Low-cost thermal management system and vehicle

Abstract

The utility model belongs to the technical field of heat management, and particularly relates to a low-cost heat management system which comprises a heat pump unit and a 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 intermediate heat exchanger. The cooling liquid unit comprises a multi-way valve set, a first circulating pump, a second circulating pump, a main heat exchanger refrigerant channel, a front heat exchanger, an outboard heat exchanger and electric drive and electric control equipment. The front heat exchanger and the main heat exchanger are sequentially arranged in an air channel of an in-cabin air conditioning box in the wind direction, and the out-cabin heat exchanger is arranged in out-cabin environment air. 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 low-cost heat management system 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] This utility model belongs to the field of thermal management technology, and specifically relates to a low-cost thermal management system and vehicle. Background Technology

[0002] Vehicle thermal management is one of the core technologies for the development of electric vehicles. It mainly includes the air conditioning circuit (20–25℃), battery circuit (10–35℃), and motor circuit (0–60℃). Based on the different functional requirements of each circuit unit, it has the capability to transfer heat from a high-temperature environment to a low-temperature environment for recovery and utilization. Existing thermal management systems are shown in the attached figure. Figure 3 As shown, when performing heat recovery, regardless of the temperature of the coolant in the battery and motor circuits, heat must be extracted from the coolant circulation system through a heat pump, and then the heat is increased in quality before being supplied to the cabin. Although it can achieve cooling and heating solutions in the passenger cabin under multiple modes, it cannot directly recover and utilize the high-quality heat in the battery and motor. It suffers from the common problems of system complexity and inefficiency. Existing thermal management technology urgently needs innovation and improvement. Summary of the Invention

[0003] To address the problems existing in the prior art, this utility model provides a low-cost thermal management system that enables efficient utilization and direct recovery of multiple heat sources at different quality levels (high and low), thereby improving the energy efficiency of the thermal management system. The technical solution of this utility model is as follows:

[0004] The thermal management system of this utility model includes a main heat exchanger, an intermediate heat exchanger, a front heat exchanger, and an external heat exchanger. The main heat exchanger is a refrigerant-coolant-air three-medium heat exchange structure, the intermediate heat exchanger is a refrigerant-coolant two-medium heat exchange structure, and the front heat exchanger and the external heat exchanger are both coolant-air two-medium heat exchange structures. The front heat exchanger and the main heat exchanger are arranged sequentially along the wind direction in the air duct of the cabin air conditioning unit, and the external heat exchanger is placed in the ambient air outside the cabin.

[0005] The refrigerant passages of the main heat exchanger and intermediate heat exchanger are connected to the four-way valve, compressor, and throttle valve, forming a phase change medium heat pump unit based on the switching of the four-way valve.

[0006] The coolant passages of the main heat exchanger and intermediate heat exchanger are connected to the multi-way valve group, the first circulating pump, the second circulating pump, the front heat exchanger, the external heat exchanger, and the electric drive and control equipment, forming a pump-driven coolant unit based on the switching of the multi-way valve group.

[0007] The multi-way valve group has at least seven external interfaces, the electric drive electric control device, the first circulating pump, the second circulating pump, the external heat exchanger, the intermediate heat exchanger cooling liquid channel, the pre-heat exchanger and the main heat exchanger cooling liquid channel are connected in series to form a pipe section, and the pipe section is connected with the 1, 2, 3, 4, 5, 6 and 7 interfaces of the multi-way valve group.

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

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

[0010] Further, the third circulating pump is arranged, the 7 and 1 interfaces of the multi-way valve group are further provided with the 8 and 9 interfaces, the first end of the third circulating pump is connected with the 8 interface of the multi-way valve group, the second end of the third circulating pump is connected with the first end of the liquid-cooled battery, and the second end of the liquid-cooled battery is connected with the 9 interface of the multi-way valve group.

