Thermal management system based on grade recycling and vehicle

Abstract

The utility model belongs to the technical field of thermal management, and particularly relates to a thermal management system and a vehicle based on grade recycling, which comprise a phase change refrigerant compression heat pump unit and a non-phase change pump driven cooling liquid unit, the heat pump unit comprises a four-way valve, a compressor, a main heat exchanger refrigerant channel, a throttling valve and an outboard heat exchanger refrigerant channel. The cooling liquid unit comprises a multi-way valve set, a first circulating pump, a second circulating pump, a main heat exchanger cooling liquid channel, a front heat exchanger, an outboard heat exchanger cooling liquid channel and electric drive and electric control equipment. According to the requirements of the environment in the cabin and safe operation of vehicle equipment for the heat grade, the valve element communication modes of the four-way valve and the multi-way valve set are adjusted respectively, and the heat pump unit and the cooling liquid unit can form cold and hot loops of various combination modes. The heat management system based on grade recycling is high in energy efficiency, simple in structure, stable in operation, simple and convenient in control mode and capable of reducing vehicle cost.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the thermal management technical field, especially relates to a thermal management system and vehicle based on grade recycling. BACKGROUND

[0002] Whole vehicle thermal management is one of the core technologies of electric vehicle development, mainly including air conditioning loop (20~25 DEG C), battery loop (10~35 DEG C) and motor loop (0~60 DEG C), according to the different functional requirements of each loop unit, there is the condition that heat is recycled from high to low; When the existing thermal management system recycles heat, no matter how the cooling liquid temperature in the battery and motor loop is, it needs to take heat from the cooling liquid circulation system through the heat pump, then improves the grade and supplies heat to the cabin, although the refrigeration and heating scheme in the passenger cabin under multiple modes can be realized, but the high-grade heat in the battery and motor cannot be directly recycled, there is the common problem of complex system and low efficiency, and the existing thermal management technology needs to be innovated and improved. SUMMARY

[0003] To solve the problems in the prior art, the utility model provides a thermal management system based on grade recycling, realizes the efficient utilization and direct recycling of multiple cold and heat sources under high and low different grades, and improves the energy efficiency of the thermal management system.

[0004] The technical scheme of the utility model, including main heat exchanger, preposed heat exchanger, cabin outside heat exchanger, the main heat exchanger, cabin outside heat exchanger all are refrigerant-cooling liquid-air three medium heat exchange structure, and the preposed heat exchanger is cooling liquid-air two medium heat exchange structure, the preposed heat exchanger, main heat exchanger are sequentially arranged in the cabin air conditioning box air duct along the wind direction, and the cabin outside heat exchanger is placed in the cabin outside environment air;

[0005] The refrigerant channel of the main heat exchanger and the cabin outside heat exchanger is communicated with the four-way valve, compressor and throttling valve, and constitutes a phase-change refrigerant heat pump unit based on the four-way valve switching;

[0006] The cooling liquid channel of the main heat exchanger and the cabin outside heat exchanger is communicated with the multi-way valve group, first circulating pump, second circulating pump, preposed heat exchanger and electric drive electric control equipment, and constitutes a pump-driven cooling liquid unit based on the multi-way valve group switching;

[0007] The multi-way valve group has at least eight external interfaces, the electric drive electric control equipment and the first circulating pump are connected in series to form a first pipe section, and then are communicated with the 1 and 2 interfaces of the multi-way valve group, the cooling liquid channel of the cabin outside heat exchanger is communicated with the 3 and 4 interfaces of the multi-way valve group, the preposed heat exchanger and the second circulating pump are connected in series to form a second pipe section, and then are communicated with the 5 and 6 interfaces of the multi-way valve group, the cooling liquid channel of the main heat exchanger is communicated with the 7 and 8 interfaces of the multi-way valve group, and the 1 and 8 interfaces of the multi-way valve group are communicated;

[0008] The valve core communication mode of the four-way valve and the multi-way valve group is adjusted respectively, and the heat pump unit and the cooling liquid unit can form multiple combination modes of cold and heat circuits.

[0009] Further, the liquid cooling battery is connected in series in the pipeline of the main heat exchanger cooling liquid channel and the eighth interface of the multi-way valve group.

[0010] Further, the third circulating pump is connected in series in the pipeline of the eighth interface of the multi-way valve group, one end of the third circulating pump is connected with the first end of the liquid cooling battery and the first interface of the multi-way valve group, and the second end of the liquid cooling battery is connected with the ninth interface.

