A vehicle thermal management system, a thermal management method and a new energy vehicle

Abstract

The application discloses a kind of automobile thermal management system, thermal management method and new energy automobile, it is related to new energy automobile technical field.The system includes compressor and condenser, and the refrigerant outlet of condenser is connected with first evaporator and second evaporator by first electronic expansion valve and second electronic expansion valve respectively;Wherein, first evaporator is used to receive the refrigerant that flows out by condenser when first electronic expansion valve opens, to handle the sensible heat load of air that flows through passenger compartment;Second evaporator is used to receive the refrigerant that flows out by condenser when second electronic expansion valve opens, to handle the latent heat load of air that flows through passenger compartment;And the refrigerant evaporation temperature of first evaporator is higher than the refrigerant evaporation temperature of second evaporator.Solve the problem that system energy consumption is high and the comfort of temperature and humidity in passenger compartment cannot be guaranteed due to the temperature and humidity management of passenger compartment by using heat and humidity combined processing mode.

Description

Technical Field

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

[0002] During operation, the air conditioning system of new energy vehicles needs to simultaneously handle the sensible heat load (temperature regulation) and latent heat load (humidity regulation) in the passenger compartment to meet the requirements of thermal comfort. With the increasing demands for driving range and energy consumption control in new energy vehicles, how to reduce the power consumption of the air conditioning system while ensuring the temperature and humidity comfort of the passenger compartment has become an important technical requirement in this field.

[0003] In related technologies, air conditioning systems typically employ a combined heat and humidity treatment method to process the mixed air entering the passenger compartment. This means that to meet the temperature and humidity requirements of the passenger compartment, the air temperature must first be lowered below the dew point using a low-temperature cold source, causing water vapor in the air to condense into liquid water and be removed. Then, the air is reheated to meet the required temperature for the passenger compartment. This method significantly increases system energy consumption, resulting in energy waste. Furthermore, it makes it difficult to independently and precisely regulate temperature and humidity, easily leading to problems such as achieving the desired temperature but excessively high humidity causing stuffiness, or excessively low humidity causing dryness.

[0004] Therefore, how to develop a new energy vehicle air conditioning system that can effectively improve energy efficiency and achieve independent temperature and humidity regulation of the passenger cabin without significantly increasing system complexity has become an urgent technical problem to be solved. Summary of the Invention

[0005] In view of this, the embodiments of this application aim to provide an automotive thermal management system, thermal management method and new energy vehicle, to solve the problems of high system energy consumption and inability to guarantee the temperature and humidity comfort in the passenger compartment caused by using a combined heat and humidity treatment method to manage the temperature and humidity of the passenger compartment.

[0006] In a first aspect, the present invention provides an automotive thermal management system, comprising: a compressor and a condenser, the system further comprising: a first evaporator and a second evaporator respectively connected to the refrigerant outlet of the condenser via a first electronic expansion valve and a second electronic expansion valve; The first evaporator is used to receive refrigerant flowing out of the condenser when the first electronic expansion valve is open, in order to handle the sensible heat load of the air flowing through the passenger compartment; The second evaporator is used to receive refrigerant flowing out of the condenser when the second electronic expansion valve is open, in order to handle the latent heat load of the air flowing through the passenger compartment; The refrigerant evaporation temperature of the first evaporator is higher than that of the second evaporator.

[0007] In one possible implementation, it further includes: a third evaporator; The refrigerant side of the third evaporator is connected to the refrigerant outlet of the condenser via a third electronic expansion valve, and the chilled water side of the third evaporator is connected to the first water pump and the battery cold plate.

[0008] In one possible implementation, the refrigerant water side of the condenser is connected to a second water pump; the outlet of the second water pump is divided into two paths through a first valve and a second valve; The first valve controls the flow of refrigerant water heated by the condenser through the second evaporator to provide heating for the crew compartment; The second valve controls the refrigerant water to flow through the motor after being cooled by the external air-cooled heat exchanger, in order to cool the motor.

[0009] In one possible implementation, it further includes: a first air duct, a second air duct, a third air duct, a fourth air duct, and a fifth air duct; The first air duct is connected to the outside of the vehicle and is used to control the amount of outdoor air entering the third air duct through the first air valve. The second air duct is connected to the passenger compartment and is used to control the passenger compartment return air volume entering the third air duct through the second air valve; The third air duct is connected to the fourth air duct and the fifth air duct respectively; the first evaporator and the second evaporator are respectively installed in the fourth air duct and the fifth air duct. The fourth air duct is used to control the air processed by the first evaporator to enter the passenger compartment through the third air valve, and the fifth air duct is used to control the air processed by the second evaporator to enter the passenger compartment through the fourth air valve.

[0010] In one possible implementation, an in-cabin fan is disposed within the third air duct to drive air passing through the third air duct through the first evaporator and / or the second evaporator.

[0011] In one possible implementation, it further includes: a controller; The controller is connected to the first electronic expansion valve and the second electronic expansion valve respectively, and is used to acquire ambient temperature and humidity information, determine the ratio of the sensible heat load and the latent heat load based on the ambient temperature and humidity information, and control the opening degree of the first electronic expansion valve and the second electronic expansion valve based on the ratio.

[0012] In one possible implementation, the controller is also used to control the frequency of the compressor based on the ambient temperature and humidity information.

[0013] In one possible implementation, the second evaporator may be replaced by a solid dehumidifier or a solution dehumidifier.

