A whole vehicle thermal management system based on a heat pump air conditioner and a control method thereof

Abstract

This invention discloses a vehicle thermal management system and its control method based on a heat pump air conditioner, relating to the field of thermal management technology for new energy vehicles. It addresses the problems of existing heavy-duty truck thermal management systems, such as independent thermal management of the passenger compartment and battery, insufficient heat and cold sources, and redundant piping architecture. The invention includes a refrigerant circuit, a heater core circuit, a battery core circuit, and a motor core circuit. The refrigerant circuit releases heat to the heater core circuit via a water-cooled condenser and absorbs heat from either the battery core circuit or the motor core circuit via a water-cooled evaporator. Selective heat exchange is achieved between the heater core circuit and the battery core circuit via a water-to-water heat exchanger and a first three-way valve. Parallel or series connection is achieved between the battery core circuit and the motor core circuit via a four-way valve. The system switches to multiple operating modes based on passenger compartment requirements, battery thermal management requirements, and motor core circuit temperature. This invention offers flexible mode switching, high integration, simple piping, and full utilization of motor waste heat, improving passenger compartment comfort.

Description

Technical Field

[0001] This invention relates to the field of thermal management technology for new energy vehicles, specifically to a vehicle thermal management system and its control method based on heat pump air conditioning. Background Technology

[0002] With the accelerated promotion of pure electric heavy trucks in the logistics and transportation sector, the vehicle thermal management system undertakes multiple tasks such as cooling the drive motor, regulating the temperature of the power battery, and controlling the environment of the passenger compartment. Its system energy efficiency level directly affects the vehicle's driving range and operating costs.

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

[0004] First, the thermal management of the passenger compartment and the thermal management of the battery are managed independently. Some solutions use air-source heat pumps to heat the passenger compartment, or even use gas injection enthalpy enhancement technology. Although the heat pumps are highly efficient, the thermal management of the passenger compartment and the thermal management of the battery operate independently, and the waste heat of the motor is not utilized, resulting in the ineffective utilization of the vehicle's thermal energy.

[0005] Second, the variety of cold and heat sources is limited. Some solutions use water-source heat pump air conditioning and integrate battery thermal management and motor waste heat utilization, but there are few cooling and heating sources for the passenger compartment, battery, and motor control system. From the perspective of reducing overall vehicle power consumption, there is a significant need for improvement.

[0006] Third, the piping architecture is complex and redundant. The existing solution has a complex layout of heat exchanger cores, valves, refrigerant pipes, and water pipes, with a large number of valves and complicated piping routes, failing to achieve the effect of using the fewest parts and loops to achieve the most functions.

[0007] Therefore, there is an urgent need for a heavy-duty truck heat pump thermal management system and its control method that features multi-loop full coupling, abundant cold and heat sources, and simple piping. Summary of the Invention

[0008] This invention aims to solve the problems of independent thermal management of the passenger compartment and battery in existing heavy truck thermal management systems, insufficient cold and heat sources, and redundant pipeline architecture. To this end, the first aspect of this invention proposes a vehicle thermal management system based on heat pump air conditioning, including a refrigerant circuit, a heating water circuit, a battery water circuit, and a motor water circuit.

[0009] The refrigerant circuit includes an air conditioning compressor, a water-cooled condenser, an outdoor heat exchanger, an evaporator, a water-cooled evaporator, and a liquid collector; the water-cooled condenser includes a refrigerant core and a water core, and the water-cooled evaporator includes a refrigerant core and a water core; the outlet of the air conditioning compressor is connected to the inlet of the refrigerant core of the water-cooled condenser, the outlet of the refrigerant core of the water-cooled condenser is connected to the branch circuit where the outdoor heat exchanger and the evaporator are located, respectively, and the outlet of the evaporator and the outlet of the refrigerant core of the water-cooled evaporator are combined and then connected to the inlet of the air conditioning compressor via the liquid collector;

[0010] In the warm air water circuit, the water core of the water-cooled condenser, the water PTC, the warm air water core of the water-water heat exchanger, and the warm air core are connected in series to form a loop;

[0011] The water-to-water heat exchanger also includes a battery circuit water core; the battery circuit includes a battery plate and a first three-way valve, the outlet of the battery plate is connected to the third port of the first three-way valve, the first port of the first three-way valve is connected to the outlet of the battery circuit water core of the water-to-water heat exchanger and the inlet of the water core of the water-cooled evaporator, and the second port of the first three-way valve is connected to the inlet of the battery circuit water core of the water-to-water heat exchanger.

[0012] A four-way valve is provided between the battery water circuit and the motor water circuit. The first port of the four-way valve is connected to the outlet of the water core of the water-cooled evaporator, the second port of the four-way valve is connected to the loop side of the battery water circuit, the third port of the four-way valve is connected to the outlet of the motor radiator, and the fourth port of the four-way valve is connected to the loop side of the motor water circuit.

[0013] The motor water circuit includes the motor control system and the motor radiator.

[0014] Optionally, the refrigerant circuit further includes a first electromagnetic refrigerant valve, a second electromagnetic refrigerant valve, a third electromagnetic refrigerant valve, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, and a check valve; the third electromagnetic refrigerant valve is connected between the refrigerant core outlet of the water-cooled condenser and the first port of the outdoor heat exchanger; the first electromagnetic refrigerant valve is connected between the first port of the outdoor heat exchanger and the inlet of the liquid collector; the second electromagnetic refrigerant valve is connected between the refrigerant core outlet of the water-cooled condenser and the outlet side of the check valve, the check valve is unidirectionally directed from the second port side of the outdoor heat exchanger to the second electromagnetic refrigerant valve side, and the inlet side of the check valve is connected to the second port of the outdoor heat exchanger and the outlet of the third electronic expansion valve respectively; the first electronic expansion valve is located before the inlet of the evaporator, the second electronic expansion valve is located before the refrigerant core inlet of the water-cooled evaporator, and the third electronic expansion valve is connected between the refrigerant core outlet of the water-cooled condenser and the inlet side of the check valve.

[0015] Optionally, the battery water circuit further includes a third three-way valve, the second port of the four-way valve is connected to the loop side of the battery water circuit via the third three-way valve, the second port of the third three-way valve is connected to the inlet of the water core of the water-cooled evaporator and the first port of the first three-way valve, and the third port of the third three-way valve is connected to the inlet side of the battery water pump in the battery water circuit; the motor water circuit further includes a second three-way valve, the outlet of the motor control is connected to the first port of the second three-way valve, the third port of the second three-way valve is connected to the inlet of the motor radiator, and the second port of the second three-way valve is connected to the outlet of the motor radiator and the third port of the four-way valve.

[0016] Optionally, the four-way valve has a parallel state and a series state; in the parallel state, the first port and the second port of the four-way valve are connected, and the fourth port and the third port of the four-way valve are connected, and the battery water circuit and the motor water circuit each form an independent circuit; in the series state, the first port and the fourth port of the four-way valve are connected, and the third port and the second port of the four-way valve are connected, and the battery water circuit and the motor water circuit form a series circuit, and the heat of the motor electronic control is transferred to the battery water circuit through the four-way valve.

