Vehicle thermal management system

Abstract

The utility model provides a vehicle heat management system which comprises secondary refrigerant circulation and refrigerant circulation, the refrigerant circulation comprises a compressor, a first heat exchanger, a throttling element and a second heat exchanger which are sequentially connected through pipelines, and the secondary refrigerant circulation comprises a first in-vehicle heat exchanger, a second in-vehicle heat exchanger, a first water pump and a second water pump. When the vehicle thermal management system operates in a vehicle cabin rapid cooling mode, a secondary refrigerant is driven by a second water pump to sequentially circulate along the first in-vehicle heat exchanger, the second in-vehicle heat exchanger and the second heat exchanger, and when the vehicle thermal management system operates in a vehicle cabin rapid heating mode, the secondary refrigerant is driven by the second water pump to circulate along the first in-vehicle heat exchanger and the second heat exchanger. The secondary refrigerant is driven by the first water pump to sequentially circulate along the first heat exchanger, the second in-vehicle heat exchanger and the first in-vehicle heat exchanger. The in-vehicle heat exchangers connected in series can enlarge the heat exchange area and improve the system operation efficiency, so that the design purpose of rapid cooling or rapid heating is achieved, and the requirements of users are met.

Description

Technical Field

[0001] The utility model belongs to the technical field of air conditioning, and particularly relates to a vehicle thermal management system. Background Art

[0002] With the development of electric commercial vehicles, the development of the vehicle thermal management system for electric commercial vehicles has also been put on the agenda. In the existing vehicle thermal management system, two heat exchangers are arranged on the indoor side (i.e., inside the vehicle cabin). One of them can be used as an indoor evaporator to cool the indoor space, and the other is used as an indoor condenser to heat the indoor space. Moreover, in the heat exchanger used as the indoor evaporator, a refrigerant is mostly used to achieve refrigeration, and in the heat exchanger used as the indoor condenser, a secondary refrigerant is mostly used to utilize the waste heat of the vehicle's motor, battery, etc. to achieve heating. While the system integration degree is not high, rapid refrigeration and heating cannot be achieved. Content of the Utility Model

[0003] Therefore, the utility model provides a vehicle thermal management system, which can solve the problem that the two heat exchangers in the vehicle cabin in the prior art cannot achieve rapid refrigeration and heating in the cabin.

[0004] To solve the above problems, the utility model provides a vehicle thermal management system, including a secondary refrigerant cycle and a refrigerant cycle. The refrigerant cycle includes a compressor, a first heat exchanger, a throttling element, and a second heat exchanger that are connected in sequence through pipelines. Among them, the first heat exchanger is located between the exhaust port of the compressor and the inlet of the throttling element. The secondary refrigerant cycle includes a first in-vehicle heat exchanger, a second in-vehicle heat exchanger, a first water pump, and a second water pump. When the vehicle thermal management system operates in the rapid cabin cooling mode, the secondary refrigerant forms a cycle along the first in-vehicle heat exchanger, the second in-vehicle heat exchanger, and the second heat exchanger in sequence under the drive of the second water pump. When the vehicle thermal management system operates in the rapid cabin heating mode, the secondary refrigerant forms a cycle along the first heat exchanger, the second in-vehicle heat exchanger, and the first in-vehicle heat exchanger in sequence under the drive of the first water pump.

[0005] In some embodiments, the vehicle thermal management system further includes a flow path switching valve, which has a first port, a second port, a third port, a fourth port, a fifth port, a sixth port, a seventh port, and an eighth port. The first port of the first heat exchanger is communicated with the seventh port, the second port of the first heat exchanger is communicated with the eighth port, the first port of the second heat exchanger is communicated with the second port, the second port of the second heat exchanger is communicated with the first port, the first port of the first in-vehicle heat exchanger is communicated with the third port, the second port of the first in-vehicle heat exchanger is communicated with the fourth port, the first port of the second in-vehicle heat exchanger is communicated with the fifth port, and the second port of the second in-vehicle heat exchanger is communicated with the sixth port. When the vehicle thermal management system operates in the cabin rapid cooling mode, the first port is communicated with the sixth port, the second port is communicated with the third port, the fourth port is communicated with the fifth port, and the seventh port is communicated with the eighth port; when the vehicle thermal management system operates in the cabin rapid heating mode, the first port is communicated with the second port, the third port is communicated with the eighth port, the fourth port is communicated with the fifth port, and the sixth port is communicated with the seventh port.

[0006] In some embodiments, when the vehicle thermal management system operates in the cabin rapid heating mode, a battery pack heat exchanger is also connected in series between the first in-vehicle heat exchanger and the second in-vehicle heat exchanger.

[0007] In some embodiments, the flow path switching valve further includes a ninth port and a tenth port. The first port of the battery pack heat exchanger is communicated with the ninth port, and the second port of the battery pack heat exchanger is communicated with the tenth port. When the vehicle thermal management system operates in the cabin rapid heating mode, the fourth port is communicated with the ninth port, and the fifth port is communicated with the tenth port.

[0008] In some embodiments, the vehicle thermal management system further includes a motor and electronic control heat exchanger and an out-of-vehicle heat exchanger. The flow path switching valve further includes an eleventh port, a twelfth port, a thirteenth port, and a fourteenth port. The first port of the motor and electronic control heat exchanger is communicated with the eleventh port, the second port of the motor and electronic control heat exchanger is communicated with the twelfth port, the first port of the out-of-vehicle heat exchanger is communicated with the thirteenth port, and the second port of the out-of-vehicle heat exchanger is communicated with the fourteenth port. The motor and electronic control heat exchanger can be connected in series to the refrigerant circulation through the eleventh port and the twelfth port, and the out-of-vehicle heat exchanger can be connected in series to the refrigerant circulation through the thirteenth port and the fourteenth port.

