CN116587811A

CN116587811A - Vehicle-mounted thermal circulation system and vehicle

Info

Publication number: CN116587811A
Application number: CN202310537229.8A
Authority: CN
Inventors: 张珍珍; 王满
Original assignee: Hangzhou Lingdong Automobile Thermal Management Technology Co ltd
Current assignee: Hangzhou Lingdong Automobile Thermal Management Technology Co ltd
Priority date: 2023-05-11
Filing date: 2023-05-11
Publication date: 2023-08-15

Abstract

The invention discloses a vehicle-mounted thermal circulation system and a vehicle, wherein in the vehicle-mounted thermal circulation system, a heating water pump is connected with a first valve port of an eleven-way valve, a warm air core is connected with a second valve port of the eleven-way valve, a battery cooler is connected with a third valve port, a battery water pump is connected with a fourth valve port, two ends of a power battery are respectively connected with a fifth valve port and a sixth valve port of the eleven-way valve, an electric drive water pump is connected with a seventh valve port of the eleven-way valve, an eighth valve port of the eleven-way valve is connected on a pipeline between an electric drive part and a first radiator, the first radiator is connected with a ninth valve port of the eleven-way valve, and two ends of a second radiator are respectively connected with a tenth valve port and the eleven valve port. Therefore, three circulation loops can be integrated and fitted together through the eleven-way valve, occupied space can be effectively reduced, and part of liquid pipelines can be omitted. Meanwhile, the second radiator can be selectively connected into the heating loop through the eleven-way valve, an outdoor heat exchanger is not required to be arranged in the refrigerant loop, and part of refrigerant pipelines can be omitted.

Description

Vehicle-mounted thermal circulation system and vehicle

Technical Field

The invention relates to the technical field of vehicles, in particular to a vehicle-mounted thermal circulation system and a vehicle.

Background

With the rapid development of the new energy automobile industry, the demand of consumer market users for new energy automobiles is increasing, and rapid iterative update of new technologies in the field of new energy automobiles is promoted. In the related art, in order to realize the functions of cooling and heating of a passenger cabin of the whole vehicle, heating and cooling of a battery, electric drive (electric control) cooling and the like, the existing new energy automobile relates to a large number of parts of a refrigerant loop and a water loop, and the problems of increased cost, large occupied arrangement space and the like of the whole vehicle caused by a large number of parts and pipelines.

Disclosure of Invention

The embodiment of the invention provides a vehicle-mounted thermal circulation system and a vehicle.

The vehicle-mounted thermal cycle system of the embodiment of the invention is used for a vehicle and comprises:

the refrigerant loop comprises a compressor, a condenser, an evaporator and a gas-liquid separator which are sequentially connected to the pipeline;

an eleven-way valve;

the heating loop comprises a heating water pump and a warm air core body which are connected to a pipeline, wherein the condenser is also connected between the heating water pump and the warm air core body, one end of the heating water pump is connected with the condenser, the other end of the heating water pump is connected with a first valve port of the eleven-way valve, one end of the warm air core body is connected with the condenser, and the other end of the warm air core body is connected with a second valve port of the eleven-way valve;

The battery loop comprises a battery water pump, a power battery and a battery cooler, wherein one end of the battery cooler is connected with the battery water pump, the other end of the battery cooler is connected with a third valve port of the eleven-way valve, one end of the battery water pump is connected with the battery cooler, the other end of the battery water pump is connected with a fourth valve port of the eleven-way valve, two ends of the power battery are respectively connected with a fifth valve port and a sixth valve port of the eleven-way valve, the battery cooler is further connected with the refrigerant loop, one end of a pipeline of the battery cooler, which is connected with the refrigerant loop, is connected with a pipeline between the condenser and the evaporator, and the other end of the pipeline of the battery cooler is connected with a pipeline between the evaporator and the gas-liquid separator;

the electric drive loop comprises an electric drive water pump, an electric drive component and a first radiator which are sequentially connected to a pipeline, one end of the electric drive water pump is connected with the electric drive component, the other end of the electric drive water pump is connected with a seventh valve port of the eleven-way valve, an eighth valve port of the eleven-way valve is connected to the pipeline between the electric drive component and the first radiator, one end of the first radiator is connected with the electric drive component, and the other end of the first radiator is connected with a ninth valve port of the eleven-way valve;

The two ends of the second radiator are respectively connected with a tenth valve port and an eleventh valve port of the eleven-way valve; and

a first fan for creating an air flow through the second radiator and a second fan for creating an air flow through the evaporator and/or the warm air core.

In some embodiments, a first throttle valve is provided at a refrigerant inlet of the battery cooler in the refrigerant circuit, the first throttle valve being used to control a flow rate of refrigerant flowing through the battery cooler;

the inlet of the evaporator is provided with a second throttle valve, and the second throttle valve is used for controlling the flow of the refrigerant flowing into the evaporator.

In certain embodiments, the on-board thermal cycle system has a passenger compartment cooling mode;

in the passenger cabin refrigeration mode, the heating water pump, the compressor, the first fan and the second fan are all started;

the first valve port of the eleven-way valve is communicated with the eleventh valve port, and the second valve port is communicated with the tenth valve port, so that the heating water pump, the condenser, the warm air core and the second radiator form a circulation to cool liquid through the second radiator;

Cooling the refrigerant flowing out of the compressor in the condenser to heat the liquid flowing through the condenser, enabling the heated liquid flowing out of the condenser to flow into the second radiator through the undec valve, enabling the cooled liquid to flow into the heating loop from the undec valve to enter the next circulation;

the refrigerant cooled by the condenser enters the evaporator, the air flow formed by the second fan flows through the evaporator and does not flow through the warm air core, and the cooled refrigerant absorbs heat of the air flow flowing through the evaporator to evaporate to form cold air flow when flowing through the evaporator, so that the passenger cabin is refrigerated.

In certain embodiments, the on-board thermal cycle system has a passenger compartment heat pump heating mode;

in the passenger cabin heat pump heating mode, the compressor, the heating water pump, the battery water pump, the first fan and the second fan are all started;

the first valve port of the eleven-way valve is communicated with the second valve port so that the heating water pump, the condenser and the warm air core form circulation;

The third valve port of the eleven-way valve is communicated with the tenth valve port, and the fourth valve port is communicated with the eleventh valve port, so that the battery water pump, the battery cooler and the second radiator form a circulation to absorb heat in the environment;

cooling the refrigerant flowing out of the compressor in the condenser to heat the liquid flowing through the condenser, enabling the cooled refrigerant to flow into the battery cooler for absorbing heat and evaporating, enabling the evaporated refrigerant to flow through the gas-liquid separator and then flow back to the compressor;

the liquid in the heating loop is heated when flowing through the condenser under the action of the heating water pump, the heated liquid flows back to the heating water pump through the eleven-way valve after flowing through the warm air core, and the second fan forms air flow flowing through the warm air core to be heated by the warm air core so as to heat the passenger cabin.

In certain embodiments, the on-board thermal cycle system has a passenger compartment heating dehumidification mode;

in the passenger cabin heating and dehumidifying mode, the heating water pump, the compressor, the first fan and the second fan are started, a first valve port of the eleven-way valve is communicated with an eleventh valve port, and a second valve port of the eleven-way valve is communicated with a tenth valve port, so that the heating water pump, the condenser, the warm air core and the second radiator form a circulation;

The refrigerant flowing out of the compressor is cooled in the condenser to heat the liquid flowing through the condenser, then enters the evaporator to absorb heat and evaporate, and the evaporated refrigerant flows through the gas-liquid separator and flows back to the compressor;

the liquid in the heating loop is heated when flowing through the condenser under the action of the heating water pump, the heated liquid flows into the second radiator through the eleven-way valve after flowing through the warm air core body, and then flows back to the heating water pump through the eleven-way valve;

the second fan forms air flow flowing through the warm air core body and the evaporator, hot air is formed when liquid heated in the condenser flows into the warm air core body, and the hot air is dehumidified by the evaporator and then blown into the passenger cabin to realize heating and dehumidification of the passenger cabin.