[0017] Optionally, the refrigerant circuit further includes a surface temperature sensor disposed on the surface of the outdoor heat exchanger core, and temperature and pressure sensors disposed at the inlet and outlet of the air conditioning compressor, the refrigerant core outlet of the water-cooled condenser, the outlet of the evaporator, and the refrigerant core outlet of the water-cooled evaporator, respectively.

[0018] Optionally, the warm air water circuit further includes a warm air water pump, the battery water circuit further includes a battery water pump, and the motor water circuit further includes a motor water pump.

[0019] A second aspect of this invention proposes a control method based on the aforementioned vehicle thermal management system, wherein the vehicle thermal management system selectively switches operating modes according to passenger compartment requirements, battery thermal management requirements, and motor water circuit temperature; the operating modes include at least: a cooling mode, wherein the refrigerant circuit dissipates heat to the outside via the outdoor heat exchanger and absorbs heat from the battery water circuit via the water-cooled evaporator and / or absorbs heat from the passenger compartment via the evaporator; an air source heat pump heating mode, wherein the refrigerant circuit absorbs heat from the outside air via the outdoor heat exchanger and releases heat to the warm air water circuit via the water-cooled condenser; and a motor waste heat utilization mode, wherein the four-way valve is in series, and the heat from the motor's electronic control is transferred to the battery panel via the battery water circuit.

[0020] Optionally, the operating mode also includes a heating mode from the warm air water circuit to the battery: the water-cooled condenser releases heat to the warm air water circuit, the blower is turned off, the first three-way valve is switched to connect the third interface with the second interface, and the heat from the warm air water circuit is transferred to the battery water circuit via the water-to-water heat exchanger to heat the battery panel.

[0021] Optionally, the operating mode also includes a motor waste heat defrosting mode: the water-cooled evaporator absorbs heat from the motor water circuit, the refrigerant circuit dissipates heat to the outside via the outdoor heat exchanger to defrost, and the water PTC independently supplies heat to the passenger compartment and / or the battery panel.

[0022] A third aspect of the present invention provides a pure electric heavy-duty truck, including the above-mentioned vehicle thermal management system based on heat pump air conditioning.

[0023] Compared with the prior art, the present invention has the following beneficial effects:

[0024] First, the four-loop system is fully coupled and offers flexible modes. The refrigerant loop exchanges heat with the heating water circuit via the i-cond water-cooled condenser; the refrigerant loop exchanges heat with the battery water circuit via the Chiller water-cooled evaporator; the heating water circuit and the battery water circuit exchange heat selectively via the C2C water-to-water heat exchanger and the 3V1 three-way valve; and the battery water circuit and the motor water circuit operate in parallel or series via the 4V1 four-way valve. Each loop has direct heat exchange connections and isolation mechanisms, allowing for flexible switching between various cooling, heating, and waste heat utilization modes, thus refining the power consumption reduction strategy.

[0025] Secondly, it boasts abundant cold and heat sources. Cold sources include compressor refrigeration, motor radiator and fan assembly LTR cooling, battery water circuit self-circulation cooling, and cooling after waste heat is utilized. Heat sources include air source heat pumps, water source heat pumps utilizing waste heat through a water-cooled evaporator (Chiller), direct utilization of motor waste heat through a 4V1 series water circuit with a four-way valve, and water-based PTC auxiliary electric heating. Application scenarios are flexible, and optimal switching conditions can be determined based on bench testing and real-vehicle calibration.

[0026] Third, the components are simple and highly integrated. Although the invention has many working modes, the number of components is small and the pipeline is simple. More than 80% of the parts and pipelines can be integrated into one unit, making the external pipeline layout of the whole vehicle simple.

[0027] Fourth, waste heat is fully utilized. When there is sufficient waste heat from the motor, the waste heat from the motor's electronic control system is directly connected to the battery coolant circuit via a four-way valve 4V1, eliminating the need to turn on the water PTC and achieving near-zero additional energy consumption for battery heating, effectively saving energy and extending the driving range. In air source heat pump heating mode, the heat generated by the heat pump can also be transferred to the battery coolant circuit via the water-cooled condenser i-cond, with one set of warm air cooling circuit simultaneously serving both passenger compartment heating and battery heating.

[0028] Fifth, defrosting does not interrupt heating. When the outdoor heat exchanger OHX is frosted, the waste heat of the motor is used to defrost the outdoor heat exchanger OHX by transferring it to the refrigerant circuit through the water-cooled evaporator Chiller. At the same time, the water PTC independently maintains heating for the passenger compartment and / or the battery, avoiding the problem of heating interruption caused by traditional reverse cycle defrosting. Attached Figure Description

[0029] Figure 1 A schematic diagram of the overall architecture of a vehicle thermal management system based on a heat pump air conditioner provided in an embodiment of the present invention;

[0030] Figure 2 This is a schematic diagram illustrating the working principle of the battery cooling mode via a water-cooled evaporator provided in an embodiment of the present invention.

[0031] Figure 3 This is a schematic diagram illustrating the working principle of the battery cooling mode via a motor radiator provided in an embodiment of the present invention.

[0032] Figure 4 This is a schematic diagram illustrating the working principle of the battery water circuit self-circulation cooling mode provided in an embodiment of the present invention;

[0033] Figure 5 This is a schematic diagram illustrating the working principle of the evaporator-based cooling mode for the passenger compartment, as provided in an embodiment of the present invention.

[0034] Figure 6 This is a schematic diagram illustrating the working principle of the simultaneous cooling mode of the passenger compartment and battery provided in an embodiment of the present invention.

[0035] Figure 7 This is a schematic diagram illustrating the working principle of the passenger compartment cooling plus motor radiator battery cooling mode provided in an embodiment of the present invention;

[0036] Figure 8 This is a schematic diagram illustrating the working principle of the occupant cabin cooling plus battery self-circulation cooling mode provided in an embodiment of the present invention;

[0037] Figure 9 This is a schematic diagram illustrating the working principle of the motor waste heat heating battery mode provided in an embodiment of the present invention;

[0038] Figure 10 This is a schematic diagram illustrating the working principle of the PTC battery heating mode using waste heat from the motor in an embodiment of the present invention.

[0039] Figure 11 This is a schematic diagram illustrating the working principle of the air source heat pump for battery heating mode provided in an embodiment of the present invention.

[0040] Figure 12 This is a schematic diagram illustrating the working principle of the battery heating mode using motor waste heat plus air source heat pump provided in an embodiment of the present invention.

[0041] Figure 13 This is a schematic diagram illustrating the working principle of the water-only PTC battery heating mode provided in an embodiment of the present invention;

[0042] Figure 14 This is a schematic diagram illustrating the working principle of the air source heat pump heating mode for the passenger compartment provided in an embodiment of the present invention.

