CN219856733U

CN219856733U - Vehicle-mounted thermal circulation system and vehicle

Info

Publication number: CN219856733U
Application number: CN202320836563.9U
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: 2023-04-14
Filing date: 2023-04-14
Publication date: 2023-10-20
Anticipated expiration: 2033-04-14

Abstract

The utility model discloses a vehicle-mounted thermal circulation system and a vehicle, wherein in the vehicle-mounted thermal circulation system, an air conditioner circulation loop comprises a compressor, a condenser, an outdoor heat exchanger, an evaporator and a gas-liquid separator which are arranged on a pipeline; the battery circulation loop comprises a battery water pump, a power battery, a battery cooler, a heat exchanger and a five-way valve which are arranged on the pipeline; the heating circulation loop comprises a warm air water pump, a warm air core body and a three-way valve which are arranged on the pipeline. The electric drive circulation loop comprises an electric drive water pump, an electric drive component and a radiator which are connected in sequence. Therefore, through the five-way valve, the three-way valve and the heat exchanger which are reasonably arranged, a plurality of circulation loops in the vehicle can be integrated and fitted together to realize multiple functions, waste heat generated by an electric driving part can be effectively recovered, the energy consumption is reduced, multiple functions are realized to the maximum, and the thermal shock problem when the battery circulation loop is communicated with the electric driving circulation loop can be avoided through the proportion adjustment of the five-way valve.

Description

Vehicle-mounted thermal circulation system and vehicle

Technical Field

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

Background

With the development of new energy automobiles, consumers have higher and higher requirements on the comfort of the new energy automobiles. The circulation loop generally related to the new energy electric automobile comprises an air conditioner cooling and heating circulation loop, an electric drive cooling loop and a power battery constant temperature system loop.

The existing new energy automobile management schemes are usually independent of each other, and three loops cannot be well integrated together, so that the cost is high and energy waste exists. And few integrated heat management schemes still have single function, when power battery has cooling or heating demand, have sacrificed passenger cabin's thermal comfort to and control inaccurately, the water route mixes the risk that has thermal shock, and the electricity drives the circulation circuit simultaneously and can't use when having unnecessary heat available, causes the energy extravagant.

Disclosure of Invention

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

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

the air conditioner circulation loop comprises a compressor, a condenser, an outdoor heat exchanger, an evaporator and a gas-liquid separator which are arranged on a pipeline, wherein the condenser comprises a first heat exchange pipeline and a second heat exchange pipeline, and the first heat exchange pipeline is connected to the air conditioner circulation loop;

The battery circulation loop comprises a battery water pump, a power battery, a battery cooler, a heat exchanger and a five-way valve which are arranged on a pipeline, wherein the battery cooler comprises a third heat exchange pipeline and a fourth heat exchange pipeline, the third heat exchange pipeline is connected to the battery circulation loop, the fourth heat exchange pipeline is connected to the air conditioner circulation loop, the heat exchanger comprises a fifth heat exchange pipeline and a sixth heat exchange pipeline, the fifth heat exchange pipeline is connected to the battery circulation loop, and two valve ports of the five-way valve are connected to the battery circulation loop;

the heating circulation loop comprises a warm air water pump, a warm air core body and a three-way valve which are arranged on a pipeline, wherein the second heat exchange pipeline and the sixth heat exchange pipeline are connected to the heating circulation loop, an inlet of the warm air core body is communicated with the second heat exchange pipeline, one end of the sixth heat exchange pipeline is communicated with a pipeline between an inlet of the warm air core body and the second heat exchange pipeline, the other end of the sixth heat exchange pipeline is communicated with one valve port of the three-way valve, and the other two valve ports of the three-way valve are respectively communicated with an outlet of the warm air core body and the warm air water pump; and

The electric drive circulation loop comprises an electric drive water pump, an electric drive component and a radiator which are sequentially connected, the other two valve ports of the five-way valve are respectively communicated with the electric drive water pump and the radiator, and the last valve port of the five-way valve is communicated with a pipeline between the electric drive component and the radiator.

In some embodiments, the five-way valve comprises a first valve port, a second valve port, a third valve port, a fourth valve port and a fifth valve port, wherein the first valve port is connected with the fifth heat exchange pipeline, the second valve port is connected with the battery water pump, the third valve port is connected with the electric drive water pump, the fourth valve port is communicated with a pipeline between the electric drive component and the radiator, and the fifth valve port is connected with the radiator.

In some embodiments, the three-way valve includes a sixth valve port connected to the warm air water pump, a seventh valve port connected to the outlet of the warm air core, and an eighth valve port connected to the sixth heat exchange line.

In some embodiments, the compressor, the first heat exchange pipeline, the outdoor heat exchanger and the gas-liquid separator are sequentially connected, the air conditioning circulation loop further comprises a stop valve, the stop valve is connected between the outdoor heat exchanger and the gas-liquid separator, one end of the fourth heat exchange pipeline is communicated with a pipeline between the stop valve and the outdoor heat exchanger, the other end of the fourth heat exchange pipeline is communicated with an outlet of the evaporator and is communicated with a pipeline between the stop valve and the gas-liquid separator, and an inlet of the evaporator is communicated with a pipeline between the stop valve and the outdoor heat exchanger;

A first throttle valve is arranged at the inlet of the fourth heat exchange pipeline and is used for controlling the flow of the refrigerant flowing through the fourth heat exchange pipeline;

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 heating dehumidification mode;

in the passenger cabin heating and dehumidifying mode, the warm air water pump and the compressor are started, the stop valve is closed, the first throttle valve is in a closed state, the second throttle valve is in a throttle state, a valve port connected with the warm air water pump in the three-way valve is communicated with a valve port connected with an outlet of the warm air core, and liquid in the heating circulation loop flows through the condenser and the warm air core under the action of the warm air water pump and then flows back to the warm air water pump through the three-way valve;

the refrigerant flowing out of the compressor is subjected to primary cooling in the condenser to heat liquid flowing through the condenser, then enters the outdoor heat exchanger to be subjected to secondary cooling, flows into the evaporator to be subjected to evaporation heat absorption, and then flows through the gas-liquid separator to flow back to the compressor;

The liquid heated in the condenser flows into the warm air core body to form hot air, 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-board thermal cycle system has a battery high temperature heat rejection mode;

in the battery high-temperature heat dissipation mode, the compressor and the battery water pump are started, the stop valve is closed, the first throttle valve is in a throttle state, the second throttle valve is in a closed state, and two valve ports of the five-way valve connected to the battery circulation loop are communicated;

the liquid in the battery circulation loop flows through the power battery and the battery cooler under the action of the battery water pump and returns to the battery water pump;

the refrigerant flowing out of the compressor flows through the battery cooler after being cooled by heat release in the outdoor heat exchanger and throttled by the second throttle valve, absorbs heat and evaporates in the battery cooler to cool liquid flowing through the battery cooler, the refrigerant after evaporation and heat absorption flows through the gas-liquid separator and then flows to the compressor, and the cooled liquid in the battery circulation loop cools the power battery when flowing through the power battery.