[0009] In some embodiments, the components in the refrigerant circulation are placed in an explosion-proof housing.

[0010] The vehicle thermal management system provided by the present utility model has the following beneficial effects:

[0011] When the vehicle thermal management system operates in the rapid cabin cooling mode or the rapid cabin heating mode, the first in-vehicle heat exchanger and the second in-vehicle heat exchanger are used in series. The coolant flows through both the first in-vehicle heat exchanger and the second in-vehicle heat exchanger, which can increase the heat exchange area and improve the system operation efficiency, thereby achieving the design purpose of rapid cooling or rapid heating, and further meeting the needs of users. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In order to more clearly illustrate the embodiments of the present utility model or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. The drawings in the following description are only exemplary. For those of ordinary skill in the art, other implementation drawings can be obtained by extension based on the provided drawings without creative efforts.

[0013] Figure 1 is the schematic diagram of the principle of the vehicle thermal management system according to the embodiment of the present utility model;

[0014] Figure 2 is Figure 1 the schematic diagram when the vehicle thermal management system in

[0015] Figure 3 is Figure 1 the schematic diagram when the vehicle thermal management system in

[0016] Figure 4 is Figure 1 the schematic diagram when the vehicle thermal management system in

[0017] Figure 5 is Figure 1 the schematic diagram when the vehicle thermal management system in

[0018] Figure 6 is Figure 1 the schematic diagram when the vehicle thermal management system in

[0019] Figure 7 is Figure 1 the schematic diagram when the vehicle thermal management system in

[0020] Figure 8 is Figure 1 the schematic diagram when the vehicle thermal management system in

[0021] Figure 9 is Figure 1 a schematic diagram of the vehicle thermal management system operating in the heating mode of the cabin heat pump;

[0022] Figure 10 is Figure 1 a schematic diagram of the vehicle thermal management system operating in the cabin heating mode of motor heat recovery;

[0023] Figure 11 is Figure 1 a schematic diagram of the vehicle thermal management system operating in the cabin heating mode of motor and battery heat recovery;

[0024] Figure 12 is Figure 1 a schematic diagram of the vehicle thermal management system operating in the fast charging mode of the battery in high temperature weather;

[0025] Figure 13 is Figure 1 a schematic diagram of the vehicle thermal management system operating in the natural cooling mode of the battery;

[0026] Figure 14 is Figure 1 a schematic diagram of the vehicle thermal management system operating in the low temperature battery preheating mode;

[0027] Figure 15 is Figure 1 a schematic diagram of the vehicle thermal management system operating in the high temperature cabin and battery cooling mode of the vehicle;

[0028] Figure 16 is Figure 1 a schematic diagram of the vehicle thermal management system operating in the simultaneous heating mode of the cabin and the battery.

[0029] The reference numerals are as follows:

[0030] 11. Compressor; 12. First heat exchanger; 13. Throttling element; 14. Second heat exchanger; 15. Gas-liquid separator; 211. First in-vehicle heat exchanger; 212. Second in-vehicle heat exchanger; 221. First water pump; 222. Second water pump; 3. Battery pack heat exchanger; 4. Flow path switching valve; a. First port; b. Second port; c. Third port; d. Fourth port; i. Fifth port; j. Sixth port; k. Seventh port; l. Eighth port; e. Ninth port; f. Tenth port; g. Eleventh port; h. Twelfth port; m. Thirteenth port; n. Fourteenth port; 5. Motor electronic control heat exchanger; 6. Out-of-vehicle heat exchanger; 61. Out-of-vehicle fan; 7. HVAC air conditioning box; 71. In-vehicle fan. Detailed implementation manners

[0031] The following will clearly and completely describe the technical solutions in the embodiments of the present utility model with reference to the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. The description of at least one exemplary embodiment is actually only illustrative and in no way restricts the present utility model and its application or use. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts belong to the scope of protection of the present utility model.

[0032] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by orientation words such as "front, rear, upper, lower, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom" is usually based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description. Without contrary description, these orientation words do not indicate and imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, it should not be construed as limiting the scope of protection of the present utility model; the orientation words "inside, outside" refer to the inside and outside relative to the contour of each component itself.

[0033] For the convenience of description, spatial relative terms such as "above...", "above...", "on the upper surface of...", "above" can be used here to describe the spatial positional relationship between a device or feature shown in the figure and other devices or features. It should be understood that the spatial relative terms are intended to include different orientations in use or operation in addition to the orientation described in the figure for the device. For example, if the device in the drawing is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "under other devices or structures" afterwards. Thus, the exemplary term "above..." can include both orientations of "above..." and "below...". The device can also be positioned in other different ways (rotated 90° or in other orientations), and the corresponding explanations are made for the spatial relative descriptions used here.

[0034] In addition, it should be noted that the use of words such as "first", "second" to limit the components is only for the convenience of distinguishing the corresponding components. Without otherwise stating, these words have no special meaning. Therefore, it should not be construed as limiting the scope of protection of the present utility model.

