Integrated thermal management system and vehicle

Abstract

An integrated thermal management system (1000) and a vehicle, the system (1000) comprising a heat pump subsystem (100) used for exchanging heat with a passenger compartment (60) and a battery (60) of the vehicle, the heat pump subsystem (100) including a compressor (1) and a control valve (33), one end of the control valve (33) being connected to an exhaust port of the compressor (1) and the other end of the control valve (33) being connected to a return port of the compressor (1) or to the return port of the compressor (1) via a gas-liquid separator (27), and The system includes a high-pressure cooling subsystem (200) for exchanging heat with the system (11) and the heat pump subsystem (100), a battery self-heating subsystem (300) for heating the battery (70) by charging and discharging it, an air heating subsystem (400) for exchanging heat with the passenger compartment (60), and a control subsystem for controlling a control valve (33) to connect the exhaust port of the compressor (1) and the return port of the compressor (1) to each other, thereby realizing air supply and enthalpy increase.

Description

[Technical Field]

[0001] The present disclosure relates to an integrated thermal management system and a vehicle. [Background technology]

[0002] Conventional vehicle thermal management systems not only have difficulty meeting the heat demand for heating the passenger compartment and battery throughout the vehicle, but also tend to have problems such as insufficient heat distribution and reduced heating efficiency due to the inappropriate heat distribution between the passenger compartment and battery throughout the vehicle.

[0003] Furthermore, when the entire vehicle is heated using a heat pump system, if the temperature is low or the compressor's return pressure is insufficient, the refrigerant flow rate into the compressor will be insufficient, the compressor's intake pressure will be low, and output will be low, which will reduce the heating capacity of the heat pump system and significantly reduce the energy utilization efficiency of the entire vehicle. Summary of the Invention [Problem to be solved by the invention]

[0004] The present disclosure solves, at least to some extent, one of the technical problems in the related art. [Means for solving the problem]

[0005] Therefore, a first objective of the present disclosure is to provide an integrated thermal management system that not only meets the thermal demands of the passenger compartment and the battery, but also rationally distributes heat between the passenger compartment and the battery, and by supplementing the compressor and increasing enthalpy, can increase the heating capacity of the heat pump subsystem and improve the energy utilization efficiency of the entire vehicle.

[0006] A second object of the present disclosure is to provide a vehicle.

[0007] To achieve the above object, an embodiment of a first aspect of the present disclosure provides an integrated thermal management system, the system comprising: The invention relates to a heating or cooling system for a passenger compartment of a vehicle, and to a heat exchange system for a battery of the vehicle, the system comprising a compressor and a control valve, one end of which is connected to an exhaust port of the compressor, and the other end of which is connected to a return port of the compressor or a gas-liquid separator. The aforementioned a heat pump subsystem connected to the return air port; a high pressure refrigeration subsystem for exchanging heat with the vehicle's high pressure system and the heat pump subsystem; a battery self-heating subsystem for heating the battery by charging and discharging the battery; an air heating subsystem for heating the passenger compartment; a control subsystem for controlling the control valve to communicate the compressor exhaust port and the compressor return air port, thereby achieving air supplementation and enthalpy increase.

[0008] An embodiment of the first aspect of the present disclosure further provides an integrated thermal management system, the system comprising: The heat pump subsystem is used for exchanging heat with a passenger compartment and a battery of a vehicle, and includes a compressor and a control valve, one end of the control valve being connected to an exhaust port of the compressor and the other end being connected to a return port of the compressor or connected to the return port of the compressor via a gas-liquid separator; a high-pressure cooling subsystem for exchanging heat with the high-pressure system and the heat pump subsystem of the vehicle; a battery self-heating subsystem for charging and discharging the battery to heat it; an air heating subsystem for exchanging heat with the passenger compartment; and a control subsystem for controlling the control valve to connect the exhaust port of the compressor and the return port of the compressor, and for achieving air supplementation and enthalpy increase.

[0009] The integrated thermal management system according to an embodiment of the present disclosure includes a heat pump subsystem for exchanging heat with the vehicle passenger compartment and the battery, a high-pressure cooling subsystem for exchanging heat with the vehicle's high-pressure system and the heat pump subsystem, a battery self-heating subsystem for charging and discharging the battery to heat it, an air heating subsystem for exchanging heat with the passenger compartment, and a control subsystem for controlling a control valve in the heat pump subsystem to connect the compressor outlet and the compressor return air port to achieve compressor air intake and enthalpy increase, thereby not only meeting the thermal needs of the passenger compartment and the battery but also rationally distributing the heat between the passenger compartment and the battery, and the compressor air intake and enthalpy increase improving the heating capacity of the heat pump subsystem and improving the overall vehicle energy utilization efficiency.

[0010] According to one embodiment of the present disclosure, when there is a heating demand for either the passenger compartment or the battery, the control subsystem obtains a corresponding heat demand value and controls the heat pump subsystem, the high-pressure cooling subsystem, the battery, and the heat pump subsystem to operate. self Heating Subsystem and the Air Heating Subsystem Each of Obtain the available heat value and energy efficiency value of each of the heat pump subsystem, the high-pressure refrigeration subsystem, the battery self-heating subsystem, and the air heating subsystem; Compare the calorific value that can be supplied by the heat pump subsystem, the high-pressure refrigeration subsystem, the battery self-heating subsystem, and the air heating subsystem The subsystem that meets the heat demand value and has the highest energy efficiency is selected and used to heat the passenger compartment or battery that has heating demand.

[0011] According to an embodiment of the present disclosure, the control subsystem specifically obtains a corresponding heat demand value when there is a heating demand for either the passenger compartment or the battery, and controls the heat pump subsystem, the high-pressure cooling subsystem, the battery heating subsystem, and the air heating subsystem. Each of The available heat value and energy efficiency value of each of the heating systems are obtained, and are used to determine and heat the subsystem that meets the heating demand and has the highest energy efficiency based on the demand heat value, the available heat value, and the energy efficiency value.

[0012] According to one embodiment of the present disclosure, when there is a heating demand in the passenger compartment, the control subsystem controls the heat pump subsystem, the high pressure refrigeration subsystem, and the air heating subsystem. Each of Obtain the available heat value and energy efficiency value of the heat pump subsystem, the high pressure refrigeration subsystem, and the air heating subsystem, respectively. obtain a supplyable heat value and an energy efficiency value after the cooperation of the above-mentioned, and obtain a demand heat value of the passenger compartment; each of the heat pump subsystem, the high pressure refrigeration subsystem, and the air heating subsystem; and after collaboration each of the heat pump subsystem, the high pressure refrigeration subsystem, and the air heating subsystem; From these, the subsystem that meets the heating demand of the passenger compartment and has the highest energy efficiency is selected to heat the passenger compartment.

[0013] According to one embodiment of the present disclosure, when there is a demand for heating in the passenger compartment, the control subsystem is specifically used to determine and heat the subsystem that can meet the passenger compartment heating demand and has the highest energy efficiency based on the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem, the heat value that can be supplied and the energy efficiency value after the different subsystems cooperate, and the demand heat value of the passenger compartment.

[0014] According to one embodiment of the present disclosure, when there is a heating demand for the battery, the control subsystem controls the heat pump subsystem, the high pressure cooling subsystem, and the battery self-heating subsystem. Each of Obtain the available heat value and energy efficiency value of the heat pump subsystem, the high-pressure refrigeration subsystem, and the battery self-heating subsystem obtain the calorie value and energy efficiency value that can be supplied after the cooperation of the battery, and obtain the calorie demand value of the battery; each of the heat pump subsystem, the high pressure refrigeration subsystem, and the battery self-heating subsystem; and after collaboration the heat pump subsystem, the high-pressure refrigeration subsystem, and the battery self-heating subsystem From these, the subsystem that meets the battery heating demand and is most energy efficient is selected and used to heat the battery.

[0015] According to one embodiment of the present disclosure, when there is a heating demand in the battery, the control subsystem is specifically used to determine and heat the subsystem that can meet the battery heating demand and has the highest energy efficiency based on the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem, the heat value that can be supplied and the energy efficiency value after the different subsystems cooperate, and the battery's demand heat value.

