-way valve to uniformly manage the switching between the motor's electronic control cooling circuit, the battery cooling circuit, and the liquid-cooled evaporator's chiller water circuit. This replaces the combination of multiple four-way and three-way valves in existing solutions, significantly reducing the number of valves, lowering pipeline flow resistance, and facilitating overall vehicle space layout. The integrated design of the 2-in-1 controller eliminates one high- and low-voltage controller module, simplifying the overall vehicle electrical layout while reducing material costs. The water-based heating system supplies heat to the heater core via a liquid-cooled condenser (LCC). The high-pressure heater is located outside the passenger compartment, offering superior safety compared to air-based heating systems, and providing more humid air and better passenger comfort.

[0075] In one possible implementation, the refrigerant three-way valve R-3WV is a flow-adjustable distribution valve, and the opening of its R2 and R3 ports can be adjusted independently and continuously to allow the refrigerant to flow only to the liquid-cooled condenser LCC, only to the air-cooled condenser Cond, or simultaneously to the two circuits in any proportion.

[0076] The liquid-cooled condenser LCC has a first check valve CV1 at its refrigerant outlet, and the air-cooled condenser Cond has a second check valve CV2 at its outlet. The first and second check valves CV1 and CV2 prevent backflow of the two refrigerant lines at their junction. After passing through the first and second check valves CV1 and CV2, the two refrigerant lines are connected in parallel to the inlet of the receiver-dryer R / D. The receiver-dryer R / D serves as both a buffer and a filter / dryer, and its outlet is then connected in parallel to the respective inlets of the occupant compartment throttling element EXV3 and the battery-side throttling element EXV2.

[0077] In addition, several pressure and temperature sensors are installed at key locations in the refrigerant circuit: pressure and temperature sensor HPT2 is installed on the COMP outlet line of the air conditioning compressor; high-pressure charging port HPSV and pressure and temperature sensor HPT1 are sequentially installed on the R / D outlet line of the receiver drier; pressure and temperature sensor LPT2 is installed on the EVAP outlet line of the air conditioning unit; pressure and temperature sensor LPT3 is installed on the refrigerant side outlet line of the Chiller liquid-cooled evaporator; and pressure and temperature sensor LPT1 and low-pressure charging port LPSV are installed on the COMP suction port of the air conditioning compressor. The signals from these sensors are used by the heating management controller for compressor protection judgment and operation status monitoring.

[0078] The continuous flow distribution capability of the R-3WV three-way refrigerant valve enables the system to dynamically adjust the refrigerant distribution ratio according to the real-time heat load requirements of both the passenger compartment heating and battery cooling under high load conditions. This overcomes the shortcomings of existing solutions that can only switch on and off and cannot accurately distribute refrigerant, significantly improving the system's thermal management flexibility and energy efficiency under combined operating conditions. The first one-way valve CV1 and the second one-way valve CV2 ensure unidirectional flow of the two refrigerant lines when they converge, ensuring the correct refrigerant flow direction during any mode switching process and avoiding pressure turbulence.

[0079] In one possible implementation, each coolant sub-circuit is equipped with an independent expansion tank: the first expansion tank (Tank1) is used for the first coolant circuit, with its inlet connected to the inlet of the first water pump (PUMP1) and its venting port connected to the highest point of the heater core inlet pipe; the second expansion tank (Tank2) is used for the second coolant circuit, with its inlet connected to the inlet of the third water pump (PUMP3) and its venting port connected to the highest point of the radiator LTR outlet pipe; the third expansion tank (Tank3) is used for the third coolant circuit, with its inlet connected to the inlet of the second water pump (PUMP2) and its venting port connected to the highest point of the battery core (BATT) outlet pipe. Each expansion tank is independently configured to ensure that each sub-circuit does not interfere with each other during water replenishment and venting, and can be independently filled in the filling mode.

[0080] The air-cooled condenser (Cond) is installed at the front of the radiator (LTR) and shares an electric fan (FANS) with the radiator for forced convection heat exchange. This fully utilizes the front-end heat dissipation space of the vehicle, reduces the number of fans, and lowers system weight and cost. The evaporator (EVAP) of the air conditioning unit and the heater core (Heater) share a blower for heat exchange and are both located in the passenger compartment air conditioning unit. The air conditioning unit uses the same blower to achieve cooling and heating functions respectively, simplifying the mechanical structure of the passenger compartment air conditioning system.

[0081] Each circuit is equipped with an independent expansion tank to ensure sufficient coolant volume and no air bubbles in each sub-circuit during operation. This prevents reduced heat exchange efficiency or pump cavitation damage caused by air bubbles, thus improving system reliability. The air-cooled condenser (Cond) and radiator (LTR) share the same electric fan (FANS), reducing one fan and its drive system, lowering overall vehicle weight and cost, while also improving the spatial integration of the front-end cooling module.

[0082] In another embodiment of the present invention, a control method for a heavy-duty truck heat pump thermal management system is also provided. Please refer to [link to relevant documentation]. Figure 2The control method provided in this embodiment is executed by the thermal management controller, which periodically collects signals from various sensors, determines the thermal management mode to be activated based on the current operating parameters, and sends control commands to the six-way valve 6WV, the water three-way valve 3WV, the refrigerant three-way valve R-3WV, each water pump, each heater, and the air conditioning compressor COMP.