In certain embodiments, the on-board thermal cycle system has a battery medium temperature heat dissipation mode;

in the battery medium-temperature heat dissipation mode, the battery water pump and the electric drive water pump are started, one valve port of the five-way valve connected to the battery circulation loop is communicated with the valve port of the radiator, the other valve port of the five-way valve connected to the battery circulation loop is communicated with the valve port of the electric drive water pump, so that the battery circulation loop and the electric drive circulation loop are connected in series, liquid in the battery circulation loop flows through the power battery under the action of the battery water pump and the electric drive water pump, flows into the radiator from the five-way valve for cooling and heat dissipation, flows back to the battery water pump from the five-way valve after flowing through the electric drive component and the electric drive water pump, and further dissipates heat of the power battery.

In some embodiments, the battery circulation loop is provided with a first temperature sensor, the electric driving component is integrated with a second temperature sensor, or the electric driving circulation loop is provided with the second temperature sensor.

In certain embodiments, the on-board thermal cycle system has an electric drive waste heat recovery mode;

In the electric drive waste heat recovery mode, the battery water pump and the electric drive water pump are started, one valve port of the five-way valve connected to the battery circulation loop is communicated with the valve port of the five-way valve connected to a pipeline between the electric drive component and the radiator, the other valve port of the battery circulation loop is communicated with the valve port of the electric drive water pump, so that the battery circulation loop and the electric drive circulation loop are connected in series, liquid in the electric drive circulation loop flows through the electric drive component under the action of the electric drive water pump to recover heat of the electric drive component, and the liquid absorbing the heat of the electric drive component flows into the battery circulation loop from the five-way valve to heat the power battery.

In certain embodiments, the on-board thermal cycle system has a first battery low temperature heating mode;

in the first battery low-temperature heating mode, the compressor, the battery water pump and the warm air water pump are started, the stop valve is opened, the first throttle valve and the second throttle valve are in a closed state, a valve port connected with the heat exchanger in the three-way valve is communicated with a valve port connected with the warm air water pump, and two valve ports connected with the battery circulation loop of the five-way valve are communicated;

The liquid in the heating circulation loop flows through the condenser and the heat exchanger under the action of the warm air water pump and then flows back to the warm air water pump through the three-way valve;

the liquid in the battery circulation loop flows back to the battery water pump through the five-way valve after flowing through the power battery and the heat exchanger under the action of the battery water pump;

cooling and releasing heat when the refrigerant flowing out of the compressor flows through the condenser to heat the liquid flowing through the condenser in the heating circulation loop, absorbing heat and evaporating when the cooled refrigerant flows through the outdoor heat exchanger, and returning the refrigerant after absorbing heat and evaporating to the compressor after sequentially flowing through the stop valve and the gas-liquid separator;

and when the heated liquid in the heating circulation loop flows through the heat exchanger, the liquid flowing through the heat exchanger in the battery circulation loop is heated, and the heated liquid in the battery circulation loop flows through the power battery under the action of the battery water pump so as to heat the power battery.

In some embodiments, the heating circulation loop further comprises a liquid heater disposed between the second heat exchange line and the inlet of the warm air core, and one end of the sixth heat exchange line is connected between the liquid heater and the inlet of the warm air core.

In certain embodiments, the on-board thermal cycle system has a second battery low temperature heating mode;

in the second battery low-temperature heating mode, the compressor is turned off, the battery water pump and the warm air water pump are started, the liquid heater is started, a valve port connected with the heat exchanger in the three-way valve is communicated with a valve port connected with the warm air water pump, and the five-way valve is connected with two valve ports on the battery circulation loop and communicated with each other;

the liquid in the heating circulation loop flows through the liquid heater to be heated under the action of the warm air water pump, the heated liquid flows through the heat exchanger to heat the liquid flowing through the heat exchanger in the battery circulation loop, and then the liquid flows back to the warm air water pump through the three-way valve;

the heated liquid in the battery circulation loop flows through the power battery under the action of the battery water pump so as to heat the power battery.

The vehicle of the embodiment of the utility model 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 utility model, the vehicle-mounted thermal circulation system comprises an air conditioning circulation loop, a heating circulation loop and an electric drive circulation loop, wherein the air conditioning circulation loop can perform thermal interaction with the heating circulation loop through a condenser to realize a heat pump heating function, and simultaneously can perform thermal interaction with a battery circulation loop through a battery cooler to realize a function of cooling a power battery by using the air conditioning loop. Therefore, through the five-way valve, the three-way valve and the heat exchanger which are reasonably arranged, a plurality of circulation loops in the vehicle can be integrated and fitted together to realize multiple functions, and meanwhile, the waste heat generated by the electric driving part can be effectively recovered, so that the energy consumption is reduced, multiple functions can be maximally realized under the condition of ensuring the comfort of the passenger cabin, and the thermal shock problem caused by the communication of the battery circulation loop and the electric driving circulation loop can be avoided through the proportion adjustment of the five-way valve.

Additional aspects and advantages of the utility model 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 utility model.