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

[0012] Further, the auxiliary heater connected in series between the electric drive electric control device and the 2 interface of the multi-way valve group is arranged.

[0013] The vehicle comprises the heat management system.

[0014] Further, the vehicle comprises a plurality of vehicles running on land, water and air and driven by motors, and the plurality of vehicles are pure electric vehicles, hybrid electric vehicles and hydrogen-powered vehicles.

[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 the three-medium heat exchanger in the cabin, which is connected with the intermediate heat exchanger, the four-way valve, the compressor and the throttle valve to form a direct heat pump unit based on the four-way valve switching, and the heat pump has the advantages of simple structure, short pipe, easy arrangement, stable operation and high energy efficiency.

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

[0019] The utility model discloses a four-way valve, the valve core combination mode of multi -way valve group is adjusted according to cabin environmental temperature and humidity demand, can realize the high -efficient cooling and heating mode of direct heat pump, can realize the indirect, direct two kinds of recycling mode of system waste heat waste cold, and control logic is simple, and stable operation.

[0020] The vehicle with the heat management system has simple structure, stable operation and high energy efficiency. BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 is a vehicle heat management system structure schematic view of the utility model;

[0022] Figure 2 is a second vehicle heat management system structure schematic view of the utility model;

[0023] Figure 3 is a heat management system structure schematic view of prior art;

[0024] Figure 4 is a first heating mode flow chart of the utility model;

[0025] Figure 5 is a second heating mode flow chart of the utility model;

[0026] Figure 6 is a third heating mode flow chart of the utility model;

[0027] Figure 7 is a fourth heating mode flow chart of the utility model;

[0028] Figure 8 is a fifth heating mode flow chart of the utility model;

[0029] Figure 9 is a sixth heating mode flow chart of the utility model;

[0030] Figure 10 is a seventh heating mode flow chart of the utility model;

[0031] Figure 11 is a first heat dissipation mode flow chart of the utility model Figure 1 ;

[0032] Figure 12 is a second heat dissipation mode flow chart of the utility model Figure 2 ;

[0033] Figure 13 is a refrigeration mode flow chart of the utility model Figure 1 ;

[0034] Figure 14 is a refrigeration mode flow chart of the utility model Figure 2 ;

[0035] Figure 15 This is a flowchart of the active heat dissipation process of this utility model;

[0036] Figure 16 This utility model is an active temperature equalization process. Figure 1 ;

[0037] Figure 17 This utility model is an active temperature equalization process. Figure 2 ;

[0038] Figure 18 This is a flowchart of the battery heat storage process of this utility model;

[0039] Figure 19 This is a flowchart of the battery cooling process of this utility model.

[0040] Figure label:

[0041] 10: Four-way valve; 11: Compressor; 12: Main heat exchanger; 13: Throttling valve; 14: Intermediate heat exchanger; 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

[0042] 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, an intermediate heat exchanger 14, and an external heat exchanger 22. The main heat exchanger 12 is a three-medium heat exchange structure (refrigerant-coolant-air), while the front heat exchanger 21 and the external heat exchanger 22 are both two-medium heat exchange structures (coolant-air). The front heat exchanger 21 and the main heat exchanger 12 are sequentially arranged along the wind direction in the air duct of the cabin air conditioning unit, and the external heat exchanger 22 is placed in the ambient air outside the cabin. The refrigerant passage of heat exchanger 14 is connected to four-way valve 10, compressor 11, and throttle valve 13, forming a phase change refrigerant heat pump unit based on the switching of four-way valve 10; the coolant passages of main heat exchanger 12, intermediate heat exchanger 14, and external heat exchanger 22 are connected to multi-way valve group 20, first circulation pump 201, second circulation pump 202, front heat exchanger 21, and electric drive and control equipment 23, forming a pump-driven coolant unit based on the switching of multi-way valve group 20;

[0043] The multi-way valve group 20 has 7 external interfaces, the electric drive electric control device 23, 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 second circulating pump 202, the outboard heat exchanger 22 and the intermediate heat exchanger 14 cooling liquid channel are connected in series to form a second pipe section, and then are communicated with the 3 and 4 interfaces of the multi-way valve group 20, the pre-positioned heat exchanger 21 is communicated with the 5 and 6 interfaces of the multi-way valve group 20, and the main heat exchanger 12 cooling liquid channel is communicated with the 7 and 1 interfaces of the multi-way valve group 20;

[0044] 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 heat circuits in various combination modes.