[0011] Further, the expansion water tank connected with the first interface of the multi-way valve group is further included.

[0012] Further, the auxiliary heater connected in series between the electric drive electric control device and the second interface of the multi-way valve group is further included.

[0013] The utility model further provides a vehicle with the heat management system.

[0014] The vehicle comprises a pure electric vehicle, a hybrid electric vehicle and a hydrogen-powered vehicle driven by a motor on land, in water and in the air.

[0015] Technical effects

[0016] The above technical scheme of the utility model has the following technical effects:

[0017] On the one hand, the utility model adopts two three-medium heat exchangers in the cabin and outside the cabin, which are connected with a four-way valve, a compressor and a throttle valve to form a direct heat pump unit based on the four-way valve switching, and the structure is simple, the operation is stable and the energy efficiency is high.

[0018] On the other hand, the utility model adopts a cooling liquid unit formed by a multi-way valve group, and only the valve core position of the multi-way valve group is adjusted to form multiple cold and heat circuits meeting the requirements of the heat management system.

[0019] The vehicle with the heat management system of the utility model has a simple structure, stable operation and high energy efficiency. DRAWINGS

[0020] Figure 1 is a vehicle heat management system structure schematic view of the utility model;

[0021] Figure 2 is a second vehicle heat management system structure schematic view of the utility model;

[0022] Figure 3is a third vehicle thermal management system structure schematic view of the utility model;

[0023] Figure 4 is a first heating mode flow chart of a thermal management system of the utility model;

[0024] Figure 5 is a second heating mode flow chart of a thermal management system of the utility model;

[0025] Figure 6 is a third heating mode flow chart of a thermal management system of the utility model;

[0026] Figure 7 is a fourth heating mode flow chart of a thermal management system of the utility model;

[0027] Figure 8 is a fifth heating mode flow chart of a thermal management system of the utility model;

[0028] Figure 9 is a sixth heating mode flow chart of a thermal management system of the utility model;

[0029] Figure 10 is a seventh heating mode flow chart of a thermal management system of the utility model;

[0030] Figure 11 is a first heat dissipation mode flow chart of a thermal management system of the utility model Figure 1 ;

[0031] Figure 12 is a second heat dissipation mode flow chart of a thermal management system of the utility model Figure 2 ;

[0032] Figure 13 is a refrigeration mode flow chart of a thermal management system of the utility model;

[0033] Figure 14 is a battery cold accumulation flow chart of a thermal management system of the utility model;

[0034] Figure 15 is an active heat dissipation flow chart of a thermal management system of the utility model;

[0035] Figure 16 is an active temperature equalization flow chart of a thermal management system of the utility model Figure 1 ;

[0036] Figure 17 is an active temperature equalization flow chart of a thermal management system of the utility model Figure 2 ;

[0037] Figure 18This is a flowchart of a battery heat storage system for a thermal management system according to this utility model.

[0038] Figure label:

[0039] 10: Four-way valve; 11: Compressor; 12: Main heat exchanger; 13: Throttling valve; 20: Multi-way valve assembly; 201: First circulation pump; 202: Second circulation pump; 203: Third circulation pump; 21: Forward heat exchanger; 22: External heat exchanger; 23: Electric drive and control equipment; 24: Liquid-cooled battery; 25: Expansion tank. Detailed Implementation

[0040] Specific embodiment 1 of the thermal management system of this utility model is shown in the appendix. Figure 1 As shown: It includes a main heat exchanger 12, a front heat exchanger 21, and an external heat exchanger 22. The main heat exchanger 12 and the external heat exchanger 22 are both refrigerant-coolant-air three-medium heat exchange structures, while the front heat exchanger 21 is a coolant-air two-medium heat exchange structure. The front heat exchanger 21 and the main heat exchanger 12 are arranged sequentially along the wind direction in the air duct of the cabin air conditioning unit, and the external heat exchanger 22 is placed in the external ambient air. The refrigerant passages of the main heat exchanger 12 and the external heat exchanger 22 are connected to the four-way valve 10, the compressor 11, and the throttle valve 13, forming a phase change refrigerant heat pump unit based on the switching of the four-way valve 10. The coolant passages of the main heat exchanger 12 and the external heat exchanger 22 are connected to the multi-way valve group 20, the first circulation pump 201, the second circulation pump 202, the front heat exchanger 21, and the electric drive and control equipment 23, forming a pump-driven coolant unit based on the switching of the multi-way valve group 20.