Drawings

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

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

FIG. 3 is a schematic diagram of an on-board thermal cycle system of an embodiment of the present utility model 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 utility model 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 utility model 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 utility model in the battery high-temperature heat dissipation mode;

fig. 7 is a schematic diagram of the on-vehicle thermal cycle system according to the embodiment of the present utility model in the battery medium temperature heat radiation mode;

fig. 8 is a schematic diagram of the on-vehicle thermal cycle system according to the embodiment of the present utility model in the electric drive waste heat recovery mode;

fig. 9 is a schematic diagram of the on-vehicle thermal cycle system according to the embodiment of the present utility model in the first battery low-temperature heating mode;

Fig. 10 is a schematic diagram of the on-vehicle thermal cycle system according to the embodiment of the present utility model in the second battery low-temperature heating mode;

fig. 11 is a schematic diagram of the on-vehicle thermal cycle system according to the embodiment of the present utility model when the liquid heater is used to heat the power battery;

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

Description of main reference numerals:

an in-vehicle thermal cycle system 100;

an air conditioning circulation circuit 10, a compressor 11, a condenser 12, an outdoor heat exchanger 13, an evaporator 14, a gas-liquid separator 15, a first electronic fan 16, an outdoor heat exchanger outlet temperature sensor 17, an exhaust gas temperature sensor 18, a shut-off valve 16, a first throttle valve 17, a second throttle valve 18;

a battery circulation loop 20, a battery water pump 21, a power battery 22, a battery cooler 23, a heat exchanger 24 and a five-way valve 25;

a heating circulation loop 30, a warm air water pump 31, a warm air core 32, a three-way valve 33 and a liquid heater 34;

an electric drive circulation loop 40, an electric drive water pump 41, an electric drive component 42 and a radiator 43;

vehicle 1000, vehicle body 200.

Detailed Description

Embodiments of the present utility model 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 or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are exemplary only for explaining the present utility model and are not to be construed as limiting the present utility model.

In the description of embodiments of the present utility model, 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 utility model, the meaning of "plurality" is two or more, unless explicitly defined otherwise.

In describing embodiments of the present utility model, 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 utility model 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 utility model. In order to simplify the disclosure of embodiments of the present utility model, components and arrangements of specific examples are described below. They are, of course, merely examples and are not intended to limit the utility model. Furthermore, embodiments of the present utility model 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 utility model 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 utility model may include a vehicle body 200 and an on-vehicle thermal cycle system 100 in an embodiment of the present utility model, 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 present utility model may include an air conditioning cycle 10, a battery cycle 20, a heating cycle 30, and an electric drive cycle 40.

As shown in fig. 2, the air conditioning cycle 10 may include a compressor 11, a condenser 12, an outdoor heat exchanger 13, an evaporator 14, and a gas-liquid separator 15 disposed on a pipe, the condenser 12 including a first heat exchange pipe 121 and a second heat exchange pipe 122, the first heat exchange pipe 121 being connected to the air conditioning cycle 10;

the battery circulation loop 20 may include a battery water pump 21, a power battery 22, a battery cooler 23, a heat exchanger 24 and a five-way valve 25 disposed on the pipes, the battery cooler 23 including a third heat exchange pipe 231 and a fourth heat exchange pipe 232, the third heat exchange pipe 231 being connected to the battery circulation loop 20, the fourth heat exchange pipe 232 being connected to the air conditioning circulation loop 10, the heat exchanger 24 including a fifth heat exchange pipe 241 and a sixth heat exchange pipe 242, the fifth heat exchange pipe 241 being connected to the battery circulation loop 20, two of the valve ports of the five-way valve 25 being connected to the battery circulation loop 20;

The heating circulation loop 30 may include a warm air water pump 31, a warm air core 32 and a three-way valve 33 which are arranged on the pipeline, wherein the second heat exchange pipeline 122 and the sixth heat exchange pipeline 242 are both connected on the heating circulation loop 30, the inlet of the warm air core 32 is communicated with the second heat exchange pipeline 122, one end of the sixth heat exchange pipeline 242 is communicated with a pipeline between the inlet of the warm air core 32 and the second heat exchange pipeline 122, the other end is communicated with one valve port of the three-way valve 33, and the other two valve ports of the three-way valve 33 are respectively communicated with the outlet of the warm air core 32 and the warm air water pump 31;

the electric drive circulation loop 40 may include an electric drive water pump 41, an electric drive component 42 and a radiator 43 which are sequentially connected, wherein the other two valve ports of the five-way valve 25 are respectively connected with the electric drive water pump 41 and the radiator 43, and the last valve port of the five-way valve 25 is connected with a pipeline between the electric drive component 42 and the radiator 43.

In the vehicle-mounted thermal circulation system 100 and the vehicle 1000 according to the embodiment of the utility model, the vehicle-mounted thermal circulation system 100 includes the air conditioning circulation loop 10, the heating circulation loop 30 and the electric drive circulation loop 40, the air conditioning circulation loop 10 can perform thermal interaction with the heating circulation loop 30 through the condenser 12 to realize a heat pump heating function, and can also perform thermal interaction with the battery circulation loop 20 through the battery cooler 23 to realize a function of cooling the power battery 22 by using the air conditioning loop, a function of heating the power battery 22 by using the air conditioning circulation loop 10 and the heating circulation loop 30 can be realized by adopting the design of the three-way valve 33 and the heat exchanger 24, and a function of cooling the power battery 22 and a function of heating and insulating the power battery 22 by using the electric drive circulation loop 40 can be realized by adopting the design of the five-way valve 25. In this way, through the reasonable arrangement of the five-way valve 25, the three-way valve 33 and the heat exchanger 24, a plurality of circulation loops in the vehicle 1000 can be integrated and fitted together to realize multiple functions, and meanwhile, the waste heat generated by the electric driving component 20 can be effectively recovered, so that the energy consumption is reduced, multiple functions can be maximally realized under the condition of ensuring the comfort of the passenger cabin, and the thermal shock problem when the battery circulation loop 20 is communicated with the electric driving circulation loop 40 can be avoided through the proportional adjustment of the five-way valve 25.

Specifically, in the present utility model, 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 utility model, 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 utility model, the compressor 11 may be used to compress and transport a refrigerant, the gas-liquid separator 15 is connected to an inlet of the compressor 11, the outdoor heat exchanger 13 is used to introduce a refrigerant to exchange heat with air outside the vehicle 1000, the evaporator 14 is used to introduce a refrigerant to cool a passenger compartment of the vehicle 1000, the warm air core 32 is used to heat the passenger compartment of the vehicle 1000, the battery water pump 21 is used to form a liquid circulation through the power battery 22, and the warm air water pump 31 is used to form a liquid circulation through the warm air core 32 and/or the heat exchanger 24.

The three-way valve 33 is used to control the flow direction of the liquid in the heating circulation loop 30, and it can control whether the liquid in the heating circulation loop 30 flows through the warm air core 32 and the heat exchanger 24 to achieve different functions. The five-way valve 25 may be used to control whether the battery circulation loop 20 is communicated with the electric drive circulation loop 40 and control the communication mode of each valve port of the five-way valve 25 to realize different functions, in the embodiment of the utility model, the three-way valve 33 may be a three-way proportional valve, the five-way valve 25 may be a five-way proportional valve, and both may be used to realize accurate adjustment of flow by adjusting the opening of each valve port.