[0043] Figure 15 This is a schematic diagram illustrating the working principle of the motor waste heat heating mode for the passenger compartment provided in an embodiment of the present invention.

[0044] Figure 16 This is a schematic diagram illustrating the working principle of the passenger compartment heating mode using waste heat from the motor plus an air source heat pump, as provided in an embodiment of the present invention.

[0045] Figure 17 This is a schematic diagram illustrating the working principle of the water-only PTC heating mode for the crew compartment provided in an embodiment of the present invention.

[0046] Figure 18 A schematic diagram illustrating the working principle of the motor waste heat supply to the battery and crew cabin heating mode provided in an embodiment of the present invention;

[0047] Figure 19 This is a schematic diagram illustrating the working principle of the air source heat pump heating mode for the passenger compartment and battery provided in an embodiment of the present invention.

[0048] Figure 20A schematic diagram illustrating the working principle of the motor waste heat plus air source heat pump heating mode for the passenger compartment and battery provided in an embodiment of the present invention;

[0049] Figure 21 This is a schematic diagram illustrating the working principle of the water-only PTC heating mode for the passenger compartment and battery provided in an embodiment of the present invention.

[0050] Figure 22 This is a schematic diagram illustrating the working principle of the battery waste heat plus air source heat pump heating mode for the passenger compartment provided in an embodiment of the present invention;

[0051] Figure 23 This is a schematic diagram illustrating the working principle of the battery heating mode using residual heat from the passenger compartment provided in an embodiment of the present invention.

[0052] Figure 24 This is a schematic diagram illustrating the working principle of the battery heating mode using waste heat from the motor and the crew cabin, as provided in an embodiment of the present invention.

[0053] Figure 25 This is a schematic diagram illustrating the working principle of the PTC heating mode for the passenger compartment using waste heat from the motor for defrosting and adding water, as provided in an embodiment of the present invention.

[0054] Figure 26 This is a schematic diagram illustrating the working principle of the motor waste heat defrosting and water-adding PTC heating mode for the passenger compartment and battery provided in an embodiment of the present invention. Detailed Implementation

[0055] 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.

[0056] In this invention, the terms "first," "second," and "third" 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.

[0057] This invention provides a vehicle thermal management system based on a heat pump air conditioner. Please refer to [link / reference]. Figure 1 It includes four main parts: refrigerant circuit, heating air water circuit, battery water circuit and motor water circuit. The energy coupling between each circuit is achieved through water-cooled condenser i-cond, water-cooled evaporator Chiller, water-to-water heat exchanger C2C and four-way valve 4V1, and is uniformly scheduled by thermal management controller.

[0058] Refrigerant circuit

[0059] The refrigerant circuit includes the air conditioning compressor COMP, the water-cooled condenser i-cond, the outdoor heat exchanger OHX, the evaporator Evap, the water-cooled evaporator Chiller, and the liquid collector Accu. The water-cooled condenser i-cond is a water-refrigerant composite heat exchanger, comprising a refrigerant core and a water core; the water-cooled evaporator Chiller is also a water-refrigerant composite heat exchanger, comprising a refrigerant core and a water core.

[0060] The refrigerant circuit also includes three electromagnetic refrigerant valves (SOV1, SOV2, and SOV3), three electronic expansion valves (EXV1, EXV2, and EXV3), and a check valve CV. Each electromagnetic refrigerant valve controls the flow of refrigerant in a branch by opening / closing, and each electronic expansion valve controls the refrigerant flow in its corresponding branch by adjusting its opening degree; when fully closed, it can cut off the flow of that branch.

[0061] The piping connections for each component are as follows: The outlet of the air conditioning compressor COMP is connected to the refrigerant core inlet of the water-cooled condenser i-cond. The refrigerant core outlet of the water-cooled condenser i-cond is divided into multiple branches: SOV3 is connected between the i-cond refrigerant core outlet and the first port of the outdoor heat exchanger OHX; SOV2 is connected between the i-cond refrigerant core outlet and the outlet side of the one-way valve CV. The one-way valve CV conducts unidirectionally from the second port side of the outdoor heat exchanger OHX to the SOV2 side. The inlet side of the one-way valve CV is connected to the second port of the outdoor heat exchanger OHX and the outlet of EXV3, respectively; EXV3 is connected between the i-cond refrigerant core outlet and the inlet side of the one-way valve CV. SOV1 is connected between the first port of the outdoor heat exchanger OHX and the inlet of the collector Accu. EXV1 is located before the inlet of the evaporator Evap, and EXV2 is located before the refrigerant core inlet of the water-cooled evaporator Chiller. The inlet ends of EXV1 and EXV2 are connected to the outlet side of SOV2. The outlet of the evaporator Evap is combined with the refrigerant core outlet of the water-cooled evaporator Chiller and then connected to the inlet of the liquid collector Accu. The outlet of the liquid collector Accu is connected to the inlet of the air conditioning compressor COMP, thus forming a complete refrigerant circulation loop.

[0062] In addition, several sensors are placed at key locations in the refrigerant circuit: an OHX surface temperature sensor T-OHX is placed on the surface of the OHX core of the outdoor heat exchanger to detect its surface temperature and determine the defrosting timing; temperature and pressure sensors p / T are placed at the inlet and outlet of the air conditioning compressor COMP, the refrigerant core outlet of the water-cooled condenser i-cond, the main inlet of EXV1 and EXV2, the outlet of the evaporator Evap, and the refrigerant core outlet of the water-cooled evaporator Chiller, for a total of 6 sensors. The heating management controller performs compressor protection judgment and operation status monitoring.

[0063] warm air waterway

[0064] The heating water circuit includes the heating water pump PUMP-H, the water core of the water-cooled condenser i-cond, the water PTC, the heating water core of the water-to-water heat exchanger C2C, the heating core Heater, and the heating water temperature sensor.

[0065] The connections of each component are as follows: the outlet of the PUMP-H heater core is connected to the inlet of the i-cond water core; the outlet of the i-cond water core is connected to the inlet of the water PTC; the outlet of the water PTC is connected to the inlet of the C2C heater core; the outlet of the C2C heater core is connected to the inlet of the heater core; and the outlet of the heater core is connected to the inlet of the PUMP-H heater core, forming a closed loop. The heater water temperature sensor is located at the inlet of the heater core. The heater core, in conjunction with the blower and mixing damper (hot air damper), dissipates heat to the passenger compartment in heating mode.

[0066] The i-cond's water core absorbs high-temperature condensation heat from the refrigerant circuit during heat pump operation, transferring the heat to the heater core coolant, and then supplying heat to the passenger compartment via the heater core. The water PTC activates to supplement heat when the heat pump's heat is insufficient. C2C is used for heat exchange between the heater core and the battery water circuit, and its operation is controlled by the first three-way valve 3V1.

[0067] Battery Water Circuit

[0068] The battery water circuit includes the battery water pump PUMP-B, battery plate Battery, first three-way valve 3V1, battery water core of water-to-water heat exchanger C2C, water core of water-cooled evaporator Chiller, four-way valve 4V1, third three-way valve 3V3, and two battery water circuit temperature sensors.