[0016] According to one embodiment of the present disclosure, when there is a heating demand for both the passenger compartment and the battery, The control subsystem controls the heat pump subsystem, the high pressure refrigeration subsystem, and the air heating subsystem. Each of Obtain the available heat value and energy efficiency value of the heat pump subsystem, the high pressure refrigeration subsystem, and the air heating subsystem obtain a supplyable heat value and an energy efficiency value after the cooperation of the above-mentioned, and obtain a demand heat value of the passenger compartment; each of the heat pump subsystem, the high pressure refrigeration subsystem, and the air heating subsystem; and after collaboration the heat pump subsystem, the high pressure refrigeration subsystem, and the air heating subsystem and selecting a subsystem from the list that meets the passenger compartment heating demand and has the highest energy efficiency, and using the selected subsystem to heat the passenger compartment; The control subsystem controls the heat pump subsystem, the high-pressure refrigeration subsystem, and the battery self-heating subsystem. Each of Obtain the available heat value and energy efficiency value of the heat pump subsystem, the high-pressure refrigeration subsystem, and the battery self-heating subsystem obtain the calorie value and energy efficiency value that can be supplied after the cooperation of the battery, and obtain the calorie demand value of the battery; each of the heat pump subsystem, the high pressure refrigeration subsystem, and the battery self-heating subsystem; and after collaboration the heat pump subsystem, the high-pressure refrigeration subsystem, and the battery self-heating subsystem From the above, a subsystem that meets the battery heating demand and has the highest energy efficiency is selected and used to heat the battery; If the selected subsystem that satisfies the passenger compartment heating demand and has the highest energy efficiency is similar to the subsystem that satisfies the battery heating demand and has the highest energy efficiency, the subsystem will simultaneously satisfy the passenger compartment heating demand and the battery heating demand. In response to this , controlling the subsystem to heat; The subsystem cannot meet both passenger compartment heating and battery heating needs. In response to this, select and heat the subsystem that meets the passenger compartment heating demand and has the second highest energy efficiency and the subsystem that meets the battery heating demand and has the second highest energy efficiency, or select and heat one of the subsystem that meets the passenger compartment heating demand and has the second highest energy efficiency and the subsystem that meets the battery heating demand and has the second highest energy efficiency.

[0017] According to one embodiment of the present disclosure, a subsystem that meets the passenger compartment heating demand and has the highest energy efficiency is determined based on the heat supply value and energy efficiency value after each subsystem and different subsystems in the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem work together, and the passenger compartment demand heat value; a subsystem that meets the battery heating demand and has the highest energy efficiency is determined based on the heat supply value and energy efficiency value after each subsystem and different subsystems in the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem work together, and the battery demand heat value; if it is determined that the subsystem that meets the passenger compartment heating demand and has the highest energy efficiency is similar to the subsystem that meets the battery heating demand and has the highest energy efficiency, if the subsystem simultaneously meets the passenger compartment heating demand and the battery heating demand, the subsystem is controlled to heat; otherwise, the subsystem that meets the passenger compartment heating demand and has the second highest energy efficiency and / or the subsystem that meets the battery heating demand and has the second highest energy efficiency is determined and heated.

[0018] According to one embodiment of the present disclosure, the control subsystem is used to obtain return air inlet information of the compressor in the heat pump subsystem and perform air replenishment and enthalpy increase on the compressor based on the return air inlet information, and the control subsystem is further used to obtain the heat value and energy efficiency value that can be supplied by the heat pump subsystem after air replenishment and enthalpy increase, and the return air inlet information includes one of the return air pressure and the return air temperature of the return air inlet of the compressor.

[0019] According to one embodiment of the present disclosure, the control subsystem is further used to obtain return air inlet information of the compressor in the heat pump subsystem, perform air replenishment and enthalpy increase in the compressor based on the return air inlet information, and obtain the supplyable heat value and energy efficiency value of the heat pump subsystem after air replenishment and enthalpy increase, where the return air inlet information includes the return air pressure and / or return air temperature of the return air inlet of the compressor.

[0020] According to one embodiment of the present disclosure, the battery self-heating subsystem comprises: a first battery pack and a second battery pack; At the connection point which is the first node The negative electrode of the first battery pack is connected to the positive electrode of the second battery pack. can , battery, an inverter circuit having a DC terminal connected to the positive electrode of the first battery pack and a negative DC terminal connected to the negative electrode of the second battery pack; a drive motor having a three-phase winding connected to a corresponding three-phase AC terminal of the inverter circuit, and a neutral point of the three-phase winding connected to the first node by a controllable switch; When the control subsystem employs the battery self-heating subsystem to determine the battery heating, the control subsystem controls the controllable switch to an on state, controls the inverter circuit to be on and off, and is used to alternately oscillate and heat the first battery pack and the second battery pack by the three-phase winding.

[0021] According to one embodiment of the present disclosure, a battery self-heating subsystem includes a first battery pack and a second battery pack; At the connection point which is the first node The negative terminal of the first battery pack is connected to the positive terminal of the second battery pack. canThe battery pack includes a battery, an inverter circuit whose DC terminal is connected to the positive pole of the first battery pack and whose DC terminal is connected to the negative pole of the second battery pack, and a drive motor whose three-phase winding is connected to the three-phase AC terminals of the inverter circuit and whose neutral point is connected to a first node by a controllable switch. When the control subsystem employs the battery self-heating subsystem to determine battery heating, the control subsystem controls the controllable switch to an on state and controls the inverter circuit to be on and off, so that the three-phase winding alternately oscillates and heats the first battery pack and the second battery pack.

[0022] According to one embodiment of the present disclosure, the control subsystem first controls all upper tubes of each bridge arm in the inverter circuit to an on state and all lower tubes to an off state, so that the first battery pack charges the three-phase winding; then controls all upper and lower tubes of each bridge arm in the inverter circuit to an off state, so that the three-phase winding charges the second battery pack; also controls all lower tubes of each bridge arm in the inverter circuit to an on state and all upper tubes to an off state, so that the second battery pack charges the three-phase winding; and controls all upper and lower tubes of each bridge arm in the inverter circuit to an off state, so that the three-phase winding charges the first battery pack; and so on, repeating this process to alternately oscillate and heat.

[0023] According to one embodiment of the present disclosure, the control subsystem is further used to obtain a corresponding demand cooling value when there is a demand for cooling in the passenger compartment, and to control the heat pump subsystem to cool the passenger compartment based on the demand cooling value.

[0024] According to one embodiment of the present disclosure, the control subsystem is further used to obtain a corresponding demand cooling value when there is a cooling demand in the battery, and control the heat pump subsystem to heat exchange the battery based on the demand cooling value.

[0025] According to an embodiment of the present disclosure, the control subsystem further comprises: when there is a heat dissipation demand in the high-pressure system, there is no heat exchange demand in the heat pump subsystem; In response to this , controlling the high-pressure refrigeration subsystem to block heat exchange between the high-pressure refrigeration subsystem and the heat pump subsystem, and controlling the high-pressure refrigeration subsystem to air-dissipate heat from the high-pressure system; In response to the heat pump subsystem having a heat exchange demand, , which is used to control the high-pressure refrigeration subsystem, heat exchange the heat pump subsystem, and dissipate heat from the high-pressure system.

[0026] According to one embodiment of the present disclosure, the control subsystem further determines whether there is a demand for heat removal in the high-pressure system and no demand for heat replacement in the heat pump subsystem. In response to this ,controlling the high-pressure cooling subsystem to dissipate heat from the high-pressure system with air; In response to the heat exchange demands of the heat pump subsystem , is used to dissipate heat from the high-pressure system by controlling the high-pressure cooling subsystem to supplement heat in the heat pump subsystem.

[0027] To achieve the above object, an embodiment of a second aspect of the present disclosure provides a vehicle including the integrated thermal management system according to the embodiment of the first aspect.

[0028] The vehicle according to the embodiment of the present disclosure can use the above-mentioned integrated thermal management system to not only meet the thermal demands of the passenger compartment and the battery, but also rationally distribute the heat between the passenger compartment and the battery, and by increasing the compressor's air supply and enthalpy, can improve the heating capacity of the heat pump subsystem and improve the energy utilization efficiency of the entire vehicle.

[0029] Additional aspects and advantages of the disclosure will be set forth in part in the description that follows, and in part will be obvious from the description, or may be learned by practice of the disclosure. [Brief explanation of the drawings]

[0030] [Figure 1] 1 is a structural schematic diagram illustrating an integrated thermal management system according to a first embodiment of the present disclosure. [Figure 2]FIG. 10 is a structural schematic diagram showing an integrated thermal management system according to a second embodiment of the present disclosure. [Figure 3] FIG. 10 is a structural schematic diagram showing an integrated thermal management system according to a third embodiment of the present disclosure. [Figure 4] FIG. 1 is a structural schematic diagram illustrating a battery self-heating subsystem according to an embodiment of the present disclosure. [Figure 5] FIG. 2 is a schematic diagram illustrating the current flow direction of a battery self-heating subsystem according to a first embodiment of the present disclosure. [Figure 6] FIG. 10 is a schematic diagram illustrating the current flow direction of a battery self-heating subsystem according to a second embodiment of the present disclosure. [Figure 7] FIG. 10 is a schematic diagram illustrating the current flow direction of a battery self-heating subsystem according to a third embodiment of the present disclosure. [Figure 8] FIG. 10 is a schematic diagram illustrating the current flow direction of a battery self-heating subsystem according to a fourth embodiment of the present disclosure. [Figure 9] 1 is a structural schematic diagram of a vehicle according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0031]

[0023] The following detailed description of the embodiments of the present disclosure is provided below. Examples of the embodiments are shown in the drawings, and the same or similar reference numerals throughout the drawings denote the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the drawings are illustrative and are not intended to limit the present disclosure.