[0014] Secondly, the present invention provides an automotive thermal management method, applied in a thermal management system including a compressor and a condenser, comprising: When the first electronic expansion valve is open, the first evaporator, which is connected to the refrigerant outlet of the condenser, receives the refrigerant flowing out of the condenser to handle the sensible heat load of the air flowing through the passenger compartment. The second evaporator, which is connected to the refrigerant outlet of the condenser via the second electronic expansion valve, receives the refrigerant flowing out of the condenser when the second electronic expansion valve is open, in order to handle the latent heat load of the air flowing through the passenger compartment; The refrigerant evaporation temperature of the first evaporator is higher than that of the second evaporator.

[0015] Thirdly, the present invention provides a new energy vehicle, including the vehicle thermal management system provided in the first aspect of the present invention.

[0016] The automotive thermal management system provided by this invention solves the technical problems of high compressor pressure ratio and high system energy consumption caused by the use of combined heat and humidity treatment in passenger compartment air conditioning systems in existing new energy vehicles. This is achieved by setting up a first evaporator and a second evaporator to handle sensible heat load and latent heat load respectively, and configuring the refrigerant evaporation temperature of the first evaporator to be higher than that of the second evaporator. The system splits the heat and humidity load of the passenger compartment into sensible heat load and latent heat load, respectively handled by the two evaporators. This allows the first evaporator, which handles the sensible heat load, to operate at a higher evaporation temperature, thereby increasing the compressor's suction pressure, reducing the compressor's operating pressure ratio, and effectively lowering the overall system energy consumption. Simultaneously, by setting up a system where the first and second evaporators receive refrigerant from the condenser via a first electronic expansion valve and a second electronic expansion valve respectively, independent adjustment of the temperature and humidity in the passenger compartment can be achieved with a single compressor, effectively controlling cost and equipment size. Attached Figure Description

[0017] 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.

[0018] Figure 1The diagram shown is a structural diagram of an automotive thermal management system provided in an embodiment of the present invention.

[0019] Figure 2 The diagram shown is a structural diagram of another automotive thermal management system provided in an embodiment of the present invention.

[0020] Figure 3 The diagram shown is a structural diagram of an example of an automotive thermal management system provided by an embodiment of the present invention.

[0021] Figure 4 The diagram shown is a flowchart of an automotive thermal management method provided by an embodiment of the present invention.

[0022] Figure 5 The diagram shown is a structural schematic of an electronic device provided in an embodiment of the present invention.

[0023] Figure label: 1: Compressor; 2: Condenser; 3: First Evaporator; 4: Second Evaporator; 5: Third Evaporator; 6: First Electronic Expansion Valve; 7: Second Electronic Expansion Valve; 8: Third Electronic Expansion Valve; 9: First Water Pump; 10: Battery Cold Plate; 11: Second Water Pump; 12: First Valve; 13: Second Valve; 14: External Air-Cooled Heat Exchanger; 15: Motor; 16: First Air Duct; 17: Second Air Duct; 18: Third Air Duct; 19: Fourth Air Duct; 20: Fifth Air Duct; 21: First Air Valve; 22: Second Air Valve; 23: Third Air Valve; 24: Fourth Air Valve; 25: In-cabin Fan; 26: Gas-Liquid Separator; 27: Pressure Equalizing Valve; 28: External Fan; 29: Third Valve; 30: Fourth Valve; 31: Fifth Valve; 32: Sixth Valve; 33: Seventh Valve; 34: Eighth Valve. Detailed Implementation

[0024] 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.

[0025] 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.

[0026] 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.

[0027] Understandably, in current air conditioning systems for new energy vehicles, a combined heat and humidity treatment method is typically used to cool and dehumidify the air in the passenger compartment. Its basic working principle relies on a low evaporation temperature (typically 0-5℃) to simultaneously remove both the sensible and latent heat loads of the air. This method is widely used because of its simple structure, low cost, and ability to perform both cooling and dehumidification functions within a single heat exchanger.

[0028] However, to simultaneously meet the low evaporation temperature required for dehumidification, the compressor must operate at a lower suction pressure and a higher pressure ratio, which leads to a significant increase in system energy consumption. Specifically, in hot and humid summer environments, the power consumption of the air conditioning system can account for more than 25% of the vehicle's total energy consumption. The portion used to handle sensible heat load is forced to share the same low-temperature cold source with the latent heat load, and the compressor's operating pressure ratio is much higher than the value required when handling only sensible heat load.

[0029] It should be noted that the sensible heat load (i.e., cooling) requires a cold source temperature of approximately 10-15℃, while the latent heat load (i.e., dehumidification) requires a cold source temperature below the air dew point, typically 0-5℃. The above solution bundles both into a single evaporator, forcing the cold source temperature to conform to the dehumidification requirements. This results in the sensible heat treatment also operating at excessively low temperatures, leading to energy waste and high-pressure operation of the compressor.

[0030] This invention aims to solve the aforementioned problems by setting up two evaporators that operate in parallel, one handling the sensible heat load and the other the latent heat load of the air. The two evaporators are configured with different refrigerant evaporation temperatures, allowing the evaporator handling the sensible heat load to operate at a higher temperature, while the evaporator handling the latent heat load operates at a lower temperature. This effectively increases the compressor's suction pressure and reduces the system pressure ratio without sacrificing dehumidification capacity. Therefore, by providing an automotive thermal management system that includes independent temperature and humidity control, this invention solves the problem of high energy consumption caused by the current unified heat and humidity handling in air conditioning systems, achieving the technical effect of reducing overall system energy consumption while ensuring passenger cabin comfort.