[0045] The heat management system specific embodiment 2 of the utility model on the basis of the structure of preceding specific embodiment 1, this embodiment 2 still includes liquid cooling battery 24, liquid cooling battery 24 is connected in series in the pipe line of main heat exchanger 12 cooling liquid channel and the 1st interface of multi-way valve group 20.

[0046] The heat management system specific embodiment 3 of the utility model, as shown in the accompanying Figure 2 The structure of preceding specific embodiment 2, this embodiment 3 still includes third circulating pump 203, the 7 and 1 interfaces of multi-way valve group 20 still have the 8th and 9th interfaces, the first end of third circulating pump 203 is communicated with the 8th interface of multi-way valve group 20, the second end of third circulating pump 203 is communicated with the first end of liquid cooling battery 24, and the second end of liquid cooling battery 24 is communicated with the 9th interface of multi-way valve group 20.

[0047] In the above embodiments, the expansion tank 25 connected with the first interface of the multi-way valve group 20 can be provided to cool the liquid circulating pipeline, and the pressure and the liquid balance can be balanced.

[0048] In the above embodiments, to cope with the extremely cold weather environment and heat pump failure, an auxiliary heater, such as a water circulation diesel heater, a heat dissipation heat exchanger of an engine system, etc. can be provided in series between the electric drive electric control device 23 and the second interface of the multi-way valve group 20 as a backup heat source.

[0049] As shown in the accompanying Figures 4 to 14 The first control method of the utility model includes four modes of heating, dehumidifying, heat dissipation and refrigeration, and is used for operating control of the preceding heat management system embodiments 1 to 3;

[0050] 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 outboard air, one of the heating or dehumidifying modes shown in the accompanying Figures 4 to 10 is executed.

[0051] The first heating mode: as shown in the accompanying Figure 4As shown, the valve core position of the four-way valve 10 is adjusted to heat the heat pump, the second circulating pump 202, the outer heat exchanger 22, the intermediate heat exchanger 14 cooling liquid passage, the 3, 4 interfaces of the multi-way valve group 20 are connected in series, the second circulating pump 202 runs, the fan of the outer heat exchanger 22 runs, the throttling valve 13 throttles the low-pressure refrigerant after pressure reduction, the refrigerant passage of the outer heat exchanger 22 first exchanges heat to the cooling liquid circuit through the intermediate heat exchanger 14, then the cooling liquid circuit takes heat from the cabin environment air, the refrigerant completes evaporation, enters the compressor 11 through the four-way valve 10, is compressed into high-pressure refrigerant, and then enters the refrigerant passage of the main heat exchanger 12 through the four-way valve 10 to release heat, and the cycle is repeated, the fan of the cabin air conditioner drives the cabin air, and the cabin air exchanges heat with the refrigerant passage of the main heat exchanger 12 to provide heating for the cabin air;

[0052] This mode is an air source indirect heat pump mode, and the valve core position of the multi-way valve group 20 is irrelevant, and the first circulating pump 201 does not run; this mode is simple in control and stable in operation.