[0069] The connections of each component are as follows: The outlet of the battery water pump PUMP-B connects to the inlet of the battery. The outlet of the battery connects to the third interface (3V1-③) of 3V1. The first interface (3V1-①) of 3V1 connects to the outlet of the C2C battery circuit water core, the second interface (3V3-②) of 3V3, and the inlet of the chiller water core. The second interface (3V1-②) of 3V1 connects to the inlet of the C2C battery circuit water core. The outlet of the chiller water core connects to the first interface (4V1-①) of 4V1. The second interface (4V1-②) of 4V1 connects to the first interface (3V3-①) of 3V3. The third interface (3V3-③) of 3V3 connects to the inlet of the battery water pump PUMP-B. Two battery water circuit temperature sensors are located at the inlet and outlet of the battery, respectively.

[0070] Motor water circuit

[0071] The motor water circuit includes the motor water pump PUMP-M, the motor electronic control unit Motor, the second three-way valve 3V2, the motor radiator and fan assembly LTR, and two motor water circuit temperature sensors.

[0072] The connections of each component are as follows: The outlet of the PUMP-M water pump is connected to the inlet of the Motor. The outlet of the Motor is connected to the first interface of the 3V2 converter (3V2-①). The third interface of the 3V2 converter (3V2-③) is connected to the inlet of the LTR converter. The outlet of the LTR converter is connected to the second interface of the 3V2 converter (3V2-②) and the third interface of the 4V1 converter (4V1-③). The fourth interface of the 4V1 converter (4V1-④) is connected to the inlet of the PUMP-M water pump. Two water temperature sensors for the motor water circuit are respectively located at the inlet and outlet of the Motor.

[0073] Operating status of the four-way valve 4V1

[0074] The four-way valve 4V1 has two operating states: parallel and series. In parallel mode, 4V1-① and 4V1-② are connected, and 4V1-④ and 4V1-③ are connected, forming independent circuits for the battery and motor cooling circuits. In series mode, 4V1-① and 4V1-④ are connected, and 4V1-③ and 4V1-② are connected, forming a series circuit for the battery and motor cooling circuits. Waste heat from the motor can be transferred to the battery cooling circuit via 4V1.

[0075] Summary of heat exchange relationships between loops

[0076] In the above architecture, the refrigerant circuit releases heat to the heating element circuit via i-cond and absorbs heat from the battery circuit or motor circuit via the chiller. Selective heat exchange is achieved between the heating element circuit and the battery circuit via C2C and 3V1. The battery circuit and the motor circuit can operate in parallel or series via 4V1. Direct heat exchange connections and isolation mechanisms exist between each circuit, providing the architectural foundation for the system to implement multiple thermal management modes.

[0077] The thermal management system of this invention can realize multiple operating modes, each of which is composed of several basic functional modes. The following sections first describe each basic functional mode in detail, then explain the heat distribution method of the heating water circuit, and finally describe a typical combination mode. It should be noted that the arrows in the schematic diagrams of each mode indicate the direction of refrigerant or coolant flow.

[0078] Basic Function Mode A: Compressor cooling to battery ( Figure 2 )

[0079] This basic function mode is activated when the battery cell temperature is high and rapid cooling is required.

[0080] Please see Figure 2 The air conditioning compressor COMP is on, SOV3 is on, SOV2 and SOV1 are off, EXV1 and EXV3 are both off, and EXV2 is in throttling mode. The battery water pump PUMP-B is on, the 3V3 circuit (3V3-①→3V3-③) is on, and the 3V1 circuit (3V1-③→3V1-①) is on. The four-way valve 4V1 is connected in parallel, and the motor and water circuit are independently controlled.

[0081] Specifically, the refrigerant circulation path is as follows: COMP outlet → i-cond refrigerant core → SOV3 → OHX first port → OHX heat dissipation → OHX second port → one-way valve CV → EXV2 throttling → Chiller refrigerant core evaporation and heat absorption → Accu → COMP inlet.

[0082] Specifically, the battery coolant circulation path is: PUMP-B outlet → Battery → 3V1-③ → 3V1-① → Chiller water core inlet → Chiller water core outlet → 4V1-① → 4V1-② → 3V3-① → 3V3-③ → PUMP-B inlet.

[0083] Heat from the battery's water circuit is absorbed by the refrigerant through the Chiller core, and the refrigerant condenses and dissipates heat into the air within the OHX (heat exchanger). This basic functional mode provides the battery with maximum active cooling capability.

[0084] Basic Function Mode B: LTR heat dissipation for battery ( Figure 3 )

[0085] This basic function mode is activated when the battery cooling demand is moderate and the motor water circuit temperature is lower than the battery water circuit temperature. This basic function mode does not require the air conditioner compressor COMP to be turned on, thus saving compressor power consumption.

[0086] Please see Figure 3 The air conditioner compressor COMP is not working; SOV1, SOV2, and SOV3 are all off; EXV1, EXV2, and EXV3 are all off. The heater pump PUMP-H and water PTC are off. The battery-powered pump PUMP-B and the motor-driven pump PUMP-M are on; the four-way valve 4V1 is connected in series. The 3V1 circuit is open (3V1-③→3V1-①), the 3V2 circuit is open (3V2-①→3V2-③), and the 3V3 circuit is open (3V3-①→3V3-③).

[0087] Specifically, the coolant circulation path is as follows: PUMP-B outlet → Battery → 3V1-③ → 3V1-① → Chiller water core → 4V1-① → 4V1-④ → PUMP-M → Motor → 3V2-① → 3V2-③ → LTR heat dissipation → 4V1-③ → 4V1-② → 3V3-① → 3V3-③ → PUMP-B inlet.

[0088] The battery cooling circuit and the motor cooling circuit are connected in series via 4V1, and the heat from the battery is ultimately dissipated into the air through the LTR.

[0089] Basic Function Mode C: Battery Self-Circulation Heat Dissipation ( Figure 4 )

[0090] This basic function mode is enabled when the battery heat dissipation demand is low, or when it is necessary to balance the temperature of various parts of the battery during the transition between cooling and heating modes.

[0091] Please see Figure 4 The refrigerant circuit is not working, and the heater core circuit is not working. The battery coolant pump (PUMP-B) is on, and the 4V1 four-way valve is connected in parallel. Driven by PUMP-B, the battery coolant flows through the battery in a self-circulating manner. Its heat dissipation is relatively small, primarily used to equalize the temperature of various parts of the battery or maintain temperature stability when heat dissipation requirements are low. The motor coolant circuit is controlled separately.

[0092] Basic Function Mode D: Evaporator cooling for the passenger compartment ( Figure 5 )

[0093] This basic function mode is activated when the crew cabin requires cooling.

[0094] Please see Figure 5 The air conditioner compressor COMP is on, SOV3 is on, SOV1 and SOV2 are off, EXV1 is in throttling mode, and EXV2 and EXV3 are both off.