[0035] See in conjunction with Figures 1 to 16As shown, according to an embodiment of the present invention, a vehicle thermal management system is provided. The aforementioned vehicle can specifically be an electric commercial vehicle, including a secondary coolant circulation and a refrigerant circulation. The refrigerant circulation includes a compressor 11, a first heat exchanger 12, a throttling element 13 (such as an electronic expansion valve), and a second heat exchanger 14 that are connected in sequence through pipelines. Among them, the first heat exchanger 12 is located between the exhaust port of the compressor 11 and the inlet of the throttling element 13. The secondary coolant circulation includes a first in-vehicle heat exchanger 211, a second in-vehicle heat exchanger 212, a first water pump 221, and a second water pump 222. When the vehicle thermal management system operates in the rapid cabin cooling mode, the secondary coolant forms a circulation along the first in-vehicle heat exchanger 211, the second in-vehicle heat exchanger 212, and the second heat exchanger 14 in sequence under the drive of the second water pump 222. When the vehicle thermal management system operates in the rapid cabin heating mode, the secondary coolant forms a circulation along the first heat exchanger 12, the second in-vehicle heat exchanger 212, and the first in-vehicle heat exchanger 211 in sequence under the drive of the first water pump 221. In some embodiments, in order to prevent liquid from being carried into the suction of the compressor 11, it is preferred to provide a gas-liquid separator 15 at the suction port of the compressor 11 to perform necessary gas-liquid separation before the refrigerant enters the compressor 11.

[0036] In this technical solution, when the vehicle thermal management system operates in the rapid cabin cooling mode or the rapid cabin heating mode, the first in-vehicle heat exchanger 211 and the second in-vehicle heat exchanger 212 are used in series. The secondary coolant flows through both the first in-vehicle heat exchanger 211 and the second in-vehicle heat exchanger 212, which can increase the heat exchange area and improve the system operation efficiency, thereby achieving the design purpose of rapid cooling or rapid heating, and further meeting the needs of users.

[0037] As a specific embodiment, the vehicle thermal management system further includes a flow path switching valve 4, the flow path switching valve 4 having a first port a, a second port b, a third port c, a fourth port d, a fifth port i, a sixth port j, a seventh port k, and an eighth port l, the first port of the first heat exchanger 12 is connected to the seventh port k, the second port of the first heat exchanger 12 is connected to the eighth port l, the first port of the second heat exchanger 14 is connected to the second port b, the second port of the second heat exchanger 14 is connected to the first port a, the first port of the first in-vehicle heat exchanger 211 is connected to the third port c, the second port of the first in-vehicle heat exchanger 211 is connected to the The first port is connected to the fourth port d, the first port of the second in-vehicle heat exchanger 212 is connected to the fifth port i, the second port of the second in-vehicle heat exchanger 212 is connected to the sixth port j, and when the vehicle thermal management system operates in a rapid cabin cooling mode, the first port a is connected to the sixth port j, the second port b is connected to the third port c, the fourth port d is connected to the fifth port i, and the seventh port k is connected to the eighth port l; when the vehicle thermal management system operates in a rapid cabin heating mode, the first port a is connected to the second port b, the third port c is connected to the eighth port l, the fourth port d is connected to the fifth port i, and the sixth port j is connected to the seventh port k.

[0038] In this technical solution, by connecting various ports on a flow path switching valve 4 with corresponding components and controlling the on / off of various ports, switching of different operating modes is achieved. The system has a high degree of integration and can effectively reduce the use of solenoid valves in the system, thereby reducing the complexity of the vehicle wiring harness.

[0039] In some embodiments, when the vehicle thermal management system operates in a rapid cabin heating mode, a battery pack heat exchanger 3 is further connected in series between the first in-vehicle heat exchanger 211 and the second in-vehicle heat exchanger 212. The aforementioned battery pack heat exchanger 3 preferably adopts a heat exchanger that is matched with the battery pack, that is, at this time, the vehicle thermal management system of the utility model is configured with a pipe opening that is connected to the inlet and outlet ports of the heat exchanger. Of course, under some working conditions, the aforementioned battery pack heat exchanger 3 is configured at the vehicle battery pack as a component of the vehicle thermal management system to realize heat exchange with the battery pack.

[0040] In this technical solution, when the vehicle thermal management system operates in the rapid cabin heating mode, the battery pack heat exchanger 3 can be connected in series in the coolant cycle, so that the heat of the battery pack can be absorbed and transferred to the first in-car heat exchanger 211 and the second in-car heat exchanger 212, thereby realizing the utilization of the heat of the battery pack when heating the cabin and ensuring rapid cabin heating.

[0041] In a specific embodiment, the flow path switching valve 4 also includes a ninth port e and a tenth port f, the first port of the battery pack heat exchanger 3 is connected to the ninth port e, the second port of the battery pack heat exchanger 3 is connected to the tenth port f, and when the vehicle thermal management system operates in a rapid cabin heating mode, the fourth port d is connected to the ninth port e, and the fifth port i is connected to the tenth port f.

[0042] In this technical solution, the battery pack heat exchanger 3 is also connected in series to the coolant circulation through the flow path switching valve 4, which can further improve the integration of the system and reduce the difficulty of arranging lines and pipelines.

[0043] In some embodiments, the vehicle thermal management system also includes a motor-controlled heat exchanger 5 and an external heat exchanger 6. The motor-controlled heat exchanger 5 can specifically adopt a heat exchanger provided by the motor to reduce the design cost of the system. An external fan 61 is arranged adjacent to the external heat exchanger 6. The flow path switching valve 4 also includes an eleventh port g, a twelfth port h, a thirteenth port m and a fourteenth port n. The first port of the motor-controlled heat exchanger 5 is connected to the eleventh port g, the second port of the motor-controlled heat exchanger 5 is connected to the twelfth port h, the first port of the external heat exchanger 6 is connected to the thirteenth port m, the second port of the external heat exchanger 6 is connected to the fourteenth port n, and the motor-controlled heat exchanger 5 can be connected in series to the coolant cycle via the eleventh port g and the twelfth port h, and the external heat exchanger 6 can be connected in series to the coolant cycle via the thirteenth port m and the fourteenth port n.

