Air mixing type vehicle thermal management system, method, controller and new energy vehicle

Abstract

The application discloses a mixed air type vehicle thermal management system, method, controller and new energy vehicle, and relates to the technical field of new energy vehicles. The system comprises a heat pump circulation loop and an air treatment circulation loop; wherein the heat pump circulation loop is provided with a flow direction switching device for switching the flow direction of the refrigerant output by the compressor, so that the first indoor heat exchange unit selectively operates as a condenser or an evaporator; the air treatment circulation loop is provided with multiple air valves for adjusting the air flow through each air duct, so that the air treatment circulation loop guides the first air to flow through the first indoor heat exchange unit for heat exchange, and the first air after completing the heat exchange and at least one second air introduced at the same time converge in a mechanical mixing area to form mixed air sent into the passenger cabin. The problems of complex system, high cost and low energy utilization rate caused by independent control of multiple loops in the thermal management system are solved.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and more specifically, to a hybrid air vehicle thermal management system, method, controller, and new energy vehicle. Background Technology

[0002] As new energy vehicles continue to demand higher energy efficiency and passenger cabin comfort, vehicle thermal management systems need to provide precise temperature and humidity control for the passenger cabin while ensuring the efficient operation of components such as batteries and motors. Especially under cooling and dehumidification conditions, the system must not only cool and dehumidify the air, but also adjust the treated air to a suitable supply air temperature, which places higher demands on the integration and energy utilization efficiency of the thermal management system.

[0003] In related technologies, to meet the cooling and heating needs of the passenger compartment, a thermal management system with independently operating cooling and heating heat exchangers is typically used to regulate the temperature and humidity of the passenger compartment. This multi-loop, independently controlled thermal management system is complex in structure and expensive. Furthermore, when this thermal management system operates in dehumidification mode, the cooling heat exchanger must first cool and dehumidify the air flowing through it, and then the heating heat exchanger or an additional PTC electric heater must reheat the dehumidified, low-temperature air to reach the target supply air temperature, resulting in energy waste. Summary of the Invention

[0004] In view of this, the embodiments of this application aim to provide a thermal management system, method, controller and new energy vehicle for hybrid electric vehicles, so as to solve the problems of system complexity, high cost and low energy utilization caused by the use of multi-loop independent control in thermal management systems.

[0005] In a first aspect, the present invention provides a hybrid air vehicle thermal management system, comprising: a heat pump circulation loop and an air handling circulation loop; The heat pump circulation loop includes a compressor, a flow direction switching device, a first indoor heat exchange unit, an outdoor heat exchanger, and a throttling device; wherein, the flow direction switching device is used to switch the flow direction of the refrigerant output by the compressor so that the first indoor heat exchange unit can selectively operate as a condenser or an evaporator; The air handling circulation loop includes multiple air ducts for introducing air from different sources, and multiple air valves disposed in the air ducts; wherein, the multiple air valves are used to adjust the air flow through each of the air ducts, so that the air handling circulation loop guides the first air to flow through the first indoor heat exchange unit for heat exchange, and the first air after heat exchange is combined with at least one second air introduced at the same time in the mechanical mixing area to form mixed air that is sent into the passenger compartment.

[0006] In one possible implementation, the mechanical mixing area is a mixing structure located inside the air handling circulation loop and in an air duct upstream of the passenger compartment, used to mix air from different paths before supplying air to the passenger compartment.

[0007] In one possible implementation, it further includes: an external air-cooled heat exchanger; The refrigerant water circuit of the outdoor air-cooled heat exchanger is connected in series with the refrigerant water circuit of the outdoor heat exchanger and the refrigerant water circuit of the motor to form the cooling circulation loop of the motor; the air side of the outdoor air-cooled heat exchanger is located on the air intake path of the outdoor air.

[0008] In one possible implementation, it also includes: an outdoor fan and a passenger compartment fan; The outdoor fan is used to assist the outdoor air-cooled heat exchanger in dissipating heat. The passenger compartment fan is used to drive air through the first indoor heat exchange unit.

[0009] In one possible implementation, it further includes: a controller; The controller is used to acquire the temperature and humidity information of the target air and the desired temperature and humidity of the passenger compartment, and to control the opening degree of multiple air valves and / or the wind speed of the outdoor fan and the passenger compartment fan based on the temperature and humidity information of the target air and the desired temperature and humidity, so as to dynamically control the mixing ratio of hot and cold air; the target air includes: outdoor air, passenger compartment return air, passenger compartment air and outdoor air after passing through the outdoor air-cooled heat exchanger.

[0010] In one possible implementation, the heat pump circulation loop further includes a second indoor heat exchange unit connected in parallel with the first indoor heat exchange unit; The throttling device includes a first electronic expansion valve and a second electronic expansion valve connected in parallel. The first electronic expansion valve is used to supply liquid to the first indoor heat exchange unit, and the second electronic expansion valve is used to supply liquid to the second indoor heat exchange unit. The refrigerant water circuit of the second indoor heat exchange unit is connected to the refrigerant water circuit of the battery cold plate.

[0011] In one possible implementation, it also includes: a water valve; The water valve is used to connect the refrigerant water circuit of the outdoor heat exchanger to the refrigerant water circuit of the battery cold plate when it is opened.

[0012] Secondly, the present invention provides a mixed-air vehicle thermal management method, comprising: The flow direction switching device in the heat pump cycle loop controls the flow direction of the refrigerant output from the compressor, so that the first indoor heat exchange unit in the heat pump cycle loop can selectively operate as a condenser or an evaporator. Multiple air valves installed in multiple air ducts in the air handling circulation loop are adjusted to control the air flow through each air duct, guide the first air to flow through the first indoor heat exchange unit for heat exchange, and at least one second air is introduced at the same time, so that the first air and the second air after heat exchange are combined in the mechanical mixing area to form mixed air and sent into the passenger compartment.

[0013] Thirdly, the present invention provides a controller for controlling the hybrid air vehicle thermal management system provided in the first aspect of the present invention; the controller includes: The input interface is used to obtain the temperature and humidity information of the target air and the desired temperature and humidity of the crew cabin. The target air includes: outdoor air, crew cabin return air and outdoor air after passing through the outdoor air cooling heat exchanger. The processor is configured to determine the mixing ratio of hot and cold air based on the temperature and humidity information of the target air and the desired temperature and humidity, and to generate adjustment instructions. The output interface is used to control the opening degree of multiple air valves and / or the wind speed of the outdoor fan and the passenger compartment fan of the mixed-air vehicle thermal management system based on the adjustment command, so that after the first air flows through the first indoor heat exchange unit for heat exchange, it merges with at least one second air introduced at the same time in the mechanical mixing area to form mixed air that meets the desired temperature and humidity.

[0014] Fourthly, the present invention provides a new energy vehicle, the new energy vehicle including a vehicle body and a hybrid vehicle thermal management system provided in the first aspect of the present invention.