[0095] Specifically, the refrigerant circulation path is as follows: COMP outlet → i-cond refrigerant core → SOV3 → OHX first port → OHX heat dissipation → OHX second port → one-way valve CV → EXV1 throttling → Evap evaporation and heat absorption → Accu → COMP inlet.

[0096] The heat from the crew compartment is absorbed into the refrigerant via Evap and is eventually dissipated into the air via OHX.

[0097] Basic Function Mode E: Waste heat from the motor directly heats the battery.

[0098] This basic function mode is activated when the motor outlet water temperature is high (not lower than the first preset temperature threshold, such as 35°C) and the battery cell temperature is low (not higher than the battery heating trigger threshold, such as 5°C). This basic function mode does not require turning on the air conditioning compressor COMP and water PTC, achieving near-zero additional energy consumption for battery heating.

[0099] Please see Figure 9 The air conditioner compressor COMP is not working; SOV1, SOV2, and SOV3 are all off; EXV1, EXV2, and EXV3 are all off. The heater pump PUMP-H and water PTC are off. The battery-powered pump PUMP-B and the motor-driven pump PUMP-M are on; the four-way valve 4V1 is connected in series. The 3V1 circuit is open (3V1-③→3V1-①), the 3V2 circuit is open (3V2-①→3V2-②), and the 3V3 circuit is open (3V3-①→3V3-③).

[0100] Specifically, the coolant circulation path is as follows: PUMP-B outlet → Battery → 3V1-③ → 3V1-① → Chiller water core → 4V1-① → 4V1-④ → PUMP-M → Motor → 3V2-① → 3V2-② → 4V1-③ → 4V1-② → 3V3-① → 3V3-③ → PUMP-B inlet.

[0101] The battery cooling circuit and the motor cooling circuit are connected in series via a 4V1 circuit, and the motor's waste heat is directly transferred to the battery through the coolant. Compared to the pure electric heating method that relies on water-based PTC, this significantly reduces the energy consumption of the thermal management system and extends the vehicle's driving range when there is sufficient waste heat from the motor.

[0102] Basic Function Mode F: Air Source Heat Pump Heating ( Figure 11 / 14)

[0103] This basic function mode is activated when the outdoor air temperature is suitable for the heat pump to operate. This basic function mode is one of the core heat sources for passenger compartment heating and battery heating.

[0104] Please see Figure 14The air conditioning compressor COMP is on, SOV1 is on, SOV2 and SOV3 are off, EXV1 and EXV2 are both off, and EXV3 is in throttling mode. The heater pump PUMP-H is on.

[0105] Specifically, the refrigerant circulation path is as follows: COMP outlet → i-cond refrigerant core (releasing heat to the water core) → EXV3 throttling → OHX second port → OHX absorbing heat from air → OHX first port → SOV1 → Accu → COMP inlet.

[0106] i-cond transfers the heat from refrigerant condensation to the coolant in the heater core. The heat from the heater core can then be used to heat the passenger compartment, or transferred via C2C to the battery coolant (depending on the heat distribution method of the heater core, see Part 3 below for details). If the air source heat pump's heating capacity is insufficient, a water-based PTC auxiliary heating system can be activated.

[0107] ii-Basic Function Mode G: Water PTC Heating

[0108] When the heat pump efficiency is insufficient or the conditions for heat pump operation are not met (such as extremely low ambient temperature), this basic function mode is activated as an auxiliary or independent heat source.

[0109] Air conditioning compressor COMP is off. Heater pump PUMP-H and water PTC are on. The coolant circulation path in the heater circuit is: PUMP-H outlet → i-cond water core (no refrigerant heat exchange at this time, only a passageway) → water PTC heating → C2C heater circuit water core → Heater → PUMP-H inlet.

[0110] The water-based PTC directly heats the coolant in the heating system. The heated coolant can then be used to supply heat to the passenger compartment via the Heater, or it can be transferred to the battery cooling system via C2C (depending on the heat distribution method of the heating system, see Part 3 below for details).

[0111] Basic Function Mode H: Heat Pump Heating Based on Motor Waste Heat ( Figure 15 )

[0112] When the motor has residual heat but the temperature is not too high and the heating demand in the passenger compartment is not significant, this basic function mode is activated. In this basic function mode, the residual heat of the motor is used as the heat source for the heat pump evaporation. After the heat quality is improved by the air conditioning compressor COMP, it is transferred to the heating water circuit by i-cond.

[0113] Please see Figure 15The air conditioning compressor COMP is on, SOV1 and SOV3 are off, SOV2 is on, EXV1 and EXV3 are both off, and EXV2 is throttled. The heater pump PUMP-H is on, and the blower is on. The four-way valve 4V1 is connected in series, the motor-driven water pump PUMP-M is on, and the 3V2 circuit (3V2-①→3V2-②) is on. The 3V3 circuit (3V3-①→3V3-②) is on (the battery-powered water pump PUMP-B is not working, and the battery-powered water circuit does not participate in the circulation).

[0114] Specifically, the refrigerant circulation path is: COMP outlet → i-cond refrigerant core (releasing heat to the water core) → SOV2 → EXV2 throttling → Chiller refrigerant core evaporation and heat absorption → Accu → COMP inlet.

[0115] Specifically, the circulation path of the motor coolant (as an evaporative heat source) is as follows: PUMP-M outlet → Motor → 3V2-① → 3V2-② → 4V1-③ → 4V1-② → 3V3-① → 3V3-② → Chiller water core inlet → Chiller water core outlet → 4V1-① → 4V1-④ → PUMP-M inlet.

[0116] Motor coolant flows through the chiller core, transferring waste heat from the motor to the refrigerant as a heat source for evaporation. The refrigerant absorbs heat and evaporates, then is compressed and heated by the COMP compressor before releasing heat into the warm air circuit within the i-cond. Compared to air-source heat pumps, the motor's waste heat temperature is typically higher than the ambient temperature, resulting in a higher evaporation temperature and a better coefficient of performance (COP). If the waste heat is insufficient, a water-based PTC auxiliary heating system can be activated.

[0117] Basic Function Mode I: Motor Residual Heat Defrosting ( Figure 25 )

[0118] When air-source heat pump heating causes frost to form on the OHX surface (the temperature collected by T-OHX is below the defrost trigger threshold, which is typically 0°C), and the motor has residual heat available, this basic function mode is activated. This basic function mode utilizes the motor's residual heat as a defrost heat source, avoiding the heating interruption problem caused by traditional reverse-cycle defrosting.

[0119] Please see Figure 25 The air conditioner compressor COMP remains on, SOV1 and SOV2 are off, SOV3 is on, EXV1 and EXV3 are both off, and EXV2 is in throttling mode. The four-way valve 4V1 is connected in series, the motor and water pump PUMP-M are on, and the 3V2 circuit (3V2-①→3V2-②) is on.