[0031] Based on the above, see Figure 1 , Figure 1 This is an automotive thermal management system provided in an embodiment of the present invention, such as... Figure 1As shown, in addition to the compressor 1 and condenser 2 of the conventional thermal management system, the system also includes: a first evaporator 3 and a second evaporator 4, which are respectively connected to the refrigerant outlet of the condenser 2 through a first electronic expansion valve 6 and a second electronic expansion valve 7. The first evaporator 3 is used to receive the refrigerant flowing out of the condenser 2 when the first electronic expansion valve 6 is opened, so as to handle the sensible heat load of the air flowing through the passenger compartment. The second evaporator 4 is used to receive the refrigerant flowing out of the condenser 2 when the second electronic expansion valve 7 is open, so as to handle the latent heat load of the air flowing through the passenger compartment. The refrigerant evaporation temperature of the first evaporator 3 is higher than that of the second evaporator 4.

[0032] It should be noted that the term "first evaporator" broadly refers to any heat exchange assembly capable of receiving refrigerant flowing from the condenser and handling the sensible heat load of the air flowing through the passenger compartment. Examples include, but are not limited to, finned-tube heat exchangers, microchannel heat exchangers, or plate heat exchangers. The sensible heat load refers to the heat load corresponding to changes in air temperature, excluding latent heat of phase change. The first evaporator is configured to operate at a refrigerant evaporation temperature higher than that of the second evaporator. Considering that the temperature of the cold source bearing the sensible heat load is generally 10-15°C, its evaporation temperature range can be set to 10-15°C.

[0033] The second evaporator generally refers to any heat exchange assembly that can receive refrigerant flowing from the condenser and handle the latent heat load of the air flowing through the passenger compartment. Examples include, but are not limited to, finned-tube heat exchangers, microchannel heat exchangers, or plate heat exchangers, where the latent heat load refers to the heat load corresponding to changes in air humidity, i.e., the latent heat released by water vapor condensation. The second evaporator is configured to operate at a refrigerant evaporation temperature lower than that of the first evaporator. Considering that handling the latent heat load generally requires a low-temperature cold source of 0-5°C, its evaporation temperature range can be set to 0-5°C.

[0034] Specifically, by setting up a first evaporator and a second evaporator to handle sensible heat load and latent heat load respectively, and configuring the refrigerant evaporation temperature of the first evaporator to be higher than that of the second evaporator, the first evaporator, used to handle the sensible heat load, can operate at a higher evaporation temperature. This increases the compressor's suction pressure, reduces the compressor's operating pressure ratio, and effectively lowers the overall energy consumption of the system. Simultaneously, by setting up first and second electronic expansion valves to control the refrigerant received by the first and second evaporators from the condenser respectively, independent regulation of the temperature and humidity inside the passenger compartment can be achieved with a single compressor. This facilitates precise control of humidity regulation and effectively manages cost and equipment size.

[0035] It is understandable that, in addition to regulating the temperature and humidity inside the passenger compartment, a vehicle thermal management system also needs to maintain the battery temperature. Therefore, in a preferred embodiment, such as... Figure 2 As shown, the automotive thermal management system provided by the present invention further includes: a third evaporator 5; The refrigerant side of the third evaporator 5 is connected to the refrigerant outlet of the condenser 2 via the third electronic expansion valve 8, and the chilled water side of the third evaporator 5 is connected to the first water pump 9 and the battery cold plate 10.

[0036] Specifically, the third evaporator refers to any component that functions as a refrigerant-coolant heat exchanger. Its refrigerant side is connected to the refrigerant outlet of the condenser via a third electronic expansion valve, while its chilled water side is connected to the first water pump and the battery cold plate, thereby absorbing the heat load dissipated by the battery. Examples include, but are not limited to, plate heat exchangers, shell-and-tube heat exchangers, or coaxial heat exchangers, with ethylene glycol chilled water being preferred. By connecting the refrigerant side of the third evaporator to the refrigerant outlet of the condenser via a third electronic expansion valve, and connecting the chilled water side to the first water pump and the battery cold plate, the refrigerant evaporates and absorbs heat from the battery coolant, thus achieving battery thermal management.

[0037] Furthermore, for automotive thermal management systems, it is also necessary to ensure the heat dissipation of the motor. Based on this, in a preferred embodiment, such as... Figure 2 As shown, the refrigerant water side of the condenser 2 is connected to the second water pump 11; the outlet of the second water pump 11 is divided into two paths through the first valve 12 and the second valve 13. Among them, the first valve 12 controls the flow of chilled water heated by the condenser 2 through the second evaporator 4 to provide heating for the crew cabin; The second valve 13 controls the refrigerant water to flow through the motor 15 after being cooled by the external air-cooled heat exchanger 14, so as to cool the motor 15.

[0038] Specifically, in this embodiment, the second evaporator is a microchannel heat exchanger, and the microchannel pipeline is designed as a dual pipeline, namely a refrigerant pipeline and a chilled water pipeline, so that the refrigerant can provide heat exchange under the cooling and dehumidification conditions, while the prepared hot chilled water can be used to heat the air in the passenger cabin under the heating conditions.

