A thermal management system and vehicle

Abstract

The utility model discloses a kind of thermal management system and vehicle, thermal management system includes: refrigerant circuit, refrigerant circuit includes compressor, indoor condenser, indoor evaporator, outdoor condenser, battery heat exchanger, gas-liquid separator and first solenoid valve;Cooling liquid circuit, cooling liquid circuit includes engine, engine water pump, first three-way valve, cooler, motor radiator, engine radiator, thermostat, electric control module and electric drive module;The inlet end of first solenoid valve is communicated with the outlet end of compressor, and the outlet end of first solenoid valve is communicated with the inlet end of gas-liquid separator.The thermal management system of the utility model collects the heat generated by refrigerant circuit and cooling liquid circuit and the heat of external environment, and reasonably distributes to passenger cabin and battery pack, and refrigerant circuit is formed by setting first solenoid valve, and the problem that vehicle is difficult to heat in winter is solved by forming triangle cycle to quickly heat, so as to improve the endurance mileage and energy efficiency ratio of vehicle.

Description

Technical Field

[0001] This utility model relates to the field of thermal management technology, and in particular to a thermal management system and a vehicle. Background Technology

[0002] With the energy crisis and increasingly stringent environmental regulations, hybrid electric vehicles (HEV / PHEV) have become a key development direction for the automotive industry. Compared to traditional gasoline vehicles, hybrid models are equipped with additional high-voltage power batteries, electric drive systems (motors and inverters), electric compressors, DC / DC converters, and more complex cooling and air conditioning circuits.

[0003] However, current mass-produced hybrid vehicles generally adopt a "discrete" thermal management architecture: the battery pack has an independent liquid-cooled / liquid-heated circuit, the motor / inverter has an independent low-temperature radiator circuit, the passenger compartment HVAC system, the engine cooling system, and the compressor condenser-side heat dissipation circuit are isolated from each other, with limited coupling between them only through air cooling or simple water-to-water heat exchangers. This architecture suffers from high overall vehicle energy consumption; reduced pure electric range in winter; a large number of parts, complex piping, and difficult layout, significantly increasing vehicle weight and manufacturing costs; and a lack of a unified heat / cooling scheduling strategy. Utility Model Content

[0004] The purpose of this invention is to provide a thermal management system and vehicle that simplifies the thermal management system, making it easier to install, improving winter driving range, and reducing heat waste.

[0005] In a first aspect, this utility model provides a thermal management system, comprising: The refrigerant circuit includes a compressor, an indoor condenser, an indoor evaporator, an outdoor condenser, a battery heat exchanger, a gas-liquid separator, and a first solenoid valve. The coolant circuit includes an engine, an engine water pump, a first three-way valve, a cooler, a motor radiator, an engine radiator, a thermostat, an electronic control module, and an electric drive module. in: The outdoor condenser includes a first port and a second port, the battery heat exchanger includes a third port and a fourth port, the outlet of the compressor can be connected to the inlet of the indoor condenser, the first port and the second port of the battery heat exchanger, the second port can be connected to the inlet of the indoor evaporator and the third port respectively, the outlet of the indoor evaporator and the fourth port are both connected to the inlet of the gas-liquid separator, the outlet of the gas-liquid separator is connected to the inlet of the compressor, the outlet of the indoor condenser is connected to the second port, the inlet of the first solenoid valve is connected to the outlet of the compressor, and the outlet of the first solenoid valve is connected to the inlet of the gas-liquid separator. The outlet of the engine water pump is connected to the first valve port of the first three-way valve, the second valve port of the first three-way valve is connected to the inlet of the engine, the third valve port of the first three-way valve is connected to the inlet of the water side of the cooler, the outlet of the water side of the cooler is connected to the inlet of the motor radiator, the outlet of the motor radiator is connected to the inlet of the electronic control module, the outlet of the electronic control module is connected to the inlet of the electric drive module, and the outlet of the electric drive module is connected to the inlet of the engine water pump. The thermostat includes a first inlet, a first outlet, and a second outlet. The outlet of the engine is connected to the first inlet, the first outlet is connected to the inlet of the engine radiator, and the second outlet and the outlet of the engine radiator are both connected to the inlet of the engine water pump.

[0006] In a thermal management system as described above, preferably, the refrigerant circuit includes a second three-way valve, the outlet end of the compressor is connected to the first port of the second three-way valve, a second solenoid valve is provided on the connecting pipeline between the compressor and the second three-way valve, the second port of the second three-way valve is connected to the first port, and a third solenoid valve is provided on the connecting pipeline between the second three-way valve and the compressor.

[0007] In the thermal management system described above, preferably, the outlet end of the indoor condenser is connected to the third valve port of the second three-way valve, and a fourth solenoid valve is provided on the connecting pipeline between the compressor and the indoor condenser.

[0008] In the thermal management system described above, preferably, a fifth solenoid valve is provided on the connecting pipe between the compressor and the battery heat exchanger; a coaxial pipe and a first electronic expansion valve are sequentially provided on the connecting pipe between the outdoor condenser and the battery heat exchanger; a sixth solenoid valve is provided on the connecting pipe between the battery heat exchanger and the gas-liquid separator; and a second electronic expansion valve and a seventh solenoid valve are sequentially provided on the connecting pipe between the outdoor condenser and the indoor evaporator.

[0009] In a thermal management system as described above, preferably, the thermal management system includes a first four-way valve, wherein the first valve port of the first four-way valve is connected to the outlet end of the indoor evaporator and the fourth port, the second valve port of the first four-way valve is connected to the inlet end of the gas-liquid separator, the third valve port of the first four-way valve is connected to the first port, and the fourth valve port of the first four-way valve is connected to the outlet end of the refrigerant side of the cooler.

[0010] In the thermal management system described above, preferably, an eighth solenoid valve is provided on the connecting pipe between the outdoor condenser and the first four-way valve.

[0011] In the thermal management system described above, preferably, the inlet end of the refrigerant side of the cooler can be connected to the outlet end of the indoor condenser and the third port.

[0012] In the thermal management system described above, preferably, a ninth solenoid valve and a third electronic expansion valve are sequentially provided on the refrigerant side connecting the indoor condenser and the cooler.

[0013] In the thermal management system described above, preferably, the coolant circuit further includes a third three-way valve, wherein the first valve port of the third three-way valve is connected to the outlet end of the water side of the cooler, the second valve port of the third three-way valve is connected to the inlet end of the motor radiator, and the third valve port of the third three-way valve is connected to the inlet end of the electronic control module.

[0014] Secondly, this utility model provides a vehicle including the aforementioned thermal management system.

[0015] Compared with the prior art, the thermal management system of this utility model can collect the heat generated by the refrigerant circuit and coolant circuit as well as the heat from the external environment, and rationally distribute it to the passenger compartment and battery pack. The refrigerant circuit forms a triangular circulation through the first solenoid valve to quickly heat up, thereby improving the vehicle's range and energy efficiency ratio and solving the problem of vehicle heating difficulties in winter. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the thermal management system provided in an embodiment of the present invention.

[0017] Explanation of reference numerals in the attached figures: 100-Refrigerant circuit, 101-Compressor, 102-Indoor condenser, 103-Indoor evaporator, 104-Outdoor condenser, 1041-First port, 1042-Second port, 105-Battery heat exchanger, 1051-Third port, 1052-Fourth port, 106-Gas-liquid separator, 107-Second three-way valve, 108-Coaxial tube, 109-Second four-way valve, 110-First check valve, 111-Fourth three-way valve, 112-Fifth three-way valve, 113-Second check valve; 200-Coolant circuit, 201-Engine, 202-Engine water pump, 203-First three-way valve, 204-Cooler, 2041-Water side of cooler, 2042-Refrigerant side of cooler, 205-Motor radiator, 206-Engine radiator, 207-Thermostat, 208-Electronic control module, 209-Electric drive module, 210-Third three-way valve; 300 - First four-way valve; D1 - First solenoid valve, D2 - Second solenoid valve, D3 - Third solenoid valve, D4 ​​- Fourth solenoid valve, D5 - Fifth solenoid valve, D6 - Sixth solenoid valve, D7 - Seventh solenoid valve, D8 - Eighth solenoid valve, D9 - Ninth solenoid valve. P1 - First electronic expansion valve, P2 - Second electronic expansion valve, P3 - Third electronic expansion valve. Detailed Implementation

[0018] The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0019] Firstly, referring to Figure 1 As shown, this utility model provides a thermal management system, including a refrigerant circuit 100 and a coolant circuit 200, wherein: The refrigerant circuit 100 includes a compressor 101, an indoor condenser 102, an indoor evaporator 103, an outdoor condenser 104, a battery heat exchanger 105, a gas-liquid separator 106, and a first solenoid valve D1. The refrigerant circuit 100 integrates air conditioning, battery temperature control, and heat pump functions into a single refrigerant cycle, providing cooling or heating for the passenger compartment and battery through a single piping system. This reduces the need for additional circuits and helps lower the risk of leaks.

[0020] The outdoor condenser 104 includes a first port 1041 and a second port 1042. In cooling mode, the first port 1041 is the inlet of the refrigerant and the second port 1042 is the outlet of the refrigerant. In heating mode, the second port 1042 is the inlet of the refrigerant and the first port 1041 is the outlet of the refrigerant.