[0044] In this technical solution, the aforementioned flow path switching valve 4 is objectively a 14-way valve, which further improves the system integration and enriches the operation mode of the thermal management system, can further reduce the use of solenoid valves in the system, and reduce the complexity of the vehicle wiring harness. It should be noted that, in principle, the aforementioned flow path switching valve 4 can use a valve component that can realize various modes of operation of the vehicle thermal management system in the utility model. The utility model does not protect the specific structural design of the flow path switching valve 4, and it will not be repeated here.

[0045] In some embodiments, the components in the refrigerant cycle are placed in an explosion-proof housing (not shown in the figure), that is, the compressor 11, the first heat exchanger 12, the throttling element 13, the second heat exchanger 14 and the gas-liquid separator 15 in the refrigerant cycle of the utility model are all arranged in an explosion-proof housing, and the external interface is only the inlet and outlet ports (refrigerant) of the first heat exchanger 12 and the second heat exchanger 14 respectively, which has higher safety. In this way, the refrigerant cycle can select flammable refrigerants, which broadens the range of refrigerant selection for vehicle air conditioners.

[0046] It can be understood that in a specific embodiment, the aforementioned first heat exchanger 12 and second heat exchanger 14 both adopt plate heat exchangers, each of which has a refrigerant heat exchange tube flow path and a secondary refrigerant heat exchange tube flow path that can exchange heat with each other. Among them, each refrigerant heat exchange tube flow path is connected in series in the refrigerant cycle, and each secondary refrigerant heat exchange tube is connected in series in the secondary refrigerant cycle.

[0047] In a specific embodiment, the aforementioned first in-vehicle heat exchanger 211 and second in-vehicle heat exchanger 212 are both located in the HVAC air-conditioning box 7. Moreover, the second in-vehicle heat exchanger 212 is on the air outlet side of the HVAC air-conditioning box 7, and the first in-vehicle heat exchanger 211 is on the air inlet side of the HVAC air-conditioning box 7. An internal blower 71 is arranged between the first in-vehicle heat exchanger 211 and the second in-vehicle heat exchanger 212.

[0048] According to an embodiment of the present invention, there is also provided a control method for a vehicle thermal management system as described above, including the following steps:

[0049] Obtain the operating mode of the vehicle thermal management system;

[0050] Control the start and stop of the first water pump 221, second water pump 222, and compressor 11 and the flow path switching of the flow path switching valve 4 according to the operating mode.

[0051] Specifically, refer to Figure 2 As shown, when the ambient temperature is above 30°C and the vehicle is parked outdoors for a long time, the temperature inside the vehicle cabin is relatively high. After the vehicle starts, it is necessary to quickly reduce the temperature inside the vehicle cabin. At this time, the first in-vehicle heat exchanger 211 and the second in-vehicle heat exchanger 212 are connected in series to increase the heat exchanger area and improve the heat exchange efficiency, so as to achieve the purpose of quickly reducing the temperature inside the vehicle cabin. At this time, the operating mode is the vehicle cabin rapid cooling mode. Control the first water pump 221, second water pump 222, and compressor 11 to start running, and control the first port a of the flow path switching valve 4 to communicate with the sixth port j, the second port b to communicate with the third port c, the fourth port d to communicate with the fifth port i, the seventh port k to communicate with the fourteenth port n, and the eighth port l to communicate with the thirteenth port m.

[0052] In this mode, the refrigerant cycle is started. The compressor 11 transports the high-temperature and high-pressure refrigerant to the first heat exchanger 12 through the exhaust pipe. After releasing heat in the first heat exchanger 12, it is throttled by the throttling element 13, and then transported to the second heat exchanger 14. After absorbing the heat of the cooling water in the second heat exchanger 14, the refrigerant flows back to the gas-liquid separator 15, and then returns to the compressor 11 to start a new round of cycle.

[0053] The fourteen-way valve (i.e., the aforementioned flow path switching valve 4, the same below) k-n, m-l, d-i, b-c, j-a are connected. The second water pump 222 is turned on to transport the cooling water from the second heat exchanger 14 to the first in-vehicle heat exchanger 211, and then flows through the second in-vehicle heat exchanger 212 to complete the cooling water circulation on the evaporation side (i.e., the aforementioned secondary refrigerant circulation, where the secondary refrigerant is cooling water) in sequence. The first water pump 221 is turned on to transport the cooling water from the first heat exchanger 12 to the out-of-vehicle heat exchanger 6, and then complete the cooling hot water circulation on the condensation side.

[0054] Specifically, refer to Figure 3 As shown, when the ambient temperature is below -5°C and the vehicle is parked outdoors for a long time, the temperature inside the vehicle compartment is relatively low, and the battery also needs to be preheated to enter the high-efficiency discharge mode. At this time, the first in-vehicle heat exchanger 211 and the second in-vehicle heat exchanger 212 are also connected in series to increase the heat exchanger area. At this time, the cooling water temperature of the first in-vehicle heat exchanger 211 is lower than that of the second in-vehicle heat exchanger 212, which can play a role in preheating the air inside the vehicle first, thereby improving the heat exchange efficiency of the water circuit and achieving the purpose of quickly raising the temperature of the vehicle compartment and the battery. At this time, the operating mode is the vehicle compartment rapid heating mode. Control the first water pump 221, the second water pump 222, and the compressor 11 to start running. Control the first port a of the flow path switching valve 4 to be connected to the fourteenth port n, the second port b to be connected to the thirteenth port m, the third port c to be connected to the eighth port l, the fourth port d to be connected to the ninth port e, the fifth port i to be connected to the tenth port f, and the sixth port j to be connected to the seventh port k.

[0055] In this mode, the refrigerant cycle is turned on. The compressor 11 transports the high-temperature and high-pressure refrigerant to the first heat exchanger 12 through the exhaust pipe. After releasing heat in the first heat exchanger 12, it is throttled by the throttling element 13, and then transported to the second heat exchanger 14. After absorbing the heat of the cooling water in the second heat exchanger 14, the refrigerant flows back to the gas-liquid separator 15 and then returns to the compressor 11 to start a new round of cycle.