[0039] Furthermore, by allowing the chilled water to dissipate heat through the external air-cooled heat exchanger before flowing through the motor, motor cooling can be achieved.

[0040] Specifically, the outlet pipe of the second water pump is divided into two routes: the first route is controlled by the first valve and connects to the condensate inlet of the second evaporator, while the condensate outlet of the second evaporator is connected back to the condenser; the second route is controlled by the second valve and connects sequentially to the external air-cooled heat exchanger and the motor, before returning to the condenser. In winter heating mode, the first valve is open and the second valve is closed. The condenser, as the heat-releasing component in the heat pump cycle, heats the medium flowing through its condensate side with its high-temperature refrigerant. The heated condensate then enters the condensate pipe of the second evaporator through the first valve. The condensate pipe of the second evaporator acts as a hot water radiator, heating the air flowing over its fins to provide heating for the crew compartment. In summer cooling mode, the second valve is open and the first valve is closed. The heat generated by the condenser is carried away by the medium flowing through its condensate side, passing through the second valve into the external air-cooled heat exchanger to dissipate the heat into the ambient air. The cooled condensate then flows through the motor for further cooling before finally returning to the condenser. By constructing a condenser water circuit that includes a motor and a second evaporator heating component, and by using the first and second valves to switch the passage, the waste heat from the condenser that would normally be dissipated outdoors during the winter heat pump cycle, as well as the residual heat generated by the motor operation, is directed to the second evaporator to heat the passenger compartment air. This achieves a highly efficient heat pump operation mode that combines battery heating and passenger compartment heating functions without the need to add auxiliary heaters such as PTCs, significantly reducing winter heating energy consumption.

[0041] In a preferred embodiment, the accuracy of temperature and humidity control in the passenger compartment is further improved by configuring the air handling channels of the vehicle's thermal management system. That is, Figure 2 As shown, the automotive thermal management system also includes: a first air duct 16, a second air duct 17, a third air duct 18, a fourth air duct 19, and a fifth air duct 20; The first air duct 16 is connected to the outside of the vehicle and is used to control the amount of outdoor air entering the third air duct 18 through the first air valve 21. The second air duct 17 is connected to the passenger compartment and is used to control the passenger compartment return air volume entering the third air duct 18 through the second air valve 22. The third air duct 18 is connected to the fourth air duct 19 and the fifth air duct 20 respectively; the first evaporator 3 and the second evaporator 4 are respectively installed in the fourth air duct 19 and the fifth air duct 20. The fourth air duct 19 is used to control the air processed by the first evaporator 3 to enter the passenger compartment through the third air valve 23, and the fifth air duct 20 is used to control the air processed by the second evaporator 4 to enter the passenger compartment through the fourth air valve 24.

[0042] Specifically, a first air duct connects to the outside atmosphere and contains a first air valve to regulate the amount of incoming fresh outdoor air. A second air duct connects to the passenger compartment and contains a second air valve to regulate the amount of recirculated return air from the passenger compartment. Both the first and second air ducts converge into a third air duct. Downstream of the third air duct are connected to a fourth and a fifth air duct, respectively. A first evaporator is installed in the fourth air duct, and a second evaporator is installed in the fifth air duct. The outlet of the fourth air duct leads to the passenger compartment and is equipped with a third air valve to control whether air treated by the first evaporator enters the passenger compartment. The outlet of the fifth air duct also leads to the passenger compartment and is equipped with a fourth air valve to control whether air treated by the second evaporator enters the passenger compartment. This allows for precise control of the mixing ratio of incoming fresh outdoor air and indoor return air by adjusting the opening of the first and second air valves. By adjusting the opening of the third and fourth air valves, the mixed air can be controlled to either pass entirely through the first evaporator for sensible heat cooling, entirely through the second evaporator for dehumidification cooling, or pass through the two evaporators separately in proportion before being mixed and sent into the passenger compartment. This air duct design allows for the separate treatment of high-humidity outdoor fresh air and dry return air from the cabin. The second evaporator focuses only on processing the high-humidity fresh air, while the cabin recirculated air is mainly processed by the first evaporator. This avoids the energy waste caused by further deep cooling of the already dried cabin air, achieving on-demand air distribution and energy level matching.

[0043] In a preferred embodiment, such as Figure 2 As shown, the in-cabin fan 25 is installed in the third air duct 18 and is used to drive the air passing through the third air duct 18 through the first evaporator 3 and / or the second evaporator 4.

[0044] Specifically, by placing the in-cabin fan in the third air duct, such as a centrifugal or axial fan, it is beneficial to drive the air to flow along the air duct.

[0045] In a preferred embodiment, the automotive thermal management system further includes: a controller; The controller is connected to the first electronic expansion valve and the second electronic expansion valve respectively to acquire ambient temperature and humidity information, determine the ratio of sensible heat load and latent heat load based on the ambient temperature and humidity information, and control the opening degree of the first electronic expansion valve and the second electronic expansion valve based on the ratio.

[0046] It should be noted that the term "controller" broadly refers to any electronic device that can acquire ambient temperature and humidity information and output control commands based on preset calculation rules. Examples include, but are not limited to, microcontrollers (MCUs), digital signal processors (DSPs), or programmable logic controllers (PLCs).

[0047] Environmental temperature and humidity information refers to thermodynamic parameters that reflect the external atmospheric conditions of a system, including at least ambient temperature and relative humidity. This information can be obtained directly by temperature and humidity sensors, or it can be calculated from other indirect parameters.