[0083] The control method flow is as follows:

[0084] Obtain the vehicle's current operating parameters, including battery cell temperature (collected by CT2 and CT5), motor and electronic control outlet water temperature (collected by CT4), and passenger compartment thermal management requests;

[0085] Determine the current thermal management mode based on the above parameters;

[0086] Control the on / off combinations of each port of the 6-way valve 6WV, the opening degree of the refrigerant 3-way valve R-3WV, and the on / off status of each water pump and heater, and switch to the corresponding thermal management mode.

[0087] Among them, the mode of heating the battery with the waste heat of the motor is a characteristic mode of the thermal management mode in the control method of this invention. When the outlet water temperature of the motor electronic control (CT4 acquisition value) is not lower than the first preset temperature threshold T6 (e.g., 30°C), and the lowest temperature of the battery cell (CT5 acquisition value) is not higher than the battery heating trigger threshold T7 (e.g., 5°C), the mode of heating the battery with the waste heat of the motor is entered. The specific values ​​of T6 and T7 are determined by the vehicle thermal management calibration.

[0088] In the mode where the motor waste heat heats the battery, the second water pump PUMP2, the third water pump PUMP3, and the fourth water pump PUMP4 are turned on, the air conditioner compressor COMP is turned off, and the battery water circuit heater PTC2 is turned off. The thermal management controller controls the 6WV six-way valve to connect the third and second ports (battery outlet → six-way valve → water three-way valve direction), while simultaneously connecting the first and fourth ports (motor control outlet → six-way valve → battery return direction). The 3WV water three-way valve connects the V1 and V3 ports (bypassing the radiator LTR for return flow), forming the following coolant circulation path: outlet of the second water pump PUMP2 → battery water heater (PTC2, only a passage when closed) → battery core BATT → third port of the 6WV six-way valve → second port of the 6WV six-way valve → V1 port of the 3WV water three-way valve → V3 port of the 3WV water three-way valve → inlet of the third water pump PUMP3 / fourth water pump PUMP4 → motor / electronic control system MCAU / DCDC / 2-in-1 controller → first port of the 6WV six-way valve → fourth port of the 6WV six-way valve → inlet of the second water pump PUMP2.

[0089] The battery heating mode, powered by the motor's waste heat, is switched via a 6WV six-way valve. This connects the second coolant circuit (motor control cooling circuit) and the third coolant circuit (battery water circuit) in series, allowing waste heat from the motor control system to be directly transferred to the battery cell (BATT) via the coolant, achieving near-zero additional energy consumption for battery heating. Compared to the pure electric heating method relying on the battery water circuit heater PTC2, this significantly reduces the energy consumption of the thermal management system and extends the vehicle's driving range when sufficient motor waste heat is available.

[0090] In one possible implementation, the battery enters passive cooling mode when the highest temperature of the battery cell is not lower than the passive cooling trigger threshold T1 (e.g., 34°C) and the ambient temperature is not higher than the second preset temperature threshold T2 (e.g., 23°C).

[0091] Please see Figure 3 In passive battery cooling mode, the second water pump PUMP2 is turned on, the air conditioning compressor COMP is turned off, and the battery water circuit heater PTC2 is turned off. The thermal management controller controls the six-way valve 6WV to connect the third and sixth ports and the fifth and second ports, and the water three-way valve 3WV to connect the V1 and V2 ports (flowing through the radiator LTR), forming the following coolant circulation path: Second water pump PUMP2 outlet → Battery core BATT → Six-way valve 6WV third port → Six-way valve 6WV sixth port → Liquid-cooled evaporator Chiller water-side inlet → Liquid-cooled evaporator Chiller water-side outlet → Six-way valve 6WV fifth port → Six-way valve 6WV second port → Water three-way valve 3WV V1 port → Water three-way valve 3WV V2 port → Radiator LTR → Third water pump PUMP3 / Fourth water pump PUMP4 inlet → (Motor / Electrical control / Dual-controller path) → Six-way valve 6WV first port → Six-way valve 6WV fourth port → Second water pump PUMP2 inlet. The battery coolant is connected to the second coolant circuit after passing through the water side of the liquid-cooled evaporator (Chiller). The heat is dissipated to the environment by the radiator (LTR), eliminating the need to turn on the air conditioning compressor (COMP) and saving compressor power consumption.

[0092] In one possible implementation, when the ambient temperature is higher than the third preset temperature threshold T3 (e.g., 25°C), or when the ambient temperature is not higher than T2 (e.g., 23°C), but the highest temperature of the battery core exceeds the high temperature protection threshold T4 (e.g., 38°C, T4 > T1), the battery enters the active cooling mode.

[0093] Please see Figure 4In active battery cooling mode, the air conditioning compressor COMP is activated, transferring battery heat to the refrigerant circuit via the liquid-cooled evaporator (Chiller) and then dissipating it to the environment via the air-cooled condenser (Cond). The second water pump (PUMP2) and the third water pump (PUMP3) are activated, the battery water circuit heater (PTC2) is deactivated, the passenger compartment throttling element (EXV3) is fully closed, and the battery-side throttling element (EXV2) is throttled. The thermal management controller controls the refrigerant three-way valve R-3WV to connect ports R1 and R3.

[0094] Specifically, the refrigerant circulation path is as follows: air conditioning compressor COMP discharge port → refrigerant three-way valve R-3WVR1 port → R3 port → air-cooled condenser Cond → second one-way valve CV2 → liquid receiver dryer R / D → battery side throttling element EXV2 → liquid-cooled evaporator Chiller refrigerant side → air conditioning compressor COMP inlet.