In certain embodiments, the on-vehicle thermal cycle system further comprises a third throttle valve, one end of the third throttle valve is connected between the pipelines of the compressor and the condenser, and the other end of the third throttle valve is connected with the gas-liquid separator;

the vehicle-mounted thermal circulation system is further provided with a gas supplementing and enthalpy increasing heating mode, in the gas supplementing and enthalpy increasing heating mode, the compressor, the heating water pump, the battery water pump, the first fan and the second fan are all started, the third throttle valve is in a throttle state or a full-open state, the first valve port of the eleven-pass valve is communicated with the second valve port to enable the heating water pump, the condenser and the warm air core to form circulation, the third valve port of the eleven-pass valve is communicated with the tenth valve port, and the fourth valve port is communicated with the eleventh valve port to enable the battery water pump, the battery cooler and the second radiator to form circulation to absorb heat in the environment;

Part of the refrigerant flowing out of the compressor flows into the gas-liquid separator after flowing through the third throttling valve port, the other part of the refrigerant flows through the condenser to be cooled so as to heat the liquid flowing through the condenser, the cooled refrigerant flows into the battery cooler to absorb heat and evaporate, and the evaporated refrigerant flows back to the compressor after flowing through the gas-liquid separator;

In certain embodiments, the on-board thermal cycle system has a battery forced cooling mode;

in the forced battery cooling mode, the compressor, the heating water pump, the battery water pump and the first fan are all started;

the first valve port of the eleven-way valve is communicated with the eleventh valve port, and the second valve port is communicated with the tenth valve port, so that the heating water pump, the condenser, the warm air core body and the second radiator form a circulation;

The third valve port of the eleven-way valve is communicated with the sixth valve port, and the fourth valve port is communicated with the fifth valve port, so that the battery water pump, the battery cooler and the power battery form a circulation;

the refrigerant flowing out of the compressor is cooled in the condenser to heat the liquid flowing through the condenser, the heated liquid flows into the second radiator through the eleven-way valve under the action of the heating water pump to be subjected to heat dissipation and cooling through the first fan, and the cooled liquid flows into the heating loop from the eleven-way valve to enter the next circulation;

cooling the power battery by cooling liquid in a circulation loop formed by the battery water pump, the battery cooler and the power battery by allowing the refrigerant flowing out of the condenser to flow into the battery cooler for absorbing heat and evaporating;

and/or, the vehicle-mounted thermal cycle system is also provided with a battery natural heat dissipation mode;

in the natural battery heat dissipation mode, the electric drive water pump and the first fan are started, a fifth valve port and a seventh valve port of the eleven-way valve are communicated, and a sixth valve port and a ninth valve port are communicated, so that the power battery, the electric drive water pump, the electric drive component and the first radiator form a circulation;

The liquid flowing through the power battery flows through the electric driving part under the action of the electric driving water pump and then flows into the first radiator for cooling, and the cooled liquid flows back to the power battery through the eleven-way valve port to enter the next circulation, so that the heat of the power battery is dissipated.

the vehicle-mounted thermal circulation system is also provided with a gas supplementing and enthalpy increasing battery heating mode, and in the gas supplementing and enthalpy increasing battery heating mode, the compressor, the heating water pump, the battery water pump and the first fan are all started, and the third throttle valve is in a throttle state or a full-open state;

the first valve port of the eleven-way valve is communicated with the eleventh valve port, and the second valve port is communicated with the tenth valve port, so that the heating water pump, the condenser, the warm air core body and the second radiator form circulation;

Part of the refrigerant flowing out of the compressor flows into the gas-liquid separator through the third throttling valve port, the other part of refrigerant flows through the condenser to be cooled so as to heat the liquid flowing through the condenser, the heated liquid flows into the second radiator through the undec valve under the action of the heating water pump to be cooled through heat dissipation of the first fan, and the cooled liquid flows into the heating loop from the undec valve to enter the next circulation;

the refrigerant flowing out of the condenser flows into the battery cooler to absorb heat and evaporate so as to cool the liquid in a circulation loop formed by the battery water pump, the battery cooler and the power battery, thereby cooling the power battery.

In certain embodiments, the on-board thermal cycle system has a waste heat recovery heating mode;

in the waste heat recovery heating mode, the electric drive water pump is started, a fifth valve port and a seventh valve port of the eleven-way valve are communicated, and a sixth valve port and an eighth valve port are communicated, so that the power battery, the electric drive water pump and the electric drive component form circulation;

the liquid flowing through the power battery absorbs heat emitted by the electric driving part when flowing through the electric driving part under the action of the electric driving water pump, and the heated liquid flows back to the power battery through the eleven-way valve port to enter the next circulation, so that the heat of the electric driving part is utilized to heat the power battery; and/or

The vehicle-mounted thermal circulation system is further provided with an electric drive heat storage mode, in the electric drive heat storage mode, the electric drive water pump is started, the seventh valve port and the eighth valve port of the eleven-way valve are communicated, the electric drive water pump conveys liquid to the position of the electric drive part to absorb heat, then the heat flows back into the electric drive water pump through the eleven-way valve to enter the next circulation, and then the heat of the electric drive part is stored in the liquid.

The vehicle of the embodiment of the invention includes the in-vehicle thermal cycle system described in any one of the above.

In the vehicle-mounted thermal circulation system and the vehicle in the embodiment of the invention, the vehicle-mounted thermal circulation system comprises a refrigerant loop, a battery loop, a heating loop, an electric drive loop, an eleven-way valve, a second radiator, a first fan and a second fan. The eleven-way valve can integrate and fit the battery loop, the electric drive loop and the heating loop together, so that occupied space can be effectively reduced, the utilization rate of the space can be improved, part of liquid pipelines can be omitted, and the cost can be reduced. In addition, the refrigerant loop can carry out heat exchange with the heating loop through the condenser, the second radiator can be selectively connected into the heating loop through the eleven-way valve, and then the second radiator and the first fan are utilized to carry out heat exchange with the refrigerant flowing through the condenser, so that an outdoor heat exchanger is not required to be arranged in the refrigerant loop, part of refrigerant pipelines can be omitted, and the cost is reduced.

Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

Drawings

Fig. 1 is a schematic structural view of a vehicle according to an embodiment of the present invention.

Fig. 2 is a schematic structural diagram of a vehicle-mounted thermal circulation system according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of an on-board thermal cycle system of an embodiment of the present invention in a passenger compartment cooling mode;

FIG. 4 is a schematic diagram of an on-board thermal circulation system of an embodiment of the present invention in a passenger compartment heat pump heating mode;

FIG. 5 is a schematic diagram of an on-board thermal cycle system of an embodiment of the present invention in a passenger compartment heating dehumidification mode;

fig. 6 is a schematic diagram of the on-vehicle thermal cycle system according to the embodiment of the present invention in the air-supplementing and enthalpy-increasing heating mode;

fig. 7 is a schematic diagram of the on-vehicle thermal cycle system of the embodiment of the present invention in the battery forced cooling mode;

fig. 8 is a schematic diagram of the on-vehicle thermal cycle system according to the embodiment of the present invention in the natural heat dissipation mode of the battery;

fig. 9 is a schematic diagram of the on-vehicle thermal cycle system according to the embodiment of the present invention in the waste heat recovery heating mode;

Fig. 10 is a schematic diagram of the on-vehicle thermal cycle system according to the embodiment of the present invention in the air-supplementing enthalpy-increasing battery heating mode;

fig. 11 is a schematic diagram of the on-vehicle thermal cycle system according to the embodiment of the present invention in the electric drive heat storage mode;

fig. 12 is a schematic diagram of the on-vehicle thermal cycle system according to the embodiment of the present invention in the electric drive cooling mode.

Description of main reference numerals:

an in-vehicle thermal cycle system 100;

a refrigerant circuit 10, a compressor 11, a condenser 12, an evaporator 13, a gas-liquid separator 14, an exhaust gas temperature sensor 15, a low pressure sensor 16, a first throttle valve 17, a second throttle valve 18, a surface temperature sensor 19, an evaporator outlet temperature sensor 110, and a battery cooler outlet temperature sensor 111;

an eleven-way valve 20, a first valve port a, a second valve port b, a third valve port c, a fourth valve port d, a fifth valve port e, a sixth valve port f, a seventh valve port g, an eighth valve port h, a ninth valve port i, a tenth valve port j, and an eleventh valve port k;

a heating loop 30, a heating water pump 31, and a warm air core 32;

a battery circuit 40, a battery water pump 41, a power battery 42, a battery cooler 43, a first water temperature sensor 44;

an electric drive circuit 50, an electric drive water pump 51, an electric drive component 52, a first radiator 53, a second water temperature sensor 54, an external temperature sensor 55 and an air quality sensor 56;

A second radiator 60, a first fan 70, a second fan 80;

vehicle 1000, vehicle body 200.

Detailed Description

Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements throughout or elements which may have the same or similar functions. The embodiments described below by referring to the drawings are exemplary only for explaining the present invention and are not to be construed as limiting the present invention.

In the description of embodiments of the present invention, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more of the described features. In the description of the embodiments of the present invention, the meaning of "plurality" is two or more, unless explicitly defined otherwise.

In describing embodiments of the present invention, it should be noted that the terms "mounted," "connected," and "coupled" are to be construed broadly, and may be either fixedly coupled, detachably coupled, or integrally coupled, for example, unless otherwise indicated and clearly defined; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the embodiments of the present invention can be understood by those of ordinary skill in the art according to specific circumstances.

The following disclosure provides many different embodiments, or examples, for implementing different structures of embodiments of the invention. In order to simplify the disclosure of embodiments of the present invention, components and arrangements of specific examples are described below. They are, of course, merely examples and are not intended to limit the invention. Furthermore, embodiments of the present invention may repeat reference numerals and/or letters in the various examples, which are for the purpose of brevity and clarity, and do not in itself indicate a relationship between the various embodiments and/or arrangements discussed. In addition, embodiments of the present invention provide examples of various specific processes and materials, but one of ordinary skill in the art will recognize the application of other processes and/or the use of other materials.