[0015] The mixed-air vehicle thermal management system provided by this invention, by setting a flow direction switching device to switch the flow direction of the refrigerant output from the compressor, allows the first indoor heat exchange unit to selectively operate as a condenser or evaporator. This integrates the cooling and heating functions, which traditional systems require two separate heat exchangers, into a single indoor heat exchange unit. In other words, by utilizing the forward and reverse circulation characteristics of a heat pump, the multiple heat exchangers required in the traditional system are replaced, effectively reducing the number of heat exchangers needed on the passenger compartment side, lowering system complexity and weight, and saving cost and space. Simultaneously, through a multi-duct air handling circulation controlled by multiple air valves, the first stream of air after heat exchange in the first indoor heat exchange unit is mixed with at least one second stream of air in a mechanical mixing zone. This achieves the mixing of air with different temperatures and humidity levels, allowing direct regulation of the temperature and humidity of the air delivered to the passenger compartment. This avoids the redundant steps of separate heating or cooling required in traditional solutions, improving energy utilization efficiency. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0017] Figure 1 The diagram shown is a system architecture diagram of an application example of a hybrid air vehicle thermal management system provided by an embodiment of the present invention.

[0018] Figure 2 The diagram shown is a flowchart of a mixed-air vehicle thermal management method provided by an embodiment of the present invention.

[0019] Figure 3 The diagram shown is a structural diagram of a controller provided in an embodiment of the present invention.

[0020] Figure 4 The diagram shown is a structural schematic of an electronic device provided in an embodiment of the present invention.

[0021] Figure label: 1: Compressor; 2: Flow direction switching device; 3: First indoor heat exchange unit; 4: Second indoor heat exchange unit; 5: Condenser; 6: First electronic expansion valve; 7: Second electronic expansion valve; 8: Outdoor air-cooled heat exchanger; 9: Motor; 10: First water pump; 11: Battery cold plate; 12: Second water pump; 13: First water valve; 14: Second water valve; 15: Passenger compartment fan; 16: Outdoor fan; 17: First air valve; 18: Second air valve; 19: Third air valve; 20: Fourth air valve; 21: Fifth air valve; 22: Sixth air valve. Detailed Implementation

[0022] Unless otherwise defined, the technical or scientific terms used in the embodiments of this specification shall have the ordinary meaning understood by one of ordinary skill in the art to which this specification pertains. The terms "first," "second," and similar terms used in the embodiments of this specification do not indicate any order, quantity, or importance, but are merely used to avoid confusion of constituent elements.

[0023] Unless the context otherwise requires, throughout this specification, "a plurality of" means "at least two," and "including" is interpreted as open-ended or encompassing, that is, "including, but not limited to." In the description of this specification, terms such as "one embodiment," "some embodiments," "exemplary embodiment," "example," "specific example," or "some examples" are intended to indicate that a particular feature, structure, material, or characteristic associated with that embodiment or example is included in at least one embodiment or example of this specification. The illustrative representations of the above terms do not necessarily refer to the same embodiment or example.

[0024] The technical solutions in the embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this specification, and not all embodiments. Based on the embodiments in this specification, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this specification.

[0025] Understandably, in vehicle thermal management systems, to regulate the temperature and humidity environment within the passenger compartment, a common approach is to install separate heater cores for heating and evaporator cores for cooling within the air conditioning unit. Specifically, this approach arranges two heat exchangers in series or parallel along the airflow path, allowing air to be cooled and dehumidified as it flows through the evaporator, and then heated as it flows through the heater. The basic logic is that by using two independent heat exchange units for cooling and heating, respectively, the functions of cooling and heating are handled, thus regulating the supply air temperature. This configuration is widely adopted primarily because it clearly separates the heating and cooling functions physically, resulting in a relatively direct control logic and enabling basic air temperature and humidity regulation.

[0026] However, when this solution is applied to the thermal management of new energy vehicles, which require consideration of overall vehicle energy consumption, system complexity, and efficient operation under multiple conditions, its performance is less than ideal. A fundamental problem is that, in order to achieve separate processing of air temperature and humidity, the inherent design structure of this solution requires at least two independent and single-function heat exchangers. This inevitably leads to a large number of system components and complex connections for refrigerant and chilled water piping, and to some extent limits the system's ability to utilize energy of different grades in a tiered manner. For example, in dehumidification conditions, the air must first be overcooled by the evaporator to remove moisture, and then reheated by the heater to the target supply air temperature. This process causes energy compensation losses due to the cooling and reheating process, and results in a large lateral dimension and volume of the air conditioning unit, which is not conducive to the layout of the front compartment of the vehicle.

[0027] This invention aims to solve the aforementioned problems by combining the indoor heat exchange unit on the passenger compartment side of the heat pump circulation loop with a flow direction switching device capable of switching the direction of refrigerant flow output from the compressor. This allows the indoor heat exchange unit to operate as an evaporator in cooling mode and as a condenser in heating mode, thus replacing two separate heat exchangers with single functions. Simultaneously, an air handling circulation loop regulated by multiple air valves is constructed, enabling the first stream of air, after heat exchange in the first indoor heat exchange unit, to mix with at least one stream of second air introduced simultaneously in a specific mechanical mixing zone, thereby forming mixed air that is delivered into the passenger compartment. The embodiments of this disclosure solve the problems of redundant heat exchangers on the passenger compartment side and insufficient energy utilization, achieving the technical effects of reducing the number of system components, compressing the space occupied by the air conditioning unit, and improving energy utilization efficiency.

[0028] Based on the above, see Figure 1 This is a schematic diagram of the system architecture of an application example of a hybrid air vehicle thermal management system according to an embodiment of the present invention. Figure 1 This paper illustrates a typical implementation environment of the thermal management system, which mainly includes a heat pump circulation loop, a chilled water circulation loop, an air handling circulation loop, and related control components.

[0029] like Figure 1 As shown, in the heat pump cycle loop, the discharge port of compressor 1 is connected to the first interface of flow direction switching device 2. The second interface of flow direction switching device 2 is connected to a refrigerant passage interface of condenser 5, which is used as an outdoor heat exchanger. The third interface of flow direction switching device 2 is connected to the convergence point of the first interfaces of the first indoor heat exchange unit 3 and the second indoor heat exchange unit 4. The fourth interface of flow direction switching device 2 is connected to the suction port of compressor 1. The throttling device includes a first electronic expansion valve 6 and a second electronic expansion valve 7. The other refrigerant passage interface of condenser 5 is connected to the second interfaces of the first indoor heat exchange unit 3 and the second indoor heat exchange unit 4 via the first electronic expansion valve 6 and the second electronic expansion valve 7, respectively. The first electronic expansion valve 6 is connected in series in the refrigerant circuit leading to the first indoor heat exchange unit 3, and the second electronic expansion valve 7 is connected in series in the refrigerant circuit leading to the second indoor heat exchange unit 4, forming two parallel liquid supply branches.