[0048] Specifically, the controller is configured to communicate with both the first and second electronic expansion valves. After acquiring ambient temperature and humidity information from ambient temperature and humidity sensors located on the vehicle, the controller can determine the ratio of sensible heat load to latent heat load in the current environment based on this information. Then, according to the calculated load ratio, the controller controls the opening degree of the first and second electronic expansion valves, thereby achieving precise control of the temperature and humidity of the passenger compartment air.

[0049] In a preferred embodiment, the controller is also used to control the frequency of the compressor based on ambient temperature and humidity information.

[0050] Specifically, by setting the controller to control the compressor frequency based on ambient temperature and humidity information, the compressor can operate at a suitable frequency, thus avoiding unnecessary energy consumption.

[0051] Based on the above embodiments, by setting the controller to control the opening degrees of the first and second electronic expansion valves and the compressor frequency according to the ambient temperature and humidity information, the automotive thermal management system can adjust the ratio of latent heat to sensible heat load according to the ambient temperature and humidity. For example, in a high-temperature, low-humidity environment, the load characteristics are high sensible heat and low latent heat, so only the sensible heat path can be selected to operate, and the compressor operates at a medium-low frequency to increase the evaporation temperature. In a mild, high-humidity environment during transitional seasons, the latent heat path dominates, the second evaporator performs dehumidification, the sensible heat path temperature is finely adjusted, and the compressor operates at a low frequency.

[0052] Furthermore, through the settings of the controller, the air handling process of the first and second evaporators of the vehicle thermal management system can be set in the air duct to handle sensible heat and latent heat separately. That is, the fresh air and return air that need to remove the latent heat load are passed through the low-temperature evaporator (second evaporator) through the air duct, and the air circulation in the passenger compartment is connected through the air duct to the high-temperature evaporator (first evaporator), or high-temperature chilled water is prepared for air handling.

[0053] In a preferred embodiment, the second evaporator may be replaced by a solid dehumidifier or a solution dehumidifier.

[0054] Specifically, solid dehumidifiers are filled with silica gel, molecular sieves, or other solid adsorbents. When humid air flows through the device, moisture is adsorbed, thus achieving air dehumidification. Simultaneously, the solid adsorbent can be regenerated through electric heating or by utilizing the waste heat of the motor or battery. Solution dehumidifiers, on the other hand, use lithium bromide, lithium chloride, or other salt solutions as desiccant, absorbing moisture through spraying into the air. The diluted solution that has absorbed moisture can be concentrated and regenerated by heating. By using solid or solution dehumidifiers to replace the second evaporator to handle the latent heat load, the dehumidification function is separated from the vapor compression refrigeration cycle. It can independently utilize low-grade heat sources to drive the dehumidification process, thus completely eliminating the high compressor pressure ratio and high energy consumption problems caused by maintaining low evaporation temperatures for dehumidification. This provides an architectural possibility for further deep energy saving and comprehensive energy utilization.

[0055] The following examples further illustrate the specific process of using the automotive thermal management system provided by this invention for vehicle thermal management. (See also...) Figure 3 This is a system architecture diagram of an example of an automotive thermal management system provided in an embodiment of the present invention. Figure 3 As shown, the automotive thermal management system mainly includes a compressor 1, a condenser 2, a first evaporator 3, a second evaporator 4, a third evaporator 5, a first electronic expansion valve 6, a second electronic expansion valve 7, a third electronic expansion valve 8, a gas-liquid separator 26, a pressure equalizing valve 27, an in-cabin fan 25, an external air-cooled heat exchanger 14, an external fan 28, a motor 15, a battery cooling plate 10, a first water pump 9, a second water pump 11, a first valve 12, a second valve 13, a third valve 29, a fourth valve 30, a fifth valve 31, a sixth valve 32, a seventh valve 33, an eighth valve 34, a first air duct 16, a second air duct 17, a third air duct 18, a fourth air duct 19, a fifth air duct 20, a first air valve 21, a second air valve 22, a third air valve 23, and a fourth air valve 24.

[0056] In the refrigerant circuit, the discharge port of compressor 1 is connected to the refrigerant inlet of condenser 2. The refrigerant outlet of condenser 2 is divided into three paths, connected to the refrigerant inlets of first evaporator 3, second evaporator 4, and third evaporator 5 respectively via a first electronic expansion valve 6, a second electronic expansion valve 7, and a third electronic expansion valve 8. The refrigerant outlet of third evaporator 5 is directly connected to the inlet of gas-liquid separator 26. The refrigerant outlets of first evaporator 3 and second evaporator 4 merge and are connected to the inlet of gas-liquid separator 26 via pressure equalization valve 27. The refrigerant outlet of gas-liquid separator 26 is connected to the suction port of compressor 1, thus forming a closed refrigerant circuit. By using pressure equalization valve 27, the refrigerant from the outlets of first evaporator 3 and second evaporator 4 enters pressure equalization valve 27 before entering gas-liquid separator 26, thereby ensuring that the refrigerant entering compressor 1 is in a stable state.