[0095] Specifically, the battery coolant circulation path is as follows: outlet of the second water pump PUMP2 → battery cell BATT → third port of the 6WV six-way valve → sixth port of the 6WV six-way valve → water-side inlet of the liquid-cooled evaporator Chiller → water-side outlet of the liquid-cooled evaporator Chiller → fifth port of the 6WV six-way valve → fourth port of the 6WV six-way valve → inlet of the second water pump PUMP2.

[0096] In the liquid-cooled evaporator (Chiller), the refrigerant evaporates and absorbs heat, transferring the heat carried by the battery coolant to the refrigerant circuit, which is then dissipated into the environment by the air-cooled condenser (Cond). Simultaneously, the operation of the air conditioning compressor (COMP) generates heat in the 2-in-1 controller, and the third water pump (PUMP3) activates, ensuring the normal operation of the second coolant circuit for heat dissipation.

[0097] The passive battery cooling mode prioritizes heat dissipation using the radiator (LTR) when the ambient temperature is low, eliminating the need to activate the air conditioning compressor (COMP), thus saving compressor power consumption and reducing overall vehicle energy consumption. The active battery cooling mode activates the compressor for cooling in high-temperature environments or under high heat load conditions, ensuring the battery temperature remains within a safe operating range and preventing damage to battery performance and lifespan. The two modes automatically switch based on ambient and battery temperatures, achieving a balance between energy saving and safety.

[0098] In one possible implementation, when the outlet water temperature of the motor control unit (CT4 value) is lower than the fourth preset temperature threshold T5 (e.g., 28°C), and the lowest battery cell temperature (CT5 value) is lower than the battery heating trigger threshold T7 (e.g., 5°C), the battery water heater is activated to heat the battery. In this mode, when the residual heat from the motor is insufficient to directly heat the battery, the battery water heater PTC2 is activated to actively heat the battery.

[0099] In this mode, the second water pump (PUMP2) and the third water pump (PUMP3) are activated, the battery coolant heater (PTC2) is activated, and the air conditioning compressor (COMP) is deactivated. The thermal management controller controls the six-way valve (6WV) to connect the third and fourth interfaces, forming the following coolant circulation path: Second water pump (PUMP2) outlet → Battery coolant heater (PTC2) → Battery core (BATT) → Six-way valve (6WV) third interface → Six-way valve (6WV) fourth interface → Second water pump (PUMP2) inlet. Simultaneously, due to the heat generated by the high and low pressure control module of the battery coolant heater in the 2-in-1 controller, the third water pump (PUMP3) is activated to maintain normal heat dissipation in the second coolant circuit: Third water pump (PUMP3) outlet → Motor / Electrical control system (MCAU / DCDC / 2-in-1 controller) → Six-way valve (6WV) first interface → Second interface → Water three-way valve (3WV) → Radiator (LTR) → Third water pump (PUMP3) inlet.

[0100] The battery water heater, used to heat the battery, serves as a supplement to the motor waste heat heating mode. In scenarios such as cold starts or insufficient motor waste heat, it ensures the battery temperature quickly rises to a suitable operating range, allowing the battery to maintain normal performance and charge / discharge efficiency in low-temperature environments. This mode, together with the motor waste heat heating mode, constitutes a complete low-temperature battery thermal management solution.

[0101] In one possible implementation, when there is a need for heating the passenger compartment and the battery generates a large amount of heat, but the battery cooling trigger condition has not yet been met, the system enters the battery source heat pump mode to heat the passenger compartment.

[0102] Please see Figure 5 In the battery-powered heat pump heating mode for the passenger compartment, waste heat from the battery serves as the heat source for evaporation. After the heat is upgraded by the air conditioning compressor COMP, it is transferred to the heating circuit via the liquid-cooled condenser LCC to supply heat to the passenger compartment. The air conditioning compressor COMP, first water pump PUMP1, second water pump PUMP2, and third water pump PUMP3 are activated. The fourth water pump PUMP4 is activated according to the heat dissipation requirements of the electronic control system MCAU / DCDC. The battery-side throttling element EXV2 is throttled, the passenger compartment throttling element EXV3 is fully closed, and the battery water heater PTC2 is shut off. The heating water heater PTC1 determines whether to supplement heat based on heating demand. The thermal management controller controls the refrigerant three-way valve R-3WV to connect ports R1 and R2.

[0103] Specifically, the refrigerant circulation path is as follows: air conditioning compressor COMP discharge port → refrigerant three-way valve R-3WVR1 port → R2 port → liquid-cooled condenser LCC refrigerant side → first one-way valve CV1 → liquid receiver dryer R / D → battery-side throttling element EXV2 → liquid-cooled evaporator Chiller refrigerant side → air conditioning compressor COMP inlet.

[0104] Specifically, the path of the first coolant circuit (heater circuit) is as follows: outlet of the first water pump PUMP1 → water-side core of the liquid-cooled condenser LCC → heater of the heat exchanger PTC1 → heater core → inlet of the first water pump PUMP1. The liquid-cooled condenser LCC transfers the heat of refrigerant condensation to the coolant in the heat exchanger circuit, and then supplies heat to the passenger compartment via the heater core.

[0105] Specifically, the battery coolant path is as follows: PUMP2 outlet → BATT battery cell → 6WV 6-way valve 3rd port → 6WV 6-way valve 6th port → Chiller water-side inlet of liquid-cooled evaporator → Chiller water-side outlet of liquid-cooled evaporator → 6WV 6th port → 6WV 6th port → PUMP2 inlet. The battery coolant flows through the Chiller water side of the liquid-cooled evaporator, transferring waste heat from the battery to the refrigerant, serving as the heat source for the heat pump evaporation.