[0030] In the refrigerant water circulation loop, the refrigerant water circuits of the outdoor air-cooled heat exchanger 8, the condenser 5, and the motor 9 are connected in series via pipelines, and the refrigerant water flows in the loop driven by the first water pump 10. The refrigerant water circuit of the battery cooling plate 11 is connected to the refrigerant water circuit of the second indoor heat exchange unit 4 via the second water pump 12, forming another independently controllable refrigerant water circulation branch. The first water valve 13 and the second water valve 14 allow the refrigerant water circuit of the condenser 5 to be connected to the refrigerant water circuit of the battery cooling plate 11 in a controlled manner.

[0031] The air handling circulation loop is formed by multiple ducts creating an airflow path. The inlet end includes an outdoor air inlet for introducing outdoor air and a passenger compartment return air inlet for introducing passenger compartment return air. The outlet end is a passenger compartment air outlet leading to the passenger compartment. A first indoor heat exchange unit 3 and a second indoor heat exchange unit 4 are installed within the ducts, with the first indoor heat exchange unit 3 located in the main air handling duct. A passenger compartment fan 15 is installed within the duct to drive airflow through the first indoor heat exchange unit 3. An outdoor fan 16 is located near the outdoor air-cooled heat exchanger 8 to drive outdoor airflow through the air side of the outdoor air-cooled heat exchanger 8. Multiple air valves are arranged within the ducts, including a first air valve 17, a second air valve 18, a third air valve 19, a fourth air valve 20, a fifth air valve 21, and a sixth air valve 22. Each of these air valves corresponds to a different duct interface or bypass passage. For example: Figure 1 As shown, outdoor air can be directed to the mixing area upstream of the passenger compartment fan 15 via the fifth air valve 21, and passenger compartment return air can also be directed to the mixing area upstream of the passenger compartment fan 15 via the sixth air valve 22. Outdoor air heated by the external air-cooled heat exchanger 8 can be directed to the mechanical mixing area in front of the passenger compartment via the fourth air valve 20.

[0032] As the data acquisition and command generation center in this implementation environment, the controller's input interface is configured to receive parameter signals collected by various sensors in the thermal management system, such as, but not limited to, outdoor air temperature and humidity, passenger compartment return air temperature and humidity, air temperature and humidity after flowing through the outdoor air-cooled heat exchanger 8, and passenger compartment interior temperature and humidity. The controller's output interface is connected to the opening actuators of each air valve, the speed controller of the outdoor fan 16, the speed controller of the passenger compartment fan 15, the operation controllers of each water pump, and the switching actuators of each water valve, thus forming a complete control signal transmission link.

[0033] It should be noted that, Figure 1 The specific shape of the air duct, the number of air valves, and their location shown are merely illustrative examples and are not intended to limit the scope of protection of this invention. The core of this invention lies in proposing an architecture that achieves precise temperature and humidity control by mechanically mixing air flowing through a reusable heat exchange unit with one or more other air streams through air valve adjustment. Based on the platform space, air conditioning unit structure, and cost requirements of different vehicle models, multiple air ducts can be adaptively modified in shape and their merging / splitting designs can be implemented; no specific limitations are made here.

[0034] Reference Figure 1 This embodiment provides a hybrid air vehicle thermal management system. By integrating a heat pump circulation loop and an air handling circulation loop, the system simplifies the configuration of the heat exchanger on the passenger compartment side while achieving precise control of the temperature and humidity environment inside the passenger compartment.

[0035] In this embodiment, the hybrid air vehicle thermal management system includes: a heat pump circulation loop and an air handling circulation loop; like Figure 1 As shown, the heat pump circulation loop includes a compressor 1, a flow direction switching device 2, a first indoor heat exchange unit 3, and an outdoor heat exchanger ( Figure 1 The condenser 5) and the throttling device; wherein, the flow direction switching device 2 is used to switch the flow direction of the refrigerant output by the compressor 1 so that the first indoor heat exchange unit 3 can selectively operate as a condenser or an evaporator; The air handling circulation loop includes multiple air ducts for introducing air from different sources, and multiple air valves installed in the air ducts; wherein, the multiple air valves are used to regulate the air flow through each air duct, so that the air handling circulation loop guides the first air to flow through the first indoor heat exchange unit 3 for heat exchange, and the first air after heat exchange is combined with at least one second air introduced at the same time in the mechanical mixing area to form mixed air that is sent into the passenger compartment.

[0036] Specifically, the flow switching device requires at least four interfaces to connect to the compressor's exhaust port and suction port, as well as the first indoor heat exchange unit and the outdoor heat exchanger. Then, by switching the internal valve block, it changes the connection relationship between the compressor's exhaust port and suction port and the first indoor heat exchange unit and the outdoor heat exchanger. That is, by switching the flow direction of the refrigerant output from the compressor, the first indoor heat exchange unit can selectively operate as a condenser or an evaporator.

[0037] Specifically, the flow direction switching device can use a four-way reversing valve, or a combination of a three-way reversing valve and a one-way valve, or a combination of a two-way expansion valve and other valves to achieve its function of switching the refrigerant flow direction, and no specific restrictions are made here.

[0038] For example, taking a four-way reversing valve as an example of a flow direction switching device, in cooling or dehumidification mode, the four-way reversing valve causes the high-temperature, high-pressure gaseous refrigerant discharged from the compressor to first enter the condenser, which serves as the outdoor heat exchanger, for condensation and heat release. Then, the liquid refrigerant, after being throttled and depressurized by the throttling device, flows into the first indoor heat exchange unit for evaporation and heat absorption. At this time, the first indoor heat exchange unit functions as an evaporator. In heating mode, the four-way reversing valve reverses the refrigerant flow direction. The high-temperature, high-pressure gaseous refrigerant discharged from the compressor first enters the first indoor heat exchange unit for condensation and heat release, thus making it function as a condenser, while the outdoor heat exchanger switches to evaporator to absorb heat from the external environment. Through this design, only one first indoor heat exchange unit needs to be configured on the passenger compartment side to simultaneously meet the cooling and heating needs of the passenger compartment, solving the problems of system complexity and high cost caused by the need for two separate heat exchangers for cooling and heating in related technologies.

[0039] Furthermore, this embodiment achieves independent regulation of the temperature and humidity of the air supplied to the passenger compartment by setting up an air handling circulation loop. This air handling circulation loop includes multiple air ducts for introducing air from different sources, and multiple air valves disposed within these air ducts. An air duct refers to an airflow path formed by pipes or a housing; its inlet end may include an outside air inlet for introducing fresh outdoor air and a passenger compartment return air inlet for introducing recirculated air from inside the passenger compartment; its outlet end is a passenger compartment air outlet leading to the passenger compartment. Multiple air valves, for example... Figure 1 The first air valve 17, the second air valve 18, the third air valve 19, the fourth air valve 20, the fifth air valve 21 and the sixth air valve 22 shown are respectively deployed on different air duct branch nodes.