[0056] The fourteen-way valve b-m, n-a, k-j, c-l, i-f, e-d are connected. The second water pump 222 is turned on to transport the cooling water from the second heat exchanger 14 to the out-of-vehicle heat exchanger 6 to complete the cooling water circulation on the evaporation side. The first water pump 221 is turned on. First, it transports the cooling water to the second in-vehicle heat exchanger 212, then flows through the battery pack heat exchanger 3 for further heat exchange, and finally flows through the first in-vehicle heat exchanger 211 to play a role in preheating the air inside the vehicle compartment, and finally complete the cooling water circulation on the condensation side.

[0057] Specifically, refer to Figure 4As shown, in weather with a temperature range of around 15°C to 20°C, on rainy days or when the air humidity is high, the vehicle cabin does not require cooling or heating, but the windows need to be defogged. If the cooling defogging is turned on, some cold air will leak to the vicinity of the driver, resulting in poor cabin comfort. At this time, the first in-vehicle heat exchanger 211 and the second in-vehicle heat exchanger 212 operate in parallel, one for refrigeration and one for heating. First, the moisture content in the air is reduced, and then the air is heated up to achieve the purpose of defogging. At this time, the operating mode is the cabin dehumidification mode. Control the first water pump 221, the second water pump 222 and the compressor 11 to start running. Control the first port a of the flow path switching valve 4 to communicate with the fourth port d, the second port b to communicate with the third port c, the fifth port i to communicate with the eighth port l, and the sixth port j to communicate with the seventh port k. In this operating mode, the refrigerant cycle is the same as the aforementioned cabin rapid cooling mode and cabin rapid heating mode, which will not be elaborated here. For the secondary refrigerant cycle, the fourteen-way valve b-c, d-a, j-k, i-l is connected. The second water pump 222 is turned on to transport the cooling water from the second heat exchanger 14 to the first in-vehicle heat exchanger 211 to complete the cooling water circulation on the evaporation side. The first water pump 221 is turned on to transport the cooling water to the second in-vehicle heat exchanger 212 to complete the cooling water circulation on the condensation side.

[0058] Specifically refer to Figure 5 As shown, when the operating mode is the cabin refrigeration mode, control the first water pump 221, the second water pump 222 and the compressor 11 to start running. Control the first port a of the flow path switching valve 4 to communicate with the fourth port d, the second port b to communicate with the third port c, the seventh port k to communicate with the fourteenth port n, and the eighth port l to communicate with the thirteenth port m. This mode is applicable when there is no cooling requirement for the motor electronic control and the battery pack, and only the cabin has a refrigeration requirement. The temperature range is 20°C - 35°C. When the vehicle has just started and the battery pack temperature has not risen yet and needs to be cooled, or when only the cabin has a cooling requirement, or when the vehicle is running at a low speed continuously and the battery output power is low and the battery pack temperature has not risen to the state where it needs to be cooled. In this operating mode, the refrigerant cycle is the same as the aforementioned cabin rapid cooling mode and cabin rapid heating mode, which will not be elaborated here. For the secondary refrigerant cycle, the fourteen-way valve b-c, d-a, k-n, m-l is connected. The second water pump 222 is turned on to transport the cooling water from the second heat exchanger 14 to the first in-vehicle heat exchanger 211, and then return to the second heat exchanger 14 to complete the cooling water circulation on the evaporation side. The first water pump 221 is turned on to transport the cooling water to the out-of-vehicle heat exchanger 6, and then return to the first heat exchanger 12 to complete the cooling water circulation on the condensation side.

[0059] Specifically refer to Figure 6As shown in the figure, when the temperature range is above approximately 35°C and the vehicle is running at a high speed continuously, there is a cooling requirement for the passenger compartment, battery pack, and motor and electronic control heat exchanger 5 simultaneously. Since the outside ambient temperature is higher than the normal operating temperature range of the battery pack, the battery pack cannot utilize the outside ambient temperature for cooling and thus requires the use of a refrigeration system for cooling. The motor and electronic control can use the outside ambient temperature for cooling. At this time, the operating mode is the passenger compartment refrigeration, battery, and motor and electronic control simultaneous cooling mode. Control the first water pump 221, the second water pump 222, and the compressor 11 to start running. Control the first port a of the flow path switching valve 4 to communicate with the tenth port f, the second port b to communicate with the third port c, the fourth port d to communicate with the ninth port e, the seventh port k to communicate with the twelfth port h, the eighth port l to communicate with the thirteenth port m, and the eleventh port g to communicate with the fourteenth port n. In this operating mode, the refrigerant cycle is the same as that in the aforementioned passenger compartment rapid cooling mode and passenger compartment rapid heating mode, which will not be elaborated here. For the secondary refrigerant cycle, the fourteen-way valves f-a, b-c, d-e, g-n, k-h, m-l are in communication. The second water pump 222 is turned on to first deliver the cooling water from the second heat exchanger 14 to the first in-vehicle heat exchanger 211, then flow through the battery pack heat exchanger 3, and finally return to the second heat exchanger 14 to complete the cooling water circulation on the evaporation side. The first water pump 221 is turned on to first deliver the cooling water to the motor and electronic control heat exchanger 5, then flow through the outside vehicle heat exchanger 6, and finally return to the first heat exchanger 12 to complete the cooling water circulation on the condensation side.