[0106] In one possible implementation, when there is a need for heating the passenger compartment and there is sufficient waste heat from the motor control system (the outlet water temperature of the motor control system collected by CT4 is relatively high), the system enters the mode of heating the passenger compartment using a motor source heat pump.

[0107] Please see Figure 6 In the motor-driven heat pump mode for heating the passenger compartment, the waste heat from the motor serves as the heat source for evaporation, resulting in a higher evaporation temperature and a higher coefficient of performance (COP) compared to the battery-driven heat pump mode. The air conditioning compressor COMP, first water pump PUMP1, third water pump PUMP3, and fourth water pump PUMP4 are activated; the second water pump PUMP2 is deactivated; the battery-side throttling element EXV2 is throttled; the passenger compartment throttling element EXV3 is fully deactivated; and the battery water heater PTC2 is deactivated. The thermal management controller controls the refrigerant three-way valve R-3WV to connect ports R1 and R2.

[0108] In this mode, the refrigerant circulation path is the same as the battery-source heat pump heating mode for the passenger compartment, and the first coolant circuit (heating circuit) path is the same as the battery-source heat pump heating mode for the passenger compartment.

[0109] Specifically, the second coolant circuit (with the motor as the evaporative heat source) path is as follows: outlet of third water pump PUMP3 / fourth water pump PUMP4 → motor / electronic control system MCAU / DCDC / 2-in-1 controller → 6WV six-way valve first port → 6WV six-way valve sixth port → water-side inlet of liquid-cooled evaporator Chiller → water-side outlet of liquid-cooled evaporator Chiller → 6WV six-way valve fifth port → 6WV six-way valve second port → 3WV three-way valve V1 port → 3WV three-way valve V3 port → inlet of third water pump PUMP3 / fourth water pump PUMP4. The motor-controlled coolant flows through the water side of the liquid-cooled evaporator Chiller, transferring the motor's waste heat to the refrigerant as an evaporative heat source. After absorbing heat, it supplies heat to the warm air circuit via the liquid-cooled condenser LCC.

[0110] Both heat pump heating modes for the passenger compartment fully utilize the vehicle's own waste heat, avoiding the high energy consumption of pure electric heating and significantly reducing the power consumption for passenger compartment heating. Based on the real-time status of battery and motor temperatures, the system automatically selects the evaporative heat source, efficiently utilizing onboard waste heat resources under different operating conditions and improving overall vehicle energy efficiency.

[0111] In one possible implementation, when passengers request heating but the heat pump's start-up conditions are not met (e.g., extremely low ambient temperature leading to insufficient heat pump efficiency, system malfunction, etc.), or as a supplementary heating method when the heat pump's heating supply is insufficient, the system enters a mode where the warm air water circuit heater heats the passenger compartment. In this mode, the first water pump PUMP1 and the warm air water circuit heater PTC1 are activated, while the air conditioning compressor COMP is deactivated. The coolant circulation path in the first coolant circuit is: first water pump PUMP1 outlet → liquid-cooled condenser LCC water-side core → warm air water circuit heater PTC1 → warm air core heater → first water pump PUMP1 inlet. The warm air water circuit heater PTC1 directly electrically heats the coolant in the first coolant circuit, and the heated coolant supplies heat to the passenger compartment via the warm air core heater.

[0112] The warm air water heater for the passenger compartment serves as a backup and supplement to the heat pump heating system. This ensures that even in extreme conditions where the heat pump is unavailable or its heating capacity is insufficient, the basic heating needs of the passenger compartment can still be met, thus improving the system's environmental adaptability and reliability. Compared to traditional air-heated positive temperature coefficient thermistor heating, this invention uses a water-based heating system. The high-pressure heater PTC1 is located outside the passenger compartment, offering higher safety, more humid airflow, and better passenger comfort.

[0113] In one possible implementation, when the battery source heat pump is heating the passenger compartment, if the battery heat load increases further and the battery cooling trigger condition is met, the system enters a combined high-load mode of battery source heat pump heating and active battery cooling.

[0114] Please see Figure 7 In this mode, based on the battery-powered heat pump heating the passenger compartment, the thermal management controller simultaneously opens ports R2 and R3 of the refrigerant three-way valve R-3WV. Based on the real-time heat load of the passenger compartment's heating demand and the battery's heat dissipation demand, the controller dynamically adjusts the opening of port R2 (determining the amount of refrigerant flowing to the liquid-cooled condenser LCC to meet the heating needs of the warm air circuit) and the opening of port R3 (determining the amount of refrigerant flowing to the air-cooled condenser Cond to dissipate excess battery heat to the environment).

[0115] In the refrigerant circuit, the high-temperature, high-pressure refrigerant from the air conditioning compressor COMP is proportionally distributed via the refrigerant three-way valve R-3WV: the refrigerant distributed to port R2 is condensed by the liquid-cooled condenser LCC to meet the heating requirements of the warm air circuit; the refrigerant distributed to port R3 is condensed by the air-cooled condenser Cond to dissipate excess heat from the battery into the environment. The two refrigerant lines converge into the receiver-drier R / D via the first one-way valve CV1 and the second one-way valve CV2, and then enter the liquid-cooled evaporator Chiller for evaporation via the battery-side throttling element EXV2. After absorbing excess heat from the battery, the evaporator returns to the air conditioning compressor COMP.

[0116] The combined high-load mode enables simultaneous operation of crew compartment heating and active battery cooling, fully utilizing the flow distribution capability of the refrigerant three-way valve R-3WV. Under complex operating conditions with high battery heat load, the system does not need to make an either-or choice between crew compartment heating and battery cooling, but instead meets the needs of both by dynamically adjusting the refrigerant flow ratio, thereby improving the system's thermal management flexibility and overall energy efficiency.