In the present utility model, the condenser 12 may be a water-cooled condenser, and the heat exchanger 24 may be a water-water heat exchanger, that is, the liquids in the battery circulation loop 20, the heating circulation loop 30, and the electric drive circulation loop 40 may be water, however, in other embodiments, the liquids in the three may be other types of cooling liquids, which is not limited herein.

Further, the radiator 43 is used for introducing liquid to radiate heat and cool the liquid, the electric driving component 42 may include a driving motor, a speed reducer, a charging module, an on-board controller, and the like of the vehicle 1000, where the driving motor is connected with the power battery 22 to drive the vehicle 1000 to run by electric energy, and the elements inside the electric driving component 42 are connected by liquid pipes.

Referring to fig. 2, in some embodiments, the outdoor heat exchanger 13 and the radiator 43 may be disposed opposite to each other, and may form a heat dissipation module, and the vehicle thermal cycle system 100 may further include a first electronic fan 50, where the first electronic fan 50 may be disposed corresponding to the outdoor heat exchanger 13 and the radiator 43.

As such, the first electronic fan 50 may be used to create an air flow through the outdoor heat exchanger 13 and the radiator 43 to sufficiently exchange heat between the air and the refrigerant in the outdoor heat exchanger 13 and the liquid in the radiator 43.

Specifically, as shown in fig. 2, in the present utility model, the radiator 43, the outdoor heat exchanger 13, and the first electronic fan 50 may be disposed side by side, and the radiator 43 and the outdoor heat exchanger 13 share one electronic fan. In the embodiment of the present utility model, the air flow formed by the first electronic fan 50 may be used to cool the liquid in the radiator 43, or the air flow formed by the first electronic fan 50 may be used to exchange heat with the refrigerant flowing through the outdoor heat exchanger 13 to cool or evaporate the refrigerant.

Of course, it is understood that in other embodiments, the outdoor heat exchanger 13 and the radiator 43 may correspond to two electronic fans, that is, the outdoor heat exchanger 13 corresponds to one electronic fan, and the radiator 43 corresponds to one electronic fan, which is not limited herein.

With continued reference to fig. 2, in some embodiments, the warm air core 32 and the evaporator 14 may be disposed opposite to each other, the warm air core 32 may be used to heat the passenger compartment, the evaporator 14 may be used to cool the passenger compartment, and the vehicle-mounted thermal cycle system 100 may further include a second electronic fan 60, where the second electronic fan 60 may be disposed corresponding to the warm air core 32 and the evaporator 14.

Thus, the hot air and cold air functions can be realized by one second electronic fan 60, that is, the warm air core 32 and the evaporator 14 can share one electronic fan to realize the hot air and cold air.

Specifically, in such an embodiment, when the warm air core 32 is engaged in operation and the evaporator 14 is not engaged in operation, the second electronic fan 60 forms an air flow flowing through the warm air core 32 to form hot air to achieve a passenger compartment heating function, when the warm air core 32 is not engaged in operation and the evaporator 14 is engaged in operation, the second electronic fan 60 forms an air flow flowing through the evaporator 14 to form cold air to achieve a passenger compartment cooling function, and when both the warm air core 32 and the evaporator 14 are engaged in operation, the hot air formed by the warm air core 32 can be condensed and dehumidified by the evaporator 14 and then blown into the passenger compartment to achieve passenger compartment heating and dehumidification.

Of course, it should be understood that in other embodiments, the warm air core 32 and the evaporator 14 may correspond to two electronic fans, that is, the warm air core 32 corresponds to one electronic fan, and the evaporator 14 corresponds to one electronic fan, which is not limited herein.

With continued reference to fig. 2, in some embodiments, an outdoor heat exchanger outlet temperature sensor 19 is further disposed at the outlet of the outdoor heat exchanger 13, for collecting the temperature of the refrigerant at the outlet of the outdoor heat exchanger 13.

In some embodiments, a compressor discharge temperature sensor 111 is also provided at the outlet of the compressor 11 for detecting the temperature of the refrigerant at the outlet of the compressor 11.

In some embodiments, a low pressure sensor 110 is also provided at the inlet of the gas-liquid separator 15 or at the inlet of the gas-liquid separator 15 and the compressor 11 for detecting the pressure of the refrigerant returning to the gas-liquid separator 15 and the compressor 11.

In addition, as shown in fig. 2, in some embodiments, a high pressure and temperature integrated sensor 112 is further provided at the outlet of the first heat exchange line 121 of the condenser 12, for detecting the pressure and temperature of the refrigerant flowing out of the condenser 12 to monitor it. Meanwhile, an electronic expansion valve 115 for throttling the refrigerant flowing out of the condenser 12 is further provided between the outlet of the first heat exchange line 121 of the condenser 12 and the outdoor heat exchanger 13.

In addition, in some embodiments, a surface temperature sensor 113 for detecting the surface temperature of the evaporator 14 may also be provided on the surface of the evaporator 14.

With continued reference to fig. 2, in some embodiments, the battery circulation loop 20 may further include a first temperature sensor 26, the electric drive unit 42 may have a second temperature sensor integrated therein, or the electric drive circulation loop 40 may include a second temperature sensor (not shown).

As such, the temperature of the fluid flowing through the power cell 22 may be detected by the first temperature sensor 26 to feedback the temperature of the power cell 22, and the temperature of the fluid flowing through the electric drive member 42 may be detected by the second temperature sensor to feedback the temperature of the electric drive member 42.

Referring to fig. 2, in some embodiments, the five-way valve 25 includes a first port a1, a second port a2, a third port a3, a fourth port a4, and a fifth port a5, where the first port a1 is connected to the fifth heat exchange line 241, the second port a2 is connected to the battery water pump 21, the third port a3 is connected to the electric water pump 41, the fourth port a4 is connected to a line between the electric driving part 42 and the radiator 43, and the fifth port a5 is connected to the radiator 43.

Thus, by connecting the respective valve ports of the five-way valve 25, the battery circulation circuit 20 and the electric drive circulation circuit 40 can be connected, thereby realizing separate operation and series operation of the two circuits to realize different functions.

With continued reference to fig. 2, in some embodiments, the three-way valve 33 includes a sixth port b1, a seventh port b2, and an eighth port b3, the sixth port b1 is connected to the warm air pump 31, the seventh port b2 is connected to the outlet of the warm air core 32, and the eighth port b3 is connected to the sixth heat exchange line 242.