[0057] In terms of the refrigerant water circuit, the refrigerant water side of the third evaporator 5 is connected to the first water pump 9 and the battery cold plate 10 via pipes, forming an independent cooling cycle. The refrigerant water side of the condenser 2 is connected to the second water pump 11. The outlet of the second water pump 11 is divided into two paths: one path controls the refrigerant water to flow into the water loop of the second evaporator 4 through the first valve 12 and then return to the condenser 2; the other path controls the refrigerant water to flow through the external air-cooled heat exchanger 14 and the motor 15 through the second valve 13 and then return to the condenser 2. This coolant circuit is used to achieve thermal management of the battery and the motor 15.

[0058] The air handling ducts include a first air duct 16, a second air duct 17, a third air duct 18, a fourth air duct 19, and a fifth air duct 20. The first air duct 16 connects to the outside of the vehicle, and the amount of outdoor air entering the third air duct 18 is controlled by a first air valve 21. The second air duct 17 connects to the passenger compartment, and the amount of passenger compartment return air entering the third air duct 18 is controlled by a second air valve 22. An in-cabin fan 28 is installed in the third air duct 18 to drive airflow. Downstream of the third air duct 18 are connected to the fourth air duct 19 and the fifth air duct 20, respectively. A first evaporator 3 is located in the fourth air duct 19, and a second evaporator 4 is located in the fifth air duct 20. The outlet of the fourth air duct 19 is controlled by a third air valve 23, and the inlet of the fifth air duct 20 is controlled by a fourth air valve 24; both lead to the passenger compartment. By adjusting the various air valves, the airflow path and handling method can be flexibly controlled. In addition, an external fan 28 is installed next to the external air-cooled heat exchanger 14 to enhance heat exchange efficiency.

[0059] Both the first evaporator 3 and the second evaporator 4 are multi-channel finned tube heat exchangers used to process air in the passenger compartment. The first evaporator is configured to operate at a higher evaporation temperature to handle the sensible heat load of the air flowing through the passenger compartment, thereby regulating the air temperature. The second evaporator is configured to operate at a lower evaporation temperature to handle the latent heat load of the air flowing through the passenger compartment, thereby regulating the air humidity. By splitting the heat and humidity load of the passenger compartment into sensible heat load and latent heat load handled by the two evaporators respectively, the first evaporator, which handles the sensible heat load, can operate at a higher evaporation temperature. This increases the compressor's suction pressure, reduces the compressor's operating pressure ratio, effectively reduces the overall energy consumption of the system, and also enables independent regulation of the temperature and humidity inside the passenger compartment.

[0060] Specifically, such as Figure 3 The operating control modes of the automotive thermal management system under different operating conditions are as follows: In the high temperature and humidity environment of summer, corresponding to the occupant cabin cooling, battery cooling and motor heat dissipation conditions, the first electronic expansion valve 6, the second electronic expansion valve 7 and the third electronic expansion valve 8 of the refrigerant circulation are open; the first water pump 9 and the second water pump 11 of the refrigerant water loop are open, the second valve 13, the sixth valve 32 and the eighth valve 34 are open, the first valve 12, the third valve 29, the fourth valve 30, the fifth valve 31 and the seventh valve 33 are closed; the first air valve 21, the second air valve 22 and the fourth air valve 24 are open, and the third air valve 23 is closed.

[0061] In summer, when the temperature is high and the humidity is low, and in transitional seasons when the temperature is moderate and the humidity is low, corresponding to the refrigeration of the passenger compartment, the cooling of the battery, and the heat dissipation of the motor, the first electronic expansion valve 6 and the second electronic expansion valve 7 of the refrigerant circulation are open, and the third electronic expansion valve 8 is closed; the first water pump 9 and the second water pump 11 of the refrigerant water loop are open; the second valve 13, the sixth valve 32, and the eighth valve 34 are open, and the first valve 12, the third valve 29, the fourth valve 30, the fifth valve 31, and the seventh valve 33 are closed; the first air valve 21, the second air valve 22, and the third air valve 23 are open, and the fourth air valve 24 is closed.

[0062] During the transitional season, the temperature is moderate and the humidity is high. This corresponds to the dehumidification of the passenger compartment, battery cooling, and motor heat dissipation. At this time, the first electronic expansion valve 6 and the third electronic expansion valve 8 of the refrigerant circulation are open, and the second electronic expansion valve 7 is closed; the first water pump 9 and the second water pump 11 of the refrigerant water loop are open; the second valve 13, the sixth valve 32, and the eighth valve 34 are open, and the first valve 12, the third valve 29, the fourth valve 30, the fifth valve 31, and the seventh valve 33 are closed; the first air valve 21, the second air valve 22, and the fourth air valve 24 are open, and the third air valve 23 is closed.

[0063] In low-temperature and low-humidity winter environments, corresponding to the crew cabin heating, battery heating, and motor heat dissipation conditions, the first electronic expansion valve 6 of the refrigerant circulation is open, while the second electronic expansion valve 7 and the third electronic expansion valve 8 are closed; in the refrigerant water loop, the first water pump 9 and the second water pump 11 are open; the first valve 12, the third valve 29, the fourth valve 30, the fifth valve 31, the seventh valve 33, and the eighth valve 34 are open, while the second valve 13 and the sixth valve 32 are closed; the first air valve 21, the second air valve 22, and the fourth air valve 24 are open, while the third air valve 23 is closed.