[0117] In one possible implementation, when there is a need for cooling in the crew cabin, the crew cabin cooling mode is activated.

[0118] Please see Figure 8 In passenger compartment cooling mode, the air conditioning compressor COMP is activated. The thermal management controller controls the refrigerant three-way valve R-3WV to connect ports R1 and R3, throttling the passenger compartment throttling element EXV3, while the battery-side throttling element EXV2 is fully closed. The refrigerant circulation path is as follows: air conditioning compressor COMP discharge port → refrigerant three-way valve R-3WVR1 port → R3 port → air-cooled condenser Cond → second one-way valve CV2 → receiver-drier R / D → passenger compartment throttling element EXV3 → air conditioning unit evaporator EVAP → air conditioning compressor COMP inlet. The refrigerant evaporates and absorbs heat in the air conditioning unit evaporator EVAP, cooling and dehumidifying the passenger compartment.

[0119] When the air conditioner compressor COMP is running, the 2-in-1 controller generates heat, and the third water pump PUMP3 is turned on. The heat is dissipated through the second coolant circuit and the radiator LTR: the outlet of the third water pump PUMP3 → the motor / electrical control system MCAU / DCDC / 2-in-1 controller → the first port of the 6WV six-way valve → the second port → the V1 port of the 3WV three-way water valve → the V2 port → the radiator LTR → the inlet of the third water pump PUMP3.

[0120] In the passenger compartment cooling mode, the refrigerant is directed to the air-cooled condenser Cond via the refrigerant three-way valve R-3WV for condensation, making full use of the vehicle's front-end heat dissipation module for efficient heat dissipation. The battery-side throttling element EXV2 is fully closed to avoid ineffective refrigerant circulation in the battery-side branch, ensuring that all cooling capacity is used for passenger compartment cooling.

[0121] In one possible implementation, the battery self-circulation mode is entered when any of the following conditions occur: the difference between the highest and lowest temperatures of the battery core exceeds the temperature difference threshold T8; or the battery inlet water temperature (CT5 value) is lower than the target temperature preset difference in cooling mode; or the battery outlet water temperature (CT2 value) is higher than the target temperature preset difference in heating mode.

[0122] Please see Figure 9 In battery self-circulation mode, only the second water pump PUMP2 is activated. The thermal management controller controls the six-way valve 6WV to directly connect the third and fourth ports, forming the following self-circulation loop: Second water pump PUMP2 outlet → Battery water heater (PTC2, only a passageway when closed) → Battery core BATT → Six-way valve 6WV third port → Six-way valve 6WV fourth port → Second water pump PUMP2 inlet. All other actuators are shut down.

[0123] The coolant circulates within the battery water circuit, balancing the temperature between different areas of the battery core (BATT), eliminating localized temperature unevenness, and maintaining an appropriate battery inlet water temperature.

[0124] The battery self-circulation mode achieves battery temperature balance with minimal power consumption (only the second water pump PUMP2 operates), avoiding unnecessary activation of the compressor or heater in scenarios with small temperature differences or small water temperature deviations, significantly reducing the standby power consumption of the thermal management system and effectively improving the vehicle's driving range.

[0125] In one possible implementation, the motor cooling mode is activated when the motor body temperature is not lower than the fifth preset temperature threshold T9 (e.g., 70°C), or the temperature of the electronic control system / dual-controller is not lower than the sixth preset temperature threshold T10 (e.g., 50°C). This mode is used to dissipate heat from the motor, electronic control system, and dual-controller independently when there is no need for passenger compartment cooling or battery thermal management.

[0126] In this mode, only the third water pump (PUMP3) and the fourth water pump (PUMP4) are activated, while the air conditioning compressor (COMP) is deactivated, the battery water heater (PTC2) is deactivated, and the second water pump (PUMP2) is deactivated. The thermal management controller controls the 6WV six-way valve to connect the first and second ports, and the 3WV three-way valve to connect the V1 and V2 ports (flowing through the radiator LTR). The coolant circulation path is: outlet of the third water pump (PUMP3) / fourth water pump (PUMP4) → motor / electronic control system (MCAU) / DC / 2-in-1 controller (parallel path) → first port of the 6WV six-way valve → second port of the 6WV six-way valve → V1 port of the 3WV three-way valve → V2 port of the 3WV three-way valve → radiator LTR → inlet of the third water pump (PUMP3) / fourth water pump (PUMP4). After absorbing the heat from the motor and electronic control system, the coolant is dissipated to the environment through the radiator LTR, completing the heat dissipation closed loop.

[0127] The motor cooling mode is an independent operating condition for the second coolant circuit, ensuring that the motor and electronic control system remain within a safe temperature range under high load operation. This protects the motor, electronic control system, and the integrated controller from overheating damage, ensuring the reliability and service life of the entire vehicle's powertrain. This mode can form a combined operating condition with the aforementioned thermal management modes (active battery cooling, heat pump heating, passenger compartment cooling, etc.), enabling coordinated operation of motor cooling and other thermal management functions.

[0128] In one possible implementation, the present invention designs three filling modes, covering all scenarios of production line and after-sales service.