[0040] It is understood that the air valve provided in this embodiment can be any kind of controllable air passage regulating device, such as a blade damper, slide valve damper or diaphragm damper driven by a stepper motor, etc., and no specific limitation is made here.

[0041] Specifically, through the coordinated action of multiple air valves, the air handling circulation loop can guide the first airflow through the first indoor heat exchange unit for heat exchange, and the first airflow after heat exchange is combined with at least one second airflow introduced at the same time in the mechanical mixing area to form mixed air that is sent into the passenger compartment.

[0042] Specifically, the first airflow can be formed by mixing passenger cabin return air and outside air in a certain proportion before flowing through the first indoor heat exchange unit. As one implementation, when the system operates in dehumidification mode, the return air from the passenger cabin mixes with some fresh outdoor air and, driven by the passenger cabin fan, is forced to flow through the first indoor heat exchange unit, which operates as an evaporator. During this flow through the first indoor heat exchange unit, water vapor in the air condenses and precipitates on the heat exchange surface, which is below the dew point temperature, thereby cooling and dehumidifying the first airflow to obtain low-temperature, dry air. Simultaneously, the air handling circulation loop introduces at least one second airflow that has not been processed by the first indoor heat exchange unit or has undergone different treatment methods by adjusting the opening of specific air valves. For example: Figure 1 As shown, the second air path is high-temperature outdoor air that is introduced through the second air valve 18 and heated by the external air-cooled heat exchanger 8; or it is fresh outdoor air from the normal temperature room or return air from the crew cabin that has not undergone dehumidification treatment and is introduced through other air valves.

[0043] The first stream of air, cooled and dry after dehumidification or heat exchange, merges with the simultaneously introduced high-temperature second stream of air within a specific mechanical mixing zone inside the duct. This allows airflows of different temperatures and humidity levels to mix, ultimately forming a uniformly mixed airflow. This mixed air is then delivered into the passenger compartment through the passenger compartment outlet to achieve the target airflow level required for passenger comfort. By replacing reheating or recooling with mechanical mixing, this embodiment avoids the redundant thermal processes of simply heating or cooling the air in related technologies. This not only further simplifies the number of system components, such as the PCT heater, but also effectively utilizes the heat or cold of the ambient air itself, achieving cascaded energy utilization and efficiency improvement.

[0044] In some possible embodiments, in order to further optimize energy utilization efficiency under low load conditions, especially in scenarios where the heat pump system has not yet generated sufficient condensation heat or there is no need to start the heat pump compressor, the system may be configured to preferentially utilize the waste heat of the motor to heat the outdoor air for mixing with the low-temperature dry air.

[0045] Specifically, the implementation method can be: The temperature of the motor cooling circuit is obtained. When the temperature exceeds a set threshold, the first water pump 10 is controlled to operate, transferring the waste heat generated by the motor 9 to the outdoor air-cooled heat exchanger 8 via chilled water. The outdoor air is then heated separately by this waste heat, forming heated air. This solution utilizes the motor's waste heat—energy that would otherwise be dissipated—as the primary source for dehumidification and reheating, achieving optimal energy cascade utilization.

[0046] Based on the above embodiments, in order to further optimize the mixing effect, ensure the consistency of the spatial distribution of air supplied to the passenger compartment, and solve the problem of local temperature or humidity stratification that may be caused by insufficient mixing, this embodiment further defines the location of the mixing area. Specifically, in a preferred embodiment, the mechanical mixing area is a converging mixing structure located within the air handling circulation loop and upstream of the passenger compartment, used to mix air from different paths before supplying air to the passenger compartment.

[0047] Specifically, the mechanical mixing zone generally refers to a structural area within the air handling circulation loop specifically designed to physically mix two or more streams of air with different temperatures or humidity levels before they are delivered to the passenger compartment, thereby forming a mixed air with uniform temperature and humidity. Examples include, but are not limited to, a mixing structure located upstream of the passenger compartment within the air duct. This structure could be an enlarged mixing chamber, a grille assembly at the intersection of air ducts, or any geometry that promotes thorough mixing of different airflows before delivery.

[0048] By constructing the mechanical mixing area as a converging and mixing structure within the air duct upstream of the passenger compartment, any temperature and humidity differences caused by uneven heat exchange or airflow fluctuations are restricted to physical mixing within this converging and mixing structure. This ensures that the airflow blowing towards the passenger compartment has a consistent temperature and humidity, thereby effectively suppressing comfort and safety issues such as "cold head and hot feet" or localized glass fogging in different locations inside the passenger compartment, and improving the overall thermal comfort experience.

[0049] In some possible embodiments, alternative structures that enable uniform mixing of different airflows may also include porous flow equalization plates, vortex generators, or length-weighted serpentine mixing pipes disposed within the duct.

[0050] In a preferred embodiment, such as Figure 1 As shown, the mixed-air vehicle thermal management system also includes an external air-cooled heat exchanger 8.

[0051] Among them, the refrigerant water circuit of the outdoor air-cooled heat exchanger 8 is connected in series with the refrigerant water circuit of the outdoor heat exchanger and the refrigerant water circuit of the motor 9 to form the cooling circulation loop of the motor 9; the air side of the outdoor air-cooled heat exchanger 8 is set on the air intake path of the outdoor air.

[0052] Specifically, the outdoor air-cooled heat exchanger is a gas-liquid heat exchange device. Its refrigerant water circuit, the refrigerant water circuit of the condenser (which serves as the outdoor heat exchanger), and the refrigerant water circuit of the motor are connected in series via pipelines. A first water pump drives the refrigerant water to flow in this closed loop, forming a cooling circulation loop for the motor. When the thermal management system is operating in dehumidification mode, the condenser in the heat pump cycle releases a large amount of condensation heat, which is absorbed by the refrigerant water flowing through its refrigerant water circuit. At the same time, the waste heat generated by the motor during operation is also absorbed and carried away by the same refrigerant water circuit. Carrying these two streams of low-grade waste heat, the refrigerant water flows into the refrigerant water circuit of the outdoor air-cooled heat exchanger under the drive of the first water pump, and transfers heat to the air side through its heat exchange core.

[0053] At this point, the outdoor air flowing through the air side of the external air-cooled heat exchanger is heated upon contact with the high-temperature heat exchanger core surface. This heated outdoor air, after being introduced as heated air into the air handling circulation loop, eventually reaches the mechanical mixing area and mixes with the low-temperature, dry air formed after flowing through the first indoor heat exchange unit. This setup replaces the airflow that originally required additional energy for reheating with the outdoor air heated by the waste heat inevitably generated during the operation of the thermal management system itself, which is then mixed with the low-temperature, dry air. This significantly improves the energy utilization efficiency of the entire vehicle's thermal management system, solving the air reheating requirement during dehumidification while reducing the additional electricity consumed to achieve the same heating effect, thereby extending the driving range of new energy vehicles.