[0021] The battery heat exchanger 105 includes a third port 1051 and a fourth port 1052. In cooling mode, the third port 1051 is the inlet of the refrigerant and the fourth port 1052 is the outlet of the refrigerant. In heating mode, the fourth port 1052 is the inlet of the refrigerant and the third port 1051 is the outlet of the refrigerant.

[0022] The outlet end of the compressor 101 can be connected to the inlet end, the first port 1041, and the fourth port 1052 of the indoor condenser 102. Alternatively, a second four-way valve 109 can be provided at the outlet end of the compressor 101. The outlet end of the compressor 101 is connected to the first valve port of the second four-way valve 109, the second valve port of the second four-way valve 109 is connected to the inlet end of the indoor condenser 102, the third valve port of the second four-way valve 109 is connected to the first port 1041, and the fourth valve port of the second four-way valve 109 is connected to the fourth port 1052.

[0023] The high-temperature and high-pressure working fluid discharged by the compressor 101 can be used for heating the passenger compartment, cooling the outside of the vehicle, or heating the battery, thereby achieving on-demand heat distribution. This eliminates the need for additional PTC heaters, reduces the number of components in the thermal management system, simplifies the system structure, and saves costs.

[0024] The second port 1042 can be connected to the inlet end of the indoor evaporator 103 and the third port 1051 respectively. The medium-temperature high-pressure liquid after the condenser can flow to the indoor evaporator 103 to cool the passenger compartment, or flow to the battery heat exchanger 105 to cool the battery, which can save throttling elements and pipelines.

[0025] The outlet end of the indoor evaporator 103 and the fourth port 1052 are both connected to the inlet end of the gas-liquid separator 106. The return gas from the indoor evaporator 103 and the battery heat exchanger 105 both pass through the same gas-liquid separator 106, which can ensure the suction dryness of the compressor 101, avoid liquid slugging, and improve the service life of the compressor 101. The outlet end of the gas-liquid separator 106 is connected to the inlet end of the compressor 101, thus forming a closed loop in the refrigerant circuit 100.

[0026] The outlet end of the indoor condenser 102 is connected to the second port 1042. The working fluid after the indoor condenser 102 releases heat can still be subcooled twice by the outdoor condenser 104, thereby increasing the subcooling degree of the system and increasing the refrigeration or heat pump capacity.

[0027] The inlet of the first solenoid valve D1 is connected to the outlet of the compressor 101, and the outlet of the first solenoid valve D1 is connected to the inlet of the gas-liquid separator 106. The first solenoid valve D1, the gas-liquid separator 106, and the compressor 101 are connected in series to form a triangular circulation loop. When the ambient temperature is extremely low, the system first opens the triangular circulation loop, so that the refrigerant does not flow to the outdoor condenser 104, and all the heat is instantly transferred to the passenger compartment, so that the passenger compartment quickly reaches a comfortable temperature, thereby improving the car's range in winter.

[0028] The coolant circuit 200 includes an engine 201, an engine water pump 202, a first three-way valve 203, a cooler 204, a motor radiator 205, an engine radiator 206, a thermostat 207, an electronic control module 208, and an electric drive module 209. By incorporating the engine 201, electronic control module 208, electric drive module 209, and battery cooling into the same water circulation system, the number of water pumps, expansion tanks, and pipelines is reduced, resulting in a higher level of integration in the vehicle's thermal management.

[0029] The outlet of the engine water pump 202 is connected to the first valve port of the first three-way valve 203, the second valve port of the first three-way valve 203 is connected to the inlet of the engine 201, the third valve port of the first three-way valve 203 is connected to the inlet of the water side 2041 of the cooler, the outlet of the water side 2041 of the cooler is connected to the inlet of the motor radiator 205, the outlet of the motor radiator 205 is connected to the inlet of the electronic control module 208, the outlet of the electronic control module 208 is connected to the inlet of the electric drive module 209, and the outlet of the electric drive module 209 is connected to the inlet of the engine water pump 202.

[0030] The first three-way valve 203 is located after the engine water pump 202, and can quickly switch the flow direction between the engine 201 and the cooler 204. During cold start, the cooler 204 is short-circuited, which can shorten the warm-up time. The engine 201 and the cooler 204 are arranged in parallel, and the coolant circuit 200 can dissipate heat for the engine 201 and the cooler 204 as needed, thereby avoiding the delivery of coolant to unnecessary parts.

[0031] The cooler 204 first pre-cools the fluid before it enters the motor radiator 205 for secondary cooling. This staged cooling reduces fan noise and improves heat dissipation efficiency. Cooling is done before liquid delivery, ensuring the coolant temperature is lowered before entering the electronic control module, preventing overheating and failure of power components. The electronic control module 208 and electric drive module 209 are connected in series, allowing the temperature-sensitive control board to receive the coldest liquid first, extending the lifespan of the electronic control module 208. The motor, with its high temperature resistance, can be positioned after the electronic control module 208 to withstand slightly higher temperatures. The coolant circuit 200 is a closed-loop water circulation system, with all heat sources sharing a single engine water pump 202, reducing the number of parts and lowering the overall vehicle weight and cost.

[0032] The thermostat 207 includes a first inlet, a first outlet, and a second outlet. The outlet end of the engine 201 is connected to the first inlet, the first outlet is connected to the inlet end of the engine radiator 206, and the second outlet and the outlet end of the engine radiator 206 are both connected to the inlet end of the engine water pump 202.

[0033] The thermostat 207 determines whether to use a large or small circulation loop based on the water temperature, allowing the engine 201 to warm up quickly without overheating. In small circulation mode, the engine radiator 206 is short-circuited, reducing heat loss during cold starts and warming up faster. In large circulation mode, both the motor radiator 205 and the engine radiator 206 are fully open to ensure high-load cooling requirements. The two loops converge and return to the engine water pump 202, resulting in a simple system without additional check valves.

[0034] In this invention, the battery heat exchanger 105 of the refrigerant circuit 100 and the cooler 204 of the coolant circuit 200 form a heat exchange coupling point between the refrigerant and the coolant. This allows for both rapid cooling of the battery using the refrigerant and recovery of waste heat from the battery into the battery compartment, achieving bidirectional energy utilization. The heat recovery from the refrigerant circuit 100, combined with the staged cooling from the coolant circuit 200, ensures that the vehicle maintains the optimal operating temperature for the battery, motor, and engine 201 under any ambient temperature, thereby improving performance consistency.

[0035] In the embodiments provided in this application, the refrigerant circuit 100 includes a second three-way valve 107. The outlet end of the compressor 101 is connected to the first valve port of the second three-way valve 107. A second solenoid valve D2 is provided on the connecting pipe between the compressor 101 and the second three-way valve 107. The second valve port of the second three-way valve 107 is connected to the first port 1041. A third solenoid valve D3 is provided on the connecting pipe between the second three-way valve 107 and the outdoor condenser 104.

[0036] The high-temperature exhaust gas from compressor 101 can quickly reach the second three-way valve 107, transferring heat to the necessary components. When heat dissipation is needed, the heat can be immediately directed to the outdoor condenser 104, enabling instantaneous cooling in summer or rapid battery cooling. The third solenoid valve D3 controls the flow of refrigerant to the outdoor condenser 104, preventing the outdoor condenser 104 from becoming a continuous heat loss point, ensuring that all heat remains inside the vehicle during winter heating.

[0037] The outlet of the indoor condenser 102 is connected to the third port of the second three-way valve 107, and a fourth solenoid valve D4 is installed on the connecting pipe between the compressor 101 and the indoor condenser 102. The refrigerant, after releasing heat through the indoor condenser 102, returns directly to the second three-way valve 107, reducing heat loss. The fourth solenoid valve D4 controls the on / off state of the refrigerant passenger compartment branch, preventing the indoor condenser 102 from becoming a continuous heat source.

[0038] A fifth solenoid valve D5 is provided on the connecting pipe between the compressor 101 and the battery heat exchanger 105 to enable independent opening and closing of the battery heating branch. When only the crew compartment needs heating or the battery self-heating is sufficient to maintain the temperature, closing the fifth solenoid valve D5 can cut off the flow of high-temperature refrigerant to the battery heat exchanger 105, avoid battery overheating and ineffective high-pressure side diversion, reduce the power consumption of the compressor 101 and extend the battery life.

[0039] A coaxial tube 108 and a first electronic expansion valve P1 are sequentially installed on the connecting pipe between the outdoor condenser 104 and the battery heat exchanger 105. The coaxial tube 108 forms countercurrent heat exchange between the high-pressure liquid refrigerant and the low-pressure gaseous refrigerant, which increases the subcooling and return gas superheat of the system, reduces the specific enthalpy value before the first electronic expansion valve P1, and enables the refrigerant entering the battery heat exchanger 105 to have a lower evaporation temperature, thereby achieving rapid cooling of the battery. At the same time, it reduces the required opening range of the first electronic expansion valve P1 and improves control stability.

[0040] A sixth solenoid valve D6 is provided on the connecting pipe between the battery heat exchanger 105 and the gas-liquid separator 106. When the battery does not need to be cooled or heated, closing the sixth solenoid valve D6 can isolate the battery heat exchanger 105 entirely on the low-pressure side, preventing refrigerant from migrating to the battery heat exchanger 105 and forming stagnant liquid, ensuring unobstructed system path and avoiding the risk of liquid slugging in the compressor 101; at the same time, it keeps the low-pressure side volume constant during operation in other modes (passenger cabin cooling / heating), improving control accuracy.