[0129] Please see Figure 10 The vacuum filling mode is used in production lines equipped with vacuum pumps. All six ports of the 6WV six-way valve are open, while the air conditioning compressor COMP, the heater PTC1, the battery heater PTC2, and all water pumps (PUMP1 / PUMP2 / PUMP3 / PUMP4) are closed, ensuring a complete circuit for all coolant sub-circuits. After the entire coolant system is evacuated using vacuum pumps, coolant is then added, ensuring no air bubbles remain in the system and guaranteeing the quality of the coolant filling before shipment.

[0130] Please see Figure 11The free-filling mode is used in scenarios where there is no vacuuming equipment available after-sales. All water pumps (PUMP1 / PUMP2 / PUMP3 / PUMP4) are turned on, ensuring the coolant sub-circuit is in a flowing state. The air conditioning compressor COMP and all water heaters are turned off. The refrigerant circuit is not running. The coolant first circuit path is: outlet of first water pump PUMP1 → liquid-cooled condenser LCC water-side core → heater core PTC1 → heater core → inlet of first water pump PUMP1. The remaining coolant circuit path is as follows: outlet of the second water pump PUMP2 → battery water heater PTC2 → battery core BATT → 6WV six-way valve third port → 6WV six-way valve second port → 3WV three-way valve V1 port. Then, the 3WV three-way valve V2 port connects to the radiator LTR inlet, and the V3 port connects to the radiator LTR outlet. One outlet of the radiator LTR connects to the third water pump PUMP3 and the electronic control system MCAU / DCDC, and the other connects to the fourth water pump PUMP4 and the motor / 2-in-1 controller. The water circuit converges into the 6WV six-way valve first port → 6WV six-way valve sixth port → liquid-cooled evaporator Chiller water-side core → 6WV six-way valve fifth port → 6WV six-way valve fourth port → inlet of the second water pump PUMP2. Coolant is added from the fill ports of each expansion tank, circulated and vented under the drive of the water pump, completing the free filling process.

[0131] The refrigerant charging mode is used for charging refrigerant into the refrigerant circuit in low-temperature winter environments. Because the static pressure of the refrigerant circuit is low at low temperatures, direct charging may lead to inaccurate charging levels. In this mode, the air conditioner compressor COMP is activated according to preset conditions (specific triggering conditions are determined by calibration), ensuring the refrigerant circuit is at an appropriate operating pressure, guaranteeing accurate charging to the calibrated amount even in low-temperature environments.

[0132] The vacuum filling mode utilizes a vacuuming process to ensure filling quality, making it suitable for batch production line operations; the free filling mode reduces the reliance on specialized equipment for after-sales maintenance, improves maintenance convenience, and reduces operating costs; the refrigerant filling mode is specifically designed for low-temperature winter scenarios, ensuring accurate refrigerant filling in all weather conditions and all seasons, and improving system maintainability.

[0133] It should be noted that the above-mentioned thermal management modes are not all independent of each other. The thermal management controller can combine several basic modes into a composite mode for simultaneous operation based on the actual operating conditions of the vehicle. The feasibility of the composite mode depends on whether there are any conflicts between the various basic modes regarding the six-way valve interface status, the on / off state of the refrigerant three-way valve, and the operation of the water pump.

[0134] Specifically, the motor cooling mode is compatible with most thermal management modes and can be stacked, including various combinations with passive battery cooling mode, active battery cooling mode, battery water heater heating mode, motor waste heat heating mode, battery self-circulation mode, passenger compartment cooling mode, battery source heat pump heating mode, and motor source heat pump heating mode. This is because the second coolant circuit maintains an independent heat dissipation path in each of the above modes and does not conflict with the six-way valve interface status of other circuits. The passenger compartment cooling mode can be stacked with active battery cooling mode, passive battery cooling mode, battery water heater heating mode, battery self-circulation mode, and motor cooling mode. When stacked with active battery cooling mode, the refrigerant is distributed in parallel between the passenger compartment cooling branch and the battery cooling branch by adjusting the opening degree of the respective throttling elements on the passenger compartment and the battery side, and both share an air-cooled condenser as the heat dissipation end. The motor-generated heat pump heating mode for the passenger compartment can be superimposed with the battery water heater heating mode, battery self-circulation mode, and motor cooling mode. It can also be superimposed with the motor waste heat heating mode (in which case the motor waste heat is simultaneously transferred to the refrigerant circuit via the liquid-cooled evaporator for passenger compartment heating, and then further conducted to the battery circuit via a six-way valve for battery heating). The warm air water heater heating mode for the passenger compartment can be superimposed with the battery water heater heating mode and battery self-circulation mode; these two modes belong to different coolant circuits and do not interfere with each other. When the battery heat load is high, the battery-generated heat pump heating mode for the passenger compartment can be superimposed with the battery active cooling function. By simultaneously opening the second and third ports via the refrigerant three-way valve, the portion of the battery waste heat sufficient for passenger compartment heating is supplied via the liquid-cooled condenser, while the remaining heat is dissipated into the environment via the air-cooled condenser. This composite mode can also be further superimposed with the motor cooling mode.