In this way, the heat exchanger 24 can be selectively connected to the heating circulation loop 30 through the connection of the respective valve ports of the three-way valve 33, and then the liquid in the battery circulation loop 20 is heated through the heat exchanger 24 to realize the heating function of the power battery 22.

As shown in fig. 2, in some embodiments, the compressor 11, the first heat exchange line 121, the outdoor heat exchanger 13, and the gas-liquid separator 15 are sequentially connected, the air conditioning cycle 10 further includes a stop valve 16, the stop valve 16 is connected between the outdoor heat exchanger 13 and the gas-liquid separator 15, one end of the fourth heat exchange line 232 is connected to a line between the stop valve 16 and the outdoor heat exchanger 13, the other end is connected to a line between the stop valve 16 and the gas-liquid separator 15, an inlet of the evaporator 14 is connected to a line between the stop valve 16 and the outdoor heat exchanger 13, and an outlet of the evaporator 14 is connected to a line between the stop valve 16 and the gas-liquid separator 15;

the inlet of the fourth heat exchange pipeline 232 is provided with a first throttle valve 17, and the first throttle valve 17 is used for controlling the flow of the refrigerant flowing through the fourth heat exchange pipeline 232. A second throttle valve 18 is provided at the inlet of the evaporator 14, and the second throttle valve 18 is used to control the flow rate of the refrigerant flowing into the evaporator 14.

In this way, the flow direction of the refrigerant in the air conditioning cycle 10 can be controlled by controlling the states of the stop valve 16, the first throttle valve 17 and the second throttle valve 18, thereby realizing different functions.

Specifically, in such an embodiment, the first throttle valve 17 and the second throttle valve 18 may each be a throttle element such as an electronic expansion valve. It will be appreciated that when the shut-off valve 16 is closed, the first throttle valve 17 is in the throttle state, and the second throttle valve 18 is in the closed state, the refrigerant only flows through the battery cooler 23, and at this time, the power battery 22 can be rapidly cooled by the battery cooler 23. When the shutoff valve 16 is closed, the first throttle valve 17 is closed, and the second throttle valve 18 is throttled, the refrigerant flows only through the evaporator 14, and the passenger compartment can be cooled by the evaporator 14.

Referring to fig. 3, in some embodiments, the vehicle-mounted thermal cycle system 100 has a passenger cabin cooling mode, in which the compressor 11 is started, the stop valve 16 is closed, the first throttle valve 17 is in a closed state, the second throttle valve 18 is in a throttled state, the refrigerant in the air conditioning cycle 10 flows through the condenser 12, the outdoor heat exchanger 13 and the evaporator 14 in sequence under the action of the compressor 11, flows through the gas-liquid separator 15, and then flows back into the compressor 11, the refrigerant absorbs heat in the outdoor heat exchanger 13 for cooling, and the cooled refrigerant flows through the evaporator 14 for evaporating and absorbing heat to cool the passenger cabin. In this mode, the flow direction of the refrigerant can be specifically referred to as an arrow on the circuit in fig. 3, that is, the direction of the arrow on the circuit in fig. 3 represents the flow direction of the refrigerant.

In this way, when the passenger compartment has a cooling demand, the on-vehicle thermal cycle system 100 can be controlled to be in the passenger compartment cooling mode by controlling the on/off of the compressor 11 and the states of the stop valve 16, the first throttle valve 17, and the second throttle valve 18 by the controller of the vehicle 1000.

Specifically, in this mode, in a situation where the temperature of the external environment is high and the passenger cabin has a refrigeration requirement, in such an embodiment, the first electronic fan 50 and the second electronic fan 60 are both started, the heating water pump 31 may be in a closed state, the refrigerant flowing out of the compressor 11 does not exchange heat in the condenser 12, the refrigerant flows through the outdoor heat exchanger 13 and is cooled by heat release in the outdoor heat exchanger 13, the cut-off valve 16 is closed and the first throttle valve 17 is closed, the cooled refrigerant only flows into the evaporator 14, the refrigerant absorbs heat in the evaporator 14 and evaporates, the second electronic fan 60 blows cold air into the passenger cabin, the refrigerant flows into the gas-liquid separator 15 after absorbing heat and evaporating in the evaporator 14, and then flows back into the compressor 11 to realize circulation.

It will be appreciated that in this mode, to cool the power cell 22 and the electric drive member 42, the battery circulation circuit 20 and the electric drive circulation circuit 40 may be operated independently (i.e., the two circuits are not in communication with each other) to effect cooling of the power cell 22 and the electric drive member 42, or the two circuits may be connected in series by controlling the state of the five-way valve 25.

In addition, it will be appreciated that when there is a cooling demand in the passenger cabin, the temperature of the external environment is usually higher, and there may be a situation that the temperature of the power battery 22 is higher, which may be performed by the above-mentioned first temperature sensor 26, and when the temperature fed back by the first temperature sensor 26 is too high, it means that the temperature of the power battery 22 is too high, and an air conditioning system is required to perform cooling, in which case the first throttle valve 17 may be adjusted to a throttle state, at this time, the refrigerant flowing out of the outdoor heat exchanger 13 may be split into two paths, one path of refrigerant flows into the evaporator 14 to evaporate and absorb heat to cool the passenger cabin, and the other path of refrigerant flows into the battery cooler 23 to perform cooling with the liquid heat exchange in the battery circulation loop 20, and further cooling the power battery 22, and in this case, in order to meet the cooling demand, may be achieved by adjusting the power of the compressor 11.

Referring to fig. 4, in some embodiments, the vehicle-mounted thermal circulation system 100 further has a passenger cabin heat pump heating mode, in which the compressor 11 and the warm air water pump 31 are started, the stop valve 16 is opened, the first throttle valve 17 and the second throttle valve 18 are both in a closed state, the refrigerant in the air conditioning circulation loop 10 flows through the condenser 12, the outdoor heat exchanger 13, the stop valve 16 and the gas-liquid separator 15 in sequence under the action of the compressor 11 and then flows back into the compressor 11, the valve port of the three-way valve 33 connected with the warm air water pump 31 is communicated with the valve port connected with the outlet of the warm air core 32, the liquid in the heating circulation loop 30 flows back to the warm air water pump 31 through the three-way valve 33 under the action of the warm air water pump 31 after flowing through the condenser 12 and the warm air core 32, the refrigerant heats the liquid flowing through the condenser 12 when flowing through the condenser 12, and the heated liquid flows into the warm air core 32 to heat the passenger cabin. In this mode, the flow direction of the refrigerant and the flow direction of the liquid in the heating circulation loop 30 can be specifically referred to by arrows on the loop in fig. 4, that is, the directions of the arrows on the loop in fig. 4 represent the flow directions of the refrigerant and the liquid.