[0041] A second electronic expansion valve P2 and a seventh solenoid valve D7 are sequentially installed on the connecting pipe between the outdoor condenser 104 and the indoor evaporator 103. The seventh solenoid valve D7 provides a quick on / off function for the evaporator branch and can be completely closed in heat pump heating or pure battery cooling mode to prevent high-pressure refrigerant after the outdoor condenser 104 from accidentally entering the indoor evaporator 103 and causing energy loss. The second electronic expansion valve P2 independently throttles the refrigerant entering the evaporator, realizing decoupled control of the passenger compartment cooling capacity and battery cooling capacity, and ensuring system stability when all functions are running in parallel.

[0042] The thermal management system includes a first four-way valve 300. The first valve port of the first four-way valve 300 can be connected to the outlet end of the indoor evaporator 103 and the fourth port 1052. The second valve port of the first four-way valve 300 is connected to the inlet end of the gas-liquid separator 106. The third valve port of the first four-way valve 300 is connected to the first port 1041. The fourth valve port of the first four-way valve 300 is connected to the outlet end of the water side 2041 of the cooler.

[0043] By allowing the four ports of the first four-way valve 300 to be interconnected or disconnected, the flow path can be switched between modes such as passenger compartment cooling, passenger compartment heating, battery cooling, battery heating, waste heat recovery, and heat pump dehumidification, without the need to set up a separate solenoid valve group or additional reversing valve for each mode. This simplifies the number of system components, reduces the risk of refrigerant leakage, and reduces the difficulty of vehicle layout.

[0044] An eighth solenoid valve D8 is installed on the connecting pipe between the outdoor condenser 104 and the first four-way valve 300. By opening and closing the eighth solenoid valve D8, the high-pressure side of the outdoor condenser 104 can be independently isolated. In low-temperature heat pump start-up or pure battery heating mode, closing the eighth solenoid valve D8 can block the flow of refrigerant to the outdoor condenser 104, prevent heat loss to the environment, shorten the system pressure rise time, and reduce energy consumption.

[0045] The inlet end of the water side 2041 of the cooler can be connected to the outlet end of the indoor condenser 102 and the third port 1051. Using the cooler 204 as a shared heat exchange node, the waste heat of the crew compartment and the waste heat of the battery can be complementarily utilized. In waste heat recovery mode, the medium-temperature refrigerant at the outlet of the indoor condenser 102 can directly enter the cooler 204 and transfer heat to the coolant circuit 200 for battery heating or engine 201 preheating, reducing additional heating power consumption.

[0046] A ninth solenoid valve D9 and a third electronic expansion valve P3 are sequentially installed on the connecting pipe between the indoor condenser 102 and the water side 2041 of the cooler. The ninth solenoid valve D9 provides a rapid opening and closing function for this branch, ensuring that the cooler 204 is completely isolated when not participating in heat exchange, preventing refrigerant migration and ineffective heat exchange; the third electronic expansion valve P3 independently throttles the refrigerant entering the refrigerant side 2042 of the cooler, realizing precise flow regulation decoupled from the coolant temperature, improving waste heat recovery efficiency and preventing the coolant from becoming too cold.

[0047] The coolant circuit 200 also includes a third three-way valve 210. The first port of the third three-way valve 210 is connected to the outlet of the water side 2041 of the cooler, the second port is connected to the inlet of the motor radiator 205, and the third port is connected to the inlet of the electronic control module 208. By selectively opening one of the three-way valves 210, the "cooler 204-motor radiator 205" branch and the "cooler 204-electronic control module 208" branch of the coolant circuit 200 can be quickly switched or proportionally split without adding an additional water pump. This allows the waste heat from battery cooling to be selectively used for motor preheating or for heating the electronic control module 208, improving the flexibility of waste heat utilization and reducing overall thermal management energy consumption.

[0048] Based on the above embodiments, the thermal management system of this utility model can achieve the following multiple operating modes: 1. Pure electric mode cooling - battery compartment cooling - electric drive heat dissipation In summer, when vehicles are driving on highways, the motors operate under high loads and the electronic controls need to dissipate heat. The battery discharge temperature rises and requires battery cooling, and the passenger compartment also needs cooling.

[0049] Refrigerant circuit 100: High-temperature, high-pressure refrigerant gas flows out from compressor 101, passes through second solenoid valve D2, and condenses and dissipates heat in outdoor condenser 104, becoming room-temperature, high-pressure liquid. It then passes through first one-way valve 110 and fourth three-way valve 111, splitting into two paths. One path passes through coaxial tube 108 for a second condensation, releasing heat to the environment and increasing the refrigerant subcooling to become a lower-temperature, high-pressure liquid. It then passes through first electronic expansion valve P1, becoming low-pressure mist droplets. After passing through battery heat exchanger 105, it evaporates, absorbing the heat generated by battery operation, becoming a high-temperature, low-pressure gas. It then opens sixth solenoid valve D6, passes through gas-liquid separator 106, and returns to compressor 101, achieving battery cooling. The other path passes through second electronic expansion valve P2, becoming low-pressure mist droplets. It then opens seventh solenoid valve D7, passes through indoor evaporator 103 (for refrigerating the passenger compartment), becoming a high-temperature, low-pressure gas. After passing through gas-liquid separator 106, it finally returns to compressor 101, achieving passenger compartment cooling. When the battery or the passenger compartment requires separate cooling, the battery cooling or the passenger compartment cooling can be performed separately.

[0050] Coolant circuit 200: Coolant flows out from engine water pump 202, passes through the water side 2041 of the cooler and the third three-way valve 210 (3 / 2 electronic three-way valve, switched to motor cooling mode) to the motor radiator 205 to dissipate heat and become low-temperature coolant. Then it passes through the electronic control module 208 and electric drive module 209 to absorb heat (to dissipate heat for electronic control module 208 and electric drive module 209) and become high-temperature coolant. After passing through the three-way pipe, it finally returns to engine water pump 202.

[0051] 2. Hybrid mode cooling - battery cabin cooling - electric drive and engine 201 heat dissipation In summer, when a vehicle is driving on a highway, if the vehicle's power is insufficient, the engine 201 needs to generate electricity and supplement the power. The engine 201 also needs to dissipate heat. The electric motor and electronic control system need to dissipate heat. The battery discharges and is charged by the engine 201, causing the temperature to rise, which requires battery cooling. The passenger compartment also needs to be cooled.

[0052] Refrigerant circuit 100: High-temperature, high-pressure refrigerant gas flows out from compressor 101, passes through second solenoid valve D2, and condenses and dissipates heat in outdoor condenser 104, becoming room-temperature, high-pressure liquid. It then passes through first one-way valve 110 and fourth three-way valve 111, splitting into two paths. One path passes through coaxial tube 108 for a second condensation, releasing heat to the environment and increasing the refrigerant subcooling to become a lower-temperature, high-pressure liquid. It then passes through first electronic expansion valve P1, becoming low-pressure mist droplets. After passing through battery heat exchanger 105, it evaporates, absorbing the heat generated by battery operation, becoming a high-temperature, low-pressure gas. It then opens sixth solenoid valve D6, passes through gas-liquid separator 106, and returns to compressor 101, achieving battery cooling. The other path passes through second electronic expansion valve P2, becoming low-pressure mist droplets. It then opens seventh solenoid valve D7, passes through indoor evaporator 103 (for refrigerating the passenger compartment), becoming a high-temperature, low-pressure gas. After passing through gas-liquid separator 106, it finally returns to compressor 101, achieving passenger compartment cooling.

[0053] When the battery or the passenger compartment requires separate cooling, the battery cooling or the passenger compartment cooling can be performed separately.

[0054] Coolant circuit 200: Coolant flows out from engine water pump 202, and is divided into two paths through the first three-way valve 203. One path goes through the water side of the cooler 2041 (absorbing heat from the water circuit) and the third three-way valve 210 (switching to motor cooling mode) to the motor radiator 205 to dissipate heat and become low-temperature coolant. Then, it passes through the electronic control module 208 and the electric drive module 209 to absorb heat (to cool the electric drive and electronic control) and become high-temperature coolant. It then passes through the three-way pipe and finally returns to engine water pump 202. The other path goes through engine 201 to absorb heat and become high-temperature coolant. It then passes through thermostat 207 (thermostat 207 fully open) and is divided into two paths. One path goes through engine radiator 206 to dissipate heat and become low-temperature coolant, returning to engine water pump 202. The other path returns to engine water pump 202.

[0055] 3. Battery overcharging - cooling Overcharging the battery requires releasing a large amount of heat, and the battery needs to be cooled. When there is no one in the passenger compartment, the refrigerant circuit 100 is as follows: high-temperature and high-pressure refrigerant gas flows out from the compressor 101, to the second solenoid valve D2, to the outdoor condenser 104 where it is condensed and dissipated to become a normal-temperature and high-pressure liquid. It then passes through the first one-way valve 110, then the fourth three-way valve 111, and then through the coaxial tube 108 for a second condensation, releasing heat to the environment and increasing the refrigerant subcooling to become a lower-temperature and high-pressure liquid. It then passes through the first electronic expansion valve P1 to become a low-pressure mist droplet, and then through the battery heat exchanger 105 to evaporate and absorb the heat generated by the battery operation, becoming a high-temperature and low-pressure gas. The sixth solenoid valve D6 is opened, and the gas passes through the gas-liquid separator 106 and returns to the compressor 101.