[0032] Hereinafter, an integrated thermal management system and a vehicle according to an embodiment of the present disclosure will be described with reference to the drawings.

[0033] FIG. 1 is a structural schematic diagram illustrating an integrated thermal management system according to a first embodiment of the present disclosure. As shown in FIG. 1, the system 1000 includes a heat pump subsystem 100, a high-pressure cooling subsystem 200, a battery self-heating subsystem 300, an air heating subsystem 400, and a control subsystem 500.

[0034] The heat pump subsystem 100 is used to exchange heat with the vehicle's passenger compartment 60 and battery 70, the high-pressure cooling subsystem 200 is used to exchange heat with the vehicle's high-pressure system 11 and the heat pump subsystem 100, the battery self-heating subsystem 300 is used to charge and discharge the battery 70 to heat it, and the air heating subsystem 400 is used to exchange heat with the passenger compartment 60. The heat pump subsystem 100 includes a compressor 1 and a control valve 33, one end of which is connected to the exhaust port of the compressor 1 and the other end of which is connected to the return port of the compressor 1, or the other end of which is connected to the return port of the compressor 1 via a gas-liquid separator 27, and the control subsystem 500 controls the control valve 33 to connect the exhaust port of the compressor 1 to the return port of the compressor, thereby achieving air supply and enthalpy increase.

[0035] Specifically, as shown in FIG. 1, when there is a demand for heating in the passenger compartment 60, the passenger compartment 60 can be heated by controlling the heat pump subsystem 100 or the air heating subsystem 400. The high-pressure refrigeration subsystem 200 is used to exchange heat with the high-pressure system 11 and the heat pump subsystem 100. During the heat exchange process, the high-pressure refrigeration subsystem 200 can transfer the generated heat to the heat pump subsystem 100, thereby replenishing the heat of the heat pump subsystem 100. The heat pump subsystem 100 and the high-pressure refrigeration subsystem 200 can cooperate to realize heating of the passenger compartment 60. Furthermore, the heat pump subsystem 100 can cooperate with the air heating subsystem 400 to realize heating of the passenger compartment 60. The heat pump subsystem 100, the high-pressure cooling subsystem 200, and the air heating subsystem 400 cooperate to realize heating of the passenger compartment 60. When there is a heating demand for the battery 70, heating can be achieved by controlling the heat pump subsystem 100 or the battery self-heating subsystem 300. Similarly, as described above, the battery 70 can be heated by the cooperation of the heat pump subsystem 100 and the high-pressure cooling subsystem 200. Furthermore, the battery 70 can be heated by the cooperation of the heat pump subsystem 100 and the battery self-heating subsystem 300. The battery 70 can be heated by the cooperation of the heat pump subsystem 100, the high-pressure cooling subsystem 200, and the battery self-heating subsystem 300. In other words, in actual use, the passenger compartment and the battery can be heated by rationally utilizing each subsystem and the cooperation of different subsystems according to the heating demand for the passenger compartment and the battery. This not only meets the heat demand for the passenger compartment and the battery, but also realizes rational heat distribution, avoids heat distribution shortages, and improves the energy utilization efficiency of the entire vehicle.

[0036] Furthermore, the integrated thermal management system 1000 is further provided with an aeration and enthalpy increase structure. That is, when the refrigerant flow rate drawn into the compressor 1 is insufficient and the heating capacity of the heat pump subsystem 100 is reduced, the refrigerant flow rate can be increased to aerate the return air port of the compressor 1 and increase the enthalpy, thereby improving the heating capacity of the heat pump subsystem 100. Specifically, a control valve 33 is provided inside the heat pump subsystem 100. As shown in FIG. 1 , the control subsystem 500 controls the direct communication between the outlet port of the compressor 1 and the return air port of the compressor, so that the refrigerant diverted at the outlet port of the compressor 1 is re-introduced into the compressor 1, thereby achieving aeration and enthalpy increase of the compressor 1, thereby increasing the refrigerant flow rate of the compressor 1. Alternatively, the control subsystem 500 can control the communication between the outlet port of the compressor 1 and the gas-liquid separator 27, so that the refrigerant diverted at the outlet port of the compressor 1 is re-introduced into the compressor 1, thereby achieving aeration and enthalpy increase of the compressor 1. This increases the amount of refrigerant flowing into the compressor by increasing the compressor's aeration and enthalpy, thereby enhancing the heating capacity of the heat pump subsystem and improving the overall energy utilization efficiency of the vehicle.

[0037] In this embodiment, the control valve 33 is a throttle control valve whose opening is adjustable, and can also be cut off.

[0038] As a specific example, as shown in Figures 2 and 3, the heat pump subsystem includes a compressor 1, a temperature and pressure sensor 2, an on-board condenser 3, an electromagnetic electronic expansion valve 5, a solenoid valve 6, an external condenser 7, a check valve 13, a plate-type heat exchanger 15, a solenoid valve 16, check valves 17 / 18, a two-way electronic expansion valve 19, a refrigerant temperature sensor 20, a battery pack cooling plate 21, a refrigerant temperature and pressure sensor 22, a throttle valve 23, solenoid valves 24 / 25, a check valve 26, a gas-liquid separator 27, a refrigerant temperature and pressure sensor 28, a check valve 29, a solenoid valve 30, an evaporator 31, an electronic expansion valve 32, and a control valve 33; the high-pressure cooling subsystem includes a motor radiator 8, an electronic fan 9, a three-way valve 10, a high-pressure system 11, a water pump 12, and a water temperature sensor 14; the air heating subsystem is an air PTC 4; and the battery self-heating subsystem 300 directly heats the battery 70.

[0039] When there is a demand for heating in the passenger compartment 60, the operation of the compressor 1 is controlled to drive the refrigerant to flow into the on-board condenser 3, where the refrigerant condenses and releases heat, thereby raising the temperature of the passenger compartment 60. When the opening of the solenoid valve 6 and the closing of the solenoid valve 16 are controlled, the refrigerant flows into the off-board condenser 7, where it absorbs heat and evaporates, and then returns to the compressor 1 via the solenoid valve 30 and the gas-liquid separator 27, thereby forming a first heat exchange heating circuit for the passenger compartment 60. Alternatively, when the opening of the solenoid valve 16 and the closing of the solenoid valve 6 are controlled, the refrigerant flows into the plate-type heat exchanger 15, where it absorbs heat and evaporates, and then returns to the compressor 1 via the solenoid valve 30 and the gas-liquid separator 27, thereby forming a first heat exchange heating circuit for the passenger compartment 60. 0, forming a second heat exchange heating circuit for the high-pressure system 11. Furthermore, while the entire vehicle is running, the high-pressure system 11 generates heat, which drives the water pump 12 in the high-pressure cooling subsystem to transfer the high-temperature coolant that flows out after cooling the high-pressure system 11 to the plate heat exchanger 15. This not only cools the high-temperature coolant, but also realizes heat supplementation for the heat pump subsystem 100, improving the energy utilization efficiency of the entire vehicle. The heat released from the high-pressure system 11 can be waste heat, or the amount of heat generated can be actively controlled. In addition, air can be directly heated by the wind PTC 4, and the heated air can be blown directly into the passenger compartment 60 to heat it up. As described above, the passenger compartment is heated through cooperation between the various systems, and a detailed description thereof will not be repeated here.