In this way, when the warm air demand is present in the passenger compartment, the condenser 12 in the air conditioning circulation loop 10 can be used to heat the liquid in the heating circulation loop 30 that enters the warm air core 32 to achieve passenger compartment heating.

Specifically, in such an embodiment, the first and second electronic fans 50 and 60 are both started, the sixth port b1 of the three-way valve 33 communicates with the seventh port b2, and the heating water pump 31, the condenser 12, the warm air core 32, and the three-way valve 33 form a circulation loop. The compressor 11, the condenser 12, the outdoor heat exchanger 13, the shutoff valve 16, and the gas-liquid separator 15 form a refrigerant circulation circuit. In operation, the compressor 11 delivers high temperature and high pressure refrigerant to the condenser 12 to condense and release heat to heat the liquid in the heating circulation loop 30, then the refrigerant enters the outdoor heat exchanger 13 to absorb heat and evaporate, then enters the gas-liquid separator 15 through the stop valve 16, and then returns to the compressor 11 to enter the next cycle.

It will be appreciated that in such embodiments, the battery circulation loop 20 and the electric drive circulation loop 40 may operate as usual, either independently or in series via the five-way valve 25, particularly without limitation.

Referring to fig. 5, in some embodiments, the vehicle-mounted thermal circulation system 100 further has a passenger cabin heating and dehumidifying mode, in which the warm air water pump 31 and the compressor 11 are started, the stop valve 16 is closed, the first throttle valve 17 is in a closed state, the second throttle valve 18 is in a throttle state, the valve port of the three-way valve 33 connected with the warm air water pump 31 is communicated with the valve port connected with the outlet of the warm air core 32, and the liquid in the heating circulation loop 30 flows through the condenser 12 and the warm air core 32 under the action of the warm air water pump 31 and then flows back to the warm air water pump 31 through the three-way valve 33;

The refrigerant flowing out of the compressor 11 is subjected to primary cooling in the condenser 12 to heat the liquid flowing through the condenser 12, then enters the outdoor heat exchanger 13 to be subjected to secondary cooling, and the refrigerant after the secondary cooling flows into the evaporator 14 to be subjected to evaporation heat absorption, then flows through the gas-liquid separator 15 and then flows back to the compressor 11;

the liquid heated in the condenser 12 flows into the warm air core 32 to form hot air, and the hot air is dehumidified by the evaporator 14 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.

In this way, by adjusting the valve port connection state of the three-way valve 33 and the states of the shutoff valve 16, the first throttle valve 17, and the second throttle valve 18, the evaporator 14 can also perform cooling while the liquid in the heating cycle is heated to achieve heating dehumidification of the passenger compartment.

Specifically, in such an embodiment, the first and second electronic fans 50 and 60 are both started, the sixth port b1 of the three-way valve 33 communicates with the seventh port b2, and the heating water pump 31, the condenser 12, the warm air core 32, and the three-way valve 33 form a circulation loop. The compressor 11, the condenser 12, the outdoor heat exchanger 13, the evaporator 14, and the gas-liquid separator 15 form a refrigerant circulation circuit. In operation, the compressor 11 delivers a high-temperature and high-pressure refrigerant to the condenser 12 to perform a first cooling and heat release to heat the liquid in the heating circulation loop 30 to form warm air in the passenger compartment, then the refrigerant enters the outdoor heat exchanger 13 to perform a second cooling and heat release, the refrigerant after the second cooling enters the evaporator 14 to evaporate and absorb heat to condense wet air in the passenger compartment, on the basis of refrigeration, hot air blown out from the warm air core 32 is dehumidified by the evaporator 14 and then blown into the passenger compartment to achieve heating and dehumidification, and the refrigerant flowing out from the evaporator 14 returns to the compressor 11 after passing through the gas-liquid separator 15 to enter the next circulation.

Referring to fig. 6, in some embodiments, the on-board thermal cycle system 100 further has a battery high temperature heat dissipation mode; in the battery high-temperature heat radiation mode, the compressor 11 and the battery water pump 21 are started, the stop valve 16 is closed, the first throttle valve 17 is in a throttle state, the second throttle valve 18 is in a closed state, and the five-way valve 25 is connected with two valve ports on the battery circulation loop 20 for communication;

the liquid in the battery circulation loop 20 flows through the power battery 22 and the battery cooler 23 under the action of the battery water pump 21 and returns to the battery water pump 21;

the refrigerant flowing out of the compressor 11 is cooled by heat released from the interior of the outdoor heat exchanger 13, throttled by the second throttle valve 18, and then flows through the battery cooler 23, the refrigerant absorbs heat and evaporates in the battery cooler 23 to cool the liquid flowing through the battery cooler 23, the refrigerant after evaporating and absorbing heat flows through the gas-liquid separator 15 and then flows to the compressor 11, and the cooled liquid in the battery circulation loop 20 cools the power battery 22 when flowing through the power battery 22. 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. 6, that is, the directions of the arrows on the circuit in fig. 6 represent the directions of the refrigerant and the liquid.

In this way, when the power battery 22 is in a high temperature environment and efficient cooling is required, the states of the stop valve 16, 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 23 to cool the liquid in the battery circulation loop 20, and further the rapid cooling of the power battery 22 is realized.

Specifically, in such embodiments, the battery high temperature heat dissipation mode may be used in situations where the ambient temperature is high and the temperature of the power battery 22 is high, which may detect the temperature of the liquid in the battery circulation loop 20 via the first temperature sensor, 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 so as to be in the battery high temperature heat dissipation mode.

In the battery high-temperature heat radiation mode, the first electronic fan 50 is started, the first valve port a1 and the second valve port a2 of the five-way valve 25 are communicated, and the battery water pump 21, the power battery 22, the battery cooler 23, the heat exchanger 24 and the five-way valve 25 form a loop. The stop valve 16 is in a closed state, the first throttle valve 17 is in a throttle state, the second throttle valve 18 is in a closed state, the compressor 11, the condenser 12, the outdoor pipe heater, the battery cooler 23 and the gas-liquid separator 15 form a loop, the heating water pump 31 can be closed, the refrigerant does not exchange heat or only exchanges a small part of heat when flowing through the condenser 12, the refrigerant releases heat and cools when entering the outdoor heat exchanger 13, the cooled refrigerant enters the battery cooler 23 to absorb the heat of the liquid in the battery circulation loop 20 and evaporate, the evaporated refrigerant returns to the compressor 11 through the gas-liquid separator 15 and enters the next circulation, and the liquid in the battery circulation loop 20 can be rapidly cooled when flowing through the battery cooler 23 so as to rapidly cool the power battery 22.