[0135] In contrast, the following modes are physically incompatible and cannot be activated simultaneously. First, passenger compartment cooling and heating are mutually exclusive: the passenger compartment cooling mode is mutually exclusive with all passenger compartment heating modes (battery-source heat pump heating mode, motor-source heat pump heating mode, and warm air / water heater heating mode). This is because passenger compartment cooling requires the first and third ports of the refrigerant three-way valve to be connected (refrigerant flows to the air-cooled condenser), while passenger compartment heating requires the first and second ports of the refrigerant three-way valve to be connected (refrigerant flows to the liquid-cooled condenser). The refrigerant circuits of the two modes are opposite and incompatible. Second, battery cooling and heating are mutually exclusive: battery cooling modes (passive battery cooling and active battery cooling) are mutually exclusive with battery heating modes (motor waste heat heating the battery and battery water heater heating the battery). Applying heating and cooling to the same battery cell simultaneously is physically meaningless, and the six-way valve interface states are fundamentally conflicting. Third, internal battery heating is mutually exclusive: the mode of heating the battery with waste heat from the motor and the mode of heating the battery with the battery water heater are mutually exclusive; the former requires the third and second ports of the six-way valve to be connected (battery water outlet is introduced into the motor control circuit), while the latter requires the third and fourth ports of the six-way valve to be directly connected (battery water circuit self-circulation heating). The outlet paths of the same port are different, and the two modes cannot operate simultaneously. Fourth, liquid-cooled evaporator water-side occupancy is mutually exclusive: the active battery cooling and passive battery cooling modes (both require the sixth port of the six-way valve to be connected, and the battery water circuit flows through the liquid-cooled evaporator water side) and the mode of heating the passenger compartment with the motor source heat pump (requires the first and sixth ports of the six-way valve to be connected, and the motor water circuit flows through the liquid-cooled evaporator water side) are mutually exclusive. The liquid-cooled evaporator water-side inlet (sixth port of the six-way valve) cannot be connected to two coolants from the battery circuit and the motor circuit at the same time. Similarly, the battery-source heat pump heating mode for the passenger compartment and the motor-source heat pump heating mode for the passenger compartment are mutually exclusive. Both use a liquid-cooled evaporator as the heat pump evaporator and both enter the water side of the liquid-cooled evaporator through the sixth port of the six-way valve. The heat source cannot be both the battery water circuit and the motor water circuit at the same time.

[0136] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions within the technical scope disclosed in the present invention should be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A heat pump thermal management system for heavy-duty trucks, characterized in that, Including refrigerant circuit and coolant circuit; The refrigerant circuit includes an air conditioning compressor, a refrigerant three-way valve, a liquid-cooled condenser, an air-cooled condenser, a passenger compartment throttling element, an air conditioning unit evaporator, a battery-side throttling element, and a liquid-cooled evaporator. The outlet of the air conditioning compressor is connected to the first port of the refrigerant three-way valve, the second port of the refrigerant three-way valve is connected to the refrigerant inlet of the liquid-cooled condenser, and the third port of the refrigerant three-way valve is connected to the inlet of the air-cooled condenser. The refrigerant outlet of the liquid-cooled condenser is connected to the outlet of the air-cooled condenser, and is also connected to the inlet of the air conditioning unit evaporator via the passenger compartment throttling element and to the refrigerant-side inlet of the liquid-cooled evaporator via the battery-side throttling element. The outlet of the air conditioning unit evaporator and the refrigerant-side outlet of the liquid-cooled evaporator are both connected to the inlet of the air conditioning compressor. The coolant circuit includes a six-way valve and a three-way water valve. The six-way valve has a first port, a second port, a third port, a fourth port, a fifth port, and a sixth port. The first port is connected to the outlet of the motor's electronic control cooling branch, the second port is connected to the first port of the three-way water valve, the third port is connected to the outlet of the battery core, the fourth port is connected to the return water inlet of the battery water circuit, the fifth port is connected to the water-side outlet of the liquid-cooled evaporator, and the sixth port is connected to the water-side inlet of the liquid-cooled evaporator. The second port of the three-way water valve is connected to the inlet of the radiator, and the third port of the three-way water valve is connected to the outlet of the radiator. The coolant circuit further includes: a first coolant circuit, which is a closed loop formed by the first water pump, the water-side core of the liquid-cooled condenser, the heater core, and the heater core connected in series; a second coolant circuit, which is formed by the third and fourth water pumps connected in parallel, passing through a motor and an electronic control system respectively, and the water outlet is connected in parallel to the first port of the six-way valve, and then through the second port, the three-way valve, and the radiator to form a circuit; and a third coolant circuit, which is formed by the second water pump, the battery heater core, and the battery core connected in series, and then returning to the inlet of the second water pump through the third and fourth ports of the six-way valve. The system also includes a two-in-one controller, which integrates the high and low pressure control module of the air conditioner compressor and the high and low pressure control module of the battery water circuit heater, and is connected in parallel with the motor to the second coolant circuit for self-heating.

2. The heavy-duty truck heat pump thermal management system according to claim 1, characterized in that, The refrigerant three-way valve is a flow-adjustable distribution valve, used to dynamically adjust the ratio of refrigerant flow to the liquid-cooled condenser and the air-cooled condenser according to the battery heat load and the crew cabin heat load, so that the refrigerant can flow to both paths simultaneously or flow to any one path individually. The refrigerant outlet of the liquid-cooled condenser is equipped with a first one-way valve, and the outlet of the air-cooled condenser is equipped with a second one-way valve. The two valves are connected in parallel to the inlet of the liquid storage dryer after passing through the first one-way valve and the second one-way valve. The outlet of the liquid storage dryer is then connected in parallel to the respective inlets of the throttling element of the crew compartment and the throttling element of the battery side.