[0040] When there is a heating demand for the battery 70, the battery self-heating subsystem 300 can directly heat the battery 70, realizing rapid heating of the battery 70. Heating can also be achieved by controlling the heat pump subsystem 100. When the compressor 1 is operated, the refrigerant flows into the battery pack cooling plate 21 through the solenoid valve 24 and the throttle valve 23. After the refrigerant in the battery pack cooling plate 21 is condensed, the battery 70 is heated. When the opening of the solenoid valve 6 and the closing of the solenoid valve 16 are controlled, the refrigerant flows into the off-vehicle condenser 7, absorbs heat and evaporates in the off-vehicle condenser 7, and then returns to the compressor 1 via the solenoid valve 30 and the gas-liquid separator 27. Thus, a first heat pump heating circuit for the battery 70 is formed. Alternatively, when the opening and closing of the solenoid valve 16 are controlled, the refrigerant flows into the plate heat exchanger 15, absorbs heat and evaporates there, and then returns to the compressor 1 via the solenoid valve 30 and the gas-liquid separator 27, thereby forming a second heat pump heating circuit for the battery 70. Similarly, the heat generated by the high-pressure system 11 can still be used to heat the heat pump subsystem 100, improving energy utilization efficiency. As described above, the battery is heated through cooperation between the various systems, and a detailed description will not be given here. It should be noted that the battery self-heating is an internal heating method, which has higher heating efficiency than the heating method using the heat pump subsystem 100, thereby improving the energy utilization efficiency of the entire vehicle. At the same time, the active heat generation of the motor is reduced during the cooling process of the high-pressure system 11, allowing the motor to operate in a more efficient section, improving driving efficiency.

[0041] Furthermore, when the refrigerant flow rate sucked by the compressor 1 is insufficient and the heating capacity of the heat pump subsystem 100 decreases, the refrigerant flow rate can be increased to supply air to the return air port of the compressor 1 and increase the enthalpy, thereby improving the heating capacity of the heat pump subsystem 100. Specifically, as shown in FIG. 2, when the control subsystem 500 controls the exhaust port of the compressor 1 to communicate with the return air port of the compressor, the high-temperature and high-pressure gas refrigerant compressed by a part of the compressor 1 is throttled and decompressed, and then flows back into the return air port of the compressor 1 and mixes with the gas refrigerant at the return air port of the compressor 1. This increases the pressure and flow rate of the gas refrigerant at the return air port of the compressor 1, and further improves the heating capacity of the heat pump subsystem 100. As shown in FIG. 3, when the exhaust port of the compressor 1 is controlled to communicate with the gas-liquid separator 27 at the return air port, some high-temperature, high-pressure gas refrigerant is throttled and decompressed before flowing into the gas-liquid separator 27 through the control valve 33. This not only increases the temperature of the gas refrigerant separated in the gas-liquid separator 27, but also heats the liquid refrigerant in the gas-liquid separator 27 and changes its phase to gas refrigerant, thereby increasing the flow rate of gas refrigerant flowing into the return air port of the compressor 1 and further improving the heating capacity of the heat pump subsystem 100. As a result, the compressor is aerated and the enthalpy is increased, which increases the flow rate of refrigerant flowing into the compressor, thereby improving the heating capacity of the heat pump subsystem and further improving the energy utilization efficiency of the entire vehicle.

[0042] The integrated thermal management system according to an embodiment of the present disclosure includes a heat pump subsystem for exchanging heat with the vehicle passenger compartment and the battery, a high-pressure cooling subsystem for exchanging heat with the vehicle's high-pressure system and the heat pump subsystem, a battery self-heating subsystem for charging and discharging the battery to heat it, an air heating subsystem for exchanging heat with the passenger compartment, and a control subsystem for controlling a control valve in the heat pump subsystem to connect the compressor outlet and the compressor return air port to achieve compressor air intake and enthalpy increase, thereby not only meeting the thermal needs of the passenger compartment and the battery but also rationally distributing the heat between the passenger compartment and the battery, and the compressor air intake and enthalpy increase improving the heating capacity of the heat pump subsystem and improving the overall vehicle energy utilization efficiency.

[0043] In some embodiments, the control subsystem specifically, when there is a heating demand for either the passenger compartment or the battery, obtains the corresponding demand heat value, obtains the supplyable heat value and energy efficiency value of each subsystem in the heat pump subsystem, the high-pressure cooling subsystem, the battery heating subsystem, and the air heating subsystem, and, based on the demand heat value, the supplyable heat value, and the energy efficiency value, determines and heats the subsystem that meets the heating demand and has the highest energy efficiency.

[0044] It is necessary to explain that the heat demand value of the passenger compartment can be obtained from the current ambient temperature and the demand ambient temperature, the heat demand value of the battery can be obtained from the temperature at which the battery can normally operate and the current ambient temperature, the heat supply value of the heat pump subsystem can be obtained from the compressor power and evaporation amount of the refrigerant of the heat pump subsystem, the compressor power can be obtained from the compressor rotation speed, voltage and current, the evaporation amount of the refrigerant can be obtained from the temperature difference before and after the refrigerant flowing through the off-board condenser or plate heat exchanger, that is, it can be obtained from the enthalpy difference of the refrigerant entering the off-board condenser or plate heat exchanger, the energy efficiency value of the heat pump subsystem is a calibration value, and the corresponding energy efficiency value is obtained by a lookup table method, the heat supply value of the high-pressure cooling subsystem is provided by the motor in the high-pressure system, and the heat supply value of the high-pressure cooling subsystem can be calculated by obtaining the operating voltage, current and frequency of the motor to obtain the heat output value of the motor. the supplyable heat value of the high-pressure cooling subsystem is the energy efficiency value of the motor, and similarly the energy efficiency value of the motor is calibrated in advance through experiments and the corresponding energy efficiency value is obtained using a lookup table; the supplyable heat value of the battery heating subsystem is the amount of heat that the current battery heating subsystem can provide within a safe operating range, and the supplyable heat value is obtained from the operating current of the battery heating subsystem, and similarly the energy efficiency value of the battery heating subsystem is calibrated in advance through experiments and the corresponding energy efficiency value is obtained using a lookup table; the supplyable heat value of the air heating subsystem is the amount of heat that the current air heating subsystem can provide when operating normally, and the supplyable heat value is obtained from the operating current of the air heating subsystem, and similarly the energy efficiency value of the air heating subsystem is calibrated in advance through experiments and the corresponding energy efficiency value is obtained using a lookup table.

[0045] Specifically, during actual operation, when there is a heating demand for either the passenger compartment or the battery, the control subsystem obtains the corresponding demand heat value, and the control subsystem obtains the supplyable heat value and corresponding energy efficiency value of each subsystem in the heat pump subsystem, high-pressure cooling subsystem, battery heating subsystem, and air heating subsystem. The control subsystem compares the demand heat value with the supplyable heat value of each subsystem, selects the subsystem that meets the heating demand and has the highest energy efficiency, and uses this subsystem to heat the module with heating demand, thereby realizing a rational distribution of heat throughout the vehicle and improving the energy utilization efficiency of the entire vehicle while meeting the passenger compartment and battery heat demand.

[0046] Optionally, when there is a demand for heating in the passenger compartment, the control subsystem is specifically used to determine and heat the subsystem that meets the passenger compartment heating demand and has the highest energy efficiency based on the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem, the heat value that can be supplied and the energy efficiency value after the different subsystems are coordinated, and the passenger compartment demand heat value.

[0047] Specifically, when the control subsystem heats only the passenger compartment, it obtains the demand heat value of the passenger compartment. Suppose the demand heat value is A. At the same time, the control subsystem obtains the supplyable heat value and energy efficiency value of each subsystem, for example, the supplyable heat value C and energy efficiency value c of the heat pump subsystem, the supplyable heat value D and energy efficiency value d of the high-pressure cooling subsystem, and the supplyable heat value F and energy efficiency value f of the air heating subsystem. Furthermore, the supplyable heat value and energy efficiency value after different subsystems are linked, for example, the supplyable heat value C+D and the corresponding energy efficiency value cd of the heat pump subsystem and the high-pressure cooling subsystem linked, and the supplyable heat value F and energy efficiency value f of the heat pump subsystem and the air heating subsystem linked, are obtained. The heat supply value C+F and the corresponding energy efficiency value cf can be obtained by the combination of the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem, and the heat supply value C+D+F and the corresponding energy efficiency value cdf can be obtained. The heat supply values ​​(C, F, C+D, C+F, and C+D+F) that can be obtained by the combination of the heat pump subsystem, the air heating subsystem, the combination of the heat pump subsystem and the high-pressure cooling subsystem, the combination of the heat pump subsystem and the air heating subsystem, and the combination of the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem can be compared with the demanded heat value (A), and the subsystem that meets the heating demand and has the highest energy efficiency value can be selected to heat the passenger compartment. In this way, the passenger compartment can be heated by the combination of each subsystem or different subsystems, improving heating efficiency and improving the driving experience of the user in the cab.

[0048] Optionally, when there is a heating demand for the battery, the control subsystem selects the subsystem that meets the battery heating demand and has the highest energy efficiency based on the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem, the heat value that can be supplied and the energy efficiency value after each subsystem and different subsystems cooperate with each other, and the battery's demand heat value, to heat the battery.