[0041] The multi-way valve group 20 has 8 external interfaces. After the electric drive and control equipment 23 and the first circulating pump 201 are connected in series to form a first pipe section, they are connected to interfaces 1 and 2 of the multi-way valve group 20. The coolant channel of the external heat exchanger 22 is connected to interfaces 3 and 4 of the multi-way valve group 20. After the front heat exchanger 21 and the second circulating pump 202 are connected in series to form a second pipe section, they are connected to interfaces 5 and 6 of the multi-way valve group 20. The coolant channel of the main heat exchanger 12 is connected to interfaces 7 and 8 of the multi-way valve group 20. Interfaces 1 and 8 of the multi-way valve group 20 are also connected.

[0042] By adjusting the valve core connection mode of the four-way valve 10 and the multi-way valve group 20 respectively, the heat pump unit and the coolant unit can form cold and hot circuits in various combinations.

[0043] Specific embodiment 2 of the thermal management system of this utility model is shown in the appendix. Figure 2 As shown: Based on the structure of the aforementioned specific embodiment 1, this embodiment 2 also includes a liquid-cooled battery 24, which is connected in series in the pipeline between the cooling liquid channel of the main heat exchanger 12 and the 8th interface of the multi-way valve group 20.

[0044] Specific embodiment 3 of the thermal management system of this utility model is shown in the appendix.Figure 3 As shown: on the basis of the structure of the foregoing specific embodiment 2, this embodiment 3 further includes a third circulating pump 203, and a ninth interface is further provided between the 7th and 8th interfaces of the multi-way valve group 20, the third circulating pump 203 is connected in series in the pipeline of the 8th interface of the multi-way valve group 20, one end of the third circulating pump 203 is in communication with the first end of the liquid-cooled battery 24 and the 1st interface of the multi-way valve group 20, and the second end of the liquid-cooled battery 24 is in communication with the ninth interface.

[0045] In the above embodiments, the expansion tank 25 in communication with the 1st interface of the multi-way valve group 20 can be provided to cool the liquid circulating pipeline, keep pressure and balance liquid supplement.

[0046] In the above embodiments, in order to cope with extremely cold weather environment and heat pump failure, an auxiliary heater such as a water circulating diesel heater, a heat dissipation heat exchanger of an engine system or the like can be further provided in series between the electric drive electric control device 23 and the 2nd interface of the multi-way valve group 20 as a backup heat source.

[0047] As shown in the accompanying drawings, the control method of the utility model includes four modes of heating, dehumidifying, heat dissipation and refrigeration, and is used for implementing operation control on the foregoing heat management system embodiments 1 to 3; Figures 4 to 13

[0048] When the cabin air temperature is lower than the comfortable temperature required by the passenger, the temperature of the cooling liquid of the electric drive electric control device 23 is detected, and if the cooling liquid of the electric drive electric control device 23 is lower than the heat energy grade of the cabin air, one of the heating or dehumidifying modes shown in the accompanying drawings is executed; Figures 4 to 10

[0049] The first heating mode: as shown in the accompanying drawings, the valve core position of the four-way valve 10 is adjusted to be the heat pump heating, the fan of the cabin heat exchanger 22 is operated, the low-pressure refrigerant after throttling and pressure reduction is taken heat from the cabin environment air to evaporate through the refrigerant channel of the cabin heat exchanger 22, enters the compressor 11 through the four-way valve 10, is compressed into high-pressure refrigerant, and then enters the refrigerant channel of the main heat exchanger 12 through the four-way valve 10 to release heat, and the fan of the cabin air conditioner is operated to drive the cabin air to exchange heat with the refrigerant channel of the main heat exchanger 12 to provide heating for the cabin air; Figure 4 The mode is a single air source heat pump mode, the first circulating pump 201 and the second circulating pump 202 are not operated, and the valve core position of the multi-way valve group 20 is irrelevant, as shown in the accompanying drawings;

[0050] Figures 4 to 10 The second heating mode: during the heating process, the temperature of the cooling liquid of the electric drive electric control device 23 is periodically detected, and if the cooling liquid of the electric drive electric control device 23 is higher than the heat energy grade of the cabin air, the valve core of the multi-way valve group 20 is adjusted to the position shown in the accompanying drawings;