[0060] Specifically refer to Figure 7 As shown in the figure, when the ambient temperature is around 15 - 20°C and the vehicle is running on the highway, there is no refrigeration requirement for the passenger compartment, but the temperatures of the battery and the motor and electronic control increase and need to be cooled. First, utilize the outside ambient temperature to cool both of them. When the operating mode is the natural cooling of the battery and the motor and electronic control (i.e., using the ambient temperature for cooling), control the first water pump 221 to start running, and the second water pump 222 and the compressor 11 not to run. Control the seventh port k of the flow path switching valve 4 to communicate with the twelfth port h, the eighth port l to communicate with the thirteenth port m, the eleventh port g to communicate with the tenth port f, and the ninth port e to communicate with the fourteenth port n. This mode does not require the refrigerant side circulation to be turned on, and only the cooling water circulation can meet the requirements; the fourteen-way valves j-h, g-f, e-n, m-l are in communication. The first water pump 221 is turned on to first deliver the cooling water to the motor and electronic control heat exchanger 5, then flow through the battery pack heat exchanger 3, then enter the outside vehicle heat exchanger 6, and finally return to the first heat exchanger 12 to complete the cooling water circulation on the condensation side.

[0061] Specifically refer to Figure 8As shown, when the ambient temperature is around 15 - 20°C, during conditions such as the vehicle running on the highway or climbing a slope where the motor outputs high power, there is no cooling requirement for the passenger compartment, but the temperatures of the battery, motor, and its electronic control unit increase and need to be cooled. Since the outside environment cannot meet the cooling requirements of both, a heat pump is needed to reduce costs. At this time, the operating mode is the battery and motor electronic control heat pump cooling mode. Control the first water pump 221, the second water pump 222, and the compressor 11 to start running. Control the first port a of the flow path switching valve 4 to communicate with the twelfth port h, the second port b to communicate with the ninth port e, the seventh port k to communicate with the fourteenth port n, the eighth port l to communicate with the thirteenth port m, and the tenth port f to communicate with the eleventh port g. In this operating mode, the refrigerant cycle is the same as the aforementioned passenger compartment rapid cooling mode and passenger compartment rapid heating mode, which will not be elaborated here. For the secondary refrigerant cycle, the 14-way valve b-e, f-g, h-a, k-n, m-l is connected. The second water pump 222 is turned on to first transport the cooling water from the second heat exchanger 14 to the battery pack heat exchanger 3, then flow through the motor electronic control heat exchanger 5, and finally return to the second heat exchanger 14 to complete the cooling water circulation on the evaporation side. The first water pump 221 is turned on to transport the cooling water to the outside vehicle heat exchanger 6 and then return to the first heat exchanger 12 to complete the cooling water circulation on the condensation side.

[0062] See specifically Figure 9 As shown, when the operating mode is the passenger compartment heat pump heating mode, control the first water pump 221, the second water pump 222, and the compressor 11 to start running. Control the first port a of the flow path switching valve 4 to communicate with the fourteenth port n, the second port b to communicate with the thirteenth port m, the fifth port i to communicate with the eighth port l, and the sixth port j to communicate with the seventh port k. This mode is applicable when the ambient temperature is -10°C - 15°C, there is no excess heat available for recovery in the motor electronic control unit and the battery, the passenger compartment has a heating requirement, and the battery and motor electronic control unit operate in a suitable temperature range without heating and cooling requirements. In this operating mode, the refrigerant cycle is the same as the aforementioned passenger compartment rapid cooling mode and passenger compartment rapid heating mode, which will not be elaborated here. For the secondary refrigerant cycle, the 14-way valve b-m, n-a, k-j, i-l is connected. The second water pump 222 is turned on to transport the cooling water from the second heat exchanger 14 to the outside vehicle heat exchanger 6 and then return to the second heat exchanger 14 to complete the cooling water circulation on the evaporation side. The first water pump 221 is turned on to transport the cooling water to the second in-vehicle heat exchanger 212 and then return to the first heat exchanger 12 to complete the cooling water circulation on the condensation side.

[0063] See specifically Figure 10As shown, in the temperature range of 5°C to 15°C, when the vehicle is driving at high speed for a long time, the heat generated by the motor and its electronic control is relatively large and needs to be cooled. At the same time, the passenger compartment needs to be heated, and the heat generated by the motor and its electronic control can meet the heating demand of the passenger compartment. The waste heat of the motor and its electronic control is directly used to heat the passenger compartment, realizing the recovery and utilization of the heat of the motor and its electronic control. There is no need to operate the heat pump air conditioner, saving the vehicle's power consumption and increasing the cruising range. At this time, the operating mode is the motor heat recovery passenger compartment heating mode. Control the second water pump 222 to start running, and the first water pump 221 and the compressor 1 do not run. Control the first port a of the flow path switching valve 4 to communicate with the twelfth port h, the second port b to communicate with the third port c, and the fourth port d to communicate with the eleventh port g. This mode does not require opening the refrigerant cycle and can meet the requirements only by using the coolant cycle. The fourteen-way valve g-d, c-h is connected, and the second water pump 222 is turned on to transport the cooling water from the second heat exchanger 14 to the first in-vehicle heat exchanger 211, then flow into the motor and electronic control heat exchanger 5, and finally return to the second heat exchanger 14 to complete the cooling water circulation on the evaporation side.