[0049] Specifically, when only the battery is heated by the control subsystem, the calorie demand value of the battery acquired is assumed to be B. At the same time, the control subsystem acquires the calorie supply value and energy efficiency value of each subsystem, for example, the calorie supply value C and energy efficiency value c of the heat pump subsystem, the calorie supply value D and energy efficiency value d of the high-pressure cooling subsystem, and the calorie supply value G and energy efficiency value g of the battery self-heating subsystem. Furthermore, the calorie supply value and energy efficiency value after different subsystems are linked, for example, the calorie supply value C+D and the corresponding energy efficiency value cd obtained by linking the heat pump subsystem and the high-pressure cooling subsystem, and the calorie supply value G and energy efficiency value g obtained by linking the heat pump subsystem and the battery self-heating subsystem. The heat supply value C+G and the corresponding energy efficiency value cg can be obtained by combining the heat pump subsystem, high-pressure cooling subsystem, and battery self-heating subsystem, and the heat supply value C+D+G and the corresponding energy efficiency value cdg can be obtained by combining the heat pump subsystem, the battery self-heating subsystem, the combination of the heat pump subsystem and high-pressure cooling subsystem, the combination of the heat pump subsystem and battery self-heating subsystem, and the combination of the heat pump subsystem, high-pressure cooling subsystem, and battery self-heating subsystem. The heat supply values ​​(C, G, C+D, C+G, and C+D+G) that can be obtained by combining the heat pump subsystem, the battery self-heating subsystem, the combination of the heat pump subsystem and high-pressure cooling subsystem, the combination of the heat pump subsystem and battery self-heating subsystem, and the combination of the heat pump subsystem, high-pressure cooling subsystem, and battery self-heating subsystem can be compared with the demanded heat value (B), and the subsystem that meets the heating demand and has the highest energy efficiency value is selected to heat the battery. In this way, when there is a heating demand for the battery, the heat pump subsystem can be used to heat it, or the battery self-heating subsystem can be directly used to heat the battery, resulting in higher heating efficiency. By using different subsystems in combination to heat the battery, the battery heating rate and temperature rise range can be improved.

[0050] Optionally, a subsystem that meets the passenger compartment heating demand and has the highest energy efficiency is determined based on the heat supply value and energy efficiency value of each subsystem and different subsystems in the heat pump subsystem, the high-pressure refrigeration subsystem, and the air heating subsystem after they are linked together, and the passenger compartment demand heat value; a subsystem that meets the battery heating demand and has the highest energy efficiency is determined based on the heat supply value and energy efficiency value of each subsystem and different subsystems in the heat pump subsystem, the high-pressure refrigeration subsystem, and the battery self-heating subsystem after they are linked together, and the battery demand heat value; if it is determined that the subsystem that meets the passenger compartment heating demand and has the highest energy efficiency is similar to the subsystem that meets the battery heating demand and has the highest energy efficiency, if the subsystem simultaneously meets the passenger compartment heating demand and the battery heating demand, the subsystem is controlled to heat; otherwise, a subsystem that meets the passenger compartment heating demand and has the second highest energy efficiency and / or a subsystem that meets the battery heating demand and has the second highest energy efficiency is determined and heated.

[0051] Specifically, when the passenger compartment and the battery are heated simultaneously by the control subsystem, suppose the acquired heat demand values ​​of the passenger compartment and the battery are A and B, respectively, the heat supply value of the heat pump subsystem acquired by the control subsystem is C, the energy efficiency value is c, the heat supply value of the high-pressure cooling subsystem is D, the energy efficiency value is d, the heat supply value of the air heating subsystem is F, the energy efficiency value is f, the heat supply value of the battery self-heating subsystem is G, the energy efficiency value is g, and the heat pump subsystem, the air heating subsystem, the cooperation between the heat pump subsystem and the high-pressure cooling subsystem, the cooperation between the heat pump subsystem and the air heating subsystem, and the heat pump subsystem are The heat quantity values ​​(C, F, C+D, C+F, and C+D+F) that can be supplied by the combination of the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem are compared with the heat quantity value demanded by the passenger compartment (A), and the subsystem that meets the heating demand and has the highest energy efficiency value is selected from among them. The heat quantity values ​​(C, G, C+D, C+G, and C+D+G) that can be supplied by the combination of the heat pump subsystem, the battery self-heating subsystem, the combination of the heat pump subsystem and the high-pressure cooling subsystem, the combination of the heat pump subsystem and the battery self-heating subsystem, and the combination of the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem are compared with the heat quantity demanded by the passenger compartment (B), and the subsystem that meets the heating demand and has the highest energy efficiency value is selected from among them.

[0052] If the subsystem that meets the heating demand of the passenger compartment and has the highest energy efficiency is different from the subsystem that meets the heating demand of the battery and has the highest energy efficiency, the corresponding subsystems are employed to heat the passenger compartment and the battery, respectively, i.e., the subsystem that meets the heating demand of the passenger compartment and has the highest energy efficiency is employed to heat the passenger compartment, and the subsystem that meets the heating demand of the battery and has the highest energy efficiency is employed to heat the battery.

[0053] If a subsystem that meets the passenger compartment heating demand and has the highest energy efficiency is similar to a subsystem that meets the battery heating demand and has the highest energy efficiency, using the same subsystem to heat the passenger compartment and the battery may result in energy dispersion. Therefore, it is necessary to determine whether the subsystem can simultaneously meet the passenger compartment heating demand and the battery heating demand, and if the subsystem can simultaneously meet the passenger compartment heating demand and the battery heating demand, the subsystem is controlled to heat.

[0054] If the subsystem does not satisfy both the passenger compartment heating demand and the battery heating demand, a subsystem that satisfies the passenger compartment heating demand and has the second highest energy efficiency can be obtained, and the passenger compartment can be heated by employing the subsystem that satisfies the passenger compartment heating demand and has the second highest energy efficiency, and the battery can be heated by employing the subsystem that satisfies the battery heating demand and has the most energy efficiency, respectively, to obtain a subsystem that satisfies the battery heating demand and has the second highest energy efficiency, and the passenger compartment can be heated by employing the subsystem that satisfies the passenger compartment heating demand and has the most energy efficiency, and the battery can be heated by employing the subsystem that satisfies the battery heating demand and has the second highest energy efficiency, respectively, to simultaneously obtain a subsystem that satisfies the passenger compartment heating demand and has the second highest energy efficiency and a subsystem that satisfies the battery heating demand and has the second highest energy efficiency, and simultaneously obtain a subsystem that satisfies the passenger compartment heating demand and has the second highest energy efficiency, and the passenger compartment heating demand can be heated by employing the subsystem that satisfies the passenger compartment heating demand and has the most energy efficiency, and the battery heating demand can be heated by employing the subsystem that satisfies the passenger compartment heating demand and has the second highest energy efficiency. determine whether the subsystem that meets the passenger compartment heating demand and has the second highest energy efficiency is similar to the subsystem that meets the battery heating demand and has the second highest energy efficiency; if the subsystem that meets the passenger compartment heating demand and has the second highest energy efficiency is different from the subsystem that meets the battery heating demand and has the second highest energy efficiency, employ the corresponding subsystems to heat the passenger compartment and the battery, i.e., employ the subsystem that meets the passenger compartment heating demand and has the second highest energy efficiency to heat the passenger compartment, and employ the subsystem that meets the battery heating demand and has the second highest energy efficiency to heat the battery; if the subsystem that meets the passenger compartment heating demand and has the second highest energy efficiency is similar to the subsystem that meets the battery heating demand and has the second highest energy efficiency, determine whether the subsystem simultaneously meets the passenger compartment heating demand and the battery heating demand; and if the subsystem simultaneously meets the passenger compartment heating demand and the battery heating demand, control the subsystem to heat.

[0055] This allows the adoption of appropriate subsystems or the cooperation of different subsystems to realize joint heating of the passenger compartment and the battery, not only meeting the heat demands of the passenger compartment and the battery, but also realizing rational distribution of heat throughout the vehicle and improving energy utilization efficiency.

[0056] In some embodiments, the control subsystem is further used to obtain return air inlet information of the compressor in the heat pump subsystem, perform air refueling and enthalpy increase on the compressor based on the return air inlet information, and obtain a supplyable heat value and an energy efficiency value of the heat pump subsystem after air refueling and enthalpy increase, where the return air inlet information includes a return air pressure and / or a return air temperature of the return air inlet of the compressor.

[0057] Specifically, as shown in FIG. 1, the control subsystem 500 acquires return air inlet information of the compressor 1 in the heat pump subsystem 100, and the return air inlet information includes the return air pressure and / or the return air temperature of the return air inlet of the compressor 1. That is, the return air inlet information acquired by the control subsystem 500 may be the return air pressure of the return air inlet, the return air temperature of the return air inlet, or the return air pressure and return air temperature of the return air inlet.