[0054] Furthermore, in a preferred embodiment, such as Figure 1 As shown, the mixed-air vehicle thermal management system also includes an outdoor fan 16 and a passenger compartment fan 15.

[0055] Among them, the outdoor fan 16 is used to assist the outdoor air cooling heat exchanger in heat dissipation; The crew cabin fan 15 is used to drive air through the first indoor heat exchange unit 3.

[0056] Specifically, the outdoor fan can both blow air onto the outdoor air-cooled heat exchanger to force the heat in the chilled water to be transferred to the air to heat the air, and accelerate the heat dissipation of the outdoor air-cooled heat exchanger to the environment, thereby improving the heat exchange efficiency of the outdoor air-cooled heat exchanger.

[0057] The crew cabin fan is preferably located upstream of the first indoor heat exchange unit to drive air to overcome the resistance of the air duct, air valve and the first indoor heat exchange unit and pass through the first indoor heat exchange unit.

[0058] In some possible embodiments, both the outdoor fan and the cabin fan are variable-speed regulated, for example, brushless DC fans controlled by pulse-width modulation signals. Simultaneously, because the cabin fan and the outdoor fan are independent of each other, the airflow in the heating branch and the airflow passing through the first indoor heat exchange unit become two actively and independently adjustable variables. This solves the problem in related technologies where airflow relies entirely on a single fan and is passively distributed by system resistance, making flexible control impossible. By decoupling the control of the cabin fan speed from the outdoor fan speed, the thermal management system can accurately adjust the flow ratio of low-temperature dry air to heated air over a wide operating range, ensuring precise closed-loop control of the final temperature and humidity of the mixed air.

[0059] To achieve automated and precise airflow distribution, in a preferred embodiment, the mixed-air vehicle thermal management system also includes a controller.

[0060] The controller is used to acquire the temperature and humidity information of the target air and the desired temperature and humidity of the passenger cabin. Based on the temperature and humidity information of the target air and the desired temperature and humidity, it controls the opening degree of multiple air valves and / or the wind speed of the outdoor fan and the passenger cabin fan to dynamically control the mixing ratio of hot and cold air.

[0061] Specifically, the target air includes: outdoor air, passenger compartment return air, passenger compartment air, and outdoor air after passing through the outdoor air-cooled heat exchanger, i.e. all airflows that can be independently measured before mixing and are related to the desired temperature and humidity of the passenger compartment.

[0062] In this embodiment, the controller settings enable more precise control of temperature and humidity. For example, by controlling the start / stop and speed of the outdoor fan, as well as the opening of the air valve, the airflow through the air-cooled heat exchanger can be independently adjusted, thereby precisely controlling the temperature rise of the heated outdoor air and the total heat introduced into the mechanical mixing zone. By controlling the speed of the passenger compartment fan, the circulating airflow participating in dehumidification or heat exchange can be determined, ensuring the stable operation of the basic air handling process.

[0063] In some possible embodiments, the controller is configured to include an input interface, a processing unit, and an output interface. The input interface receives temperature and humidity signals from multiple temperature and humidity sensors, and acquires the desired temperature and humidity set or preset by the passenger compartment air conditioning system. The processing unit calculates the required mass flow rate ratio of each airflow path based on the temperature and humidity signals received from the input interface and the desired temperature and humidity. It then generates corresponding adjustment commands based on these ratios and dynamically controls the opening degree of each air valve and / or the rotational speed of the outdoor fan and the passenger compartment fan via the output interface to control the air mixing ratio.

[0064] Specifically, the air mixing ratio can be controlled using PID regulation to dynamically adjust the hot and cold air mixing ratio R: (1) (2) in, This is the proportionality coefficient; The integral coefficient; These are the differential coefficients; This refers to the actual temperature in the crew cabin. To meet the required temperature. Through this multi-variable coordinated closed-loop control, the thermal management system can automatically compensate for disturbances caused by factors such as changes in vehicle speed, fluctuations in external temperature, and increased solar radiation, and always maintain the mixed air supplied to the passenger compartment at the set temperature and humidity level. This achieves adaptive, independent, and precise control, comprehensively ensuring energy efficiency and passenger comfort under all operating conditions.

[0065] More specifically, to further improve the temperature and humidity comfort within the passenger compartment, under certain operating conditions, humidity control can take precedence over temperature control in the control logic. For example, when the relative humidity RHcabin in the passenger compartment is detected to be higher than the set upper limit RHmax, the controller will prioritize issuing commands to increase the opening of the air valve leading to the upstream air duct of the passenger compartment fan or to increase the speed of the passenger compartment fan to increase the dehumidification air volume. Conversely, if RHcabin is lower than the set lower limit RHmin, the dehumidification air volume will be reduced or outdoor air will be introduced for humidification.

[0066] To integrate passenger compartment thermal management and battery thermal management functions into a single heat pump architecture, thereby further simplifying the vehicle's thermal management system, this embodiment extends the heat pump circulation loop. Specifically, in a preferred embodiment, such as... Figure 1 As shown, the heat pump circulation loop also includes: a second indoor heat exchange unit 4 connected in parallel with the first indoor heat exchange unit 3; The throttling device includes a first electronic expansion valve 6 and a second electronic expansion valve 7 connected in parallel. The first electronic expansion valve 6 is used to supply liquid to the first indoor heat exchange unit 3, and the second electronic expansion valve 7 is used to supply liquid to the second indoor heat exchange unit 4. The refrigerant water circuit of the second indoor heat exchange unit 4 is connected to the refrigerant water circuit of the battery cold plate 11.

[0067] Specifically, both the first and second electronic expansion valves are throttling elements that can be driven by electrical signals to precisely adjust their opening. The first electronic expansion valve is connected in series in the refrigerant circuit of the first indoor heat exchange unit to supply refrigerant to the first indoor heat exchange unit; the second electronic expansion valve is connected in series in the refrigerant circuit of the second indoor heat exchange unit to supply refrigerant to the second indoor heat exchange unit. The refrigerant water circuit of the second indoor heat exchange unit is connected to the refrigerant water circuit of the battery cold plate, so that the second indoor heat exchange unit acts as a heat exchanger in the refrigerant water circulation loop, with its refrigerant passage in close contact with the refrigerant water circuit passage to achieve efficient heat transfer. For example, a plate heat exchanger or a shell-and-tube heat exchanger can be used. The battery cold plate 11 is a heat exchange structure attached to the surface of the power battery module, and its refrigerant water circuit is connected in series with the second water pump and the refrigerant water circuit of the second indoor heat exchange unit to form an independent refrigerant water circulation branch.