[0064] See specifically Figure 11 As shown, in the temperature range of 5°C to 15°C, when the passenger compartment has a heating demand and the vehicle is driving for a long time, both the motor and its electronic control and the battery have a cooling demand. Since the operating temperature of the battery pack is lower than that of the motor operation, the waste heat of the battery pack is used to preheat the cold air in the passenger compartment, and then the waste heat of the motor and its electronic control is used to heat and raise the temperature of the cold air in the passenger compartment, improving the comfort inside the vehicle. At this time, the operating mode is the motor and battery heat recovery passenger compartment heating mode. Control the first water pump 221 and the second water pump 222 to start running, and the compressor 1 does not run. Control the first port a of the flow path switching valve 4 to communicate with the tenth port f, the second port b to communicate with the third port c, the fourth port d to communicate with the ninth port e, the fifth port i to communicate with the twelfth port h, the sixth port j to communicate with the seventh port k, and the eighth port l to communicate with the eleventh port g. This mode does not require opening the refrigerant side cycle and can meet the requirements only by using the cooling water cycle. The fourteen-way valve b-c, d-e, f-a, k-j, i-h, g-l is connected. The second water pump 222 is turned on to transport the cooling water from the second heat exchanger 14 to the first in-vehicle heat exchanger 211, then flow into the battery pack heat exchanger 3, and finally return to the second heat exchanger 14 to complete the cooling water preheating circulation on the evaporation side. The first water pump 221 is turned on to transport the cooling water to the second in-vehicle heat exchanger 212, then flow through the motor and electronic control heat exchanger 5, and finally return to the first heat exchanger 12 to complete the passenger compartment heating cycle.

[0065] See specifically Figure 12As shown, when the operating mode is the high-temperature weather battery fast-charging mode, control the first water pump 221, the second water pump 222 and the compressor 11 to start running. Control the first port a of the flow path switching valve 4 to communicate with the tenth port f, the second port b to communicate with the ninth port e, the seventh port k to communicate with the fourteenth port n, and the eighth port l to communicate with the thirteenth port m. This mode is applicable when the ambient temperature is approximately above 35°C. When the battery is rapidly charged, a large amount of heat energy is generated, and it is impossible to reduce the temperature of the battery pack to a safe charging temperature using the outside ambient temperature. It is necessary to rely on the heat pump system to reduce the temperature of the battery pack heat exchanger 3 to a suitable operating temperature. In this operating mode, the refrigerant cycle is the same as that in the aforementioned vehicle compartment rapid cooling mode and vehicle compartment rapid heating mode, which will not be elaborated here. For the secondary refrigerant cycle, the 14-way valve b-e, f-a, k-n, m-l is connected, and the second water pump 222 is turned on to deliver the cooling water from the second heat exchanger 14 to the battery pack heat exchanger 3, and then back to the second heat exchanger 14 to complete the cooling water circulation on the evaporation side. The first water pump 221 is turned on to deliver the cooling water to the outside vehicle heat exchanger 6, and then back to the first heat exchanger 12 to complete the condensation side circulation.

[0066] Specifically refer to Figure 13 As shown, when the operating mode is the natural cooling (i.e., using the ambient temperature for cooling) battery mode, control the first water pump 221 to start running, and the second water pump 222 and the compressor 11 not to run. Control the seventh port k of the flow path switching valve 4 to communicate with the tenth port f, the eighth port l to communicate with the thirteenth port m, and the ninth port e to communicate with the fourteenth port n. In this mode, the ambient temperature is lower than the operating temperature range of the battery pack, and the outside ambient temperature can be used to cool the battery pack. The ambient temperature range for this mode of operation is approximately 15 - 25°C. Mainly when the vehicle is rapidly charged and the battery temperature rises and needs to be cooled, or when the vehicle is running on the highway and there is no refrigeration requirement for the vehicle compartment, but the battery temperature rises and needs to be cooled. This mode does not require the refrigerant side circulation to be turned on, and only the cooling water circulation can meet the requirements. The 14-way valve k-f, e-n, m-l is connected, and the first water pump 221 is turned on to first deliver the cooling water to the battery pack heat exchanger 3, then flow through the outside vehicle heat exchanger 6, and finally back to the first heat exchanger 12 to complete the condensation side circulation.

[0067] Specifically refer to Figure 14As shown, in the low-temperature working condition, the ambient temperature is around -10°C. At such a low temperature, the charging speed of the battery pack is slow, and it needs to be preheated to an appropriate temperature before fast charging can be carried out. At this time, the operating mode is the low-temperature battery preheating mode. Control the first water pump 221, the second water pump 222 and the compressor 11 to start running. Control the first port a of the flow path switching valve 4 to communicate with the fourteenth port n, the second port b to communicate with the thirteenth port m, the seventh port k to communicate with the tenth port f, and the eighth port l to communicate with the ninth port e. In this operating mode, the refrigerant cycle is the same as that in the aforementioned rapid cabin cooling mode and rapid cabin heating mode, which will not be elaborated here. For the secondary refrigerant cycle, the 14-way valve b-m, n-a, j-f, e-l is connected. The second water pump 222 is turned on to transport the cooling water from the second heat exchanger 14 to the outdoor heat exchanger 6, and then back to the second heat exchanger 14 to complete the cooling water circulation on the evaporation side. The first water pump 221 is turned on to transport the cooling water to the battery pack heat exchanger 3, and then back to the first heat exchanger 12 to complete the condensation side cycle.

[0068] See specifically Figure 15 As shown, after the vehicle travels on the highway in summer and then idles for a long time, it is necessary to cool the battery and the cabin simultaneously. At this time, the operating mode is the high-temperature cabin and battery cooling mode. Control the first water pump 221, the second water pump 222 and the compressor 11 to start running. Control the first port a of the flow path switching valve 4 to communicate with the tenth port f, the second port b to communicate with the third port c, the fourth port d to communicate with the ninth port e, the seventh port k to communicate with the fourteenth port n, and the eighth port l to communicate with the thirteenth port m.

[0069] See specifically Figure 16 As shown, in weather below 10°C, preheat the cabin and the battery simultaneously. At this time, the operating mode is the cabin and battery simultaneous heating mode. Control the first water pump 221, the second water pump 222 and the compressor 11 to start running. Control the first port a of the flow path switching valve 4 to communicate with the fourteenth port n, the second port b to communicate with the thirteenth port m, the fifth port i to communicate with the tenth port f, the sixth port j to communicate with the seventh port k, and the eighth port l to communicate with the ninth port e.