[0058] Based on the acquired return air inlet information, it is determined whether air replenishment and enthalpy increase are necessary. If the return air pressure is insufficient, the return air temperature is too low, or the return air pressure is insufficient and the return air temperature is too low, it is determined that the refrigerant flow rate into the heat pump subsystem 100 is insufficient. Therefore, air replenishment and enthalpy increase are necessary in the compressor 1, thereby increasing the return air inlet refrigerant flow rate into the compressor 1 and further increasing the refrigerant flow rate into the heat pump subsystem 100, thereby improving the heating capacity of the heat pump subsystem 100 and solving the problem of insufficient heating capacity of the heat pump subsystem 100 when the return air pressure is insufficient. The air replenishment and enthalpy increase allow the compressor to output more power, reducing the dependency on the heat absorption capacity of the return air inlet, improving the heating capacity of the heat pump subsystem at low temperatures, allowing the heat pump subsystem to meet the usage demands at low temperatures, and solving the situation where the compressor output is low at low temperatures and the heating capacity of the heat pump subsystem 100 is poor.

[0059] Further, as a specific example, as shown in FIG. 2, the return air pressure of the return air port is acquired by the temperature and pressure sensor 2. If the acquired return air pressure is lower than the preset first threshold of the return air pressure, that is, if the return air port pressure of the compressor 1 is low, the communication between the exhaust port of the compressor 1 and the return air port is controlled. After the exhaust port of the compressor 1 is connected to the return air port, the high-temperature and high-pressure gas refrigerant compressed by a part of the compressor 1 is throttled and decompressed, and then flows again into the return air port of the compressor 1 by the control valve 33 and mixed with the gas refrigerant at the return air port of the compressor 1, thereby increasing the pressure and flow rate of the gas refrigerant at the return air port of the compressor 1. If the return air pressure of the compressor is equal to or higher than the preset second threshold of the return air pressure, the communication between the exhaust port of the compressor 1 and the return air port is cut off, and the compressor 1 stops supplying air and increasing enthalpy. It is necessary to explain that the preset second threshold of the return air pressure is equal to or higher than the preset first threshold of the return air pressure. That is, the preset second threshold of return air pressure may be equal to the preset first threshold of return air pressure, or may be higher than the preset first threshold of return air pressure to have a certain margin. When the return air inlet pressure is low, as shown in FIG. 3, the communication between the exhaust port of the compressor 1 and the gas-liquid separator 27 at the return air inlet may be controlled. After the exhaust port of the compressor 1 communicates with the gas-liquid separator 27 at the return air inlet, some high-temperature and high-pressure gas refrigerant is throttled and decompressed before flowing into the gas-liquid separator 27. This increases the temperature of the gas refrigerant separated in the gas-liquid separator 27, and at the same time, heats the liquid refrigerant in the gas-liquid separator 27 to change phase to gas refrigerant, thereby increasing the pressure and flow rate of the gas refrigerant flowing into the return air inlet of the compressor 1. When the return air pressure of the compressor is equal to or higher than the preset second threshold of return air pressure, the communication between the exhaust port of the compressor 1 and the gas-liquid separator 27 at the return air inlet is cut off, and the compressor 1 stops adding air and increasing enthalpy.

[0060] The temperature and pressure sensor 2 acquires the return air temperature at the return air inlet, and if the acquired return air temperature is lower than the preset return air temperature threshold, i.e., if the compressor 1 is operating in a low-temperature environment and the heat absorption capacity of the return air inlet is insufficient, the pressure and flow rate of the gas refrigerant at the return air inlet of the compressor 1 can be increased by controlling the communication between the outlet of the compressor 1 and the return air inlet or the communication between the outlet of the compressor 1 and the gas-liquid separator 27 at the return air inlet, and the specific control process will not be repeated here. This allows the compressor to output more power at low temperatures, reduces dependence on the heat absorption capacity of the return air inlet, increases the heating capacity of the heat pump subsystem at low temperatures, and allows the heat pump subsystem to meet the usage demand at low temperatures.

[0061] The temperature and pressure sensor 2 simultaneously acquires the return air pressure and return air temperature of the return air port. If the acquired return air pressure is lower than the preset first threshold value of the return air pressure and the acquired return air temperature is lower than the preset threshold value of the return air temperature, i.e., if the return air port pressure of the compressor 1 is low and the compressor 1 is operating in a low temperature environment, the communication between the exhaust port of the compressor 1 and the return air port or the communication between the exhaust port of the compressor 1 and the gas-liquid separator 27 at the return air port can be similarly controlled to increase the pressure and flow rate of the gas refrigerant at the return air port of the compressor 1; the specific control process will not be repeated here.

[0062] In this way, the high-temperature, high-pressure refrigerant at the compressor outlet can be directly introduced into the compressor return port, or the refrigerant can be indirectly introduced into the compressor return port through a gas-liquid separator, thereby increasing the pressure and flow rate of the refrigerant at the compressor intake port, thereby improving the output capacity and heating capacity of the heat pump subsystem. At the same time, the air supply and enthalpy increase only involve the connection between the compressor outlet and the return port, or the connection between the compressor outlet and the gas-liquid separator at the return port, which allows for a simple structure, easy installation, and low cost.

[0063] It is necessary to explain that after air is supplied to the heat pump subsystem and enthalpy is increased, the heat value and energy efficiency value that the heat pump subsystem can supply are obtained again, and when heating the passenger compartment and / or battery, the heat pump subsystem after air supply and enthalpy increase is used to participate in the selection of subsystems and the collaboration of different subsystems, the heat value and energy efficiency value that can be supplied after each latest subsystem and the latest different subsystems are linked together are determined, and the appropriate subsystem and different subsystem are selected and linked together to heat the passenger compartment and battery. In other words, when there is a demand for heating in the passenger compartment, the heat quantity and energy efficiency values ​​that can be supplied by the heat pump subsystem after air is supplied and enthalpy increased, the air heating subsystem, the combination of the heat pump subsystem after air is supplied and enthalpy increased and the high-pressure cooling subsystem, the combination of the heat pump subsystem after air is supplied and enthalpy increased and the air heating subsystem, or the combination of the heat pump subsystem after air is supplied and enthalpy increased, the high-pressure cooling subsystem, and the air heating subsystem are obtained, and the one that meets the heating demand for the passenger compartment and has the highest energy efficiency is determined to be used to heat the passenger compartment. When there is a demand for heating in the battery, the heat quantity and energy efficiency values ​​that can be supplied by the heat pump subsystem after air is supplied and enthalpy increased, the battery self-heating subsystem, the combination of the heat pump subsystem after air is supplied and enthalpy increased and the high-pressure cooling subsystem, the combination of the heat pump subsystem after air is supplied and enthalpy increased and the battery self-heating subsystem, or the combination of the heat pump subsystem after air is supplied and enthalpy increased, the high-pressure cooling subsystem, and the battery self-heating subsystem are obtained, and the one that meets the heating demand for the passenger compartment and has the highest energy efficiency is determined to be used to heat the battery.

[0064] In some embodiments, as shown in FIG. 4, the battery self-heating subsystem 300 includes a first battery pack 71 and a second battery pack 72; At the connection point which is the first node N The negative electrode of the first battery pack 71 is connected to the positive electrode of the second battery pack 72. canThe battery 70 includes an inverter circuit 310 having a DC terminal connected to the positive electrode of the first battery pack 71 and a DC terminal connected to the negative electrode of the second battery pack 72, and a driving motor 320 having a three-phase winding connected to the three-phase AC terminals of the inverter circuit 310 and a neutral point of the three-phase winding connected to a first node N by a controllable switch 330. When the control subsystem 500 determines to employ the battery self-heating subsystem 300 for heating, it controls the controllable switch 330 to an on state and controls the inverter circuit 310 to be turned on and off, so that the three-phase winding alternately oscillates and heats the first battery pack 71 and the second battery pack 72.

[0065] Furthermore, the control subsystem 500 specifically first controls all upper tubes of each bridge arm in the inverter circuit 310 to an ON state and all lower tubes to an OFF state, so that the first battery pack 71 charges the three-phase winding; controls all upper and lower tubes of each bridge arm in the inverter circuit 310 to an OFF state, so that the three-phase winding charges the second battery pack 72; controls all lower tubes of each bridge arm in the inverter circuit 310 to an ON state and all upper tubes to an OFF state, so that the second battery pack 72 charges the three-phase winding; controls all upper and lower tubes of each bridge arm in the inverter circuit 310 to an OFF state, so that the three-phase winding charges the first battery pack 71; and repeats this process, alternately oscillating and heating.