[0053] The second 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 the heat energy grade of the cabin air, the valve core of the multi-way valve group 20 is adjusted to the position as shown in the accompanying Figure 5 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 second circulating pump 202, the outer heat exchanger 22, the cooling liquid passage of the intermediate heat exchanger 14, the fourth interface and the first interface of the multi-way valve group 20 form a series low-grade heat recovery circuit, and the heat pump unit recovers the waste heat of the electric drive electronic control equipment 23 to enhance the heating capacity, if the recovered heat is sufficient, the fan of the outer heat exchanger 22 can be stopped to further save power consumption and improve system energy efficiency;

[0054] This mode is a waste heat source + air source heat pump dual heating mode, which has strong environmental adaptability and fast heating speed.

[0055] The third 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 35°, the valve core of the multi-way valve group 20 is adjusted to the position as shown in the accompanying Figure 6 The first circulating pump 201, the electric drive electronic control equipment 23, the second 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 series high-grade heat recovery circuit,

[0056] This mode is a high-grade waste heat + air source heat pump dual source cascade heating, and the air source heat pump heats up at the same time, the high-grade waste heat of the electric drive electronic control equipment 23 directly preheats the cabin air through the pre-heat exchanger 21 to form a dual source cascade heating with the refrigerant passage of the main heat exchanger 12;

[0057] This mode has strong heating capacity and also has the functions of replacing heat exchanger 21 before drying and preventing mold growth.

[0058] Fourth heating mode: During the heating process, the coolant temperature of the electric drive and control equipment 23 is periodically monitored. If the coolant temperature of the electric drive and control equipment 23 is higher than 40°C, the valve core of the multi-way valve group 20 is adjusted to the position specified in the attached diagram. Figure 7 The positions shown indicate that the first circulating pump 201, the electric drive and control equipment 23, the second and seventh ports of the multi-way valve group 20, and the coolant channel of the main heat exchanger 12 form a series high-grade heat recovery loop.

[0059] This mode is a dual-source same-level heating system consisting of high-grade waste heat and air source heat pump. While the air source heat pump is heating, the high-grade waste heat of the electric drive and control equipment 23 is directly connected to the refrigerant channel of the main heat exchanger 12 through the coolant channel to form a dual-source same-level heating system.

[0060] This mode has strong heating capacity, fast temperature rise, and high reliability with dual-source backup.

[0061] Fifth heating mode: During the heating process, the coolant temperature of the electric drive and control equipment 23 and the humidity of the cabin air are periodically monitored. If the coolant temperature of the electric drive and control equipment 23 is higher than 40°C and the humidity of the cabin air is lower than the comfort humidity required by the occupants, or if fogging of the vehicle's windshield affects driving safety, the valve core of the multi-way valve assembly 20 is adjusted to the position specified in the attached diagram. Figure 8 As shown, on the one hand, the coolant passages of the external heat exchanger 22 and the intermediate heat exchanger 14, the fourth and fifth ports of the multi-way valve group 20, the front heat exchanger 21, the sixth and third ports of the multi-way valve group 20 form a series waste heat recovery and dehumidification circuit; on the other hand, the first circulating pump 201, the electric drive and control equipment 23, the second and seventh ports of the multi-way valve group 20, and the coolant passage of the main heat exchanger 12 form a series high-grade heat recovery circuit.

[0062] This mode is waste cooling and dehumidification + dual-source heat recovery. In this mode, the heat pump operates in the heat pump heating mode. The fan of the external heat exchanger 22 can be turned on or off. The fan of the internal air conditioning unit drives the air inside the cabin. After being cooled and dehumidified by the front heat exchanger 21, the air is then reheated by the refrigerant channel and coolant channel of the main heat exchanger 12.

[0063] This mode recovers the free cooling capacity of the external heat exchanger 22 for pre-cooling and dehumidification inside the cabin, and then recovers the waste heat of the electric drive and control equipment 23 to reheat or keep the cabin air at a constant temperature; the control is simple, stable, reliable, efficient and energy-saving.