It will be appreciated that in such a mode, the flow rate of the battery water pump 21 and the opening degrees of the electronic expansion valve 115 and the first throttle valve 17 can be precisely controlled based on the water temperature signal of the first temperature sensor 26, the signal feedback of the respective temperature sensors and pressure sensors on the air conditioning cycle, so that the power battery 22 operates in a safe temperature range.

Referring to fig. 7, in some embodiments, the vehicle-mounted thermal circulation system 100 further has a battery medium temperature heat dissipation mode, in which the battery water pump 21 and the electric drive water pump 41 are started, one of the ports of the five-way valve 25 connected to the battery circulation loop 20 is connected to the port of the radiator 43, the other port of the five-way valve connected to the battery circulation loop 20 is connected to the port of the electric drive water pump 41, so as to connect the battery circulation loop 20 and the electric drive circulation loop 40 in series, and the liquid in the battery circulation loop 20 flows through the battery water pump 21 and the electric drive water pump 41 through the five-way valve 25 to the radiator 43 for cooling and heat dissipation, then flows back to the battery water pump 21 through the five-way valve 25 after flowing through the electric drive component 42 and the electric drive water pump 41, and further dissipates heat of the battery 22. In this mode, the flow direction of the liquid can be seen in particular by the arrows on the individual circuits in fig. 7, i.e. the direction of the arrows on the circuits in fig. 7 represents the flow direction of the liquid.

In this way, when the temperature of the power battery 22 is at a medium level, that is, the temperature of the power battery 22 is within a normal safety range, in order to achieve cooling and heat dissipation of the power battery 22, the five-way valve 25 is controlled to operate so as to communicate the battery circulation loop 20 and the electric drive circulation loop 40, so that the power battery 22 can dissipate heat through the radiator 43 to control the temperature of the power battery 22.

Specifically, in such an embodiment, the first electronic fan 50 is started, the first valve port a1 of the five-way valve 25 is communicated with the fifth valve port a5, the second valve port a2 is communicated with the third valve port a3, the battery water pump 21 and the electric drive water pump 41 are both started, the battery water pump 21, the power battery 22, the battery cooler 23, the heat exchanger 24, the radiator 43, the electric drive component 42 and the electric drive water pump 41 form a circulation loop, the battery water pump 21 conveys liquid to the power battery 22 to absorb heat thereof, then enters the five-way valve 25 through the first valve port a1, flows into the radiator 43 through the fifth valve port a5 for heat dissipation and cooling, and the cooled cooling also flows into the five-way valve 25 through the third valve port a3 after flowing through the electric drive component 42 and the electric drive water pump 41, and then flows back to the battery water pump 21 from the second valve port a 2.

It will be appreciated that in such embodiments, the air conditioning circuit 10 and the heating circuit 30 may not be engaged or engaged, but the first throttle 17 is in a closed state, for example, when there is a heating demand in the passenger compartment, it may operate in accordance with the passenger compartment heat pump heating mode described above, and when there is a cooling demand in the passenger compartment, it may operate with reference to the passenger compartment cooling mode described above, which will not be described herein.

In such an embodiment, the temperature of the liquid in the battery circulation loop 20 may be monitored by the first temperature sensor 26, 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 five-way valve 25 to operate to achieve the medium temperature heat dissipation mode of the battery.

In addition, in order to avoid thermal shock to the electric drive member 42 due to the liquid in the battery circulation circuit 20 merging with the liquid in the electric drive circulation circuit 40, the controller of the vehicle 1000 may adjust the opening degrees of the respective valve ports of the five-way valve 25 according to the monitoring data of the first temperature sensor 26.

For example, in some embodiments, when the first temperature sensor 26 detects that the temperature is high (e.g., greater than or equal to a certain preset threshold), the opening of each valve port of the five-way valve 25 may be reduced (e.g., the opening of at least one of the first, second, third, and fifth valve ports a1, a2, a3, and a5 is reduced) to slowly introduce the liquid in the battery circulation circuit 20 into the electric drive circulation circuit 40, and when the first temperature sensor 26 detects that the temperature gradually decreases (e.g., less than a certain preset threshold) as cooling proceeds, the opening of each valve port of the five-way valve 25 may be gradually increased (e.g., the opening of at least one of the first, second, third, and fifth valve ports a1, a2, a3, and a5 is increased) to achieve rapid heat dissipation, that is, the opening of each valve port of the five-way valve 25 may be adjusted in real time according to the temperature feedback data of the first temperature sensor 26. Of course, in some embodiments, the flow rate of the battery water pump 21 may also be adjusted according to the temperature feedback of the first temperature sensor 26 to avoid thermal shock.

In addition, in other embodiments, the opening of each valve port of the five-way valve 25 may be adjusted by combining the detected data of the first temperature sensor 26 and the second temperature sensor, for example, a difference between the detected temperature of the first temperature sensor 26 and the detected temperature of the second temperature sensor may be calculated, and further, a temperature difference between the liquid in the battery circulation loop 20 and the liquid in the electric-drive circulation loop 40 may be calculated, and the controller may control the opening of each valve port of the five-way valve 25 according to the temperature difference, for example, when the temperature difference is greater than a preset threshold, it means that if the opening of the valve port is greater, thermal shock may easily occur to the electric-drive component 42, in this case, the opening of each valve port of the five-way valve 25 may be adjusted (for example, the opening of at least one valve port of the first valve port a1, the second valve port a2, the third valve port a3 and the fifth valve port a5 may be adjusted to be reduced), and as cooling proceeds, when the temperature difference gradually becomes smaller, the opening of each valve port of the five-way valve 25 may be gradually increased (for example, the opening of each valve port of the five-way valve 25 may be adjusted according to the temperature difference between the first valve port a1, the second valve port a2 and the fifth valve port a3 and the fifth valve port a5 may be adjusted according to the temperature difference). Of course, in some embodiments, the flow rates of the battery water pump 21 and the electric drive water pump 41 may also be adjusted according to the temperature feedback of the first temperature sensor 26 and the second temperature sensor to avoid thermal shock.