3. The heavy-duty truck heat pump thermal management system according to claim 1, characterized in that, The system is also equipped with several sensors, including: water temperature sensors arranged at the inlet and outlet of the heater core, water temperature sensors arranged at the inlet and outlet of the battery core, water temperature sensors arranged in the water path in front of the first interface of the six-way valve and in the water path at the outlet of the radiator, and pressure and temperature sensors arranged at the outlet of the air conditioner compressor, the refrigerant side outlet of the liquid-cooled evaporator and the suction port of the air conditioner compressor. The first coolant circuit, the second coolant circuit, and the third coolant circuit are each equipped with an independent expansion tank. The water inlet of each expansion tank is connected to the water pump inlet of the corresponding circuit, and the air outlet is connected to the highest point of the pipeline of the corresponding circuit. The air-cooled condenser is installed at the front end of the radiator and shares an electric fan. The evaporator of the air conditioner body and the heating core share a blower for heat exchange.

4. The control method for the heavy-duty truck heat pump thermal management system according to any one of claims 1 to 3, characterized in that, include: Obtain the vehicle's current operating parameters, including battery cell temperature, motor and electronic control outlet water temperature, and passenger compartment thermal management requests. The current thermal management mode is determined based on the operating parameters, and the on / off combination of each port of the six-way valve, the opening degree of the refrigerant three-way valve, and the on / off status of each water pump and heater are controlled to switch to the corresponding thermal management mode. In the mode where the motor waste heat heats the battery, when the outlet water temperature of the motor control system is not lower than the first preset temperature threshold and meets the battery heating conditions, the six-way valve is controlled to connect the second coolant circuit and the third coolant circuit in series, so that the motor control system waste heat is directly conducted to the battery core through the coolant, and the battery water circuit heater is turned off at the same time.

5. The control method according to claim 4, characterized in that, The thermal management mode also includes: Battery passive cooling mode: When the battery cooling conditions are met and the ambient temperature is not higher than the second preset temperature threshold, the second water pump is turned on, and the six-way valve is controlled to allow the battery coolant to enter the water side of the liquid-cooled evaporator through the sixth interface, enter the second coolant circuit through the fifth interface, and return after being cooled by the radiator. The air conditioning compressor is turned off. Battery active cooling mode: When the ambient temperature is higher than the third preset temperature threshold, or when the ambient temperature is not higher than the second preset temperature threshold but the highest temperature of the battery core exceeds the high temperature protection threshold, the air conditioning compressor is turned on, and the first and third interfaces of the refrigerant three-way valve are connected. The refrigerant is condensed by the air-cooled condenser and then enters the liquid-cooled evaporator through the battery-side throttling element to evaporate, thus actively cooling the battery. The throttling element of the passenger compartment is turned off.

6. The control method according to claim 4, characterized in that, The thermal management mode also includes: Battery source heat pump heating mode for passenger compartment: When there is a need for passenger compartment heating and the battery heat generation is large and the battery cooling conditions are not met, the air conditioning compressor is turned on, and the first and second interfaces of the refrigerant three-way valve are connected. The refrigerant is condensed by the liquid-cooled condenser and then enters the liquid-cooled evaporator through the battery-side throttling element to evaporate. The waste heat of the battery is then raised and supplied to the warm air core through the first coolant circuit. Motor-source heat pump heating mode for passenger compartment: When there is a need for passenger compartment heating and the motor's electronic control waste heat is sufficient, the air conditioning compressor is turned on, the first and second ports of the refrigerant three-way valve are connected, and the six-way valve is controlled to allow the motor's electronic control coolant to flow through the first and sixth ports to the water side of the liquid-cooled evaporator and then return through the fifth port. The motor's waste heat is used as the heat source for heat pump evaporation to supply heat to the warm air core through the liquid-cooled condenser, and the second water pump is turned off.

7. The control method according to claim 6, characterized in that, In the battery source heat pump heating mode for the passenger compartment, when the battery heat load further increases and the battery cooling conditions are met at the same time, the battery source heat pump heating and active battery cooling combined high load mode is entered. In the combined high-load mode, the second and third ports of the refrigerant three-way valve are opened simultaneously, and the flow distribution of the two refrigerants is dynamically adjusted according to the heating demand of the passenger compartment and the heat dissipation demand of the battery, so that the refrigerant can meet the heating demand of the passenger compartment while dissipating the excess heat of the battery to the environment through the air-cooled condenser.

8. The control method according to claim 4, characterized in that, The thermal management mode also includes a crew cabin cooling mode; In the occupant compartment cooling mode, the air conditioning compressor is turned on, and the first and third ports of the refrigerant three-way valve are connected. The refrigerant is condensed by the air-cooled condenser and then enters the air conditioning body evaporator through the occupant compartment throttling element to cool the driver's cab. The battery-side throttling element is closed.

9. The control method according to claim 4, characterized in that, The thermal management mode also includes a battery self-circulation mode; When the difference between the highest and lowest temperatures of the battery core exceeds the temperature difference threshold, or when the battery inlet water temperature is lower than the target temperature preset difference in cooling mode, or when the battery outlet water temperature is higher than the target temperature preset difference in heating mode, the battery enters the self-circulation mode. In the battery self-circulation mode, only the second water pump is turned on, and the six-way valve is controlled to form a self-circulation loop between the third and fourth interfaces for the battery coolant, while the other actuators are turned off.

10. The control method according to claim 4, characterized in that, The thermal management mode also includes a coolant filling mode and a refrigerant filling mode; In vacuum filling mode, all six ports of the six-way valve are open, and the air conditioning compressor, each water heater and each water pump are closed. In free-filling mode, each water pump is turned on to ensure that each coolant sub-circuit is in a flowing state, while the air conditioning compressor and each water circuit heater are turned off. In refrigerant charging mode, the air conditioning compressor is turned on according to preset conditions to ensure that the refrigerant circuit is in an appropriate working pressure state under low temperature conditions before refrigerant charging.

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