[0051] The second heating mode: during the heating process, the temperature of the cooling liquid of the electric drive electric control device 23 is periodically detected, and if the cooling liquid of the electric drive electric control device 23 is higher than the heat energy grade of the cabin air, the valve core of the multi-way valve group 20 is adjusted to the position shown in the accompanying drawings; Figure 5 ​​​The first circulating pump 201, the electric drive electric control device 23, the second interface and the third interface of the multi-way valve group 20, the cooling liquid channel of the external heat exchanger 22, the fourth interface and the first interface of the multi-way valve group 20 form a low-grade heat recovery circuit in series at the position shown, and the heat pump unit simultaneously recovers the waste heat of the electric drive electric control device 23 to enhance the heating capacity; if the waste heat recovery heat is sufficient, the fan of the external heat exchanger 22 can be stopped to further save the power consumption and improve the system energy efficiency.

[0052] In the heating mode, the second circulating pump 202 can be started to operate to drive the cooling liquid of the main heat exchanger 12 to exchange heat with the refrigerant channel of the main heat exchanger 12 to increase the temperature, preheat the cabin air through the preposition heat exchanger 21, and increase the total heat supply of the air conditioning box to accelerate the heating speed.

[0053] The mode is a waste heat source + air source heat pump dual heating mode, which has strong environmental adaptability and fast heating speed.

[0054] The third heating mode: during the heating process, the cooling liquid temperature of the electric drive electric control device 23 is periodically detected; if the cooling liquid temperature of the electric drive electric control device 23 is higher than 35°, the valve core of the multi-way valve group 20 is adjusted to the position shown in the figure, and the first circulating pump 201, the electric drive electric control device 23, the second interface and the fifth interface of the multi-way valve group 20, the preposition heat exchanger 21, the second circulating pump 202, the sixth interface and the first interface of the multi-way valve group 20 form a high-grade heat recovery circuit in series, Figure 6

[0055] The mode is a high-grade waste heat + air source heat pump dual-source cascade heating, and the air source heat pump heats at the same time, and the high-grade waste heat of the electric drive electric control device 23 directly preheats the cabin air through the preposition heat exchanger 21 to form a dual-source cascade heating with the refrigerant channel of the main heat exchanger 12.

[0056] The mode has strong heating capacity and has the functions of drying the preposition heat exchanger 21 and preventing mildew.

[0057] The fourth heating mode: during the heating process, the cooling liquid temperature of the electric drive electric control device 23 is periodically detected; if the cooling liquid temperature of the electric drive electric control device 23 is higher than 40°, the valve core of the multi-way valve group 20 is adjusted to the position shown in the figure, and the first circulating pump 201, the electric drive electric control device 23, the second interface and the seventh interface of the multi-way valve group 20, and the cooling liquid channel of the main heat exchanger 12 form a high-grade heat recovery circuit in series. Figure 7

[0058] The mode is a high-grade waste heat + air source heat pump dual-source cascade heating, and the air source heat pump heats at the same time, and the high-grade waste heat of the electric drive electric control device 23 directly preheats the cabin air through the preposition heat exchanger 21 to form a dual-source cascade heating with the refrigerant channel of the main heat exchanger 12.

[0059] ​​This mode has strong heating capacity, fast heating speed, and high reliability of double-source mutual backup.

[0060] The fifth heating mode: during the heating process, the cooling liquid temperature of the electric drive electric control device 23 and the humidity of the cabin air are periodically detected. If the cooling liquid temperature of the electric drive electric control device 23 is higher than 40° and the humidity of the cabin air is lower than the comfortable humidity required by the occupant, or the vehicle windshield fogs and affects the driving safety, the valve core of the multi-way valve group 20 is adjusted to the position shown in the accompanying Figure 8 , on the one hand, the cooling liquid channel of the cabin external heat exchanger 22, the 4th and 5th interfaces of the multi-way valve group 20, the pre-positioned heat exchanger 21, the second circulating pump 202, the 6th and 3rd interfaces of the multi-way valve group 20 form a series waste cold recovery and dehumidification circuit; on the other hand, the first circulating pump 201, the electric drive electric control device 23, the 2nd and 7th interfaces of the multi-way valve group 20, and the cooling liquid channel of the main heat exchanger 12 form a series high-grade heat recovery circuit;

[0061] This mode is waste cold dehumidification + double-source heat recovery. In this mode, the heat pump operates as the heat pump heating mode, the fan of the cabin external heat exchanger 22 can operate or stop, the fan of the cabin air conditioner drives the cabin air, first passes through the pre-positioned heat exchanger 21 for cooling and dehumidification, and then passes through the refrigerant channel and the cooling liquid channel of the main heat exchanger 12 for double-source heat recovery.