Referring to fig. 1, a vehicle 1000 in an embodiment of the present invention may include a vehicle body 200 and an on-vehicle thermal cycle system 100 in an embodiment of the present invention, and the on-vehicle thermal cycle system 100 may be mounted on the vehicle body 200.

Referring to fig. 2, the vehicle-mounted thermal cycle system 100 according to the embodiment of the invention may include a refrigerant circuit 10, an undec valve 20, a heating circuit 30, a battery circuit 40, an electric drive circuit 50, a second radiator 60, a first fan 70 and a second fan 80.

As shown in fig. 2, the refrigerant circuit 10 may include a compressor 11, a condenser 12, an evaporator 13, and a gas-liquid separator 14 connected in a pipeline. Specifically, the condenser 12 may have a refrigerant circulation line and a liquid circulation line, which may exchange heat, and the refrigerant circulation line of the condenser 12 is connected to the refrigerant circuit 10.

The eleven-way valve 20 may be a proportional valve that may have eleven ports, and may adjust the flow direction of the liquid by adjusting the communication state of each port, and may adjust the opening degree of each port to adjust the flow rate of the liquid.

The heating loop 30 may include a heating water pump 31 and a warm air core 32 disposed on a pipe, and the condenser 12 is further connected between the heating water pump 31 and the warm air core 32, that is, a liquid circulation pipe of the condenser 12 is connected between the warm air core 32 of the heating water pump 31; one end of the heating water pump 31 is connected with the condenser 12, the other end is connected with the first valve port a of the eleven-way valve 20, one end of the warm air core 32 is connected with the condenser 12, the other end is connected with the second valve port b of the eleven-way valve 20, namely, two ends of the heating water pump 31 are respectively connected with a liquid circulation pipeline of the condenser 12 and the first valve port a of the eleven-way valve 20, and two ends of the warm air core 32 are respectively connected with the condenser 12 and the second valve port b.

The battery loop 40 may include a battery water pump 41, a power battery 42 and a battery cooler 43, wherein one end of the battery cooler 43 is connected with the battery water pump 41, the other end is connected with a third valve port c of the undec-on valve 20, one end of the battery water pump 41 is connected with the battery cooler 43, the other end is connected with a fourth valve port d of the undec-on valve 20, and two ends of the power battery 42 are respectively connected with a fifth valve port e and a sixth valve port f of the undec-on valve 20;

the battery cooler 43 is also connected to the refrigerant circuit 10, one end of a pipe of the battery cooler 43 connected to the refrigerant circuit 10 is connected to a pipe between the condenser 12 and the evaporator 13, and the other end is connected to a pipe between the evaporator 13 and the gas-liquid separator 14, that is, the battery cooler 43 may also have a refrigerant circulation pipe and a liquid circulation pipe, both of which may perform heat exchange, the refrigerant circulation pipe of the battery cooler 43 is connected to the refrigerant circuit 10, the liquid circulation pipe of the battery cooler 43 is connected to the battery circuit 40, one end is connected to the battery water pump 41, and the other end is connected to the third valve port c of the undecano valve 20.

The electric drive circuit 50 may include an electric drive water pump 51, an electric drive component 52 and a first radiator 53 sequentially connected to a pipeline, wherein one end of the electric drive water pump 51 is connected to the electric drive component 52, the other end is connected to a seventh valve port g of the undec-pass valve 20, an eighth valve port h of the undec-pass valve 20 is connected to the pipeline between the electric drive component 52 and the first radiator 53, one end of the first radiator 53 is connected to the electric drive component 52, and the other end is connected to a ninth valve port i of the undec-pass valve 20.

The second radiator 60 has two ends connected to the tenth valve port j and the eleventh valve port k of the undec valve 20, respectively, the first fan 70 is used for forming an air flow through the second radiator 60, and the second fan 80 is used for forming an air flow through the evaporator 13 and/or the warm air core 32.

In the in-vehicle thermal cycle system 100 and the vehicle 1000 in the embodiment of the invention, the in-vehicle thermal cycle system 100 includes the refrigerant circuit 10, the battery circuit 40, the heating circuit 30, the electric drive circuit 50, the undec valve 20, the second radiator 60, the first fan 70, and the second fan 80. The three circulation loops of the battery loop 40, the electric drive loop 50 and the heating loop 30 can be integrated and fitted together through the eleven-way valve 20, so that occupied space can be effectively reduced, the utilization rate of the space can be improved, part of liquid pipelines can be omitted, and the cost can be reduced. In addition, the refrigerant circuit 10 can perform heat exchange with the heating circuit 30 through the condenser 12, and the second radiator 60 can be selectively connected into the heating circuit 30 through the undec valve 20, so that the second radiator 60 and the first fan 70 are utilized to perform heat exchange with the refrigerant flowing through the condenser 12, and an outdoor heat exchanger is not required to be arranged in the refrigerant circuit 10, so that part of refrigerant pipelines can be omitted, and the cost is reduced. Furthermore, the eleven-way valve 20 may also selectively communicate the battery circuit 40, the electric drive circuit 50, and the second radiator 60 such that the fluid in the vehicle thermal circulation system 100 may flow in different flow paths to achieve different modes of operation.

Specifically, in the present invention, the vehicle 1000 may be a hybrid vehicle or an electric vehicle, and the vehicle body 200 may include a vehicle body, a vehicle frame, and the like, specifically without limitation, that is, in the present invention, components of the vehicle 1000 other than the in-vehicle thermal cycle system 100 may be collectively referred to as the vehicle body 200.

In the present invention, the compressor 11 may be used to compress and transport a refrigerant, the gas-liquid separator 14 is connected to an inlet of the compressor 11, the evaporator 13 is used to introduce the refrigerant to cool the passenger compartment of the vehicle 1000, the warm air core 32 may be used to heat the passenger compartment of the vehicle 1000, the second fan 80 may form a hot air when an air flow passing through the warm air core 32 is formed, the battery water pump 41, the heating water pump 31 and the electric drive water pump 51 are all used to transport a liquid, and different liquid circulation paths may be formed by controlling the communication states of the respective valve ports of the eleven-way valve 20.

Further, the first radiator 53 may be used for introducing liquid to cool and dissipate heat, and the electric driving component 52 may include a driving motor, a speed reducer, a charging module, an on-board controller, and other elements of the vehicle 1000, where the driving motor may be electrically connected with the power battery 42 to drive the vehicle 1000 to travel by electric energy, and the elements inside the electric driving component 52 are connected by liquid pipes.

The second heat sink 60 may be used for heat exchange with an external environment, for example, when the temperature of the liquid flowing through the second heat sink 60 is low, the heat in the external environment may be absorbed by the first fan 70 when the liquid flows through the second heat sink 60, so that the temperature of the liquid increases, and when the temperature of the liquid flowing through the second heat sink 60 is high, the heat may be emitted to the external environment by the first fan 70 when the liquid flows through the second heat sink 60, so as to realize cooling of the liquid.

The liquid flowing through the battery cooler 43 can exchange heat with the refrigerant flowing through the battery cooler 43, and when the refrigerant is cooled by heat radiation in the battery cooler 43, the liquid flowing through the battery cooler 43 is heated, and when the refrigerant absorbs heat and evaporates in the battery cooler 43, the liquid flowing through the battery cooler 43 is cooled.

In the present invention, the condenser 12 may be a water-cooled condenser, and the battery cooler 43 may be a heat exchange device similar to the water-cooled condenser, that is, the liquid in the battery circuit 40, the heating circuit 30 and the electric drive circuit 50 may be water, and of course, in other embodiments, the liquid in each liquid pipeline may be other types of cooling liquid, which is not limited herein.

The eleven-way valve 20 is used for controlling the liquid flow directions in the heating circuit 30, the battery circuit 40, the electric drive circuit 50 and the second radiator 60, and the communication between the battery circuit 40 and the electric drive circuit 50 can be realized through the communication between the different valve ports of the eleven-way valve 20, the communication between the second radiator 60 and the heating circuit 30, the communication between the battery circuit 40 and the second radiator 60, and the like, that is, the communication mode of each valve port of the eleven-way valve 20 can be adjusted to realize different liquid flow directions so as to realize different functions.

Referring to fig. 2, in some embodiments, the first heat sink 53 and the second heat sink 60 may be disposed opposite to each other, for example, they may be disposed side by side, and the first fan 70 may be disposed side by side. As such, the first fan 70 may simultaneously form the air flows through the first and second heat sinks 53 and 60 to sufficiently exchange heat between the liquid flowing through the first and second heat sinks 53 and 60 and the air in the outdoor environment.

Specifically, as shown in fig. 2, in the embodiment of the present invention, the first radiator 53, the second radiator 60 and the first fan 70 may be arranged side by side, and the first radiator 53 and the second radiator 60 share one fan, so that the cost can be reduced.