[0064] In the low temperature and high humidity environment of winter, corresponding to the dehumidification and heating of the passenger compartment, battery heating, and motor heat dissipation, the refrigerant circulation is as follows: the first electronic expansion valve 6 and the second electronic expansion valve 7 are open, and the third electronic expansion valve 8 is closed; in the refrigerant water loop, the first water pump 9 and the second water pump 11 are open; the first valve 12, the third valve 29, the fourth valve 30, the fifth valve 31, the seventh valve 33 and the eighth valve 34 are open, and the second valve 13 and the sixth valve 32 are closed; the first air valve 21, the second air valve 22 and the fourth air valve 24 are open, and the third air valve 23 is closed.

[0065] Special Condition 1: The passenger compartment is heated and in a low-humidity environment, with battery cooling and motor heat dissipation. At this time, the first electronic expansion valve 6 of the refrigerant circulation is open, the second electronic expansion valve 7 and the third electronic expansion valve 8 are closed; in the refrigerant water loop, the first water pump 9 and the second water pump 11 are open; the first valve 12, the sixth valve 32 and the eighth valve 34 are open, the second valve 13, the third valve 29, the fourth valve 30, the fifth valve 31 and the seventh valve 33 are closed; the first air valve 21, the second air valve 22 and the fourth air valve 24 are open, and the third air valve 23 is closed.

[0066] Special Condition 2: The crew cabin is refrigerated and in a high-humidity environment. The battery provides heating and electronic cooling is used. At this time, the second electronic expansion valve 7 and the third electronic expansion valve 8 of the refrigerant circulation are open, and the first electronic expansion valve 6 is closed. In the refrigerant water loop, the first water pump 9 and the second water pump 11 are open. The third valve 29 and the fourth valve 30 are open, and the first valve 12, the second valve 13, the fifth valve 31, the sixth valve 32, the seventh valve 33 and the eighth valve 34 are closed. The first air valve 21, the second air valve 22 and the fourth air valve 24 are open, and the third air valve 23 is closed.

[0067] It should be noted that the valve and valve component opening and closing states described above under various operating conditions are merely exemplary. Without departing from the core concept of this invention, those skilled in the art can adaptively adjust and optimize the valve state combinations, the opening value of the electronic expansion valve, the frequency range of the compressor, and the opening angle of each air valve according to the actual system configuration, component characteristics, and control objectives. The features described in the various embodiments can be combined according to actual needs. For example, a scheme for separate air duct processing can be combined with a scheme using solid dehumidification. Where there is no contradiction, technical features in different embodiments can be combined to form new implementation schemes, and these combinations also fall within the protection scope of this disclosure.

[0068] For example, in any of the above embodiments, the first evaporator 3 can also be configured as a refrigerant-air heat exchanger, directly used for sensible heat treatment of the passenger compartment air. In this case, the first evaporator is located in the fourth air duct, while the second evaporator 4 is located in the fifth air duct, or the first evaporator 3 and the second evaporator 4 can be arranged one after the other in the same air duct. Regardless of the physical layout, the core is that the two evaporators are connected in parallel in the refrigerant circuit, and their design evaporation temperatures are different, respectively used to handle sensible heat and latent heat loads. In addition, the battery cooling circuit can also be integrated into the air handling module. For example, by providing a bypass valve between the coolant side of the third evaporator 5 and the battery cold plate 10, the bypass valve can be closed when the battery temperature is low and cooling is not required, so that the coolant circulates only in the third evaporator 5 or stops circulating.

[0069] To further enrich the details of the embodiments, the specific operating parameters of each component under different environmental conditions can be described. For example, in a high-temperature and high-humidity environment in summer, the evaporation temperature of the first evaporator can be controlled at around 12°C, the evaporation temperature of the second evaporator can be controlled at around 3°C, and the compressor operating frequency is between 40-60Hz. In a high-temperature and low-humidity environment, the second evaporator is shut off, the evaporation temperature of the first evaporator can be raised to 18°C, and the compressor operating frequency is reduced to 20-30Hz. In a medium-temperature and high-humidity environment, the first evaporator is finely adjusted, the evaporation temperature of the second evaporator is maintained at 5°C, and the compressor operating frequency is between 30-40Hz. In winter heating mode, the condenser outlet water temperature can be controlled at 50-60°C, and the outlet water temperature of the second evaporator (as a heater) can be controlled at 40-45°C. These specific parameter ranges further illustrate the detailed operating status of the system and provide a more complete description of the features regarding temperature range and frequency control in the claims.

[0070] In summary, the automotive thermal management system provided in this embodiment separates the heat and humidity load of the passenger compartment by setting a first evaporator and a second evaporator with different evaporation temperatures in parallel in the refrigerant circuit. This allows the compressor to operate at a higher suction pressure, significantly reducing energy consumption. By introducing a third evaporator and a complex water circuit, the system simultaneously meets the thermal management requirements of the power battery and motor, as well as the heating and dehumidification requirements in winter. Precise air handling is achieved through the air duct design. Through the joint control of the electronic expansion valve and the compressor by the controller, the system can automatically switch to the optimal operating mode according to environmental conditions. These technical features together constitute a highly efficient, integrated, and intelligent thermal management solution for new energy vehicles. Those skilled in the art will understand that the above description is merely exemplary, and various modifications, additions, substitutions, and variations can be made without departing from the spirit and scope of this disclosure.

[0071] The following describes an automotive thermal management method provided by an embodiment of the invention. The automotive thermal management method described below can be considered as an automotive thermal management method applied to an automotive thermal management system provided by an embodiment of the invention. The following description can be referenced in conjunction with the above.