[0120] Specifically, the refrigerant circulation path is as follows: COMP outlet → i-cond refrigerant core → SOV3 → OHX first port → OHX heat dissipation (defrosting) → OHX second port → one-way valve CV → EXV2 throttling → Chiller refrigerant core evaporation and heat absorption → Accu → COMP inlet.

[0121] Specifically, the motor coolant circulation path is the same as the motor coolant path in the basic function mode H.

[0122] Waste heat from the motor is transferred to the refrigerant via the chiller, and the refrigerant carries the heat and dissipates it at the OHX to melt the surface frost. During defrosting, heating of the passenger compartment and / or battery is handled independently by the water PTC (i.e., this basic function mode must be used in conjunction with basic function mode G) to avoid heating interruption during defrosting.

[0123] The heat generated in basic function mode F (air source heat pump heating), basic function mode G (water PTC heating), and basic function mode H (motor waste heat heat pump heating) all flows into the heating water circuit. After the heating water circuit acquires heat, its distribution is controlled by the blower and the first three-way valve 3V1, and it has the following three distribution methods:

[0124] H-Compartment: Provides heating only to the passenger compartment. The blower is on and the hot air damper is fully open, allowing the heater core to dissipate heat into the passenger compartment. The 3V1 circuit (3V1-③→3V1-①) is activated, preventing heat transfer from the heater core to the battery cooling circuit. Suitable for applications where the battery requires no heating and only the passenger compartment needs heating (see [link]). Figure 14 , Figure 15 , Figure 17 ).

[0125] H-Battery: Provides heat only to the battery. With the blower off, the heater core does not dissipate heat to the passenger compartment. When the 3V1 circuit is activated (3V1-③→3V1-②), all heat from the heater core is transferred to the battery cooling circuit via the C2C battery cooling core, heating the battery. Suitable for situations where the passenger compartment has no heating requirement and only the battery needs heating (see [link]). Figure 11 , Figure 13 ).

[0126] H-Battery: Simultaneously supplies heat to both the crew compartment and the battery. The blower is on and the hot air damper is fully open, allowing the heater core to dissipate heat into the crew compartment. Simultaneously, the 3V1 circuit (3V1-③→3V1-②) is activated, transferring some heat from the heater core to the battery cooling circuit via C2C. Suitable for applications where both the crew compartment and battery require heating simultaneously (see [link to product]). Figure 19 , Figure 21 ).

[0127] Therefore, the same basic heating function mode can be combined with different warm air distribution methods to meet different combinations of heating needs. For example, basic function mode F (air source heat pump heating) combined with H-cabin is the original air source heat pump heating mode for the passenger compartment. Figure 14 ), when paired with the H-cell, it becomes the original air-source heat pump mode for heating the battery ( Figure 11 ), when paired with the H-cell, it becomes the original air-source heat pump heating mode for the passenger compartment and battery heating mode ( Figure 19 ).

[0128] Based on the aforementioned basic functional modes and heating distribution methods, the thermal management system of this invention superimposes multiple basic functional modes according to the real-time status of passenger compartment needs, battery thermal management needs, and motor water circuit temperature, achieving richer matching of complex operating conditions. Typical combination modes are listed below.

[0129] Cooling function combination mode

[0130] Combination 1: Simultaneous cooling of the crew cabin and battery ( Figure 6 This mode is a superposition of basic function mode D (evaporator cooling for the passenger compartment) and basic function mode A (compressor cooling for the battery). Please refer to [link / reference]. Figure 6 The air conditioning compressor COMP is on, SOV3 is on, SOV1 and SOV2 are off, EXV1 and EXV2 are throttled simultaneously, and EXV3 is off. The evaporator Evap absorbs heat from the passenger compartment, and the chiller absorbs heat from the battery water circuit. The two refrigerant lines converge before the Accu and return to COMP, while OHX dissipates heat to the air. The battery water pump PUMP-B is operating, the four-way valve 4V1 is connected in parallel, and 3V1 opens the 3V1-③→3V1-① circuit. This mode is suitable for operating conditions in summer when both the passenger compartment and battery require rapid cooling.

[0131] Combination 2: Passenger cabin cooling plus LTR to cool the battery ( Figure 7 This pattern is a superposition of basic function pattern D and basic function pattern B. Please refer to [link / reference]. Figure 7 The air conditioning compressor COMP is on, SOV3 is on, EXV1 is throttled, and EXV2 and EXV3 are off. The evaporator Evap absorbs heat from the passenger compartment and dissipates it through OHX. Simultaneously, the four-way valve 4V1 is connected in series, the battery coolant circuit is connected in series with the motor coolant circuit, and battery heat is dissipated via LTR. This mode is suitable for situations where the passenger compartment requires cooling and the battery cooling demand is moderate.

[0132] Combination 3: Crew cabin cooling plus battery self-circulation ( Figure 8 This pattern is a superposition of basic function pattern D and basic function pattern C. Please refer to [link / reference]. Figure 8The air conditioning compressor COMP starts, and Evap provides cooling to the passenger compartment. A four-way valve (4V1) is connected in parallel, and the battery coolant circuit operates on a self-circulating cooling system. This mode is suitable for situations where battery cooling requirements are low while passenger compartment cooling is necessary.

[0133] Heating function combination mode

[0134] Combination 4: Waste heat from the motor is added to water and a PTC heater to heat the battery. Figure 10 This mode is a superposition of basic function mode E (motor waste heat directly to battery) and basic function mode G (water PTC heating), with the warm air distribution designated as H-battery. Please refer to [link / reference]. Figure 10 The air conditioner compressor COMP is not working. The heater pump PUMP-H and water PTC are on, as are the battery pump PUMP-B and motor pump PUMP-M. The four-way valve 4V1 is connected in series. The 3V1 circuit (3V1-③→3V1-②) is activated, and the 3V2 circuit (3V2-①→3V2-②) is activated. The motor water circuit, battery water circuit, and heater water circuit are connected in series, and the heat from the water PTC and the motor together heats the battery. This mode is suitable for situations in winter where the residual heat from the motor is insufficient to heat the battery alone and the heat pump efficiency is poor.

[0135] Combination 5: Waste heat from the motor plus an air source heat pump to heat the battery ( Figure 12 This mode is a superposition of basic function mode E and basic function mode F, with warm air allocation as pool H. Please refer to [link / reference]. Figure 12 The air conditioning compressor COMP is on, SOV1 is on, and EXV3 is throttled. The heater pump PUMP-H is on, and the blower is off. The four-way valve 4V1 is connected in series, the motor pump PUMP-M is on, and the 3V2 circuit (3V2-①→3V2-②) is on. The 3V1 circuit (3V1-③→3V1-②) is on. Waste heat from the motor is transferred to the battery coolant circuit via the 4V1 series valve. Simultaneously, the air source heat pump releases heat to the heater coolant circuit via the i-cond. The heat from the heater coolant circuit is transferred to the battery coolant circuit via C2C, and the two heat sources work together to heat the battery. If the heat is insufficient, the water PTC auxiliary heating can be activated.