[0064] Sixth heating mode: During the heating process, the coolant temperature of the electric drive and control equipment 23 is periodically monitored. If the coolant temperature of the electric drive and control equipment 23 is higher than 35°C, the operation of the heat pump compressor, the second circulation pump 202, and the fan of the external heat exchanger 22 is shut down, and the valve core of the multi-way valve group 20 is adjusted to the position specified in the attached diagram. Figure 9 At the locations shown, the first circulating pump 201, the electric drive and control equipment 23, the second and fifth ports of the multi-way valve group 20, the front heat exchanger 21, the sixth port of the multi-way valve group 20, and the first port form a high-grade heat recovery loop connected in series.

[0065] This mode is a single high-grade waste heat heating mode, in which the high-grade waste heat of the electric drive and control equipment 23 is directly recovered and heated in the cabin air via the preheater 21.

[0066] This mode features waste heat recovery, high system energy efficiency, and also functions as a heat exchanger 21 before drying and prevents mold growth.

[0067] Seventh Heating Mode: During the heating process, the coolant temperature of the electric drive and control equipment 23 is periodically monitored. If the coolant temperature of the electric drive and control equipment 23 is higher than 40°C, the operation of the heat pump compressor, the second circulation pump 202, and the fan of the external heat exchanger 22 is shut down, and the valve core of the multi-way valve group 20 is adjusted to the position specified in the attached diagram. Figure 10 The positions shown indicate that the first circulating pump 201, the electric drive and control equipment 23, the second and seventh ports of the multi-way valve group 20, and the coolant channel of the main heat exchanger 12 form a series high-grade heat recovery loop.

[0068] This mode is a single high-grade waste heat heating mode, in which the high-grade waste heat of the electric drive and control equipment 23 is directly recovered and heated to heat the air in the cabin through the coolant channel of the main heat exchanger 12.

[0069] This model features waste heat recovery and high system energy efficiency.

[0070] When the cabin air temperature is at the comfort level required by the occupants, the heat pump compressor is shut down, and the temperature of the coolant in the electric drive and control equipment 23 is checked. If the coolant temperature in the electric drive and control equipment 23 is higher than the safe operating temperature required by the equipment, then the following procedure is executed. Figure 11 , 12 One of the heat dissipation modes shown;

[0071] First cooling mode: Adjust the valve core of the multi-way valve assembly 20 to the specified position. Figure 11 As shown, the first circulating pump 201, the electric drive and control equipment 23, the second and third ports of the multi-way valve group 20, the second circulating pump 202, the external heat exchanger 22, the coolant passage of the intermediate heat exchanger 14, the fourth and fifth ports of the multi-way valve group 20, the front heat exchanger 21, the sixth port of the multi-way valve group 20, and the first port form a series heat dissipation circuit.

[0072] This mode is a dual heat dissipation mode inside and outside the cabin. The fans of the external heat exchanger 22 and the front heat exchanger 21 operate simultaneously or independently. The waste heat of the electric drive and control equipment 23 is released into the outside air or the inside air through the coolant passage of the external heat exchanger 22 and the front heat exchanger 21, ensuring the safe operation of the vehicle equipment while ensuring the indoor air is at the most comfortable temperature.

[0073] This mode is simple to control and energy-efficient.

[0074] Second cooling mode: Adjust the valve core of the multi-way valve assembly 20 to the specified position. Figure 12 As shown, the first circulating pump 201, the electric drive and control equipment 23, the second and third ports of the multi-way valve group 20, the second circulating pump 202, the external heat exchanger 22, the coolant passage of the intermediate heat exchanger 14, the fourth port of the multi-way valve group 20, and the first port form a series heat dissipation circuit.

[0075] This mode is a single external heat dissipation mode. 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.

[0076] This mode is simple to control and energy-efficient.

[0077] When the cabin air temperature is higher than the comfort temperature required by the occupants, adjust the valve core position of the four-way valve 10 to switch to heat pump cooling.