Furthermore, it will be appreciated that in some embodiments, where it is only necessary to create an airflow through the first heat sink 53 or the second heat sink 60, the first heat sink 53, the second heat sink 60, and the first fan 70 may comprise a module, and a damper may be disposed within the module, where the state of the damper may be controlled to control the airflow created by the first fan 70 to flow through only the first heat sink 53 or through only the second heat sink 60, or through both the first heat sink 53 and the second heat sink 60.

Of course, it is understood that in other embodiments, the first heat sink 53 and the second heat sink 60 may correspond to two first fans 70, that is, the first heat sink 53 corresponds to one first fan 70, and the first heat sink 53 corresponds to one first fan 70, which is not limited herein.

With continued reference to fig. 2, in some embodiments, the warm air core 32 and the evaporator 13 may be disposed opposite to each other, the warm air core 32 may be used for heating the passenger compartment, the evaporator 13 may be used for cooling the passenger compartment, the second fan 80 may be disposed corresponding to the warm air core 32 and the evaporator 13, and the warm air and cold air functions may be realized by one second fan 80, that is, the warm air core 32 and the evaporator 13 may share one fan to realize the warm air and cold air.

Specifically, in such an embodiment, the warm air core 32 and the evaporator 13 may constitute an air conditioning case assembly in which a cold and hot air door may be provided, and the flow rate of the air flow formed by the second fan 80 may be controlled by controlling the state of the cold and hot air door, for example, when the warm air core 32 is engaged in operation and the evaporator 13 is not engaged in operation, the state of the cold and hot air door may be adjusted so that the second fan 80 forms an air flow flowing only through the warm air core 32 or simultaneously through the warm air core 32 and the evaporator 13 to form hot air to realize a passenger compartment heating function;

when the warm air core 32 does not participate in the operation, only the evaporator 13 is in operation, the state of the cold and hot air door can be adjusted so that the second fan 80 forms air flow which only flows through the evaporator 13 to form cold air, thereby realizing the refrigerating function of the passenger cabin, and when the warm air core 32 and the evaporator 13 are in operation, hot air formed by the warm air core 32 can be condensed and dehumidified by the evaporator 13 and then blown into the passenger cabin to realize the heating and dehumidification of the passenger cabin.

Of course, it should be understood that in other embodiments, the warm air core 32 and the evaporator 13 may also correspond to two second fans 80, that is, the warm air core 32 corresponds to one second fan 80, and the evaporator 13 corresponds to one second fan 80, which is not limited herein.

With continued reference to fig. 2, in some embodiments, a discharge temperature sensor 15 may also be provided at the outlet of the compressor 11 for detecting the temperature of the refrigerant at the outlet of the compressor 11. At the inlet of the gas-liquid separator 14 or at the inlets of the gas-liquid separator 14 and the compressor 11, a low pressure sensor 16 for detecting the pressure of the refrigerant returned into the gas-liquid separator 14 and the compressor 11 to monitor the low pressure of the refrigerant is further provided.

In addition, in some embodiments, a surface temperature sensor 19 for detecting the surface temperature of the evaporator 13 may also be provided on the surface of the evaporator 13. The evaporator 13 may further be provided at an outlet thereof with an evaporator outlet temperature sensor 110 for monitoring a temperature of the refrigerant flowing out of the evaporator 13, and the battery cooler 43 may be provided at a refrigerant outlet thereof with a battery cooler outlet temperature sensor 111 for monitoring a temperature of the refrigerant flowing out of the battery cooler 43.

In addition, as shown in fig. 2, in some embodiments, a high pressure and temperature integrated sensor 112 may be further provided at the refrigerant outlet of the condenser 12, for detecting the pressure and temperature of the refrigerant flowing out of the condenser 12 to monitor it.

With continued reference to fig. 2, in some embodiments, the battery circuit 40 may further include a first water temperature sensor 44, the electric drive 52 may include a second water temperature sensor 54 integrated therein, or the electric drive circuit 50 may include a second water temperature sensor 54.

As such, the temperature of the fluid flowing through the power cell 42 may be detected by the first water temperature sensor 44 to feedback the temperature of the power cell 42, and the temperature of the fluid flowing through the electric drive member 52 may be detected by the second water temperature sensor 54 to feedback the temperature of the electric drive member 52.

Still further, referring to fig. 2, in some embodiments, an external temperature sensor 55 and an air quality sensor 56 may be disposed on a module formed by the first radiator 53 and the second radiator 60, the external temperature sensor 55 may be used to detect an ambient temperature outside the vehicle 1000, and the air quality sensor 56 may be used to detect an air quality of the environment.

With continued reference to fig. 2, in some embodiments, the on-board thermal cycle system 100 may further include a liquid level sensor 113, where the liquid level sensor 113 may be in communication with the pipes near the heating water pump 31, the battery water pump 41, and the electric drive water pump 51, respectively, so that the liquid level in each loop may be detected by the liquid level sensor for monitoring so as to timely replenish the liquid.

With continued reference to fig. 2, in some embodiments, a first throttle valve 17 may be disposed at the refrigerant inlet of the battery cooler 43, where the first throttle valve 17 is used to control the flow rate of the refrigerant flowing through the battery cooler 43;

a second throttle valve 18 may be provided at an inlet of the evaporator 13, and the second throttle valve 18 is used to control a flow rate of the refrigerant flowing into the evaporator 13.

In this way, the state of the first throttle valve 17 and the second throttle valve 18 can be controlled to control the flow direction of the refrigerant in the refrigerant circuit 10, thereby realizing different functions.

Specifically, in such embodiments, the first throttle valve 17 and the second throttle valve 18 may each be a throttle element such as an electronic expansion valve, and in some embodiments, the first throttle valve 17 and the second throttle valve 18 may have three states, which may be a closed state, a throttle state, and a fully open state, respectively, the closed state may be understood as a state in which the refrigerant is substantially unable to pass through the throttle valve, the throttle state may be understood as a state in which the throttle valve may throttle the refrigerant, and the fully open state may be understood as a state in which the refrigerant is able to normally pass through the throttle valve entirely without throttling it. Of course, it will be appreciated that in some embodiments, the throttle valve may have only two states, a closed state and a throttled state, without limitation.

It will be appreciated that the refrigerant will only flow through the battery cooler 43 when the first throttle valve 17 is in the throttled state and the second throttle valve 18 is in the closed state. When the first throttle valve 17 is in the closed state and the second throttle valve 18 is in the throttled state, the refrigerant flows only through the evaporator 13.

Referring to fig. 3, in some embodiments, the on-board thermal cycle system 100 may have a passenger compartment cooling mode in which the heating water pump 31, the compressor 11, the first fan 70, and the second fan 80 are all activated;

the first valve port a of the eleven-way valve 20 communicates with the eleventh valve port k, and the second valve port b communicates with the tenth valve port j, so that the heating water pump 31, the condenser 12, the warm air core 32, and the second radiator 60 form a cycle to cool the liquid by the second radiator 60;

the refrigerant flowing out of the compressor 11 is cooled in the condenser 12 to heat the liquid flowing through the condenser 12, the heated liquid flowing out of the condenser 12 flows into the second radiator 60 through the undec valve 20 to be cooled by the first fan 70, and the cooled liquid flows into the heating circuit 30 from the undec valve 20 to enter the next cycle;

the refrigerant cooled by the condenser 12 enters the evaporator 13, the air flow formed by the second fan 80 flows through the evaporator 13 and does not flow through the warm air core 32, and the cooled refrigerant absorbs heat of the air flow flowing through the evaporator 13 to evaporate to form a cold air flow when flowing through the evaporator 13, so that the passenger cabin is refrigerated. In this mode, the flow direction of the refrigerant and the liquid can be specifically referred to by arrows on the circuit in fig. 3, that is, the direction of the arrows on the circuit in fig. 3 represents the flow direction of the refrigerant and the liquid.

Thus, when the temperature of the external environment is higher and the passenger cabin has a refrigeration requirement, the controller of the vehicle 1000 can be used for controlling the starting of the compressor 11, the heating water pump 31, the first fan 70 and the second fan 80, and controlling the valve port communication mode of the undec valve 20 to control the vehicle-mounted thermal circulation system 100 to be in the passenger cabin refrigeration mode, meanwhile, the undec valve 20 is used for connecting the second radiator 60 into the heating loop 30, the second radiator 60 can be used for cooling the liquid in the heating loop 30 so as to realize heat exchange with the refrigerant to ensure the refrigeration effect, an outdoor heat exchanger needing to be filled with the refrigerant is not required, part of refrigerant pipelines can be saved, and the cost is reduced.

Specifically, it will be appreciated that this mode is generally applicable in a scenario where the temperature of the external environment is high and the passenger compartment has a need for cooling, in such an embodiment, both the first fan 70 and the second fan 80 are activated, both the compressor 11 and the heating water pump 31 are also activated, the first throttle valve 17 is in a closed state, and the second throttle valve 18 is in a throttled state.