[0072] Furthermore, the automotive thermal management method provided by the present invention is executed on an electronic device, which is preferably a controller of the thermal management system of a new energy vehicle, or a smart terminal such as a smartphone or laptop connected to the controller, or of course a server on the network side.

[0073] See Figure 4 , Figure 4 This is a flowchart of an automotive thermal management method provided by an embodiment of the present invention. Figure 4 As shown, this method is applied to a thermal management system that includes a compressor and a condenser. The specific process includes: S100, when the first electronic expansion valve is opened, the first evaporator, which is connected to the refrigerant outlet of the condenser, receives the refrigerant flowing out of the condenser to handle the sensible heat load of the air flowing through the passenger compartment. S120, when the second electronic expansion valve is opened, the second evaporator, which is connected to the refrigerant outlet of the condenser, receives the refrigerant flowing out of the condenser to handle the latent heat load of the air flowing through the passenger compartment. The refrigerant evaporation temperature of the first evaporator is higher than that of the second evaporator.

[0074] It should be noted that the automotive thermal management system and method provided in the above embodiments can be applied to any type of new energy vehicle, including pure electric vehicles and hybrid electric vehicles. By adopting an architecture with independent temperature and humidity control, this thermal management system can adaptively adjust its operating mode according to environmental conditions, minimizing energy consumption and increasing the vehicle's driving range while meeting the thermal comfort requirements of the passenger compartment and the thermal management needs of the battery and motor.

[0075] Optionally, embodiments of the present invention also provide a new energy vehicle, which includes an automotive thermal management system as provided in any of the above embodiments.

[0076] Below, for reference Figure 5 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 5 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.

[0077] The memory 300 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0078] Specifically, the processor 100 is used to execute the application program in the memory to implement the steps of the above-described automotive thermal management method.

[0079] 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.

[0080] 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.

[0081] 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.

[0082] 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.

[0083] 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.

[0084] 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. An automotive thermal management system, comprising: The compressor and condenser are characterized in that the system further includes: a first evaporator and a second evaporator respectively connected to the refrigerant outlet of the condenser via a first electronic expansion valve and a second electronic expansion valve; The first evaporator is used to receive refrigerant flowing out of the condenser when the first electronic expansion valve is open, in order to handle the sensible heat load of the air flowing through the passenger compartment; The second evaporator is used to receive refrigerant flowing out of the condenser when the second electronic expansion valve is open, in order to handle the latent heat load of the air flowing through the passenger compartment; The refrigerant evaporation temperature of the first evaporator is higher than that of the second evaporator.

2. The system according to claim 1, characterized in that, Also includes: Third evaporator; The refrigerant side of the third evaporator is connected to the refrigerant outlet of the condenser via a third electronic expansion valve, and the chilled water side of the third evaporator is connected to the first water pump and the battery cold plate.

3. The system according to claim 1, characterized in that, The condenser is connected to a second water pump on the refrigerant water side; the outlet of the second water pump is divided into two paths through a first valve and a second valve. The first valve controls the flow of refrigerant water heated by the condenser through the second evaporator to provide heating for the crew compartment; The second valve controls the refrigerant water to flow through the motor after being cooled by the external air-cooled heat exchanger, in order to cool the motor.

4. The system according to claim 1, characterized in that, Also includes: First air duct, second air duct, third air duct, fourth air duct, and fifth air duct; The first air duct is connected to the outside of the vehicle and is used to control the amount of outdoor air entering the third air duct through the first air valve. The second air duct is connected to the passenger compartment and is used to control the passenger compartment return air volume entering the third air duct through the second air valve; The third air duct is connected to the fourth air duct and the fifth air duct respectively; the first evaporator and the second evaporator are respectively installed in the fourth air duct and the fifth air duct. The fourth air duct is used to control the air processed by the first evaporator to enter the passenger compartment through the third air valve, and the fifth air duct is used to control the air processed by the second evaporator to enter the passenger compartment through the fourth air valve.

5. The system according to claim 4, characterized in that, An in-cabin fan is installed in the third air duct to drive the air passing through the third air duct through the first evaporator and / or the second evaporator.

6. The system according to claim 1, characterized in that, Also includes: Controller; The controller is connected to the first electronic expansion valve and the second electronic expansion valve respectively, and is used to acquire ambient temperature and humidity information, determine the ratio of the sensible heat load and the latent heat load based on the ambient temperature and humidity information, and control the opening degree of the first electronic expansion valve and the second electronic expansion valve based on the ratio.

7. The system according to claim 6, characterized in that, The controller is also used to control the frequency of the compressor based on the ambient temperature and humidity information.

8. The system according to claim 1, characterized in that, The second evaporator can be replaced by a solid dehumidifier or a solution dehumidifier.

9. A thermal management method for automobiles, applied in a thermal management system including a compressor and a condenser, characterized in that, include: When the first electronic expansion valve is open, the first evaporator, which is connected to the refrigerant outlet of the condenser, receives the refrigerant flowing out of the condenser to handle the sensible heat load of the air flowing through the passenger compartment. The second evaporator, which is connected to the refrigerant outlet of the condenser via the second electronic expansion valve, receives the refrigerant flowing out of the condenser when the second electronic expansion valve is open, in order to handle the latent heat load of the air flowing through the passenger compartment; The refrigerant evaporation temperature of the first evaporator is higher than that of the second evaporator.

10. A new energy vehicle, characterized in that, Including the automotive thermal management system as described in any one of claims 1 to 8.

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