[0078] In the first cooling mode, adjust the valve core of the multi-way valve assembly 20 to the specified position. Figure 13 As shown, the second circulation pump 202, the external heat exchanger 22, and the intermediate heat exchanger 14 are connected in series via ports 3 and 4 of the multi-way valve group 20. When the second circulation pump 202 is running and the fan of the external heat exchanger 22 is running, the throttle valve 13 cuts off the low-pressure refrigerant after pressure reduction and 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 with the refrigerant channel of the main heat exchanger 12. The refrigerant completes evaporation and enters the compressor 11 through the four-way valve 10, where it is compressed into high-pressure refrigerant. It then enters the refrigerant channel of the intermediate heat exchanger 14 through the four-way valve 10 again to exchange heat with the coolant channel of the external heat exchanger 22. Then the coolant releases heat to the external ambient air, and the cycle repeats, cooling the cabin air.

[0079] This mode is an indirect heat pump cooling mode, which is simple to control, fast, and stable in operation.

[0080] When the cabin air temperature is higher than the comfort temperature required by the occupants, and the electric drive and control equipment 23 requires heat dissipation and cooling, the valve core position of the four-way valve 10 is adjusted for heat pump cooling.

[0081] In the second cooling mode, adjust the valve core of the multi-way valve assembly 20 to the specified position. Figure 14As shown, the first circulating pump 201, the electric drive and control equipment 23, the second and third ports of the multi-way valve group 20, the second circulating pump 202, the external heat exchanger 22, the coolant passage of the intermediate heat exchanger 14, the fourth port of the multi-way valve group 20, and the first port of the multi-way valve group 20 form a series stepped heating and heat dissipation circuit; the throttle valve 13 cuts off the low-pressure refrigerant after pressure reduction and enters the refrigerant passage of the main heat exchanger 12; the fan of the cabin air conditioning unit drives the cabin air to interact with the main heat exchanger 12. The refrigerant in the 2nd refrigerant passage undergoes heat exchange, and after evaporation, it enters the compressor 11 through the four-way valve 10, where it is compressed into high-pressure refrigerant. It then enters the refrigerant passage of the intermediate heat exchanger 14 through the four-way valve 10 again to exchange heat with the coolant passage of the external heat exchanger 22. The coolant in the stepped heating and heat dissipation circuit releases heat to the ambient air outside the cabin, and the cycle repeats, cooling the air inside the cabin. The coolant is heated sequentially through the intermediate heat exchanger 14 and the electric drive and control equipment 23, and then dissipates heat to the outside air through the external heat exchanger 22.

[0082] This mode is an indirect heat pump cooling mode, which is simple to control and has high cooling efficiency, completing the cooling heat pump and the heat dissipation of the electric drive and control equipment 23 in one step.

[0083] The second control method of this utility model includes eight modes: heating, dehumidification, heat dissipation, cooling, battery cold storage, battery heat storage, active heat dissipation, and active temperature equalization, which are used to control the operation of the aforementioned thermal management system embodiment 3.

[0084] The four modes of heating, dehumidification, heat dissipation, and cooling in this control method are basically the same as those in the aforementioned control method. Technical personnel can generally refer to the appendix for guidance. Figure 2 and attached Figures 4 to 14 Based on the aforementioned technical documents, we can understand its process and function, which will not be repeated here. The only difference is that, since a liquid-cooled battery 24 is connected in series in the coolant channel of the main heat exchanger 12, the temperature of the liquid-cooled battery 24 is simultaneously regulated and controlled during the process of regulating the cabin air temperature.

[0085] The battery cooling mode of this control method is shown in the attached figure. Figure 19 As 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 third circulation pump 203 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 cold energy. At this time, 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 in a timely manner. The liquid-cooled battery 24 releases cold energy into the cabin air, making the cabin comfortable, reducing the frequency of compressor start-stop or speed adjustment, and improving cooling energy efficiency.

[0086] The battery heat storage mode of this control method is shown in the attached figure. Figure 2As 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 temperature (40°C) is reached. The liquid-cooled battery 24 has a large heat capacity and can store a lot of heat. At this time, 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 heat to the cabin air, making the cabin comfortable, reducing the frequency of compressor start-stop or speed adjustment, and improving heating efficiency.