In this mode, the refrigerant is compressed by the compressor 11 and flows into the condenser 12, the heating water pump 31 simultaneously conveys the liquid into the condenser 12, the refrigerant exchanges heat with the liquid in the condenser 12 to condense the heat into the liquid, the liquid enters the second radiator 60 through the second valve port b and the tenth valve port j of the undecon valve 20 to emit the heat to the outside so as to realize cooling, and the cooled liquid returns to the heating water pump 31 from the eleventh valve port k and the first valve port a.

Meanwhile, as the first throttle valve 17 is closed, the refrigerant flowing out after cooling in the condenser 12 only flows into the evaporator 13, and absorbs heat and evaporates in the evaporator 13, so that the second fan 80 blows cold air into the passenger cabin, and the refrigerant flows into the gas-liquid separator 14 after absorbing heat and evaporating in the evaporator 13 and then flows back into the compressor 11 to realize circulation.

It will be appreciated that in such embodiments, the air flow generated by the second fan 80 only flows through the evaporator 13 and not through the warm air core 32, that is, the heating function of the warm air core 32 is not activated to avoid warm air during cooling, and in such a mode, the liquid can be cooled by the second radiator 60 to ensure the normal operation of the refrigeration cycle, that is, to ensure continuous cooling of the refrigerant in the condenser 12, the heat exchanged by the refrigerant into the liquid can be dissipated to the external environment through the second radiator 60 and the second fan 80.

Referring to fig. 4, in some embodiments, the on-board thermal cycle system 100 may further have a passenger compartment heat pump heating mode in which the compressor 11, the heating water pump 31, the battery water pump 41, the first fan 70, and the second fan 80 are all activated;

The first valve port a of the eleven-way valve 20 is communicated with the second valve port b so as to enable the heating water pump 31, the condenser 12 and the warm air core 32 to form circulation;

the third port c of the eleven-way valve 20 communicates with the tenth port j and the fourth port d communicates with the eleventh port k to circulate the battery water pump 41, the battery cooler 43 and the second radiator 60 to absorb heat in the environment;

the refrigerant flowing out of the compressor 11 is cooled in the condenser 12 to heat the liquid flowing through the condenser 12, the cooled refrigerant flows into the battery cooler 43 to absorb heat and evaporate, and the evaporated refrigerant flows through the gas-liquid separator 14 and flows back to the compressor 11;

the liquid in the heating loop 30 is heated when flowing through the condenser 12 by the heating water pump 31, the heated liquid flows through the warm air core 32 and then flows back to the heating water pump 31 through the eleven-way valve 20, and the second fan 80 forms an air flow flowing through the warm air core 32 to be heated by the warm air core 32 to heat the passenger compartment. In this mode, the direction of the refrigerant and the direction of the liquid can be specifically referred to by arrows on the circuit in fig. 4, that is, the directions of the arrows on the circuit in fig. 4 represent the directions of the refrigerant and the liquid.

In this way, when the passenger cabin has a warm air demand, the liquid in the heating loop 30 entering the warm air core 32 can be heated by the condenser 12 in the refrigerant loop 10 to heat the passenger cabin, meanwhile, in order to ensure the normal operation of the heating cycle, the battery water pump 41, the battery cooler 43 and the second radiator 60 can be communicated through the eleven-way valve 20 to form a cycle, so that the refrigerant flowing out of the condenser 12 can absorb heat and evaporate in the battery cooler 43 to enter the next cycle, and the heat absorbed by the refrigerant in the battery cooler 43 can be derived from the heat absorbed by the second radiator 60 from the external environment.

Specifically, in such an embodiment, the first throttle valve 17 is in the throttle state, the second throttle valve 18 is in the closed state, in the eleven-way valve 20, the liquid in the heating circuit 30 enters from the second valve port b, flows out from the first valve port a, the liquid in the circuit in which the battery water pump 41 is located enters from the third valve port c, flows out from the tenth valve port j, and the liquid flowing out from the second radiator 60 enters from the eleventh valve port k, flows out from the fourth valve port d to return to the battery water pump 41.

In operation, the compressor 11 delivers a high temperature and high pressure refrigerant to the condenser 12 to condense and release heat to heat the liquid in the heating circuit 30, and the heated liquid in the heating circuit 30 flows through the warm air core 32 to heat the air flow flowing through the warm air core 32 to form hot air. The refrigerant then enters the battery cooler 43 to absorb heat to evaporate, then enters the gas-liquid separator 14, and then returns to the compressor 11 for the next cycle. The refrigerant cools the liquid flowing through the battery cooler 43 in the battery cooler 43, and the cooled liquid enters the second radiator 60 to absorb the heat of the external environment under the action of the battery water pump 41 to raise the temperature, and then enters the battery cooler 43 to enter the next cycle.

It will be appreciated that in such an embodiment, no refrigerant passes through the evaporator 13, and the air flow generated by the second fan 80 may flow through both the warm air core 32 and the evaporator 13, or may flow through only the warm air core 32, which is not limited herein.

Referring to fig. 5, in some embodiments, the vehicle-mounted thermal cycle system 100 may further have a passenger compartment heating and dehumidifying mode in which the heating water pump 31, the compressor 11, the first fan 70 and the second fan 80 are all activated, the first valve port a of the undec-pass valve 20 communicates with the eleventh valve port k, and the second valve port b communicates with the tenth valve port j, so that the heating water pump 31, the condenser 12, the warm air core 32 and the second radiator 60 form a cycle;

the refrigerant flowing out of the compressor 11 is cooled in the condenser 12 to heat the liquid flowing through the condenser 12, then enters the evaporator 13 to absorb heat and evaporate, and the evaporated refrigerant flows through the gas-liquid separator 14 and flows back to the compressor 11;

the liquid in the heating loop 30 is heated when flowing through the condenser 12 under the action of the heating water pump 31, and the heated liquid flows into the second radiator 60 through the undec valve 20 after flowing through the warm air core 32, and then flows back to the heating water pump 31 through the undec valve 20;

The second fan 80 forms an air flow flowing through the warm air core 32 and the evaporator 13, and forms hot air when the liquid heated in the condenser 12 flows into the warm air core 32, and the hot air is dehumidified by the evaporator 13 and then blown into the passenger compartment to achieve heating and dehumidification of the passenger compartment.

In this mode, the direction of the refrigerant and the direction of the liquid can be specifically referred to by arrows on the circuit in fig. 5, that is, the directions of the arrows on the circuit in fig. 5 represent the directions of the refrigerant and the liquid.

Thus, when the humidity of the environment outside or in the vehicle is high, the flow direction of the liquid can be regulated by regulating the communication state of each valve port of the eleven-way valve 20 so as to realize the heating and dehumidifying functions of the passenger cabin.

Specifically, as shown in fig. 5, in such an embodiment, the liquid enters the eleven-way valve 20 from the second valve port b, flows out from the tenth valve port j and into the second radiator 60, flows out from the second radiator 60 from the eleventh valve port k, flows out from the first valve port a and returns to the heating water pump 31.

During operation, the compressor 11 conveys the high-temperature and high-pressure refrigerant into the condenser 12 to cool and release heat so as to heat the liquid in the heating loop 30, the heated liquid can heat the air flow flowing through the warm air core 32 to form hot air when flowing through the warm air core 32, then the cooled refrigerant enters the evaporator 13 to evaporate and absorb heat so as to condense the wet air in the passenger cabin, on the basis of refrigeration, the hot air blown out from the warm air core 32 can be dehumidified through the evaporator 13 and then blown into the passenger cabin to realize heating and dehumidification, and the refrigerant flowing out from the evaporator 13 returns into the compressor 11 after passing through the gas-liquid separator 14 so as to enter the next cycle.

It can be appreciated that in such an embodiment, the eleven-way valve 20 is used to connect the second radiator 60 to the heating circuit 30, after the heated liquid flows through the warm air core 32 to heat the passenger cabin, the liquid can pass through the second radiator 60 to cool, so that the liquid in the heating circuit 30 can exchange heat with the refrigerant again when returning to the condenser 12, and the refrigerant can be cooled at the condenser 12 circularly, so that the effect that the temperature of the liquid returned to the condenser 12 in the heating circuit 30 after long-time heating is too high to timely condense the refrigerant flowing through the condenser 12, and the evaporator 13 cannot effectively perform condensation of hot air is avoided.