[0068] The aforementioned connection structure allows the heat pump circulation loop to simultaneously generate different amounts of cooling or heating output within a single operating cycle. For example, in situations where the passenger compartment requires dehumidification while the battery needs cooling, such as… Figure 1 As shown, by simultaneously opening the first electronic expansion valve 6 and the second electronic expansion valve 7, the refrigerant, after being condensed by the condenser 5, is split into two streams. One stream is throttled by the first electronic expansion valve 6 and enters the first indoor heat exchange unit 3 for evaporation and heat absorption, providing the cooling capacity required for dehumidification in the air handling cycle. The other stream is throttled by the second electronic expansion valve 7 and enters the second indoor heat exchange unit 4 for evaporation and heat absorption, cooling the refrigerant water flowing through its refrigerant water circuit. Driven by the second water pump 12, the cooled refrigerant water flows to the battery cooling plate 11, carrying away the heat generated by the battery charging and discharging, thus cooling the battery. This solves the problems of the related technologies that usually require a separate compressor or PTC heating circuit for the battery, resulting in a surge in the number of system components, high cost, and difficult layout. A single heat pump achieves deep integration and coordinated control of cabin air and battery thermal management.

[0069] Furthermore, in a preferred embodiment, the mixed-air vehicle thermal management system further includes a water valve.

[0070] The water valve is used to connect the refrigerant water circuit of the outdoor heat exchanger to the refrigerant water circuit of the battery cold plate when it is opened.

[0071] Specifically, such as Figure 1 As shown, the water valves include a first water valve 13 and a second water valve 14 on a bypass pipe connecting the refrigerant water path of the condenser 5 and the refrigerant water path of the battery cold plate 11. When open, this allows the refrigerant water path of the condenser 5, which serves as an outdoor heat exchanger, to be directly connected to the refrigerant water path of the battery cold plate 11. Thus, under conditions such as crew cabin heating, battery cooling, and motor heat dissipation, the second water pump 12 is turned off, and the first water valve 13 and the second water valve 14 are opened. At this time, the low-temperature refrigerant water prepared by the condenser 5 is guided to the battery cold plate 11 through the passage formed by the opened water valves, driven by the first water pump 10, achieving rapid and efficient battery cooling. Similarly, during the dehumidification of the passenger compartment, battery heating, and motor cooling operation, the second water pump 12 is turned off, and the first water valve 13 and the second water valve 14 are opened. At this time, the high-temperature refrigerant water prepared by the heat generated by the condenser 5 and the motor 9 is guided to the battery cold plate 11 through the passage formed by the opened water valves under the drive of the first water pump 10, so as to achieve rapid and efficient battery heating.

[0072] In this embodiment, by setting a water valve, on the one hand, the liquid circuit is switched on and off to replace the method of changing the refrigerant flow or adding an independent electric heater to control the battery temperature, which simplifies the electrical control, makes the heat transfer direct, and reduces the heat transfer temperature difference and ineffective heat dissipation; on the other hand, the waste heat generated by the motor can also be fully utilized, thereby further reducing energy consumption and greatly improving the energy utilization efficiency of the heat pump in the heating mode, ensuring the vehicle's low-temperature range and power performance.

[0073] It should be noted that the forms of the first water valve 13 and the second water valve 14 are not limited to those of other types. Figure 1 The two independent valve bodies shown can also be functioned by an integrated three-way reversing valve or multi-way valve, as long as it can achieve controlled connection or disconnection between the refrigerant water circuit and the battery cold plate refrigerant water circuit. No specific limitation is made here.

[0074] The following is combined Figure 1 The system operation strategies of the hybrid air vehicle thermal management system provided in the above embodiments are described in detail under different operating conditions.

[0075] 1. In dehumidification mode, the first air valve 17 and the third air valve 19 in the air handling circulation loop are closed, while the second air valve 18, the fourth air valve 20, the fifth air valve 21, and the sixth air valve 22 are open. The outdoor fan 16 and the passenger compartment fan 15 are turned on. Outdoor air passes through the fifth air valve 21 and mixes with the passenger compartment return air through the sixth air valve 22. After passing through the passenger compartment fan 15, it passes through the first indoor heat exchange unit 3 for dehumidification. The condenser 5 heats the refrigerant water, which passes through the outdoor air-cooled heat exchanger 8. Outdoor air then enters the air handling circulation duct after passing through the outdoor air-cooled heat exchanger 8. The low-temperature dry air after dehumidification by the first indoor heat exchange unit 3 mixes with the heated outdoor air to achieve the required air temperature and humidity for the passenger compartment before entering the passenger compartment.

[0076] The refrigerant circulation loop compressor 1 outlet enters the flow direction switching device 2. In cooling mode, the flow direction switching device 2 directs the compressor 1 outlet into the condenser 5. The refrigerant outlet of the condenser 5 connects to the first electronic expansion valve 6 and the second electronic expansion valve 7. After passing through the first electronic expansion valve 6, the refrigerant enters the first indoor heat exchange unit 3 to dehumidify the air. If the battery requests cooling, the second indoor heat exchange unit 4 and the second electronic expansion valve 7 are activated. If the battery requests heating, the second indoor heat exchange unit 4 and the second electronic expansion valve 7 are not activated. The first water pump 10 is turned on, connecting the refrigerant water circuit of the condenser 5 to the refrigerant water circuit of the outdoor air-cooled heat exchanger 8 and the motor 9. If the battery is heating, the first water valve 13 and the second water valve 14 are opened.

[0077] Under this operating condition, by operating the first indoor heat exchange unit 3 as an evaporator, the outdoor air passing through the fifth air valve 21 mixes with the passenger compartment return air passing through the sixth air valve 22. After passing through the passenger compartment fan 15, the air is dehumidified by the first indoor heat exchange unit 3 to obtain dry, low-temperature air. Meanwhile, the outdoor air passing through the second air valve 18 is heated by the outdoor air-cooled heat exchanger 8, and the resulting high-temperature air is mixed with the dry, low-temperature air after passing through the fourth air valve 20 to obtain the required air temperature and humidity for the passenger compartment before entering the passenger compartment. In other words, by setting up an air handling cycle, the low-temperature dry air is mixed with the heated air, achieving independent and precise control of the passenger compartment temperature and humidity. This avoids the redundant steps of separate heating / cooling required in traditional systems and improves the full utilization rate of environmental energy.

[0078] By opening the first water pump 10, the first water valve 13, and the second water valve 14 when the battery requests heating, the waste heat generated by the condenser 5 and the motor 9 can be used to heat the battery, thereby further reducing energy consumption and improving the range of new energy vehicles.