[0062] This mode recovers the free cold of the cabin external heat exchanger 22 for pre-positioned cooling and dehumidification in the cabin, and then recovers the waste heat of the electric drive electric control device 23 to heat or maintain the temperature of the cabin air. The control is simple, stable, reliable, efficient, and energy-saving.

[0063] The sixth heating mode: during the heating process, the cooling liquid temperature of the electric drive electric control device 23 is periodically detected. If the cooling liquid temperature of the electric drive electric control device 23 is higher than 35°, the operation of the heat pump compressor and the fan of the cabin external heat exchanger 22 is stopped, and the valve core of the multi-way valve group 20 is adjusted to the position shown in the accompanying Figure 9 , the first circulating pump 201, the electric drive electric control device 23, the 2nd and 5th interfaces of the multi-way valve group 20, the pre-positioned heat exchanger 21, the second circulating pump 202, the 6th and 1st interfaces of the multi-way valve group 20 form a series high-grade heat recovery circuit;

[0064] This mode is a single high-grade waste heat heating mode, and the high-grade waste heat of the electric drive electric control device 23 is directly recovered to heat the cabin air through the pre-positioned heat exchanger 21.

[0065] This mode recovers waste heat, has high system energy efficiency, and has the functions of drying the pre-positioned heat exchanger 21 and preventing mildew.

[0066] The seventh heating mode: during the heating process, the cooling liquid temperature of the electric drive electronic control equipment 23 is periodically detected. If the cooling liquid temperature of the electric drive electronic control equipment 23 is higher than 40°, the operation of the heat pump compressor and the fan of the cabin-out heat exchanger 22 is stopped, the valve core of the multi-way valve group 20 is adjusted to the position shown in the attached Figure 10 figure, and the first circulating pump 201, the electric drive electronic control equipment 23, the second interface and the seventh interface of the multi-way valve group 20, and the cooling liquid channel of the main heat exchanger 12 form a high-grade heat recovery circuit in series.

[0067] This mode is a single high-grade waste heat heating mode. The high-grade waste heat of the electric drive electronic control equipment 23 is directly recovered and heats the cabin air through the cooling liquid channel of the main heat exchanger 12.

[0068] This mode has high waste heat recovery and system energy efficiency.

[0069] When the cabin air temperature is at the comfortable temperature required by the passengers, the heat pump compressor is stopped, and the temperature of the cooling liquid of the electric drive electronic control equipment 23 is detected. If the cooling liquid of the electric drive electronic control equipment 23 is higher than the safe operation temperature required by the equipment, one of the heat dissipation modes shown in the attached Figure 11 、 12 figure is executed.

[0070] The first heat dissipation mode: the valve core of the multi-way valve group 20 is adjusted to the position shown in the attached Figure 11 figure, and the first circulating pump 201, the electric drive electronic control equipment 23, the second interface and the third interface of the multi-way valve group 20, the cooling liquid channel of the cabin-out heat exchanger 22, the fourth interface and the fifth interface of the multi-way valve group 20, the pre-heat exchanger 21, the sixth interface and the first interface of the multi-way valve group 20 form a heat dissipation circuit in series.

[0071] This mode is a double heat dissipation mode inside and outside the cabin. The fans of the cabin-out heat exchanger 22 and the pre-heat exchanger 21 operate simultaneously or independently. The waste heat of the electric drive electronic control equipment 23 is released to the air outside the cabin or the air inside the cabin through the cooling liquid channel of the cabin-out heat exchanger 22 and the pre-heat exchanger 21, ensuring that the indoor air is at the most comfortable temperature and ensuring the safe operation of the vehicle equipment.

[0072] This mode has simple control, high energy efficiency, and high energy efficiency.

[0073] The second heat dissipation mode: the valve core of the multi-way valve group 20 is adjusted to the position shown in the attached Figure 12 figure, and the first circulating pump 201, the electric drive electronic control equipment 23, the second interface and the third interface of the multi-way valve group 20, the cooling liquid channel of the cabin-out heat exchanger 22, the fourth interface and the first interface of the multi-way valve group 20 form a heat dissipation circuit in series.