Referring to fig. 6, in some embodiments, the on-vehicle thermal cycle system 100 may further include a third throttle valve 90, where one end of the third throttle valve 90 is connected between the pipelines of the compressor 11 and the condenser 12, and the other end is connected to the gas-liquid separator 14;

the in-vehicle thermal cycle system 100 may further have a supplementary enthalpy heating mode in which the compressor 11, the heating water pump 31, the battery water pump 41, the first fan 70, and the second fan 80 are all started, the third throttle valve 90 is in a throttle state or a full open state, the first valve port a of the undec-pass valve 20 communicates with the second valve port b to circulate the heating water pump 31, the condenser 12, and the warm air core 32, the third valve port c of the undec-pass valve 20 communicates with the tenth valve port j, and the fourth valve port d communicates with the eleventh valve port k to circulate the battery water pump 41, the battery cooler 43, and the second radiator 60 to absorb heat in the environment;

Part of the refrigerant flowing out of the compressor 11 flows into the gas-liquid separator 14 after flowing through the third throttle valve 90, the other part of the refrigerant flows through the condenser 12 to be cooled to heat the liquid flowing through the condenser 12, the cooled refrigerant flows into the battery cooler 43 to absorb heat and evaporate, and the evaporated refrigerant flows back to the compressor 11 after flowing through the gas-liquid separator 14;

the liquid in the heating loop 30 is heated when flowing through the condenser 12 by the heating water pump 31, the heated liquid flows through the warm air core 32 and then flows back to the heating water pump 31 through the eleven-way valve 20, and the second fan 80 forms an air flow flowing through the warm air core 32 to be heated by the warm air core 32 to heat the passenger compartment.

In this way, the third throttle valve 90 is provided, so that the vehicle-mounted thermal circulation system 100 can also meet the heating requirement of the passenger cabin under the condition of extremely low ambient temperature.

In particular, it is understood that in the case where the ambient temperature is extremely low (for example, in the case where the ambient temperature is lower than-15 ℃ or even lower than-30 ℃), the pressure of the refrigerant is extremely low, and even if the power of the compressor 11 is adjusted to the maximum, the refrigerant circuit 10 cannot meet the heating requirement of the passenger compartment or even cannot realize the heating function.

However, in the present embodiment, by providing the third throttle valve 90, the refrigerant pressure is normal at a normal ambient temperature (for example, an ambient temperature greater than-15 ℃), which can satisfy a normal heating demand, the third throttle valve 90 can be kept closed. Under the condition of extremely low ambient temperature, the low pressure of the refrigerant can be greatly reduced, at this time, the third throttle valve 90 can be adjusted to a throttle state or a fully opened state, so that a part of the refrigerant with high temperature and high pressure flowing out of the compressor 11 directly returns to the gas-liquid separator 14 through the third throttle valve 90, and another part of the refrigerant is condensed and released heat at the condenser 12, then flows into the gas-liquid separator 14 after absorbing heat and evaporating in the battery cooler 43, the low pressure refrigerant flowing out of the battery cooler 43 can be mixed with the refrigerant with high temperature and high pressure flowing in from the third throttle valve 90 at the gas-liquid separator 14, and the pressure of the refrigerant returning to the compressor 11 can not be excessively reduced, so that the stability of the heating cycle is ensured to meet the heating requirement.

That is, in the present embodiment, by directly returning a part of the high-temperature and high-pressure refrigerant to the gas-liquid separator 14 and then mixing the refrigerant with the low-temperature and low-pressure refrigerant returned from the battery cooler 43 to the gas-liquid separator 14, the low pressure and the high pressure of the system are increased, and it is possible to prevent the pressure of the refrigerant returned to the compressor 11 from being too low to satisfy the heating demand.

It will be appreciated that in such an embodiment, the operation states of the eleven-way valve 20, the first fan 70, the second fan 80, the heating water pump 31, the battery water pump 41, the first throttle valve 17, and the second throttle valve 18 are the same as those in the above-described passenger compartment heat pump heating mode. That is, in the present embodiment, in order to realize the air-supplementing and enthalpy-increasing heating mode, the first throttle valve 17 is in the throttle state, the second throttle valve 18 is in the closed state, in the undec valve 20, the liquid in the heating circuit 30 enters from the second valve port b, flows out from the first valve port a, the liquid in the circuit in which the battery water pump 41 is located enters from the third valve port c, flows out from the tenth valve port j, and the liquid flowing out from the second radiator 60 enters from the eleventh valve port k, flows out from the fourth valve port d to return to the battery water pump 41.

Further, the ambient temperature may be fed back by the external temperature sensor 55, in some embodiments, the controller of the vehicle 1000 may obtain temperature data fed back by the external temperature sensor 55, and when the temperature data is less than or equal to a preset temperature threshold, the vehicle-mounted thermal circulation system 100 may be controlled to enter an air-supplementing enthalpy-increasing heating mode to meet the heating requirement of the passenger cabin, where the temperature threshold may be at-15 ℃, -30 ℃ or any value between-30 ℃ and-15 ℃, and may be specifically set according to practical situations.

In some embodiments, whether the passenger cabin needs to enter the enthalpy-increasing heating mode may also be determined by the pressure data fed back by the low pressure sensor 16, in which case, the controller of the vehicle 1000 may acquire the pressure data fed back by the low pressure sensor 16, and when the pressure data is less than or equal to a preset pressure threshold, the vehicle-mounted thermal circulation system 100 may be controlled to enter the air-supplementing enthalpy-increasing heating mode so as to meet the heating requirement of the passenger cabin, and the pressure threshold may be specifically set according to the actual situation.

Furthermore, it will be appreciated that in some embodiments, to improve the accuracy of the control, the temperature data fed back by the external temperature sensor 55 and the pressure data of the low pressure sensor 16 may be combined together to determine whether the third throttle valve 90 needs to be opened to enter the air-supplementing enthalpy-increasing heating mode.

Referring to fig. 7, in some embodiments, the vehicle-mounted thermal cycle system 100 may further have a battery forced cooling mode in which the compressor 11, the heating water pump 31, the battery water pump 41, and the first fan 70 are all started;

the first valve port a of the eleven-way valve 20 communicates with the eleventh valve port k, and the second valve port b communicates with the tenth valve port j, so that the heating water pump 31, the condenser 12, the warm air core 32, and the second radiator 60 form a cycle;

The third valve port c of the eleven-way valve 20 communicates with the sixth valve port f, and the fourth valve port d communicates with the fifth valve port e to circulate the battery water pump 41, the battery cooler 43, and the power battery 42;

the refrigerant flowing out of the compressor 11 is cooled in the condenser 12 to heat the liquid flowing through the condenser 12, the heated liquid flows into the second radiator 60 through the undec valve 20 under the action of the heating water pump 31, the heat is radiated and cooled through the first fan 70, and the cooled liquid flows into the heating loop 30 from the undec valve 20 to enter the next circulation;

the refrigerant flowing out of the condenser 12 flows into the battery cooler 43 to absorb heat and evaporate to cool the liquid in the circulation loop formed by the battery water pump 41, the battery cooler 43 and the power battery 42, thereby cooling the power battery 42. In this mode, the directions of the liquid and the refrigerant can be specifically referred to by arrows on each circuit in fig. 7, that is, the directions of the arrows on the circuit in fig. 7 represent the directions of the liquid and the refrigerant.

In this way, when the power battery 42 is in a high temperature environment and needs to be cooled efficiently, the state of the undec valve 20 and the states of the first throttle valve 17 and the second throttle valve 18 can be controlled, so that the refrigerant flowing out from the compressor 11 can absorb heat and evaporate in the battery cooler 43 to cool the liquid flowing through the power battery 42, and further the power battery 42 is cooled rapidly, and the battery cell can be operated safely and efficiently in the driving or charging process.

Specifically, in such embodiments, the battery forced cooling mode may be used in situations where the ambient temperature is high and the temperature of the power battery 42 is high, where the temperature of the fluid in the battery circuit 40 may be detected by the first water temperature sensor 44, and when the temperature exceeds a certain high temperature threshold (e.g., 45 °, 60 °, etc.), the controller of the vehicle 1000 may control the various components of the on-board thermal circulation system 100 to operate to place it in the battery forced cooling mode.

In the forced battery cooling mode, the first fan 70 is activated, the second fan 80 may not be activated, the heating water pump 31, the condenser 12, the warm air core 32, and the second radiator 60 circulate, the liquid enters from the second valve port b, the liquid flows out to the second radiator 60 from the tenth valve port j, the liquid flowing out of the second radiator 60 enters from the eleventh valve port k, and the liquid flows out to the heating water pump 31 from the first valve port a to circulate.

The battery water pump 41, the battery cooler 43 and the power battery 42 form a circulation, the battery water pump 41 conveys the liquid to the battery cooler 43, the liquid flowing out of the battery cooler 43 enters from the third valve port c, flows into the power battery 42 from the sixth valve port f, and the liquid flowing out of the power battery 42 enters from the fifth valve port e, flows out of the fourth valve port d and returns to the battery water pump 41.

The first throttle valve 17 is in a throttle state, the second throttle valve 18 is in a closed state, the refrigerant is condensed when flowing through the condenser 12 to exchange heat into the liquid in the heating loop 30, the heated liquid flows into the second radiator 60 to be cooled, the cooled refrigerant flowing out of the condenser 12 enters the battery cooler 43 to absorb heat in the liquid flowing through the battery cooler 43 to evaporate, the evaporated refrigerant returns to the compressor 11 through the gas-liquid separator 14 to enter the next cycle, and the cooled liquid in the battery cooler 43 is quickly cooled when flowing through the battery cooler 43 and is conveyed to the power battery 42 under the action of the battery water pump 41 to quickly cool the power battery 42.