[0136] Combination 6: Waste heat from the motor plus an air source heat pump to heat the passenger compartment ( Figure 16 This mode is a superposition of basic function mode H (motor waste heat heat pump heating) and basic function mode F, with warm air distribution in compartment H. Please refer to [link / reference]. Figure 16The air conditioning compressor COMP is on, SOV1 and SOV2 are on, SOV3 is off, EXV1 is off, and EXV2 and EXV3 are throttled. On one hand, the chiller absorbs heat from the motor water circuit (basic function mode H), and on the other hand, OHX absorbs heat from the air (basic function mode F). Both evaporative heat sources simultaneously provide condensation heat to the i-cond, and the heat from the warm air water circuit is supplied to the passenger compartment via the Heater. This mode is suitable for situations where the passenger compartment has a high heating demand. If the heating capacity is insufficient, the water-based PTC auxiliary heating can be activated.

[0137] Combination 7: Waste heat from the motor heats the battery and crew compartment. Figure 18 This mode is an extended application of the basic functional mode E, with warm air allocation as H-cell. Please refer to [link / reference]. Figure 18 The air conditioning compressor COMP is off. The heater pump PUMP-H is on, the blower is on, and the hot air damper is fully open. The battery pump PUMP-B and the motor pump PUMP-M are on, and the four-way valve 4V1 is connected in series. The 3V1 circuit (3V1-③→3V1-②) is activated, and the 3V2 circuit (3V2-①→3V2-②) is activated. Waste heat from the motor is transferred to the battery water circuit via 4V1, and then to the heater water circuit via 3V1, simultaneously dissipating heat to the heater and supplying heat to the battery via C2C. If the waste heat is insufficient, the water PTC auxiliary heating can be activated.

[0138] Combination 8: Waste heat from the motor plus an air source heat pump supplies heat to the passenger compartment and battery. Figure 20 This mode is a superposition of basic functional mode E and basic functional mode F, with warm air distribution to the H-cell. Please refer to [link / reference]. Figure 20 Based on the fifth combination, the blower is turned on and the hot air damper is fully open. The heat from the warm air water circuit is simultaneously dissipated to the passenger compartment via the Heater and transferred to the battery water circuit via C2C. The waste heat from the motor and the heat from the air source heat pump jointly serve the passenger compartment and the battery.

[0139] Waste heat recovery function combination mode

[0140] Combination Nine: Waste heat from the battery plus an air-source heat pump to heat the passenger compartment ( Figure 22 This mode uses battery waste heat as one of the heat sources for the heat pump evaporation, combined with an air source heat pump (basic function mode F), with warm air distributed in the H-compartment. Please refer to [link / reference]. Figure 22The air conditioning compressor COMP is on, SOV1 and SOV2 are on, SOV3 is off, EXV1 is off, and EXV2 and EXV3 are throttled. OHX absorbs heat from the air, and the chiller absorbs waste heat from the battery water circuit. The two evaporative heat sources converge at COMP and then release heat to the warm air water circuit via i-cond. The warm air water pump PUMP-H is on, the blower is on, and the hot air damper is fully open. The battery water pump PUMP-B is on, and the 3V1 circuit (3V1-③→3V1-①) is activated. The four-way valve 4V1 is connected in parallel, and the motor water circuit is independently controlled. This mode fully utilizes the battery's own waste heat as a heat pump evaporative heat source, providing heating for the passenger compartment while simultaneously cooling the battery.

[0141] Combination 10: Residual heat from the crew compartment is used to heat the battery. Figure 23 This model cleverly recovers and utilizes the condensation heat generated during the crew cabin cooling process. Please refer to [link / reference]. Figure 23 The air conditioning compressor COMP is on, SOV3 is on, SOV1 and SOV2 are off, EXV1 is throttled, and EXV2 and EXV3 are completely off. Evap absorbs heat from the passenger compartment (cooling function of basic mode D), and the refrigerant releases heat to the heating water circuit via i-cond. The remaining heat is dissipated via OHX. The heating water pump PUMP-H is on, the mixing damper is in a fully cooled state (the heating core does not dissipate heat to the passenger compartment), 3V1 is on the 3V1-③→3V1-② circuit, and the condensation heat from the heating water circuit is transferred to the battery water circuit via C2C to heat the battery. The four-way valve 4V1 is connected in parallel, and the motor water circuit is independently controlled. This mode utilizes the byproduct (condensation heat) of passenger compartment cooling to heat the battery without increasing additional energy consumption, and is suitable for transitional season conditions where the passenger compartment needs cooling and the battery needs heating.

[0142] Combination 11: Waste heat from the motor and crew cabin is used to heat the battery. Figure 24 This mode is a superposition of Combination Ten and Basic Function Mode E. Please refer to [link / reference]. Figure 24 Based on the combination of valve 10, the four-way valve 4V1 switches to series mode, the motor water pump PUMP-M is turned on, and the 3V2 circuit (3V2-①→3V2-②) is activated. The motor's waste heat is transferred to the battery water circuit via 4V1. The waste heat from the crew compartment and the motor together heats the battery.

[0143] Frosting function combination mode

[0144] Combination 12: Waste heat from the motor defrosts and adds water to the PTC heater for heating the passenger compartment. Figure 25This mode is a superposition of Basic Function Mode I (motor waste heat defrosting) and Basic Function Mode G (water PTC heating), with warm air distributed to the H-compartment. Basic Function Mode I utilizes motor waste heat via the chiller to transfer it to the refrigerant circuit for OHX defrosting. In Basic Function Mode G, the water PTC temporarily and independently heats the passenger compartment during defrosting. For detailed component status and flow paths, please refer to the description of Basic Function Mode I.

[0145] Combination 13: Defrosting with residual heat from the motor, adding water, and using a PTC heater to heat the passenger compartment and battery. Figure 26 This mode is a superposition of basic function mode I and basic function mode G, with warm air distribution to the H-cell. Please refer to [link / reference]. Figure 26 Based on the twelve-unit configuration, the battery water pump PUMP-B operates, activating the 3V1-③→3V1-② circuit and the 3V3-①→3V3-③ circuit. During defrosting, the water PTC temporarily provides independent heating to the crew compartment and battery.

[0146] In summary, the thermal management system of the present invention, through the flexible combination of nine basic functional modes and the three heat distribution methods of the warm air water circuit (H-chamber, H-pool, H-chamber-pool), can cover all 25 typical working modes mentioned above, and can be further expanded to more subdivided working modes according to different combinations of cold and heat sources.

[0147] Table 1 summarizes the correspondence between 25 typical modes and basic functional modes.

[0148] Table 1

[0149]

[0150] The switching between the above modes is determined based on the following parameters: battery coolant temperature sensor readings, motor coolant temperature sensor readings, heater core coolant temperature sensor readings, OHX surface temperature sensor readings (T-OHX), refrigerant circuit temperature and pressure sensor readings (p / T), passenger compartment cooling / heating demand signals, and battery thermal management demand signals. The thermal management controller first determines whether the activation conditions for each basic function mode are met based on these signals, then determines the heat distribution method for the heater core coolant system based on the simultaneous demands of the passenger compartment and battery, thereby automatically selecting the optimal combination of basic function modes. Specific switching conditions and temperature thresholds can be optimized based on bench testing and real-vehicle calibration.