[0066] Specifically, when the battery self-heating subsystem 300 is used to heat the battery, the control subsystem 500 controls the controllable switch 330 to an ON state, and controls the upper tubes of each bridge arm in the inverter circuit 310 to be all ON and the lower tubes to be all OFF, i.e., T1, T2, and T3 are ON and T4, T5, and T6 are OFF, as shown in FIG. 5 , current flows from the positive electrode of the first battery pack 71 through T1, T2, and T3 to charge the three-phase windings LU, LV, and LW of the driving motor 320, and then returns to the negative electrode of the first battery pack 71 via the controllable switch 330 after charging. During this step, the first battery pack 71 is discharged to charge the three-phase windings LU, LV, and LW of the driving motor 320.

[0067] When the upper and lower tubes of each bridge arm in the inverter circuit 310 are both controlled to be in the off state, i.e., T1, T2, T3 are in the off state and T4, T5, T6 are also in the off state, current flows from the three-phase windings LU, LV, LW of the driving motor 320 to the positive terminal of the second battery pack 72 via the controllable switch 330, charging the second battery pack 72, and the charged current returns to the other end of the three-phase windings LU, LV, LW of the driving motor 320 via the diodes T4, T5, T6. In this stage, the three-phase windings LU, LV, LW of the driving motor 320 are discharged and the second battery pack 72 is charged.

[0068] When the lower tubes of each bridge arm in the inverter circuit 310 are all controlled to be in the ON state and the upper tubes are all controlled to be in the OFF state, i.e., when T1, T2, and T3 are in the OFF state and T4, T5, and T6 are in the ON state, as shown in FIG. 7, current flows from the positive pole of the second battery pack 72 through the controllable switch 330 to charge the three-phase windings LU, LV, and LW of the driving motor 320. After the charging, the current flows through T1, T2, and T3 and returns to the negative pole of the second battery pack 72. During this stage, the second battery pack 72 is discharged to charge the three-phase windings LU, LV, and LW of the driving motor 320.

[0069] When the upper and lower tubes of each bridge arm in the inverter circuit 4 are both controlled to be in the off state, i.e., when T1, T2, and T3 are in the off state and T4, T5, and T6 are also in the off state, as shown in FIG. 8, current flows from the three-phase windings LU, LV, and LW of the driving motor 320 through the diodes T4, T5, and T6 to the positive terminal of the first battery pack 71, charging the first battery pack 71. The charged current then returns to the other end of the three-phase windings LU, LV, and LW of the driving motor 320 via the controllable switch 330. During this stage, the three-phase windings LU, LV, and LW of the driving motor 320 are discharged, and the first battery pack 71 is charged.

[0070] As a result, the battery self-heating subsystem enables the first and second battery packs to be charged and discharged at different periods, ensuring that only one battery pack is charging or discharging at the same time. This not only forms an alternating oscillating heating circuit but also reduces battery ripple. The midpoint leads on the first and second battery packs not only provide a distribution circuit for the oscillating current when currents flow in the same direction through the three-phase windings of the traction motor, but also provide alternating oscillating heating power that is three times higher than without a midpoint lead on the battery, improving the battery heating rate. The additional midpoint lead does not affect the normal running of the vehicle, and allows battery self-heating to be achieved by multiplexing components such as the traction motor, thereby reducing the cost of the battery self-heating subsystem.

[0071] In some embodiments, the control subsystem is further configured to obtain a corresponding cooling demand value when there is a cooling demand in the passenger compartment, and to control the heat pump subsystem to provide cooling based on the cooling demand value.

[0072] Specifically, as shown in Figures 2 and 3, when there is a demand for cooling in the passenger compartment 60, the required cooling value corresponding to the passenger compartment 60 is first obtained, and then the refrigerant flow rate output by the compressor 1 in the heat pump subsystem is obtained based on the required cooling value. The refrigerant is then driven to flow into the external condenser 7 through the solenoid valve 6 to dissipate heat. After dissipating heat, the refrigerant is throttled and decompressed by the electronic expansion valve 32 and flows into the evaporator 31. The refrigerant absorbs heat and evaporates in the evaporator 31, and then returns to the compressor 1 through the gas-liquid separator 27, thereby realizing heat exchange between the passenger compartment 60 and the evaporator 31 and achieving the purpose of lowering the temperature of the passenger compartment 60 inside the vehicle.

[0073] In some embodiments, the control subsystem is further used to obtain a corresponding demand cooling value when there is a cooling demand for the battery, and based on the demand cooling value, control the heat pump subsystem to heat exchange the battery, specifically the heat pump subsystem to cool the battery.

[0074] Specifically, as shown in Figures 2 and 3, when there is a demand for cooling of the battery 70, first, the demand cooling value corresponding to the battery 70 is obtained, and the refrigerant flow rate output by the compressor 1 in the heat pump subsystem is adjusted based on the demand cooling value, and the refrigerant flows into the external condenser 7 via the solenoid valve 6 to dissipate heat. After dissipating heat, the refrigerant is throttled and decompressed by the electronic expansion valve 19 and flows into the battery pack cooling plate 21. The refrigerant absorbs heat and evaporates in the battery pack cooling plate 21, and then its pressure is adjusted by the throttle valve 23 and returns to the compressor 1 via the gas-liquid separator 27, thereby achieving cooling and temperature reduction of the battery 70.

[0075] In some embodiments, the control subsystem is further used to: when there is a heat dissipation demand in the high-pressure system, when it determines that there is no heat exchange demand in the heat pump subsystem, for example, when there is no need to provide heat supplementation to the heat pump subsystem, control the disconnection of heat exchange between the high-pressure refrigeration subsystem and the heat pump subsystem, and control the high-pressure refrigeration subsystem to air-dissipate heat in the high-pressure system; when it determines that there is a heat exchange demand in the heat pump subsystem, for example, when there is a need to provide heat supplementation to the heat pump subsystem, control the high-pressure refrigeration subsystem to air-dissipate heat in the heat pump subsystem, specifically, control the high-pressure refrigeration subsystem to heat-supply the heat pump subsystem and dissipate heat in the high-pressure system.

[0076] 2 and 3, when the heat generated by the motor and other components in the high-pressure system 11 is too great and requires heat dissipation, but the heat pump subsystem does not require heat supplementation, the three-way valve controls the AC circuit to be open and the BC circuit to be disconnected, and the water pump 12 in the high-pressure cooling subsystem is driven. The high-temperature coolant flowing out of the high-pressure system 11 after its temperature has dropped enters the motor radiator 8, which activates the electronic fan 9 to lower the temperature of the coolant in the motor radiator 8 and directly releases the heat into the air, thereby cooling and lowering the high-pressure system 11. When the heat pump subsystem requires heat supplementation, the three-way valve controls the BC circuit to be open and the AC circuit to be disconnected, and the water pump 12 in the high-pressure cooling subsystem is driven. The high-temperature coolant flowing out of the high-pressure system 11 after its temperature has dropped is transferred to the plate heat exchanger 15, which not only cools the high-pressure system 11 but also supplements heat in the heat pump subsystem, thereby improving the energy utilization efficiency of the entire vehicle.

[0077] As described above, the integrated thermal management system according to the embodiment of the present disclosure uses a heat pump subsystem to exchange heat with the vehicle passenger compartment and battery, a high-pressure cooling subsystem to exchange heat with the vehicle's high-pressure system and heat pump subsystem, a battery self-heating subsystem to charge and discharge the battery for heating, an air heating subsystem to exchange heat with the passenger compartment, and a control subsystem to control a control valve in the heat pump subsystem to connect the compressor outlet and compressor return air ports to achieve compressor air intake and enthalpy increase, thereby not only meeting the thermal needs of the passenger compartment and battery but also rationally distributing heat between the passenger compartment and battery, and the compressor air intake and enthalpy increase improving the heating capacity of the heat pump subsystem and improving the overall vehicle energy utilization efficiency.

[0078] FIG. 9 is a structural schematic diagram of a vehicle according to an embodiment of the present disclosure. As shown in FIG. 9, the vehicle 10000 is equipped with the above-mentioned integrated thermal management system 1000.

[0079] The vehicle according to the embodiment of the present disclosure can use the above-mentioned integrated thermal management system to not only meet the thermal demands of the passenger compartment and the battery, but also rationally distribute the heat between the passenger compartment and the battery, and by increasing the compressor's air supply and enthalpy, can improve the heating capacity of the heat pump subsystem and improve the energy utilization efficiency of the entire vehicle.