[0074] This mode is a single external heat dissipation mode. The external heat exchanger 22 is running, while the second circulation pump 202 and the fan of the front heat exchanger 21 are stopped. The waste heat of the electric drive and control equipment 23 is released into the outside air through the coolant passage of the external heat exchanger 22 to ensure the safe operation of the vehicle equipment.

[0075] This mode is simple to control and energy-efficient.

[0076] When the cabin air temperature is higher than the comfort temperature required by the occupants, the valve core position of the four-way valve 10 is adjusted to heat pump cooling. At the same time, the fan of the external heat exchanger 22 is running, and the low-pressure refrigerant after being throttled and depressurized by the throttling valve 13 enters the refrigerant channel of the main heat exchanger 12. The fan of the cabin air conditioning unit drives the cabin air to exchange heat and cool down with the refrigerant channel of the main heat exchanger 12. The evaporated refrigerant enters the compressor 11 through the four-way valve 10, is compressed into high-pressure refrigerant, and enters the refrigerant channel of the external heat exchanger 22 through the four-way valve 10 again, releasing heat to the external ambient air, and the cycle repeats.

[0077] This mode is a direct heat pump cooling mode. Neither the first circulation pump 201 nor the second circulation pump 202 operates, and this is independent of the valve core position of the multi-way valve assembly 20. (See attached...) Figures 4 to 10 All of the above are acceptable; this mode is simple to control, fast, stable in operation, and highly energy efficient.

[0078] When adjusting the valve core of the multi-way valve assembly 20 to the specified position... Figure 13 At the locations shown, the first circulating pump 201, the electric drive and control device 23, the second and third ports of the multi-way valve group 20, the coolant passage of the external heat exchanger 22, the fourth port of the multi-way valve group 20, and the first port form a series heat dissipation circuit for the electric drive and control device 23; in this mode, the refrigerant passage and coolant passage of the external heat exchanger 22 exchange heat with the external air simultaneously.

[0079] This mode is simple to control, has high cooling efficiency, and also provides heat dissipation for the electric drive and control equipment 23.

[0080] During the process of temperature and humidity adjustment of the cabin air, the liquid-cooled battery 24 connected in series in the coolant channel of the main heat exchanger 12 is simultaneously regulated and controlled.

[0081] The battery cooling mode of this control method is shown in the attached figure. Figure 14As shown, during the heat pump cooling process, once the cabin temperature reaches the preset comfortable temperature, the compressor 10 continues to operate efficiently, reducing or shutting down the fan speed of the cabin air conditioning unit, and starting the second circulation pump 202 to continue cooling the liquid-cooled battery 24 until it reaches the optimal temperature limit (10°C). The liquid-cooled battery 24 has a large heat capacity and can store a lot of cooling energy. The compressor is turned off, the second circulation pump 202 continues to operate, and the fan of the cabin air conditioning unit is turned on as needed. The liquid-cooled battery 24 releases cooling energy into the cabin air, making the cabin comfortable, reducing the frequency of compressor start-stop or speed adjustment, and improving cooling energy efficiency.

[0082] The battery heat storage mode of this control method is shown in the attached figure. Figure 2 As shown, and refer to the appendix Figure 5 , 7 8. 10. During the heat pump heating process, once the cabin temperature reaches the preset comfortable temperature, the compressor 10 continues to operate efficiently, reducing or shutting down the fan speed of the cabin air conditioning unit, and starting the second circulation pump 202 to continue heating the liquid-cooled battery 24 until the optimal upper limit of the liquid-cooled battery 24 (40°C) is reached. The liquid-cooled battery 24 has a large heat capacity and can store a lot of heat. The compressor is then turned off, while the second circulation pump 202 continues to operate. The fan of the cabin air conditioning unit is turned on as needed, and the liquid-cooled battery 24 releases heat into the cabin air, making the cabin comfortable, reducing the frequency of compressor start-stop or speed adjustment, and improving heating efficiency.

[0083] The active heat dissipation mode of this control method is shown in the attached diagram. Figure 15 As shown, when the temperature of the liquid-cooled battery 24 is detected to be high and cooling is required, it is only necessary to adjust the valve core of the multi-way valve assembly 20 to the position shown in the attached diagram. Figure 15 At the indicated location, start the third circulation pump 203 and the fan of the external heat exchanger 22 to operate, and release the waste heat of the liquid-cooled battery 24 directly into the outside air through the external heat exchanger 22.