[0056] When there are people in the passenger compartment, the refrigerant circuit 100 operates as follows: high-temperature, high-pressure refrigerant gas flows from compressor 101 to the second solenoid valve D2, then to the outdoor condenser 104 where it condenses and dissipates heat to become a normal-temperature, high-pressure liquid. It then passes through the first one-way valve 110 and the fourth three-way valve, splitting into two paths. One path passes through the coaxial tube 108 for a second condensation, releasing heat to the environment and increasing the refrigerant subcooling to become a lower-temperature, high-pressure liquid. This liquid then passes through the first electronic expansion valve P1, becoming low-pressure mist droplets. It then passes through the battery heat exchanger 105, evaporating and absorbing the heat generated by the battery operation to become a high-temperature, low-pressure gas. The sixth solenoid valve D6 is then opened, and the gas passes through the gas-liquid separator 106 before returning to compressor 101, achieving battery cooling. The other path passes through the second electronic expansion valve P2, becoming low-pressure mist droplets. The seventh solenoid valve D7 is then opened, and the gas passes through the indoor evaporator 103 (for passenger compartment cooling) to become a high-temperature, low-pressure gas. This gas then passes through the gas-liquid separator 106 before finally returning to compressor 101, achieving passenger compartment cooling.

[0057] 4. Remote control of crew cabin cooling In summer, the temperature inside the car is high, so the passenger compartment can be cooled remotely.

[0058] Refrigerant circuit 100: High-temperature and high-pressure refrigerant gas flows out from compressor 101, passes through the second solenoid valve D2, and is condensed and cooled by the outdoor condenser 104 to become a normal-temperature and high-pressure liquid. It then passes through the first one-way valve 110, the fourth three-way valve 111, and the second electronic expansion valve P2 to become low-pressure mist droplets. The seventh solenoid valve D7 is opened, and the gas passes through the indoor evaporator 103 (for cooling the passenger compartment) to become a high-temperature and low-pressure gas. It then passes through the gas-liquid separator 106 and finally returns to compressor 101.

[0059] 5. Heat from the motor and the passenger compartment is stored in the battery pack. When stopping briefly on the highway in winter, the vehicle stores heat from the electric drive, electronic control system, and passenger compartment in the battery pack (which has good thermal insulation) to prevent heat loss from the passenger compartment and electric drive. Upon restarting, the heat stored in the battery pack is used to heat the passenger compartment, thereby improving the vehicle's winter range.

[0060] Refrigerant circuit 100: High-temperature, high-pressure refrigerant gas flowing out of compressor 101 passes through the fifth solenoid valve D5, then condenses and releases heat (to heat the battery) in battery heat exchanger 105, becoming a low-temperature, high-pressure liquid. It then passes through the first electronic expansion valve P1, and undergoes a second condensation in coaxial tube 108, becoming an even lower-temperature liquid. At the fourth three-way valve, it splits into two paths. One path passes through the second electronic expansion valve P2, becoming low-pressure mist droplets, then through the seventh solenoid valve D7, to the indoor evaporator 103 (to cool the passenger compartment), becoming a high-temperature, low-pressure gas. It then passes through gas-liquid separator 106 and returns to compressor 101. The other path passes through the third electronic expansion valve P3 (electronic expansion valve of cooler 204), becoming low-pressure mist droplets, then through cooler 204 (heat from the motor water circuit), becoming a high-temperature, low-pressure gas. It then passes through gas-liquid separator 106 and finally returns to compressor 101.

[0061] Coolant circuit 200: Coolant flows out from engine water pump 202, passes through the water side 2041 of the cooler (absorbing heat from the motor water circuit) to become low-temperature coolant, passes through the third three-way valve 210 (switching to motor insulation mode), and then passes through the electronic control module 208 and electric drive module 209 to absorb heat (for cooling the electric drive and electronic control) to become high-temperature coolant, passes through the three-way pipe, and finally returns to engine water pump 202.

[0062] When the heat from engine 201 needs to be stored in the battery pack, the coolant circuit 200 works as follows: coolant flows out from engine water pump 202, and is divided into two paths by the first three-way valve 203. One path passes through the water side 2041 of the cooler (absorbing heat from the water circuit of the motor and engine 201) to become low-temperature coolant and then through the third three-way valve 210 (switching to motor insulation mode). After passing through the electric drive module 209 and the electronic control module 208 to absorb heat (for cooling the electric drive and electronic control) to become high-temperature coolant, it passes through the three-way pipe and finally returns to engine water pump 202. The other path passes through engine 201 to absorb heat and become high-temperature coolant, and then passes through the thermostat 207 (small circulation) to return to engine water pump 202.

[0063] 6. Battery supercharging cooling - passenger compartment heating In winter, when a vehicle runs out of power and needs to be supercharged, the passenger compartment needs to be heated, and the supercharged battery needs to release a lot of heat to cool down.

[0064] Refrigerant circuit 100: High-temperature and high-pressure refrigerant gas flows out from compressor 101, opens the fourth solenoid valve D4, and goes to indoor condenser 102 (condensing to heat the passenger compartment). It condenses and dissipates heat to become a normal-temperature and high-pressure liquid. It then undergoes a second condensation in outdoor condenser 104 to become a lower-temperature liquid. It then passes through the first one-way valve 110, the fourth three-way valve 111, and the coaxial tube 108 for a third condensation, releasing heat to the environment and increasing the refrigerant subcooling to become an even lower-temperature and high-pressure liquid. It then goes to the first electronic expansion valve P1 to become a low-pressure mist droplet. It then passes through battery heat exchanger 105 to evaporate and absorb the heat generated by the battery operation, becoming a high-temperature and low-pressure gas. The sixth solenoid valve D6 is opened, and the gas passes through gas-liquid separator 106 and returns to compressor 101.

[0065] 7. When the ambient temperature is above -10 degrees Celsius, provide rapid heating to the battery to quickly reach the appropriate operating temperature. When the ambient temperature is above -10℃ in winter, the heat pump heats the battery by absorbing heat from the air, engine 201, motor, and electronic control circuit, and by the compressor 101 performing work. The battery simultaneously receives electrical power consumed by the compressor 101, heat from the engine 201, heat from the motor and electronic control circuit, and heat from the environment. The overall COP of the system is much greater than 2, thus improving the vehicle's range in winter. It converts 1 unit of electrical energy into 2 or more units of thermal energy, thereby improving the energy efficiency ratio. The rear-mounted outdoor condenser 104 is further beneficial for vehicle heating in winter and improving driving range.

[0066] Refrigerant circuit 100: High-temperature, high-pressure refrigerant gas flowing out of compressor 101 passes through the fifth solenoid valve D5, then condenses and releases heat (to heat the battery) in battery heat exchanger 105, becoming a low-temperature, high-pressure liquid. It then passes through the first electronic expansion valve P1 and coaxial tube 108 for a second condensation, becoming an even lower-temperature liquid. The gas then splits into two paths at the fifth three-way valve 112: one path passes through the second electronic expansion valve P2, becoming low-pressure mist droplets, which then pass through the three-way pipe; the other path passes through the second one-way valve 113, then evaporates in the outdoor condenser 104, absorbing heat from the environment and becoming a high-temperature, low-pressure gas. This gas then passes through the eighth solenoid valve D8, then through the gas-liquid separator 106, and returns to compressor 101. Finally, the gas passes through the third electronic expansion valve P3 (electronic expansion valve of cooler 204), becoming low-pressure mist droplets. It then passes through cooler 204 (heat from the water circuit of motor and engine 201), becoming a high-temperature, low-pressure gas, passing through gas-liquid separator 106, and finally returns to compressor 101.

[0067] Coolant circuit 200: Coolant flows out from engine water pump 202, and is divided into two paths by the first three-way valve 203. One path is the water side of the cooler 2041 (absorbing heat from the water circuit of the motor and engine 201) to become low-temperature coolant and the third three-way valve 210 (switching to motor insulation mode). Then, it absorbs heat through the electronic control module 208 and the electric drive module 209 (to cool the electric drive and electronic control) to become high-temperature coolant. It then returns to engine water pump 202 through the three-way pipe. The other path absorbs heat through engine 201 to become high-temperature coolant, and returns to engine water pump 202 through thermostat 207 (small circulation).

[0068] 8. When the ambient temperature is above -10 degrees Celsius, use the air heat source in pure electric mode for heating. When the ambient temperature is above -10°C in winter, the heat pump system can absorb heat from the environment to heat the passenger compartment and battery. The overall COP of the system is much higher than 1, thereby improving the vehicle's driving range.

[0069] Refrigerant circuit 100: High-temperature and high-pressure refrigerant gas flowing out of compressor 101 is divided into two paths by the second four-way valve 109. One path is condensed in the indoor condenser 102 (to heat the passenger compartment) into a low-temperature and high-pressure liquid, which is then combined into one path by the ninth solenoid valve D9 and the fourth three-way valve 111. The other path is condensed in the battery heat exchanger 105 by the fifth solenoid valve D5, releasing heat (to heat the battery) and becoming a low-temperature and high-pressure liquid. It then goes to the first electronic expansion valve P1 and the coaxial tube 108 for a second condensation, becoming an even lower-temperature liquid, which is then collected in the fourth three-way valve 111. It then goes through the second electronic expansion valve P2 to become a low-pressure mist droplet, passes through the second one-way valve 113, and evaporates in the outdoor condenser 104 to absorb heat from the environment, becoming a high-temperature and low-pressure gaseous refrigerant. It then passes through the eighth solenoid valve D8 and the gas-liquid separator 106, returning to compressor 101.