[0151] 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 vehicle thermal management system based on heat pump air conditioning, characterized in that, This includes the refrigerant circuit, the heating water circuit, the battery water circuit, and the motor water circuit; The refrigerant circuit includes an air conditioning compressor, a water-cooled condenser, an outdoor heat exchanger, an evaporator, a water-cooled evaporator, and a liquid collector; the water-cooled condenser includes a refrigerant core and a water core, and the water-cooled evaporator includes a refrigerant core and a water core; the outlet of the air conditioning compressor is connected to the inlet of the refrigerant core of the water-cooled condenser, the outlet of the refrigerant core of the water-cooled condenser is connected to the branch circuit where the outdoor heat exchanger and the evaporator are located, respectively, and the outlet of the evaporator and the outlet of the refrigerant core of the water-cooled evaporator are combined and then connected to the inlet of the air conditioning compressor via the liquid collector; In the warm air water circuit, the water core of the water-cooled condenser, the water PTC, the warm air water core of the water-water heat exchanger, and the warm air core are connected in series to form a loop; The water-to-water heat exchanger also includes a battery circuit water core; the battery circuit includes a battery plate and a first three-way valve, the outlet of the battery plate is connected to the third port of the first three-way valve, the first port of the first three-way valve is connected to the outlet of the battery circuit water core of the water-to-water heat exchanger and the inlet of the water core of the water-cooled evaporator, and the second port of the first three-way valve is connected to the inlet of the battery circuit water core of the water-to-water heat exchanger. A four-way valve is provided between the battery water circuit and the motor water circuit. The first port of the four-way valve is connected to the outlet of the water core of the water-cooled evaporator, the second port of the four-way valve is connected to the loop side of the battery water circuit, the third port of the four-way valve is connected to the outlet of the motor radiator, and the fourth port of the four-way valve is connected to the loop side of the motor water circuit. The motor water circuit includes the motor control system and the motor radiator.

2. The vehicle thermal management system based on heat pump air conditioning according to claim 1, characterized in that, The refrigerant circuit also includes a first electromagnetic refrigerant valve, a second electromagnetic refrigerant valve, a third electromagnetic refrigerant valve, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, and a check valve; The third electromagnetic refrigerant valve is connected between the refrigerant core outlet of the water-cooled condenser and the first port of the outdoor heat exchanger; the first electromagnetic refrigerant valve is connected between the first port of the outdoor heat exchanger and the inlet of the liquid collector. The second electromagnetic refrigerant valve is connected between the refrigerant core outlet of the water-cooled condenser and the outlet side of the one-way valve. The one-way valve is unidirectionally directed from the second port side of the outdoor heat exchanger to the second electromagnetic refrigerant valve side. The inlet side of the one-way valve is connected to the second port of the outdoor heat exchanger and the outlet of the third electronic expansion valve, respectively. The first electronic expansion valve is located before the inlet of the evaporator, the second electronic expansion valve is located before the refrigerant core inlet of the water-cooled evaporator, and the third electronic expansion valve is connected between the refrigerant core outlet of the water-cooled condenser and the inlet side of the one-way valve.

3. The vehicle thermal management system based on heat pump air conditioning according to claim 1, characterized in that, The battery water circuit also includes a third three-way valve. The second port of the four-way valve is connected to the loop side of the battery water circuit via the third three-way valve. The second port of the third three-way valve is connected to the inlet of the water core of the water-cooled evaporator and the first port of the first three-way valve. The third port of the third three-way valve is connected to the inlet side of the battery water pump in the battery water circuit. The motor water circuit also includes a second three-way valve. The outlet of the motor control is connected to the first port of the second three-way valve, the third port of the second three-way valve is connected to the inlet of the motor radiator, and the second port of the second three-way valve is connected to the outlet of the motor radiator and the third port of the four-way valve.

4. The vehicle thermal management system based on heat pump air conditioning according to claim 2, characterized in that, The four-way valve has both parallel and series configurations. In the parallel state, the first port of the four-way valve is connected to the second port, the fourth port of the four-way valve is connected to the third port, and the battery water circuit and the motor water circuit each form an independent circuit. In the series connection state, the first port of the four-way valve is connected to the fourth port, the third port of the four-way valve is connected to the second port, the battery water circuit and the motor water circuit form a series loop, and the heat of the motor electronic control is transferred to the battery water circuit through the four-way valve.

5. The vehicle thermal management system based on heat pump air conditioning according to claim 1, characterized in that, The refrigerant circuit also includes a surface temperature sensor disposed on the surface of the outdoor heat exchanger core, and temperature and pressure sensors disposed at the inlet and outlet of the air conditioning compressor, the refrigerant core outlet of the water-cooled condenser, the outlet of the evaporator, and the refrigerant core outlet of the water-cooled evaporator.

6. The vehicle thermal management system based on heat pump air conditioning according to any one of claims 1 to 5, characterized in that, The heating water circuit also includes a heating water pump, the battery water circuit also includes a battery water pump, and the motor water circuit also includes a motor water pump.

7. A control method for a vehicle thermal management system based on any one of claims 1 to 6, characterized in that, The vehicle thermal management system selectively switches operating modes based on passenger compartment requirements, battery thermal management requirements, and motor water circuit temperature; the operating modes include at least: In a cooling mode, the refrigerant circuit dissipates heat to the outside via the outdoor heat exchanger and absorbs heat from the battery water circuit via the water-cooled evaporator and / or from the passenger compartment via the evaporator. In the air source heat pump heating mode, the refrigerant circuit absorbs heat from the outdoor air via the outdoor heat exchanger and releases heat to the warm air water circuit via the water-cooled condenser. In the motor waste heat utilization mode, the four-way valve is in series, and the heat from the motor's electronic control is transferred to the battery panel through the battery water circuit.

8. The control method according to claim 7, characterized in that, The operating mode also includes a heating mode from the warm air water circuit to the battery: the water-cooled condenser releases heat to the warm air water circuit, the blower is turned off, the first three-way valve is switched to connect the third interface with the second interface, and the heat from the warm air water circuit is transferred to the battery water circuit via the water-to-water heat exchanger to heat the battery panel.

9. The control method according to claim 7, characterized in that, The operating mode also includes a motor waste heat defrosting mode: the water-cooled evaporator absorbs heat from the motor water circuit, the refrigerant circuit dissipates heat to the outside via the outdoor heat exchanger to defrost, and at the same time the water PTC independently supplies heat to the passenger compartment and / or the battery panel.

10. A pure electric heavy-duty truck, characterized in that, The vehicle thermal management system includes any one of claims 1 to 6 based on a heat pump air conditioner.

Images