[0084] The active temperature equalization mode of this control method is shown in the attached diagram. Figure 16 , 17 As shown, during the heat pump heating process, when poor temperature uniformity of the liquid-cooled battery 24 is detected, the valve core of the multi-way valve assembly 20 is adjusted to the position shown in the attached diagram. Figure 16 Or, at the position shown in Figure 17, start the third circulation pump 203 and the internal circulation of the coolant in the liquid-cooled battery 24 to achieve the battery temperature equalization function.

[0085] Because the multi-way valve assembly 20 has an additional 9th ​​interface, as shown in the attached... Figure 18 As shown, the liquid-cooled battery 24, the first circulating pump 201, and the electric drive and control equipment 23 form a series circuit through the 2nd and 9th ports of the multi-way valve group 20. This control method has the following characteristics: Figure 18 The electric drive and control equipment 23 shown is in a battery heat storage mode that directly supplies heat.

[0086] The vehicle with the heat management system has the advantages of simple structure, high efficiency, stability, low cost, and the like.

Claims

1. A grade-based recycling heat management system, characterized by, The heat exchanger (12), the pre-positioned heat exchanger (21), and the cabin-outside heat exchanger (22) are all of the refrigerant-cooling liquid-air three-medium heat exchange structure, the pre-positioned heat exchanger (21) is of the cooling liquid-air two-medium heat exchange structure, the pre-positioned heat exchanger (21) and the main heat exchanger (12) are sequentially arranged in the cabin air conditioning box air duct along the wind direction, and the cabin-outside heat exchanger (22) is arranged in the cabin-outside environment air. The refrigerant channels of the main heat exchanger (12) and the cabin-outside heat exchanger (22) are communicated with the four-way valve (10), the compressor (11), and the throttling valve (13) to form a phase-change refrigerant heat pump unit based on the four-way valve (10) switching. The cooling liquid channels of the main heat exchanger (12) and the cabin-outside heat exchanger (22) are communicated with the multi-way valve group (20), the first circulating pump (201), the second circulating pump (202), the pre-positioned heat exchanger (21), and the electrically-driven electric control device (23) to form a pump-driven cooling liquid unit based on the multi-way valve group (20) switching. The multi-way valve group (20) has at least eight external interfaces, the electrically-driven electric control device (23) and the first circulating pump (201) are connected in series to form a first pipe section, and then are communicated with the 1 and 2 interfaces of the multi-way valve group (20); the cooling liquid channel of the cabin-outside heat exchanger (22) is communicated with the 3 and 4 interfaces of the multi-way valve group (20); the pre-positioned heat exchanger (21) and the second circulating pump (202) are connected in series to form a second pipe section, and then are communicated with the 5 and 6 interfaces of the multi-way valve group (20); the cooling liquid channel of the main heat exchanger (12) is communicated with the 7 and 8 interfaces of the multi-way valve group (20); and the 1 and 8 interfaces of the multi-way valve group (20) are communicated. The valve core communication modes of the four-way valve (10) and the multi-way valve group (20) are adjusted respectively, and the heat pump unit and the cooling liquid unit can form cold and hot circuits in multiple combination modes.

2. The thermal management system of claim 1, wherein, The liquid-cooled battery (24) is connected in series in the pipe line between the cooling liquid channel of the main heat exchanger (12) and the eighth interface of the multi-way valve group (20).

3. The thermal management system of claim 2, wherein, The third circulating pump (203) is connected in series in the pipe line of the eighth interface of the multi-way valve group (20), one end of the third circulating pump (203) is communicated with the first end of the liquid-cooled battery (24) and the first interface of the multi-way valve group (20), and the second end of the liquid-cooled battery (24) is communicated with the ninth interface.

4. The thermal management system of any one of claims 1 to 3, wherein, The expansion water tank (25) is communicated with the first interface of the multi-way valve group (20).

5. The thermal management system of claim 4, wherein, The auxiliary heater is connected in series between the electrically-driven electric control device (23) and the second interface of the multi-way valve group (20).

6. A vehicle characterized by comprising: The heat management system of any one of claims 1 to 5.

7. A vehicle as claimed in claim 6, characterised in that The vehicle includes various vehicles running on land, water, and air, and driven by an electric motor, pure electric, hybrid, and hydrogen power.

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