[0070] When the battery or the passenger compartment requires separate cooling, the battery can be heated or the passenger compartment can be heated separately.

[0071] Coolant circuit 200: Coolant flows out from engine water pump 202, passes through the water side 2041 of the cooler and the third three-way valve 210 (switching to motor cooling mode) to the motor radiator 205 to dissipate heat and become low-temperature coolant, then passes through the electronic control module 208 and the electric drive module 209 to absorb heat (to cool the electric drive and electronic control) and become high-temperature coolant, passes through the three-way pipe and finally returns to engine water pump 202.

[0072] 9. When the ambient temperature is above -10 degrees Celsius, the air-source heat source battery provides supplemental heating, enabling rapid heating of the passenger compartment and the motor. When the ambient temperature is above -10°C and the battery pack temperature is above 10°C in winter, the heat pump system can absorb heat from the environment, the motor and electronic control system, and the battery to quickly heat the passenger compartment. The overall COP of the system is much higher than 1, thereby improving the vehicle's driving range.

[0073] Refrigerant circuit 100: High-temperature and high-pressure refrigerant gas flowing out of compressor 101 passes through the second four-way valve 109. One path is condensed by the indoor condenser 102 (heating the passenger compartment) into a low-temperature and high-pressure liquid. It then passes through the ninth solenoid valve D9 and the fourth three-way valve 111, splitting into two paths. One path goes to the coaxial tube 108 for a second condensation, becoming an even lower-temperature liquid. It then goes to the first electronic expansion valve P1, becoming a low-pressure mist droplet. It then goes to the battery heat exchanger 105 to evaporate and absorb heat (cooling the battery), becoming a high-temperature and low-pressure liquid. Finally, it goes to the sixth solenoid valve D6, passes through the gas-liquid separator 106, and returns to compressor 101. Another path is split into two by the fifth three-way valve 112. One path goes to the second electronic expansion valve P2 and becomes low-pressure mist droplets. It then passes through the second one-way valve 113 and goes to the outdoor condenser 104 to evaporate and absorb heat from the environment, becoming high-temperature, low-pressure gaseous refrigerant. It then passes through the eighth solenoid valve D8, the gas-liquid separator 106, and returns to the compressor 101. The last path goes through the third electronic expansion valve P3 (the electronic expansion valve of the cooler 204) and becomes low-pressure mist droplets. It then passes through the cooler 204 (heat from the motor water circuit) and becomes high-temperature, low-pressure gas. It then passes through the gas-liquid separator 106 and finally returns to the compressor 101.

[0074] Coolant circuit 200: Coolant flows out from engine water pump 202, passes through the water side 2041 of the cooler and the third three-way valve 210 (switching to motor insulation mode), then passes through the electronic control module 208 and the electric drive module 209 to absorb heat (to cool the electric drive and electronic control) and become high-temperature coolant, passes through the three-way pipe, and finally returns to engine water pump 202.

[0075] 10. When the ambient temperature is greater than -10 degrees Celsius, the air heat source battery provides supplemental heating - the crew compartment provides rapid heating - and the motors and engines 201. When the ambient temperature is above -10°C and the battery pack temperature is above 10°C in winter, the heat pump system can absorb heat from the environment, the motor and electronic control system, the engine 201, and the battery to quickly heat the passenger compartment. The overall COP of the system is much higher than 1, thereby improving the vehicle's driving range.

[0076] Refrigerant circuit 100: High-temperature, high-pressure refrigerant gas flowing from compressor 101 passes through the second four-way valve 109. One path is condensed by the indoor condenser 102 (providing heating for the passenger compartment) into a low-temperature, high-pressure liquid. This liquid then passes through the ninth solenoid valve D9 and the fourth three-way valve 111, splitting into two paths. One path goes to the coaxial tube 108 for a second condensation, becoming an even lower-temperature liquid. This liquid then goes to the first electronic expansion valve P1, becoming low-pressure mist droplets. From there, it evaporates in the battery heat exchanger 105, absorbing heat (cooling the battery) and becoming a high-temperature, low-pressure liquid. Finally, it goes to the sixth solenoid valve D6, passes through the gas-liquid separator 106, and returns to compressor 101. The other path is split into two through the fifth three-way valve 112. One path goes to the second electronic expansion valve P2 and becomes low-pressure mist droplets. It then passes through the second one-way valve 113 and goes to the outdoor condenser 104 to evaporate and absorb heat from the environment, becoming high-temperature, low-pressure gaseous refrigerant. It then passes through the eighth solenoid valve D8, the gas-liquid separator 106, and returns to the compressor 101. The last path goes through the third electronic expansion valve P3 (the electronic expansion valve of the cooler 204) and becomes low-pressure mist droplets. It then passes through the cooler 204 (heat from the motor water circuit) and becomes high-temperature, low-pressure gas. It then passes through the gas-liquid separator 106 and finally returns to the compressor 101.

[0077] Coolant circuit 200: Coolant flows out from engine water pump 202, and is divided into two paths by the first three-way valve 203. One path is the water side of the cooler 2041 (absorbing heat from the water circuit of the motor and engine 201) to become low-temperature coolant and the third three-way valve 210 (switching to motor insulation mode). Then, it absorbs heat through the electronic control module 208 and the electric drive module 209 (to cool the electric drive and electronic control) to become high-temperature coolant. It then returns to engine water pump 202 through the three-way pipe. The other path absorbs heat through engine 201 to become high-temperature coolant, and returns to engine water pump 202 through thermostat 207 (small circulation).

[0078] 11. When the ambient temperature is above -10 degrees Celsius, the air heat source motor provides supplemental heating for heating. When the ambient temperature is above -10°C in winter, the heat pump system can absorb heat from the environment, along with the motor and electronic control system, to replenish the passenger compartment. The overall COP of the system is much higher than 1, thereby increasing the vehicle's driving range. Refrigerant circuit 100: High-temperature, high-pressure refrigerant gas flowing from compressor 101 is divided into two paths by the second four-way valve 109. One path passes through the fifth solenoid valve D5, then to the battery heat exchanger 105 where it condenses and releases heat (to heat the battery), becoming a low-temperature, high-pressure liquid. This liquid then passes through the first electronic expansion valve P1 and the coaxial tube 108 for a second condensation, becoming an even lower-temperature liquid. The other path passes through the fourth solenoid valve D4, where it is condensed by the indoor condenser 102 (to heat the passenger compartment), becoming a low-temperature, high-pressure liquid. This liquid then passes through the ninth solenoid valve D9 and is combined with the fourth three-way valve 111, flowing to the fifth three-way valve 111. 12 is further divided into two paths. One path passes through the second electronic expansion valve P2, turning into low-pressure mist droplets, and then through a three-way pipe. The other path passes through the second one-way valve 113, then through the outdoor condenser 104 to evaporate and absorb heat from the environment, turning into high-temperature, low-pressure gas, then through the eighth solenoid valve D8, then through the gas-liquid separator 106, and finally back to the compressor 101. The last path passes through the third electronic expansion valve P3 (the electronic expansion valve of the cooler 204), turning into low-pressure mist droplets, then through the cooler 204 (heat from the motor water circuit), turning into high-temperature, low-pressure gas, then through the gas-liquid separator 106, and finally back to the compressor 101.

[0079] When the battery or the passenger compartment requires separate heating, the battery heating or the passenger compartment heating can be performed separately.

[0080] Coolant circuit 200: Coolant flows out from engine water pump 202, passes through the water side 2041 of the cooler (absorbing heat from the motor water circuit) to become low-temperature coolant and the third three-way valve 210 (switching to motor insulation mode), then passes through the electronic control module 208 and the electric drive module 209 to absorb heat (for cooling the electric drive and electronic control) to become high-temperature coolant, passes through the three-way pipe, and finally returns to engine water pump 202.

[0081] 12. When the ambient temperature is greater than -10 degrees Celsius, the air heat source engine 201 and the motor provide supplemental heating. When the ambient temperature is above -10°C in winter, the heat pump system can absorb heat from the environment, along with the motor and electronic control system, to replenish the passenger compartment. The overall COP of the system is much higher than 1, thereby increasing the vehicle's driving range.