[0080] In the description herein, references such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" mean that the specific features, structures, materials, or characteristics described in combination with the embodiment or example are included in at least one embodiment or example of the present invention. In the description herein, the terms "exemplary" and "exemplary" do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0081] It should be noted that the terms "first" and "second" are used for descriptive purposes only and cannot be understood as expressing or implying relative importance or the number of technical features being presented. Thus, a feature defined by "first" or "second" can explicitly or implicitly include at least one of the feature. In the description of the present invention, "plurality" means at least two, e.g., two, three, etc., unless otherwise specified.

[0082] In the present disclosure, unless otherwise clearly defined and limited, the terms "attached," "coupled," "connected," "fixed," and the like should be understood in a broad sense, and may mean, for example, fixedly connected, detachably connected, or integrally connected, mechanically connected, directly connected, indirectly connected via an intermediate medium, internal communication between two elements, or an interactive relationship between two elements. Those skilled in the art will be able to understand the specific meaning of the above terms in the present invention depending on the context.

[0083] Although the embodiments of the present disclosure have been presented and described, the above embodiments are illustrative and should not be construed as limiting the present disclosure, and it will be understood by those skilled in the art that various changes, modifications, substitutions and variations can be made to the above embodiments within the scope of the present disclosure.

[0084] This disclosure claims priority to a Chinese patent application filed with the China Patent Office on March 31, 2022, bearing application number 202210345378.X and entitled "Integrated Thermal Management System and Vehicle," the entire contents of which are incorporated herein by reference.

Claims

1. 1. An integrated thermal management system, comprising: a heat pump subsystem used to heat or cool a passenger compartment of a vehicle and to exchange heat with a battery of the vehicle, the heat pump subsystem including a compressor and a control valve, one end of the control valve being connected to an exhaust port of the compressor and the other end of the control valve being connected to a return port of the compressor or to the return port of the compressor via a gas-liquid separator; a high pressure refrigeration subsystem for exchanging heat with the vehicle's high pressure system and the heat pump subsystem; a battery self-heating subsystem for heating the battery by charging and discharging the battery; an air heating subsystem for heating the passenger compartment; a control subsystem for controlling the control valve to communicate the compressor outlet and the compressor return air port to achieve air supplementation and enthalpy increase.

2. 2. The integrated thermal management system of claim 1, wherein when there is a heating demand for either the passenger compartment or the battery, the control subsystem obtains a corresponding demand heat value, obtains the supplyable heat value and the energy efficiency value of each of the heat pump subsystem, the high-pressure cooling subsystem, the battery self-heating subsystem, and the air heating subsystem, compares the demand heat value with the magnitude of the supplyable heat value of each of the heat pump subsystem, the high-pressure cooling subsystem, the battery self-heating subsystem, and the air heating subsystem, and selects from the heat pump subsystem, the high-pressure cooling subsystem, the battery self-heating subsystem, and the air heating subsystem the subsystem that satisfies the demand heat value and has the highest energy efficiency, and uses it to heat the passenger compartment or the battery that has the heating demand.

3. When there is a heating demand in the passenger compartment, 3. The integrated thermal management system according to claim 1, wherein the control subsystem acquires a supplyable heat value and an energy efficiency value of each of the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem, acquires a supplyable heat value and an energy efficiency value of each of the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem after they are linked, and acquires a heat demand value of the passenger compartment, and selects from each of the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem, and from each of the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem after they are linked, a subsystem that meets the passenger compartment heating demand and has the highest energy efficiency, and uses it to heat the passenger compartment.

4. 3. The integrated thermal management system of claim 1 or 2, wherein when there is a heating demand for the battery, the control subsystem obtains the supplyable heat value and energy efficiency value of each of the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem, obtains the supplyable heat value and energy efficiency value after the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem are linked together, and obtains the demanded heat value of the battery, and selects from each of the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem, and from the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem after their linkage, the subsystem that meets the battery heating demand and has the highest energy efficiency, and uses it to heat the battery.

5. When there is a heating demand in both the passenger compartment and the battery, the control subsystem acquires a supplyable heat value and an energy efficiency value of each of the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem, acquires a supplyable heat value and an energy efficiency value after the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem are linked together, and acquires a demand heat value of the passenger compartment, and is used to select a subsystem that meets the passenger compartment heating demand and has the highest energy efficiency from each of the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem, and from the heat pump subsystem, the high-pressure cooling subsystem, and the air heating subsystem after they are linked together, and heat the passenger compartment; the control subsystem acquires the supplyable heat value and energy efficiency value of each of the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem, acquires the supplyable heat value and energy efficiency value after the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem are linked, and acquires the demanded heat value of the battery, and is used to select the subsystem that meets the battery heating demand and has the highest energy efficiency from each of the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem, and from the heat pump subsystem, the high-pressure cooling subsystem, and the battery self-heating subsystem after linkage, to heat the battery; If the selected subsystem that satisfies the passenger compartment heating demand and is most energy efficient is similar to the subsystem that satisfies the battery heating demand and is most energy efficient, control the subsystem to heat in response to the subsystem simultaneously satisfying the passenger compartment heating demand and the battery heating demand; 3. The integrated thermal management system of claim 1 or 2, wherein, in response to the subsystem not satisfying both the passenger compartment heating demand and the battery heating demand, the system selects and heats the subsystem that satisfies the passenger compartment heating demand and has the second highest energy efficiency and the subsystem that satisfies the battery heating demand and has the second highest energy efficiency, or selects and heats one of the subsystem that satisfies the passenger compartment heating demand and has the second highest energy efficiency and the subsystem that satisfies the battery heating demand and has the second highest energy efficiency.

6. 3. The integrated thermal management system of claim 1, wherein the control subsystem is used to obtain return air inlet information of a compressor in the heat pump subsystem and to perform air replenishment and enthalpy increase on the compressor based on the return air inlet information, and the control subsystem is further used to obtain a supplyable heat value and an energy efficiency value of the heat pump subsystem after air replenishment and enthalpy increase, and the return air inlet information includes one of a return air pressure and a return air temperature of the return air inlet of the compressor.

7. the battery self-heating subsystem: a battery including a first battery pack and a second battery pack, wherein a negative electrode of the first battery pack is connected to a positive electrode of the second battery pack at a connection point that is a first node; an inverter circuit having a DC terminal connected to the positive electrode of the first battery pack and a negative DC terminal connected to the negative electrode of the second battery pack; a drive motor, wherein a three-phase winding is connected to a corresponding three-phase AC terminal of the inverter circuit, and a neutral point of the three-phase winding is connected to the first node by a controllable switch; 3. The integrated thermal management system according to claim 1, wherein the control subsystem, when determining to employ the battery self-heating subsystem to heat the battery, controls the controllable switch to an on state, controls the inverter circuit to be on and off, and is used to alternately oscillate and heat the first battery pack and the second battery pack using the three-phase winding.

8. 8. The integrated thermal management system of claim 7, wherein the control subsystem first controls all upper tubes of each bridge arm in the inverter circuit to an on state and all lower tubes to an off state, so that the first battery pack charges the three-phase winding; then controls all upper and lower tubes of each bridge arm in the inverter circuit to an off state, so that the three-phase winding charges the second battery pack; also controls all lower tubes of each bridge arm in the inverter circuit to an on state and all upper tubes to an off state, so that the second battery pack charges the three-phase winding; and controls all upper and lower tubes of each bridge arm in the inverter circuit to an off state, so that the three-phase winding charges the first battery pack; and repeats this process to alternately oscillate and heat.

9. 3. The integrated thermal management system of claim 1, wherein the control subsystem is further configured to obtain a corresponding cooling demand value when there is a cooling demand in the passenger compartment, and to control the heat pump subsystem based on the cooling demand value to cool the passenger compartment.

10. 3. The integrated thermal management system of claim 1 or 2, wherein the control subsystem is further configured to obtain a corresponding cooling demand value when the battery has a cooling demand, and to control the heat pump subsystem based on the cooling demand value to exchange heat with the battery.

11. 3. The integrated thermal management system according to claim 1 or 2, wherein the control subsystem is further used to, when there is a heat dissipation demand in the high-pressure system, control the high-pressure refrigeration subsystem to shut off heat exchange between the high-pressure refrigeration subsystem and the heat pump subsystem in response to the absence of a heat exchange demand in the heat pump subsystem, control the high-pressure refrigeration subsystem to cause the high-pressure system to dissipate heat to air, and, when there is a heat exchange demand in the heat pump subsystem, control the high-pressure refrigeration subsystem to cause the heat pump subsystem to exchange heat and dissipate heat from the high-pressure system.

12. A vehicle comprising an integrated thermal management system according to claim 1 or 2.

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