[0079] 2. During passenger compartment and battery cooling, and motor 9 heat dissipation operation, when the air conditioning requires external circulation, the first air valve 17 and the fourth air valve 20 of the air handling circulation loop are closed, while the second air valve 18, the third air valve 19, the fifth air valve 21, and the sixth air valve 22 are open. The passenger compartment fan 15 and the outdoor fan 16 are also activated. The refrigerant circulation flow switching device 2 is in cooling mode. The outlet of the flow switching device 2 is connected to the condenser 5, and the refrigerant outlet of the condenser 5 is connected to the first electronic expansion valve 6 and the second electronic expansion valve 7. Both valves are open. The refrigerant from the first electronic expansion valve 6 enters the first indoor heat exchange unit 3, and the refrigerant from the second electronic expansion valve 7 enters the second indoor heat exchange unit 4. The refrigerant outlets of the two indoor heat exchange units converge and return to the flow switching device 2 before returning to the compressor 1. The first water pump 10 and the second water pump 12 of the refrigerant water circulation system are both activated, while the first water valve 13 and the second water valve 14 are closed.

[0080] Under this operating condition, through the cooperation of the first electronic expansion valve 6, the second electronic expansion valve 7, and the flow direction switching device 2, the first indoor heat exchange unit 3 operates as an evaporator. The refrigerant passes through the condenser 5 and then through the first indoor heat exchange unit 3 and the second indoor heat exchange unit 4 to cool the passenger compartment and the battery, respectively. The motor 9 dissipates heat through the condenser 5 and the chilled water after being cooled by the external air-cooled heat exchanger 8.

[0081] 3. When the passenger compartment and battery are heating, and motor 9 is dissipating heat, and the air conditioning requires external circulation, the first air valve 17 and the fourth air valve 20 in the air handling circulation loop are closed, while the second air valve 18, the third air valve 19, the fifth air valve 21, and the sixth air valve 22 are open. The refrigerant circulation flow switching device 2 is in heating mode. The refrigerant from the outlet of the flow switching device 2 enters the first indoor heat exchange unit 3 and the second indoor heat exchange unit 4 respectively. The refrigerant outlet of the first indoor heat exchange unit 3 enters the first electronic expansion valve 6, and the refrigerant outlet of the second indoor heat exchange unit 4 enters the second electronic expansion valve 7. The outlets of these two electronic expansion valves converge into the condenser 5, and finally return to the flow switching device 2 and then to the compressor 1. The first water pump 10 and the second water pump 12 of the refrigerant water circulation are open, while the first water valve 13 and the second water valve 14 are closed.

[0082] Under this operating condition, through the cooperation of the flow direction switching device 2 with the first electronic expansion valve 6 and the second electronic expansion valve 7, the first indoor heat exchange unit 3 and the second indoor heat exchange unit 4 operate as condensers. The refrigerant first passes through the first indoor heat exchange unit 3 and the second indoor heat exchange unit 4 respectively to heat the mixed air of the outdoor air and the return air of the passenger compartment before being sent into the passenger compartment. The refrigerant water in the refrigerant water circuit of the second indoor heat exchange unit 4 is used for battery heating. Then, after passing through the first electronic expansion valve 6, the second electronic expansion valve 7, and the condenser 5 respectively, it returns to the compressor 1 through the flow direction switching device 2. Thus, the heat pump reverse cycle is used to replace the traditional multi-heat exchanger, reducing the complexity and weight of the thermal management system and saving space.

[0083] 4. During passenger compartment heating and battery cooling, and when the air conditioning requires external circulation, the third and fifth air valves 19 and 21 of the air handling circulation loop are closed, while the first, second, fourth, and sixth air valves 17, 18, 20, and 22 are open. The passenger compartment fan 15 and the outdoor fan 16 are also open. The refrigerant circulation direction switching device 2 is in heating mode. The refrigerant from the outlet of the switching device 2 enters the first indoor heat exchange unit 3. The refrigerant outlet of the first indoor heat exchange unit 3 enters the first electronic expansion valve 6, and the second electronic expansion valve 7 is closed. The outlet of the first electronic expansion valve 6 enters the condenser 5, eventually returning to the switching device 2 and then to the compressor 1. The second water pump 12 of the refrigerant water circulation is closed, the first water pump 10 is open, and the first and second water valves 13 and 14 are open.

[0084] In this operating condition, through the cooperation of the flow direction switching device 2 with the first electronic expansion valve 6 and the second electronic expansion valve 7, the first indoor heat exchange unit 3 operates as a condenser. The refrigerant first passes through the first indoor heat exchange unit 3 to heat the mixture of outdoor air and passenger compartment return air before being sent into the passenger compartment. Then, after passing through the first electronic expansion valve 6 and the condenser 5, it returns to the compressor 1 via the flow direction switching device 2. Similarly, the heat pump reverse cycle is used to achieve both cooling and heating of the passenger compartment based on the same indoor heat exchange unit. Simultaneously, the refrigerant water circuit of the condenser 5 is connected to the refrigerant water circuits of the battery cold plate 11 and the motor 9, thereby enabling the condenser 5 to provide cooling to the battery and motor 9.

[0085] The following describes a hybrid air vehicle thermal management method provided by an embodiment of the present invention. The hybrid air vehicle thermal management method described below can be executed by the hybrid air vehicle thermal management system in the above embodiment or a controller with an equivalent architecture.

[0086] See Figure 2 , Figure 2 This is a flowchart of a mixed-air vehicle thermal management method provided by an embodiment of the present invention. The process may include the following steps: S100, The flow direction switching device in the heat pump cycle loop controls the flow direction of the refrigerant output by the compressor so that the first indoor heat exchange unit in the heat pump cycle loop can selectively operate as a condenser or an evaporator. S110. Adjust multiple air valves installed in multiple air ducts in the air handling circulation loop to control the air flow through each air duct, guide the first air to flow through the first indoor heat exchange unit for heat exchange, and introduce at least one second air, and make the first air and the second air after heat exchange merge in the mechanical mixing area to form mixed air and send it into the passenger compartment.

[0087] Specifically, the switching of the function of the first indoor heat exchange unit in step S100 provides a basic cold and heat source for the air treatment and mixing in step S110. The two work together to enable a single heat exchanger to meet the air dehumidification, cooling or heating needs under different operating conditions throughout the year, simplifying the complex thermodynamic process into the flow regulation and control of multiple air streams, thereby solving the problems of complex structure and energy waste in the current thermal management system.

[0088] This invention also provides a controller, such as... Figure 3 As shown, the controller 10 is used in a hybrid air vehicle thermal management system as provided in any of the above embodiments. The controller 10 can be a standalone hardware module or a functional domain of the vehicle controller. It includes an input interface 11, a processor 12, and an output interface 13.

[0089] The input interface 11 is used to obtain the temperature and humidity information of the target air and the desired temperature and humidity of the crew cabin. The target air includes: outdoor air, crew cabin return air and outdoor air after passing through the outdoor air cooling heat exchanger. Processor 12 is used to determine the mixing ratio of hot and cold air based on the temperature and humidity information of the target air and the desired temperature and humidity, and to generate adjustment instructions. Output interface 13 is used to control the opening degree of multiple air valves and / or the wind speed of outdoor fan and passenger compartment fan of the mixed-air vehicle thermal management system based on adjustment commands, so that after the first air flows through the first indoor heat exchange unit for heat exchange, it merges with at least one second air introduced at the same time in the mechanical mixing area to form mixed air that meets the desired temperature and humidity.