[0082] Refrigerant circuit 100: High-temperature, high-pressure refrigerant gas flowing from compressor 101 is divided into two paths by the second four-way valve 109. One path passes through the fifth solenoid valve D5, then to the battery heat exchanger 105 where it condenses and releases heat (to heat the battery), becoming a low-temperature, high-pressure liquid. This liquid then passes through the first electronic expansion valve P1 and the coaxial tube 108 for a second condensation, becoming an even lower-temperature liquid. The other path passes through the fourth solenoid valve D4, then to the indoor condenser 102 where it condenses (to heat the passenger compartment), becoming a low-temperature, high-pressure liquid. This liquid then passes through the ninth solenoid valve D9 and the fourth three-way valve 111, where it merges into one path before being divided again by the fifth three-way valve 112. There are two paths. One path passes through the second electronic expansion valve P2, turning into low-pressure mist droplets, and then through a three-way pipe. The other path passes through the second one-way valve 113, then through the outdoor condenser 104 to evaporate and absorb heat from the environment, turning into high-temperature, low-pressure gas, then through the eighth solenoid valve D8, then through the gas-liquid separator 106, and finally back to the compressor 101. The last path passes through the third electronic expansion valve P3 (the electronic expansion valve of the cooler 204), turning into low-pressure mist droplets, then through the cooler 204 (heat from the water circuit of the motor and engine 201), turning into high-temperature, low-pressure gas, then through the gas-liquid separator 106, and finally back to the compressor 101.

[0083] When the battery or the passenger compartment requires separate heating, the battery heating or the passenger compartment heating can be performed separately.

[0084] Coolant circuit 200: Coolant flows out from engine water pump 202, and is divided into two paths by the first three-way valve 203. One path is the water side of the cooler 2041 (absorbing heat from the water circuit of the motor and engine 201) to become low-temperature coolant and the third three-way valve 210 (switching to motor insulation mode). Then, it absorbs heat through the electronic control module 208 and the electric drive module 209 (to cool the electric drive and electronic control) to become high-temperature coolant. It then returns to engine water pump 202 through the three-way pipe. The other path absorbs heat through engine 201 to become high-temperature coolant, and returns to engine water pump 202 through thermostat 207 (small circulation).

[0085] 13. Ambient temperature greater than -10 degrees Celsius, air heat source battery temperature greater than 10 degrees Celsius - remote control for passenger compartment heating in winter. When the ambient temperature is below -10℃ in winter and the air heat source battery temperature is above 10℃, the owner can remotely control the vehicle to heat up, creating a comfortable driving environment. The heat pump system can absorb heat from the environment and the battery to heat the passenger compartment. The overall COP of the system is much higher than 1, thereby increasing the vehicle's range.

[0086] Refrigerant circuit 100: High-temperature and high-pressure refrigerant gas flowing out of compressor 101 passes through the second four-way valve 109. One path is condensed by the indoor condenser 102 (heating the passenger compartment) into a low-temperature and high-pressure liquid. It then passes through the ninth solenoid valve D9 and the fourth three-way valve 111, splitting into two paths. One path goes to the coaxial tube 108 for a second condensation, becoming an even lower-temperature liquid. It then goes to the first electronic expansion valve P1, becoming a low-pressure mist droplet. It then goes to the battery heat exchanger 105 to evaporate and absorb heat (cooling the battery), becoming a high-temperature and low-pressure liquid. It then goes to the sixth solenoid valve D6, passes through the gas-liquid separator 106, and returns to compressor 101. The other path goes through the fifth three-way valve 112 and then to the second electronic expansion valve P2, becoming a low-pressure mist droplet. It then goes through the second one-way valve 113, goes to the outdoor condenser 104 to evaporate and absorb heat from the environment, becoming a high-temperature and low-pressure gaseous refrigerant. It then goes through the eighth solenoid valve D8, passes through the gas-liquid separator 106, and returns to compressor 101.

[0087] When the battery does not require cooling, only the crew compartment can be heated.

[0088] 14. When the ambient temperature is above -10 degrees Celsius, use the air heat source in hybrid mode for heating. When the ambient temperature is above -10℃ in winter, the heat pump system can absorb heat from the environment and heat dissipated by the motor to generate heat. The overall COP of the system is much higher than 1, thereby improving the vehicle's driving range.

[0089] Refrigerant circuit 100: High-temperature and high-pressure refrigerant gas flowing out of compressor 101 is divided into two paths by the second four-way valve 109. One path is condensed by the indoor condenser 102 (to heat the passenger compartment) into a low-temperature and high-pressure liquid, and then merged into another path by the ninth solenoid valve D9 and the fourth three-way valve 111. The other path is condensed by the fifth solenoid valve D5 to the battery heat exchanger 105 to release heat (to heat the battery) and become a low-temperature and high-pressure liquid. It then goes to the first electronic expansion valve P1 and the coaxial tube 108 for a second condensation, becoming an even lower-temperature liquid, which is then collected by the fourth three-way valve 111. The collected coolant then goes to the second electronic expansion valve P2 to become a low-pressure mist droplet, passes through the second one-way valve 113, and then evaporates in the outdoor condenser 104 to absorb heat from the environment, becoming a high-temperature and low-pressure gaseous refrigerant. It then passes through the eighth solenoid valve D8 and the gas-liquid separator 106, returning to compressor 101.

[0090] When the battery or the passenger compartment requires separate heating, the battery heating or the passenger compartment heating can be performed separately.

[0091] Coolant circuit 200: Coolant flows out from engine water pump 202, and is divided into two paths through the first three-way valve 203. One path goes through the water side of the cooler 2041 and the third three-way valve 210 (switching to motor cooling mode) to the motor radiator 205 to dissipate heat and become low-temperature coolant. Then, it passes through the electronic control module 208 and the electric drive module 209 to absorb heat (to cool the electric drive and electronic control) and become high-temperature coolant. It then passes through the three-way pipe and finally returns to engine water pump 202. The other path goes through engine 201 to absorb heat and become high-temperature coolant. It passes through thermostat 207 (thermostat 207 fully open) and is divided into two paths. One path goes through engine radiator 206 to dissipate heat and become low-temperature coolant, returning to engine water pump 202. The other path returns to engine water pump 202.

[0092] 15. When the ambient temperature is above -10 degrees Celsius, use hybrid mode (engine 201 and motor temperatures are too high and require enhanced cooling) - heating. When the ambient temperature is above -10℃ in winter, the heat pump system can absorb heat from the motor and engine 201 to generate heat, and can also reduce the temperature of the coolant before it enters the motor to enhance the cooling of the motor and prevent it from overheating. The overall COP of the system is much higher than 1, thereby improving the vehicle's driving range.

[0093] Refrigerant circuit 100: High-temperature and high-pressure refrigerant gas flowing out of compressor 101 is divided into two paths by the second four-way valve 109. One path is condensed by the indoor condenser 102 (heating the passenger compartment) into a low-temperature and high-pressure liquid, then passes through the third solenoid valve D3 to the outdoor condenser 104 for condensation and heat dissipation, then to the first one-way valve 110, and finally to the fourth three-way valve 111 to merge into one path. The other path passes through the fifth solenoid valve D5 to the battery heat exchanger 105 for condensation and heat release (heating the battery) into a low-temperature and high-pressure liquid, then to the first electronic expansion valve P1, and then to the coaxial tube 108 for a second condensation into an even lower-temperature liquid, finally to the fourth three-way valve 111 to merge into one path. The collected coolant passes through the third electronic expansion valve P3 (electronic expansion valve of cooler 204) into low-pressure mist droplets, then passes through cooler 204 (heat from the water circuit of motor and engine 201) into high-temperature and low-pressure gas, then passes through gas-liquid separator 106, and finally returns to compressor 101.

[0094] When the battery or the passenger compartment requires separate heating, the battery heating or the passenger compartment heating can be performed separately.

[0095] Coolant circuit 200: Coolant flows out from engine water pump 202, and is divided into two paths through the first three-way valve 203. One path passes through the water side of the cooler 2041 (absorbing heat from the coolant to cool it down) and the third three-way valve 210 (switching to motor cooling mode) to the motor radiator 205 to dissipate heat and become low-temperature coolant. Then, it passes through the electronic control module 208 and the electric drive module 209 to absorb heat (to cool the electric drive and electronic control) and become high-temperature coolant. It then passes through the three-way pipe and finally returns to engine water pump 202. The other path passes through engine 201 to absorb heat and become high-temperature coolant. It passes through thermostat 207 (thermostat 207 fully open) and is divided into two paths. One path passes through engine radiator 206 to dissipate heat and become low-temperature coolant, returning to engine water pump 202. The other path returns to engine water pump 202.

[0096] 16. When the ambient temperature is above -10 degrees Celsius, use hybrid mode (engine 201 and motor temperatures are too high and require cooling) - heating. When the ambient temperature is above -10℃ in winter, the heat pump system can absorb heat from the environment, the motor and engine 201 to generate heat, and also reduce the temperature of the coolant before it enters the motor to cool the motor and prevent it from overheating. The overall COP of the system is much higher than 1, thereby improving the vehicle's driving range.

[0097] Refrigerant circuit 100: High-temperature, high-pressure refrigerant gas flowing from compressor 101 is divided into two paths via the second four-way valve 109. One path passes through the fifth solenoid valve D5, then to the battery heat exchanger 105 where it condenses and releases heat (to heat the battery), becoming a low-temperature, high-pressure liquid. This liquid then passes through the first electronic expansion valve P1 and the coaxial tube 108 for a second condensation, becoming an even lower-temperature liquid. The other path passes through the fourth solenoid valve D4, then to the indoor condenser 102 where it condenses (to heat the passenger compartment), becoming a low-temperature, high-pressure liquid. This liquid then passes through the ninth solenoid valve D9 and the fourth three-way valve 111, merging into one path before reaching the fifth three-way valve 112. The gas is divided into two paths. One path passes through the second electronic expansion valve P2, turning into low-pressure mist droplets, and then through a three-way pipe. The other path passes through the second one-way valve 113, then through the outdoor condenser 104 to evaporate and absorb heat from the environment, turning into high-temperature, low-pressure gas, then through the eighth solenoid valve D8, then through the gas-liquid separator 106, and finally back to the compressor 101. The last path passes through the third electronic expansion valve P3 (electronic expansion valve of cooler 204), turning into low-pressure mist droplets, then through cooler 204 (heat from the water circuit of motor and engine 201), turning into high-temperature, low-pressure gas, then through the gas-liquid separator 106, and finally back to the compressor 101.