[0070] The switching of the aforementioned operating modes can be achieved, for example, by setting corresponding mode buttons on the control panel. The user can select the corresponding mode button according to their own needs to run the corresponding operating mode. Of course, in some cases, the operating instructions of the aforementioned operating modes can also be automatically realized through corresponding sensors and control logics. It can be understood that in each operating mode, the port controllers of the ports that do not participate in the system circulation among the various ports of the flow path switching valve 4 are in the off state.

[0071] The vehicle thermal management system of the present utility model realizes the comprehensive configuration and heat utilization of the whole vehicle system, achieving the purpose of improving the cruising range and reducing the cost of the whole vehicle. It can effectively recover the waste heat of the motor, electronic control, battery, etc., and improve the thermal management efficiency of the whole vehicle.

[0072] It is easy for those skilled in the art to understand that, on the premise of no conflict, the advantageous technical features of the above-mentioned various methods can be freely combined and superimposed.

[0073] The above are only the preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present utility model shall be included in the protection scope of the present utility model. The above is only the preferred implementation mode of the present utility model. It should be pointed out that for those of ordinary skill in the art, without departing from the technical principle of the present utility model, several improvements and modifications can be made, and these improvements and modifications should also be regarded as the protection scope of the present utility model.

Claims

1. A vehicle thermal management system, characterized in that: The invention comprises a coolant cycle and a refrigerant cycle, wherein the refrigerant cycle comprises a compressor (11), a first heat exchanger (12), a throttling element (13) and a second heat exchanger (14) connected in sequence by pipelines, wherein the first heat exchanger (12) is located between the exhaust port of the compressor (11) and the inlet of the throttling element (13), and the coolant cycle comprises a first in-vehicle heat exchanger (211), a second in-vehicle heat exchanger (212), a first water pump (221) and a second water pump (222). When the When the vehicle thermal management system operates in a rapid cabin cooling mode, the coolant is driven by the second water pump (222) to circulate along the first in-vehicle heat exchanger (211), the second in-vehicle heat exchanger (212), and the second heat exchanger (14) in sequence. When the vehicle thermal management system operates in a rapid cabin heating mode, the coolant is driven by the first water pump (221) to circulate along the first heat exchanger (12), the second in-vehicle heat exchanger (212), and the first in-vehicle heat exchanger (211) in sequence.

2. The vehicle thermal management system according to claim 1, characterized in that: The invention also includes a flow path switching valve (4), wherein the flow path switching valve (4) has a first port (a), a second port (b), a third port (c), a fourth port (d), a fifth port (i), a sixth port (j), a seventh port (k), and an eighth port (l); the first port of the first heat exchanger (12) is connected to the seventh port (k), the second port of the first heat exchanger (12) is connected to the eighth port (l), the first port of the second heat exchanger (14) is connected to the second port (b), the second port of the second heat exchanger (14) is connected to the first port (a), the first port of the first in-vehicle heat exchanger (211) is connected to the third port (c), the second port of the first in-vehicle heat exchanger (211) is connected to the fourth port (d ), the first port of the second in-vehicle heat exchanger (212) is connected to the fifth port (i), the second port of the second in-vehicle heat exchanger (212) is connected to the sixth port (j), and when the vehicle thermal management system operates in a rapid cabin cooling mode, the first port (a) is connected to the sixth port (j), the second port (b) is connected to the third port (c), the fourth port (d) is connected to the fifth port (i), and the seventh port (k) is connected to the eighth port (l); when the vehicle thermal management system operates in a rapid cabin heating mode, the first port (a) is connected to the second port (b), the third port (c) is connected to the eighth port (l), the fourth port (d) is connected to the fifth port (i), and the sixth port (j) is connected to the seventh port (k).

3. The vehicle thermal management system according to claim 2, characterized in that: When the vehicle thermal management system operates in a vehicle cabin rapid heating mode, a battery pack heat exchanger (3) is further connected in series between the first in-vehicle heat exchanger (211) and the second in-vehicle heat exchanger (212).

4. The vehicle thermal management system according to claim 3, characterized in that: The flow path switching valve (4) also includes a ninth port (e) and a tenth port (f), the first port of the battery pack heat exchanger (3) is connected to the ninth port (e), the second port of the battery pack heat exchanger (3) is connected to the tenth port (f), and when the vehicle thermal management system operates in a rapid cabin heating mode, the fourth port (d) is connected to the ninth port (e), and the fifth port (i) is connected to the tenth port (f).

5. The vehicle thermal management system according to claim 4, characterized in that: It also includes a motor-controlled heat exchanger (5) and an off-vehicle heat exchanger (6); the flow path switching valve (4) also includes an eleventh port (g), a twelfth port (h), a thirteenth port (m) and a fourteenth port (n); the first port of the motor-controlled heat exchanger (5) is connected to the eleventh port (g), the second port of the motor-controlled heat exchanger (5) is connected to the twelfth port (h), the first port of the off-vehicle heat exchanger (6) is connected to the thirteenth port (m), the second port of the off-vehicle heat exchanger (6) is connected to the fourteenth port (n), and the motor-controlled heat exchanger (5) can be connected in series to the coolant cycle via the eleventh port (g) and the twelfth port (h), and the off-vehicle heat exchanger (6) can be connected in series to the coolant cycle via the thirteenth port (m) and the fourteenth port (n).

6. The vehicle thermal management system according to claim 1, characterized in that: The components in the refrigerant cycle are placed in an explosion-proof housing.

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