[0087] Because the coolant system is equipped with a third circulation pump 203, which is connected in series with the liquid-cooled battery 24, the liquid-cooled battery 24 can achieve active heat dissipation and active temperature equalization.

[0088] 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.

[0089] 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.

[0090] Because the multi-way valve assembly 20 has added ports 8 and 9, as shown in the attached document. 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.

[0091] The vehicles with the above-mentioned thermal management system described in this utility model include pure electric, hybrid electric, and hydrogen-powered vehicles that travel on land, in water, and in the air and are driven by electric motors. They have simple structure, high efficiency and stability, and low cost.

Claims

1. A low-cost thermal management system, characterized in that, It includes a main heat exchanger (12), an intermediate heat exchanger (14), a front heat exchanger (21), and an external heat exchanger (22). The main heat exchanger (12) is a refrigerant-coolant-air three-medium heat exchange structure, the intermediate heat exchanger (14) is a refrigerant-coolant two-medium heat exchange structure, the front heat exchanger (21) and the external heat exchanger (22) are both coolant-air two-medium heat exchange structures. The front heat exchanger (21) and the main heat exchanger (12) are arranged sequentially in the air duct of the cabin air conditioning unit along the wind direction, and the external heat exchanger (22) is placed in the ambient air outside the cabin. The refrigerant passages of the main heat exchanger (12) and intermediate heat exchanger (14) are connected to the four-way valve (10), compressor (11) and throttle valve (13) to form a phase change medium heat pump unit based on the switching of the four-way valve (10). The coolant passages of the main heat exchanger (12) and intermediate heat exchanger (14) are connected to the multi-way valve group (20), the first circulating pump (201), the second circulating pump (202), the front heat exchanger (21), the external heat exchanger (22) 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). The multi-way valve group (20) has at least 7 external interfaces. The electric drive and control equipment (23) and the first circulating pump (201) are connected in series to form a first pipe section, which is connected to interfaces 1 and 2 of the multi-way valve group (20). The second circulating pump (202), the external heat exchanger (22), and the intermediate heat exchanger (14) are connected in series to form a second pipe section, which is connected to interfaces 3 and 4 of the multi-way valve group (20). The front heat exchanger (21) is connected to interfaces 5 and 6 of the multi-way valve group (20). The main heat exchanger (12) is connected to interfaces 7 and 1 of the multi-way valve group (20). 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.

2. The thermal management system as described in claim 1, characterized in that, It also includes a liquid-cooled battery (24), which is connected in series in the pipeline between the coolant channel of the main heat exchanger (12) and the first interface of the multi-way valve group (20).

3. The thermal management system as described in claim 2, characterized in that, It also includes a third circulation pump (203), and the multi-way valve group (20) has an 8th and a 9th interface between the 7th and 1st interfaces. The first end of the third circulation pump (203) is connected to the 8th interface of the multi-way valve group (20), the second end of the third circulation pump (203) is connected to the first end of the liquid-cooled battery (24), and the second end of the liquid-cooled battery (24) is connected to the 9th interface of the multi-way valve group (20).

4. The thermal management system according to any one of claims 1 to 3, characterized in that, It also includes an expansion tank (25) connected to the first interface of the multi-way valve assembly (20).

5. The thermal management system as described in claim 4, characterized in that, It also includes an auxiliary heater connected in series between the electric drive and control equipment (23) and the second interface of the multi-way valve group (20).

6. A vehicle, characterized in that, Includes the thermal management system as described in any one of claims 1 to 5.

7. A vehicle as described in claim 6, characterized in that, Vehicles include a variety of vehicles that travel on land, water, and air, and are driven by electric motors, including pure electric vehicles, hybrid electric vehicles, and hydrogen-powered vehicles.

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