[0098] When the battery or the passenger compartment requires separate heating, the battery heating or the passenger compartment heating can be performed separately.

[0099] Coolant circuit 200: Coolant flows out from engine water pump 202, and is divided into two paths through the first three-way valve 203. One path passes through the water side of the cooler 2041 (absorbing heat from the coolant to cool it down) and the third three-way valve 210 (switching to motor cooling mode) to the motor radiator 205 to dissipate heat and become low-temperature coolant. Then, it passes through the electronic control module 208 and the electric drive module 209 to absorb heat (to cool the electric drive and electronic control) and become high-temperature coolant. It then passes through the three-way pipe and finally returns to engine water pump 202. The other path passes through engine 201 to absorb heat and become high-temperature coolant. It passes through thermostat 207 (thermostat 207 fully open) and is divided into two paths. One path passes through engine radiator 206 to dissipate heat and become low-temperature coolant, returning to engine water pump 202. The other path returns to engine water pump 202.

[0100] 17. Triangular Cycle When the ambient temperature is below -10℃, the heat pump cannot obtain heat from the environment. The system first activates the triangular circulation to quickly increase the overall energy of the system for rapid heating. The high-temperature and high-pressure refrigerant gas flowing out of the compressor 101 passes through the three-way pipeline to the first solenoid valve D1, to the gas-liquid separator 106, and returns to the compressor 101 to do work and become a gas with a higher temperature and pressure (higher energy).

[0101] 18. When the ambient temperature is below -10 degrees Celsius, use pure electric mode for heating. When the ambient temperature is below -10℃, the heat pump cannot obtain heat from the external environment. The heat pump uses the low-efficiency mode of the motor and the compressor 101 to generate heat. The system first activates the triangular circulation to quickly increase the overall energy of the system to generate heat quickly, thereby rapidly bringing the passenger compartment to a comfortable temperature and improving the car's range in winter.

[0102] Refrigerant circuit 100: High-temperature and high-pressure refrigerant gas flowing out of compressor 101 is divided into two paths by the second four-way valve 109. One path is condensed by the indoor condenser 102 (to heat the passenger compartment) into a low-temperature and high-pressure liquid, and then merged into one path by the ninth solenoid valve D9 and the fourth three-way valve 111. The other path is condensed by the fifth solenoid valve D5 to the battery heat exchanger 105 to release heat (to heat the battery) and become a low-temperature and high-pressure liquid. It then goes to the first electronic expansion valve P1 and the coaxial tube 108 for a second condensation into an even lower-temperature liquid, which is then merged into one path by the fourth three-way valve 111. After passing through the third electronic expansion valve P3 (electronic expansion valve of cooler 204), it becomes a low-pressure mist droplet. After passing through the cooler 204 (heat in the motor water circuit), it becomes a high-temperature and low-pressure gas, passes through the gas-liquid separator 106, and finally returns to compressor 101.

[0103] When the battery or the passenger compartment requires separate heating, the battery heating or the passenger compartment heating can be performed separately.

[0104] Coolant circuit 200: Coolant flows out from engine water pump 202, passes through the water side 2041 of the cooler (absorbing heat from the motor water circuit) to become low-temperature coolant and the third three-way valve 210 (switching to motor insulation mode), then passes through the electronic control module 208 and the electric drive module 209 to absorb heat (for cooling the electric drive and electronic control) to become high-temperature coolant, passes through the three-way pipe, and finally returns to engine water pump 202.

[0105] 19. When the ambient temperature is below -10 degrees Celsius, operate in pure electric mode (the motor is operating under high load and the temperature is too high, requiring heat dissipation) - heating mode. When the ambient temperature is below -10℃, the heat pump cannot obtain heat from the external environment. The heat pump uses the low-efficiency mode of the motor and the compressor 101 to generate heat. The system first activates the triangular circulation to quickly increase the overall energy of the system to generate heat quickly, thereby rapidly bringing the passenger compartment to a comfortable temperature and improving the car's range in winter.

[0106] Refrigerant circuit 100: High-temperature and high-pressure refrigerant gas flowing out of compressor 101 is divided into two paths by the second four-way valve 109. One path is condensed by the indoor condenser 102 (to heat the passenger compartment) into a low-temperature and high-pressure liquid, and then merged into one path by the ninth solenoid valve D9 and the fourth three-way valve 111. The other path is condensed by the fifth solenoid valve D5 to the battery heat exchanger 105 to release heat (to heat the battery) and become a low-temperature and high-pressure liquid. It then goes to the first electronic expansion valve P1 and the coaxial tube 108 for a second condensation into an even lower-temperature liquid, which is then merged into one path by the fourth three-way valve 111. After passing through the third electronic expansion valve P3 (electronic expansion valve of cooler 204), it becomes a low-pressure mist droplet. After passing through the cooler 204 (heat in the motor water circuit), it becomes a high-temperature and low-pressure gas, passes through the gas-liquid separator 106, and finally returns to compressor 101.

[0107] When the battery or the passenger compartment requires separate heating, the battery heating or the passenger compartment heating can be performed separately.

[0108] Coolant circuit 200: Coolant flows out from engine water pump 202, passes through the water side 2041 of the cooler (absorbing heat from the motor water circuit) to become low-temperature coolant, and then passes through the third three-way valve 210 (switching to motor cooling mode), to the motor radiator 205 to become even cooler coolant, and then passes through the electronic control module 208 and the electric drive module 209 to absorb heat (cooling the electric drive and electronic control) to become high-temperature coolant, and finally returns to engine water pump 202 through the three-way pipe.

[0109] 20. When the ambient temperature is below -10 degrees Celsius, in hybrid mode (engine 201 warm-up) - heating mode. When the ambient temperature is below -10℃ and the battery power is insufficient, requiring the engine 201 to intervene and generate electricity, the heat pump cannot obtain heat from the external environment. The heat pump then uses the low-efficiency mode of the electric motor, the engine 201, and the compressor 101 to generate heat. The system first activates a triangular circulation to quickly increase the overall energy of the system for rapid heating, thus quickly bringing the passenger compartment to a comfortable temperature and improving the car's range in winter.

[0110] Refrigerant circuit 100: High-temperature and high-pressure refrigerant gas flowing out of compressor 101 is divided into two paths by the second four-way valve 109. One path is condensed by the indoor condenser 102 (to heat the passenger compartment) into a low-temperature and high-pressure liquid, and then merged into one path by the ninth solenoid valve D9 and the fourth three-way valve 111. The other path is condensed by the fifth solenoid valve D5 to the battery heat exchanger 105 to release heat (to heat the battery) and become a low-temperature and high-pressure liquid. It then goes to the first electronic expansion valve P1 and the coaxial tube 108 for a second condensation into an even lower-temperature liquid, which is then merged into one path by the fourth three-way valve 111. After passing through the third electronic expansion valve P3 (electronic expansion valve of cooler 204), it becomes a low-pressure mist droplet. After passing through the cooler 204 (heat in the motor water circuit), it becomes a high-temperature and low-pressure gas, passes through the gas-liquid separator 106, and finally returns to compressor 101.

[0111] When the battery or the passenger compartment requires separate heating, the battery heating or the passenger compartment heating can be performed separately.

[0112] Coolant circuit 200: Coolant flows out from engine water pump 202, and is divided into two paths by the first three-way valve 203. One path is the water side of the cooler 2041 (absorbing heat from the water circuit of the motor and engine 201) to become low-temperature coolant and the third three-way valve 210 (switching to motor insulation mode). Then, it absorbs heat through the electronic control module 208 and the electric drive module 209 (to cool the electric drive and electronic control) to become high-temperature coolant. It then returns to engine water pump 202 through the three-way pipe. The other path absorbs heat through engine 201 to become high-temperature coolant, and returns to engine water pump 202 through thermostat 207 (small circulation).

[0113] 21. When the ambient temperature is below -10 degrees Celsius, in hybrid mode (engine 201 and motor need to dissipate heat) - heating mode. When the ambient temperature is below -10℃ and the battery power is insufficient, requiring the engine 201 to intervene in power generation, the heat pump cannot obtain heat from the external environment. The heat pump uses the low-efficiency mode of the motor, the engine 201, and the compressor 101 to generate heat. The system first activates a triangular circulation to quickly increase the overall system energy for rapid heating, thus quickly reaching a comfortable temperature in the passenger compartment and improving the vehicle's range in winter. When the engine 201 and motor temperatures are too high, the engine radiator 206 and motor radiator 205 need to be connected for heat dissipation. The arrangement of the motor radiator 205, outdoor condenser 104, and engine radiator 206 allows the outdoor condenser 104 to recover the heat released by the motor and engine 201 into the environment for heating, improving the COP (Coefficient of Performance).