[0090] Specifically, the processor 12 can run program code stored in internal or external memory to execute a preset enthalpy-humidity diagram calculation model or a PID closed-loop control algorithm.

[0091] In some possible embodiments, the calculation process is as follows: First, the state point on the enthalpy-humidity chart is determined based on the temperature and humidity of each air source. Then, the target air supply state point is determined based on the desired temperature and humidity of the passenger compartment. Finally, based on the energy and mass conservation equations for air mixing, the mass flow ratio of at least two air sources required to achieve the desired temperature and humidity is solved in real time, i.e., the mixing ratio of hot and cold air. Finally, the required mass flow ratio is converted into control commands for specific actuators, such as percentage opening commands for each air valve and duty cycle commands for the passenger compartment fan 15 and the outdoor fan 16.

[0092] Optionally, embodiments of the present invention also provide a new energy vehicle, which includes a vehicle body and a hybrid vehicle thermal management system as provided in any of the above embodiments.

[0093] Below, for reference Figure 4 The electronic device provided in the embodiments of this application can be described as follows: at least one processor 100, at least one communication interface 200, at least one memory 300 and at least one communication bus 400; In this embodiment of the invention, the number of processor 100, communication interface 200, memory 300, and communication bus 400 is at least one, and the processor 100, communication interface 200, and memory 300 communicate with each other through communication bus 400; obviously, Figure 4 The communication connections shown for the processor 100, communication interface 200, memory 300, and communication bus 400 are optional. Optionally, the communication interface 200 can be an interface of a communication module, such as the interface of a GSM module; the processor 100 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention.

[0094] The memory 300 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0095] Specifically, the processor 100 is used to execute the application program in the memory to implement the steps of the above-described hybrid air vehicle thermal management method.

[0096] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0097] The block diagrams of devices, apparatuses, devices, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0098] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.

[0099] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0100] It should be understood that the qualifiers “first,” “second,” “third,” “fourth,” “fifth,” and “sixth” used in the description of the embodiments of this application are only used to more clearly illustrate the technical solutions and are not intended to limit the scope of protection of this application.

[0101] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A mixed-air vehicle thermal management system, characterized in that, include: Heat pump circulation loop and air handling circulation loop; The heat pump circulation loop includes a compressor, a flow direction switching device, a first indoor heat exchange unit, an outdoor heat exchanger, and a throttling device; wherein, the flow direction switching device is used to switch the flow direction of the refrigerant output by the compressor so that the first indoor heat exchange unit can selectively operate as a condenser or an evaporator; The air handling circulation loop includes multiple air ducts for introducing air from different sources, and multiple air valves disposed in the air ducts; wherein, the multiple air valves are used to adjust the air flow through each of the air ducts, so that the air handling circulation loop guides the first air to flow through the first indoor heat exchange unit for heat exchange, and the first air after heat exchange is combined with at least one second air introduced at the same time in the mechanical mixing area to form mixed air that is sent into the passenger compartment.

2. The system according to claim 1, characterized in that, The mechanical mixing area is a mixing structure located inside the air handling circulation loop and in the air duct upstream of the passenger compartment, used to mix air from different paths before supplying air to the passenger compartment.

3. The system according to claim 1, characterized in that, Also includes: Outdoor air-cooled heat exchanger; The refrigerant water circuit of the outdoor air-cooled heat exchanger is connected in series with the refrigerant water circuit of the outdoor heat exchanger and the refrigerant water circuit of the motor to form the cooling circulation loop of the motor; the air side of the outdoor air-cooled heat exchanger is located on the air intake path of the outdoor air.

4. The system according to claim 3, characterized in that, Also includes: Outdoor fans and passenger compartment fans; The outdoor fan is used to assist the outdoor air-cooled heat exchanger in dissipating heat. The passenger compartment fan is used to drive air through the first indoor heat exchange unit.

5. The system according to any one of claims 1 to 4, characterized in that, Also includes: Controller; The controller is used to acquire the temperature and humidity information of the target air and the desired temperature and humidity of the passenger cabin, and to control the opening degree of multiple air valves and / or the wind speed of the outdoor fan and the passenger cabin fan based on the temperature and humidity information of the target air and the desired temperature and humidity, so as to dynamically control the mixing ratio of hot and cold air. The target air includes: outdoor air, passenger compartment return air, passenger compartment air, and outdoor air after passing through the outdoor air cooling heat exchanger.

6. The system according to claim 1, characterized in that, The heat pump circulation loop further includes: a second indoor heat exchange unit arranged in parallel with the first indoor heat exchange unit; The throttling device includes a first electronic expansion valve and a second electronic expansion valve connected in parallel. The first electronic expansion valve is used to supply liquid to the first indoor heat exchange unit, and the second electronic expansion valve is used to supply liquid to the second indoor heat exchange unit. The refrigerant water circuit of the second indoor heat exchange unit is connected to the refrigerant water circuit of the battery cold plate.

7. The system according to claim 6, characterized in that, Also includes: Water valve; The water valve is used to connect the refrigerant water circuit of the outdoor heat exchanger to the refrigerant water circuit of the battery cold plate when it is opened.

8. A mixed-air vehicle thermal management method, characterized in that, include: The flow direction switching device in the heat pump cycle loop controls the flow direction of the refrigerant output from the compressor, so that the first indoor heat exchange unit in the heat pump cycle loop can selectively operate as a condenser or an evaporator. Multiple air valves installed in multiple air ducts in the air handling circulation loop are adjusted to control the air flow through each air duct, guide the first air to flow through the first indoor heat exchange unit for heat exchange, and at least one second air is introduced at the same time, so that the first air and the second air after heat exchange are combined in the mechanical mixing area to form mixed air and sent into the passenger compartment.

9. A controller for controlling the mixed-air vehicle thermal management system as described in any one of claims 1 to 7, characterized in that, The controller includes: The input interface is used to obtain the temperature and humidity information of the target air and the desired temperature and humidity of the crew cabin. The target air includes: outdoor air, crew cabin return air and outdoor air after passing through the outdoor air cooling heat exchanger. The processor is configured to determine the mixing ratio of hot and cold air based on the temperature and humidity information of the target air and the desired temperature and humidity, and to generate adjustment instructions. The output interface is used to control the opening degree of multiple air valves and / or the wind speed of the outdoor fan and the passenger compartment fan of the mixed-air vehicle thermal management system based on the adjustment command, so that after the first air flows through the first indoor heat exchange unit for heat exchange, it merges with at least one second air introduced at the same time in the mechanical mixing area to form mixed air that meets the desired temperature and humidity.

10. A new energy vehicle, characterized in that, It includes the vehicle body and the mixed-air vehicle thermal management system as described in any one of claims 1 to 7.

Images