It will be appreciated that in such a mode, the flow rate of the battery water pump 41 and the opening degree of the first throttle device 17 can be precisely controlled according to the water temperature signal of the first water temperature sensor 44, the signal feedback of each temperature sensor and pressure sensor on the refrigerant circuit 10, so that the power battery 42 operates in a safe temperature range.

In addition, it will be appreciated that in the forced battery cooling mode, if there is a cooling demand for the passenger compartment, the second throttle valve 18 may be adjusted to a throttle state, and the second fan 80 is also started, but the air flow formed by the second fan 80 only flows through the evaporator 13, so that the refrigerant flowing out of the condenser 12 may be divided into two paths, one path flows through the battery cooler 43 to cool the power battery 42 in a forced manner, and the other path flows through the evaporator 13 to cool the passenger compartment, so that the forced battery cooling+passenger compartment cooling mode is realized.

Referring to fig. 8, in some embodiments, the vehicle thermal cycle system 100 may further have a battery natural heat dissipation mode, in which the electric drive water pump 51 and the first fan 70 are both started, the fifth valve port e and the seventh valve port g of the undec valve 20 are communicated, and the sixth valve port f and the ninth valve port i are communicated, so that the power battery 42, the electric drive water pump 51, the electric drive component 52 and the first radiator 53 form a cycle;

the liquid flowing through the power battery 42 flows through the electric driving part 52 under the action of the electric driving water pump 51 and then flows into the first radiator 53 for cooling, and the cooled liquid flows back to the power battery 42 through the opening of the undec valve 20 to enter the next circulation, so that heat dissipation is carried out on the power battery 42. In this mode, the flow direction of the liquid can be seen in particular by the arrows on the individual circuits in fig. 8, i.e. the direction of the arrows on the circuits in fig. 8 represents the flow direction of the liquid.

In this way, under the working condition that the ambient temperature is low, that is, when the temperature of the power battery 42 is at a low level, that is, the temperature of the power battery 42 is within the normal safety range, in order to achieve the simultaneous cooling of the power battery 42 and the electric driving component 52, the eleven-way valve 20 is controlled to operate to communicate the battery circuit 40 and the electric driving circuit 50, so that the power battery 42 can dissipate heat through the first radiator 53 to control the temperature of the power battery 42.

Specifically, in such an embodiment, the first fan 70 is started, the electric drive water pump 51 is started, the liquid flowing through the power battery 42 flows through the electric drive component 52 under the action of the electric drive water pump 51, then flows into the first radiator 53 for heat dissipation and cooling, and the cooled liquid flows back to the power battery 42 from the undec valve 20 to enter the next cycle.

It will be appreciated that in such embodiments, the refrigerant circuit 10 and the heating circuit 30 may not be engaged or engaged, for example, they may operate in accordance with the above-described passenger compartment heat pump heating mode when the passenger compartment has a heating demand, and may operate in accordance with the above-described passenger compartment cooling mode when the passenger compartment has a cooling demand, which is not described herein.

In such an embodiment, the temperature of the liquid in the battery circuit 40 may be monitored by the first water temperature sensor 44, and when the temperature is within a preset range (e.g., when the temperature is greater than the low temperature threshold and less than the high temperature threshold), the controller of the vehicle 1000 may control the undec valve 20 to operate to achieve the natural battery heat dissipation mode.

In addition, in order to avoid thermal shock to the electric drive member 52 caused by the liquid in the battery circuit 40 merging with the liquid in the electric drive circuit 50, the controller of the vehicle 1000 may adjust the opening degrees of the respective valve ports of the undec valve 20 and the flow rate of the electric drive water pump 51 according to the monitoring data of the first water temperature sensor 44 and the second water temperature sensor 54.

Referring to fig. 9, in some embodiments, the on-board thermal cycle system 100 may have a waste heat recovery heating mode in which the electric drive water pump 51 is activated, the fifth port e and the seventh port g of the undec valve 20 are communicated, and the sixth port f and the eighth port h are communicated to circulate the power battery 42, the electric drive water pump 51, and the electric drive component 52;

the liquid flowing through the power battery 42 absorbs the heat emitted by the electric driving component 52 when flowing through the electric driving component 52 under the action of the electric driving water pump 51, and the heated liquid flows back to the power battery 42 through the opening of the undecylenic valve 20 to enter the next circulation, so that the heat of the electric driving component 52 is utilized to heat the power battery 42.

In this mode, the flow direction of the liquid can be seen in particular by the arrows on the circuit in fig. 9, i.e. the direction of the arrows on the circuit in fig. 9 represents the flow direction of the liquid.

In this way, in order to ensure the endurance of the power battery 42 in the low-temperature environment, the communication state of the valve port of the undecylenic valve 20 can be controlled, so that the battery circuit 40 can utilize the waste heat (including the heat generated by the running of the whole vehicle or the heat generated by the locked rotation of the motor) generated by the electric driving component 52 in the electric driving circuit 50 to heat the power battery 42, thereby realizing the recycling of the waste heat and reducing the energy consumption.

Specifically, in such an embodiment, the refrigerant circuit 10 is not operated, the compressor 11 is not started, the electric drive water pump 51 is started, the power battery 42, the electric drive water pump 51 and the electric drive component 52 form a circulation circuit, the liquid in the power battery 42 enters the undec-pass valve 20 from the fifth valve port e under the action of the electric drive water pump 51, flows out from the seventh valve port g and is conveyed to the electric drive component 52 to absorb heat, then flows into the undec-pass valve 20 from the eighth valve port h of the undec-pass valve 20, flows back to the power battery 42 from the sixth valve port f to perform heat preservation heating on the power battery 42 by heat, and waste heat recovery of the electric drive component 52 is realized.

In such an embodiment, the temperature of the liquid in the battery circuit 40 may be monitored by the first water temperature sensor 44, the temperature of the liquid in the electric drive circuit 50 may be monitored by the second water temperature sensor 54, and then the opening of each valve port of the undec valve 20 and/or the flow rate of the electric drive water pump 51 may be controlled according to the temperature difference therebetween to achieve accurate control of the flow rate, so as to avoid thermal shock to the power battery 42 caused by the liquid flowing into the power battery 42.

Of course, in some embodiments, the flow rate of the electric drive water pump 51 may also be adjusted according to the temperature feedback of the first water temperature sensor 44 and the second water temperature sensor 54 to avoid thermal shock. That is, in such an embodiment, the flow rate of each water pump and the position opening of each valve port of the undec valve 20 can be precisely controlled based on the feedback of the first water temperature sensor 44 and the second water temperature sensor 54 to recover the waste heat generated by the electric drive member 52 to the power battery 42.

Referring to fig. 10, in some embodiments, the on-vehicle thermal cycle system 100 further includes a third throttle valve 90, one end of the third throttle valve 90 is connected between the pipelines of the compressor 11 and the condenser 12, and the other end is connected to the gas-liquid separator 14;

the vehicle-mounted thermal cycle system 100 may further have a gas-supplementing enthalpy-increasing battery heating mode in which the compressor 11, the heating water pump 31, the battery water pump 41 and the first fan 70 are all started, and the third throttle valve 90 is in a throttle state or a full open state;

the first valve port a of the eleven-way valve 20 is communicated with the eleventh valve port k, and the second valve port b is communicated with the tenth valve port j, so that the heating water pump 31, the condenser 12, the warm air core 32 and the second radiator 60 form a circulation;

part of the refrigerant flowing out of the compressor 11 flows into the gas-liquid separator 14 through the opening of the third throttle valve 90, the other part of the refrigerant flows through the condenser 12 to be cooled to heat the liquid flowing through the condenser 12, the heated liquid flows into the second radiator 60 through the undec valve 20 to be cooled by heat dissipation through the first fan 70 under the action of the heating water pump 31, and the cooled liquid flows into the heating loop 30 from the undec valve 20 to enter the next circulation;

The refrigerant flowing out of the condenser 12 flows into the battery cooler 43 to absorb heat and evaporate to cool the liquid in the circulation loop formed by the battery water pump 41, the battery cooler 43 and the power battery 42, thereby cooling the power battery 42.

In this mode, the directions of the liquid and the refrigerant can be specifically referred to by arrows on each circuit in fig. 10, that is, the directions of the arrows on the circuit in fig. 10 represent the directions of the liquid and the refrigerant.

In this way, the third throttle valve 90 is provided such that the vehicle thermal circulation system 100 can also meet the heat exchange requirement of the battery cooler 43 to meet the cooling requirement of the power battery 42 even when the ambient temperature is extremely low.

In particular, it will be appreciated that in the case of very low ambient temperatures (e.g., at ambient temperatures below-15 ℃ and even below-30 ℃), this results in very low pressure of the refrigerant, and even if the power of the compressor 11 is adjusted to a maximum, this results in too low a pressure of the refrigerant in the refrigerant circuit 10 to result in a refrigerant being unable to heat the power battery 42.