[0114] Refrigerant circuit 100: High-temperature, high-pressure refrigerant gas flowing from compressor 101 is divided into two paths via the second four-way valve 109. One path passes through the fifth solenoid valve D5, then to the battery heat exchanger 105 where it condenses and releases heat (to heat the battery), becoming a low-temperature, high-pressure liquid. This liquid then passes through the first electronic expansion valve P1 and the coaxial tube 108 for a second condensation, becoming an even lower-temperature liquid. The other path passes through the fourth solenoid valve D4, then to the indoor condenser 102 where it condenses (to heat the passenger compartment), becoming a low-temperature, high-pressure liquid. This liquid then passes through the ninth solenoid valve D9 and the fourth three-way valve 111, merging into one path before reaching the fifth three-way valve 112. The gas is divided into two paths. One path passes through the second electronic expansion valve P2, turning into low-pressure mist droplets, and then through a three-way pipe. The other path passes through the second one-way valve 113, then through the outdoor condenser 104 to evaporate and absorb heat from the environment, turning into high-temperature, low-pressure gas, then through the eighth solenoid valve D8, then through the gas-liquid separator 106, and finally back to the compressor 101. The last path passes through the third electronic expansion valve P3 (electronic expansion valve of cooler 204), turning into low-pressure mist droplets, then through cooler 204 (heat from the water circuit of motor and engine 201), turning into high-temperature, low-pressure gas, then through the gas-liquid separator 106, and finally back to the compressor 101.

[0115] When the battery or the passenger compartment requires separate heating, the battery heating or the passenger compartment heating can be performed separately.

[0116] Coolant circuit 200: Coolant flows out from engine water pump 202, and is divided into two paths through the first three-way valve 203. One path passes through the water side of the cooler 2041 (absorbing heat from the coolant to cool it down) and the third three-way valve 210 (switching to motor cooling mode) to the motor radiator 205 to dissipate heat and become low-temperature coolant. Then, it passes through the electronic control module 208 and the electric drive module 209 to absorb heat (to cool the electric drive and electronic control) and become high-temperature coolant. It then passes through the three-way pipe and finally returns to engine water pump 202. The other path passes through engine 201 to absorb heat and become high-temperature coolant. It passes through thermostat 207 (thermostat 207 fully open) and is divided into two paths. One path passes through engine radiator 206 to dissipate heat and become low-temperature coolant, returning to engine water pump 202. The other path returns to engine water pump 202.

[0117] 22. Ultra-low temperature heating When the ambient temperature is too low and the battery power is insufficient, requiring the engine 201 to intervene and generate electricity, the heat pump cannot obtain heat from the external environment. The heat pump uses the low-efficiency mode of the electric motor, the engine 201, and the compressor 101 to generate heat. The system first activates the triangular circulation to quickly increase the overall energy of the system to rapidly generate heat, thereby quickly bringing the passenger compartment to a comfortable temperature and improving the car's range in winter.

[0118] Refrigerant circuit 100: High-temperature and high-pressure refrigerant gas flowing out of compressor 101 is divided into two paths by the second four-way valve 109. One path is condensed by the indoor condenser 102 (to heat the passenger compartment) into a low-temperature and high-pressure liquid, and then merged into one path by the ninth solenoid valve D9 and the fourth three-way valve 111. The other path is condensed by the fifth solenoid valve D5 to the battery heat exchanger 105 to release heat (to heat the battery) and become a low-temperature and high-pressure liquid. It then goes to the first electronic expansion valve P1 and the coaxial tube 108 for a second condensation into an even lower-temperature liquid, which is then merged into one path by the fourth three-way valve 111. After passing through the third electronic expansion valve P3 (electronic expansion valve of cooler 204), it becomes a low-pressure mist droplet. After passing through the cooler 204 (heat in the motor water circuit), it becomes a high-temperature and low-pressure gas, passes through the gas-liquid separator 106, and finally returns to compressor 101.

[0119] Coolant circuit 200: Coolant flows out from engine water pump 202, and is divided into two paths by the first three-way valve 203. One path is the water side of the cooler 2041 (absorbing heat from the water circuit of the motor and engine 201) to become low-temperature coolant and the third three-way valve 210 (switching to motor insulation mode). Then, it absorbs heat through the electronic control module 208 and the electric drive module 209 (to cool the electric drive and electronic control) to become high-temperature coolant. It then returns to engine water pump 202 through the three-way pipe. The other path absorbs heat through engine 201 to become high-temperature coolant, and returns to engine water pump 202 through thermostat 207 (small circulation).

[0120] Secondly, this utility model provides a vehicle including the aforementioned thermal management system. The vehicle maintains efficient thermal management in winter, summer, and transitional seasons, reducing non-driving energy consumption, thereby extending the driving range on a single charge and improving overall vehicle energy consumption indicators.

[0121] The above description, based on the embodiments shown in the drawings, details the structure, features, and effects of this utility model. The above description is only a preferred embodiment of this utility model, but the scope of implementation of this utility model is not limited to what is shown in the drawings. Any changes made in accordance with the concept of this utility model, or modifications to equivalent embodiments, that do not exceed the spirit covered by the specification and drawings, shall be within the protection scope of this utility model.

Claims

1. A thermal management system, characterized in that, include: The refrigerant circuit includes a compressor, an indoor condenser, an indoor evaporator, an outdoor condenser, a battery heat exchanger, a gas-liquid separator, and a first solenoid valve. The coolant circuit includes an engine, an engine water pump, a first three-way valve, a cooler, a motor radiator, an engine radiator, a thermostat, an electronic control module, and an electric drive module. in: The outdoor condenser includes a first port and a second port, the battery heat exchanger includes a third port and a fourth port, the outlet of the compressor can be connected to the inlet of the indoor condenser, the first port and the fourth port, the second port can be connected to the inlet of the indoor evaporator and the third port respectively, the outlet of the indoor evaporator and the third port are both connected to the inlet of the gas-liquid separator, the outlet of the gas-liquid separator is connected to the inlet of the compressor, the outlet of the indoor condenser is connected to the second port, the inlet of the first solenoid valve is connected to the outlet of the compressor, and the outlet of the first solenoid valve is connected to the inlet of the gas-liquid separator. The outlet of the engine water pump is connected to the first valve port of the first three-way valve, the second valve port of the first three-way valve is connected to the inlet of the engine, the third valve port of the first three-way valve is connected to the inlet of the water side of the cooler, the outlet of the water side of the cooler is connected to the inlet of the motor radiator, the outlet of the motor radiator is connected to the inlet of the electronic control module, the outlet of the electronic control module is connected to the inlet of the electric drive module, and the outlet of the electric drive module is connected to the inlet of the engine water pump. The thermostat includes a first inlet, a first outlet, and a second outlet. The outlet of the engine is connected to the first inlet, the first outlet is connected to the inlet of the engine radiator, and the second outlet and the outlet of the engine radiator are both connected to the inlet of the engine water pump.

2. The thermal management system according to claim 1, characterized in that, The refrigerant circuit includes a second three-way valve. The outlet end of the compressor is connected to the first valve port of the second three-way valve. A second solenoid valve is provided on the connecting pipe between the compressor and the second three-way valve. The second valve port of the second three-way valve is connected to the first port of the outdoor condenser. A third solenoid valve is provided on the connecting pipe between the second three-way valve and the outdoor condenser.

3. The thermal management system according to claim 2, characterized in that, The outlet end of the indoor condenser is connected to the third valve port of the second three-way valve, and a fourth solenoid valve is provided on the connecting pipeline between the compressor and the indoor condenser.

4. The thermal management system according to claim 1, characterized in that, A fifth solenoid valve is provided on the connecting pipe between the compressor and the battery heat exchanger; a coaxial pipe and a first electronic expansion valve are sequentially provided on the connecting pipe between the outdoor condenser and the battery heat exchanger; a sixth solenoid valve is provided on the connecting pipe between the battery heat exchanger and the gas-liquid separator; and a second electronic expansion valve and a seventh solenoid valve are sequentially provided on the connecting pipe between the outdoor condenser and the indoor evaporator.

5. The thermal management system according to claim 1, characterized in that, The thermal management system includes a first four-way valve. The first valve port of the first four-way valve is connected to the outlet end of the indoor evaporator and the fourth port. The second valve port of the first four-way valve is connected to the inlet end of the gas-liquid separator. The third valve port of the first four-way valve is connected to the first port. The fourth valve port of the first four-way valve is connected to the outlet end of the refrigerant side of the cooler.

6. The thermal management system according to claim 5, characterized in that, An eighth solenoid valve is provided on the connecting pipe between the outdoor condenser and the first four-way valve.

7. The thermal management system according to claim 5, characterized in that, The inlet end of the refrigerant side of the cooler can be connected to the outlet end of the indoor condenser and the third port.

8. The thermal management system according to claim 7, characterized in that, The ninth solenoid valve and the third electronic expansion valve are sequentially installed on the refrigerant side connecting the indoor condenser and the cooler.

9. The thermal management system according to claim 1, characterized in that, The coolant circuit also includes a third three-way valve. The first valve port of the third three-way valve is connected to the outlet end of the water side of the cooler, the second valve port of the third three-way valve is connected to the inlet end of the motor radiator, and the third valve port of the third three-way valve is connected to the inlet end of the electronic control module.

10. A vehicle, characterized in that, The thermal management system includes any one of claims 1 to 9.

Images