However, in the present embodiment, by providing the third throttle valve 90, the refrigerant pressure is normal at a normal ambient temperature (e.g., ambient temperature greater than-15 ℃), which can satisfy the heat exchange requirement of the battery cooler 43 to satisfy the normal cooling requirement of the power battery 42 when the cooling requirement of the power battery 42 exists, the third throttle valve 90 can be kept closed.

In the case of extremely low ambient temperature, the low pressure of the refrigerant may be greatly reduced, at this time, the third throttle valve 90 may be adjusted to a throttle state or a fully opened state, so that a part of the high temperature and high pressure refrigerant flowing out of the compressor 11 directly returns to the gas-liquid separator 14 through the third throttle valve 90, and another part of the refrigerant condenses and releases heat at the condenser 12, then absorbs heat and evaporates in the battery cooler 43 to cool the liquid flowing through the power battery 42, then the refrigerant flows into the gas-liquid separator 14, the low pressure refrigerant flowing out of the battery cooler 43 is mixed in the gas-liquid separator 14 at the high temperature and high pressure refrigerant flowing in from the third throttle valve 90, so that the pressure of the refrigerant returning to the compressor 11 is not excessively low, and the normal cooling and heat release of the refrigerant at the condenser 12 and the normal evaporation and heat absorption of the battery cooler 43 are ensured, so that the temperature of the refrigerant at the low pressure side is ensured to meet the heat exchange requirement of the battery cooler 43, and further meet the cooling requirement of the power battery 42.

It should be understood that in such an embodiment, the operation states of the eleven-way valve 20, the first fan 70, the second fan 80, the heating water pump 31, the battery water pump 41, the first throttle valve 17, and the second throttle valve 18 are the same as those in the battery forced cooling mode described above. That is, in the present embodiment, in order to realize the air-supplementing and enthalpy-increasing battery heating mode, the first fan 70 is activated, the second fan 80 is not activated, the heating water pump 31, the condenser 12, the warm air core 32, and the second radiator 60 circulate, the liquid enters from the second valve port b, flows out from the tenth valve port j to the second radiator 60, the liquid flowing out from the second radiator 60 enters from the eleventh valve port k, and flows out from the first valve port a to the heating water pump 31 to circulate. The battery water pump 41, the battery cooler 43 and the power battery 42 form a circulation, the battery water pump 41 conveys the liquid to the battery cooler 43, the liquid flowing out of the battery cooler 43 enters from the third valve port c, flows into the power battery 42 from the sixth valve port f, and the liquid flowing out of the power battery 42 enters from the fifth valve port e, flows out of the fourth valve port d and returns to the battery water pump 41.

Further, the ambient temperature may be fed back by the external temperature sensor 55, in some embodiments, the controller of the vehicle 1000 may obtain temperature data fed back by the external temperature sensor 55, the temperature of the power battery 42 may be fed back by the first water temperature sensor 44, when the temperature data fed back by the first water temperature sensor 44 is less than or equal to a preset temperature threshold, and when the temperature data fed back by the external temperature sensor 55 is also less than a certain threshold, the vehicle-mounted thermal circulation system 100 may be controlled to enter the air-supplementing enthalpy-increasing battery heating mode to meet the heating requirement of the power battery 42, where the temperature threshold may be-15 ℃, -30 ℃ or any value between-30 ℃ and-15 ℃, which may be specifically set according to practical situations.

In some embodiments, whether the air-make and enthalpy-increase battery heating mode needs to be entered may also be determined by the pressure data fed back by the low pressure sensor 16 and the temperature data fed back by the first water temperature sensor 44, in which case, the controller of the vehicle 1000 may acquire the pressure data fed back by the low pressure sensor 16, and when the pressure data is less than or equal to a preset pressure threshold and the temperature data of the first water temperature sensor 44 is less than a certain temperature threshold, the vehicle-mounted thermal cycle system 100 may be controlled to enter the air-make and enthalpy-increase battery heating mode, where the pressure threshold and the temperature threshold may be specifically set according to practical situations.

Referring to fig. 11, in some embodiments, the vehicle thermal cycle system 100 may further have an electric drive heat storage mode, in which the electric drive water pump 51 is started, the seventh valve port g and the eighth valve port h of the undec valve 20 are communicated, the electric drive water pump 51 conveys the liquid to the position of the electric drive component 52 to absorb heat, and then the heat flows back into the electric drive water pump 51 through the undec valve 20 to enter the next cycle, so that the heat of the electric drive component 52 is stored in the liquid.

In this way, the waste heat and the waste heat generated by the electric driving part 52 can be stored in the liquid circuit, and when the temperature of the liquid in the circuit where the electric driving part 52 is located rises to meet the heating requirement of the power battery 42, the state of the eleven-way valve 20 can be controlled to switch to the waste heat recovery heating mode so as to utilize the waste heat and the waste heat generated by the electric driving part 52 to heat the power battery 42. It will be appreciated that in this mode, the refrigerant circuit 10 need not be active and the compressor 11 may not be activated.

Referring to fig. 12, in some embodiments, the vehicle thermal circulation system 100 may further have an electric drive cooling mode in which the electric drive water pump 51 is activated, the seventh port g of the undec-pass valve 20 communicates with the ninth port i, and the electric drive water pump 51, the electric drive member 52, the first radiator 53, and the undec-pass valve 20 form a circulation loop. In this way, heat can be directly dissipated to the electric driving part 52 through the first heat sink 53. In this mode, the flow direction of the liquid can be seen in particular by the arrows on the circuit in fig. 12, i.e. the direction of the arrows on the circuit in fig. 12 represents the flow direction of the liquid.

In summary, in the vehicle-mounted thermal circulation system 100 according to the embodiment of the present invention, one undec valve 20 and the second radiator 60 are introduced, and an outdoor heat exchanger is not required to be provided, so that each loop can be integrated and fitted together through the undec valve 20, which can effectively reduce the occupied space and improve the space utilization rate, and meanwhile, the cost can be reduced, and different working modes can be realized by controlling the communication state of each valve port of the undec valve 20, such as the passenger cabin cooling mode, the passenger cabin heat pump heating mode, the passenger cabin heating and dehumidifying mode, the battery forced cooling mode, the battery forced cooling+passenger cabin cooling mode, the battery natural heat dissipation mode, the waste heat recovery heating mode, the electric drive natural heat dissipation mode, and the electric drive heat accumulation mode.

In addition, the third throttle valve 90 may be further introduced to enable the vehicle-mounted thermal circulation system 100 to have a gas-supplementing and enthalpy-increasing heating mode and a gas-supplementing and enthalpy-increasing battery heating mode, so that the heating requirement of the passenger compartment and the heating requirement of the power battery 42 can be met when the vehicle 100 is in a very low-temperature working condition. In addition, compared with the conventional technical scheme, the eleven-way valve 20 and the third throttle valve 90 can save parts such as a water-water heat exchanger and a liquid heater in a heating loop, thereby reducing the cost and the arrangement space.

In general, the invention can skillfully combine the battery loop, the electric drive loop and the heating loop through the highly integrated eleven-way valve, can ensure the comfort of the passenger cabin, simultaneously meet the heating and cooling requirements of the electric drive loop and the battery loop, reduce the cost of the whole vehicle and improve the space utilization rate of the front cabin.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives, and variations of the above embodiments may be made by those of ordinary skill in the art within the scope of the invention.

Claims

1. An on-vehicle thermal circulation system for a vehicle, the on-vehicle thermal circulation system comprising:

an eleven-way valve;

2. The vehicle-mounted thermal circulation system according to claim 1, wherein a first throttle valve is provided at a refrigerant inlet of the battery cooler in the refrigerant circuit, the first throttle valve being for controlling a flow rate of the refrigerant flowing through the battery cooler;

3. The on-board thermal cycle system of claim 1, wherein the on-board thermal cycle system has a passenger compartment cooling mode;

4. The on-board thermal cycle system of claim 1, wherein the on-board thermal cycle system has a passenger compartment heat pump heating mode;

5. The on-vehicle thermal circulation system according to claim 1, wherein the on-vehicle thermal circulation system has a passenger compartment heating dehumidification mode;

6. The on-vehicle thermal cycle system according to claim 1, further comprising a third throttle valve having one end connected between the compressor and the condenser and the other end connected to the gas-liquid separator;

7. The on-vehicle thermal circulation system according to claim 1, wherein the on-vehicle thermal circulation system has a battery forced cooling mode;

8. The on-vehicle thermal cycle system according to claim 1, further comprising a third throttle valve having one end connected between the compressor and the condenser and the other end connected to the gas-liquid separator;

9. The on-vehicle thermal circulation system according to claim 1, wherein the on-vehicle thermal circulation system has a waste heat recovery heating mode;

10. A vehicle comprising the on-board thermal cycle system of any one of claims 1-9.