Referring to fig. 8, in some embodiments, the on-board thermal cycle system 100 has an electric drive waste heat recovery mode; in the electric drive waste heat recovery mode, the battery water pump 21 and the electric drive water pump 41 are started, one valve port of the five-way valve 25 connected to the battery circulation loop 20 is communicated with a valve port of a pipeline between the electric drive component 42 and the radiator 43, the other valve port connected to the battery circulation loop 20 is communicated with a valve port connected to the electric drive water pump 41, so that the battery circulation loop 20 and the electric drive circulation loop 40 are connected in series, liquid in the electric drive circulation loop 40 flows through the electric drive component 42 under the action of the electric drive water pump 41 to recover heat of the electric drive component 42, and the liquid after absorbing the heat of the electric drive component 42 flows into the battery circulation loop 20 from the five-way valve 25 to heat the power battery 22, and then flows back to the electric drive water pump 41 through the five-way valve 25. In this mode, the flow direction of the liquid can be seen in particular by the arrows on the circuit in fig. 8, i.e. the direction of the arrows on the circuit in fig. 8 represents the flow direction of the liquid.

In this way, in order to ensure the endurance of the power battery 22 in the low-temperature environment, the battery circulation loop 20 can utilize the waste heat of the electric driving component 42 in the electric driving circulation loop 40 to heat the power battery 22, so as to realize the recycling of the waste heat and reduce the energy consumption.

Specifically, in such an embodiment, the first valve port a1 of the five-way valve 25 is communicated with the fourth valve port a4, the third valve port a3 is communicated with the second valve port a2, the battery water pump 21 and the electric drive water pump 41 are started, the battery water pump 21, the power battery 22, the battery cooler 23, the heat exchanger 24, the radiator 43, the electric drive component 42 and the electric drive water pump 41 form a circulation loop, the battery water pump 21 conveys liquid to the power battery 22 and then enters the five-way valve 25 through the first valve port a1, the liquid flows into the electric drive component 42 through the fourth valve port a4 to absorb heat of the electric drive component 42, the liquid after absorbing heat flows through the electric drive water pump 41 and then enters the five-way valve 25 from the third valve port a3, then flows back to the battery water pump 21 from the second valve port a2, and the battery water pump 21 conveys the heated liquid to the power battery 22 to perform heat preservation heating on the power battery 22 by using heat.

In such an embodiment, the temperature of the liquid in the battery circulation loop 20 may be monitored by the first temperature sensor 26, the temperature of the liquid in the electric drive circulation loop 40 may be monitored by the second temperature sensor, and then the opening of each valve port (e.g., the first valve port a1, the second valve port a2, the third valve port a3 and the fourth valve port a 4) of the five-way valve 25 and/or the flow rates of the battery water pump 21 and the electric drive water pump 41 may be controlled according to the temperature difference therebetween to achieve accurate control of the flow rates, so as to avoid the heat shock to the power battery 22 caused by the liquid flowing into the battery circulation loop 20. Of course, in some embodiments, the flow rates of the battery water pump 21 and the electric drive water pump 41 may also be adjusted according to the temperature feedback of the first temperature sensor 26 and the second temperature sensor to avoid thermal shock. That is, in such an embodiment, the flow rate of each water pump and the position opening degree of each valve port of the five-way valve can be precisely controlled based on the feedback of the first temperature sensor 26 and the second temperature sensor to recover the waste heat generated by the electric drive part 42 into the power battery 22.

Referring to fig. 9, in some embodiments, the on-board thermal cycle system 100 has a first battery low temperature heating mode; in the first battery low-temperature heating mode, the compressor 11, the battery water pump 21 and the warm air water pump 31 are started, the stop valve 16 is opened, the first throttle valve 17 and the second throttle valve 18 are in a closed state, the valve port of the three-way valve 33 connected with the heat exchanger 24 is communicated with the valve port connected with the warm air water pump 31, and the five-way valve 25 is connected with the two valve ports on the battery circulation loop 20;

the liquid in the heating circulation loop 30 flows through the condenser 12 and the heat exchanger 24 under the action of the warm air water pump 31 and then flows back to the warm air water pump 31 through the three-way valve 33;

the liquid in the battery circulation loop 20 flows back to the battery water pump 21 through the five-way valve 25 after flowing through the power battery 22 and the heat exchanger 24 under the action of the battery water pump 21;

Cooling and releasing heat when the refrigerant flowing out of the compressor 11 flows through the condenser 12 to heat the liquid flowing through the condenser 12 in the heating circulation loop 30, absorbing heat and evaporating when the cooled refrigerant flows through the outdoor heat exchanger 13, and returning the refrigerant after absorbing heat and evaporating to the compressor 11 after sequentially flowing through the stop valve 16 and the gas-liquid separator 15;

when the heated liquid in the heating circulation loop 30 flows through the heat exchanger 24, the liquid in the battery circulation loop 20 flowing through the heat exchanger 24 is heated, and the heated liquid in the battery circulation loop 20 flows through the power battery 22 under the action of the battery water pump 21 so as to heat the power battery 22. 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. 9, that is, the direction of the arrows on the circuit in fig. 9 represents the directions of the refrigerant and the liquid.

In this way, in the case where the ambient temperature is extremely low, in order to secure the endurance of the power battery 22, the air conditioning circulation circuit 10 may heat the liquid in the heating circulation circuit 30 through the condenser 12 by controlling the states of the shut-off valve 16, the first throttle valve 17, the second throttle valve 18, the three-way valve 33, and the five-way valve 25, and then heat the liquid in the battery circulation circuit 20 in the heat exchanger 24 through the heated liquid, thereby heating the power battery 22.

Specifically, in such an embodiment, the first electronic fan 50 is started, the shutoff valve 16 is opened, the first throttle valve 17 and the second throttle valve 18 are both closed, the battery cooler 23 and the evaporator 14 are not operated, and the compressor 11, the condenser 12, the outdoor heat exchanger 13, and the gas-liquid separator 15 form a refrigerant circuit. The sixth port b1 and the eighth port b3 of the three-way valve 33 are communicated, and the heating water pump 31, the condenser 12, the heat exchanger 24 and the three-way valve 33 form a circulation loop, and the warm air core 32 does not operate. The first valve port a1 of the five-way valve 25 is communicated with the second valve port a2, and the battery water pump 21, the power battery 22, the battery cooler 23, the heat exchanger 24 and the five-way valve 25 form a circulation loop. The high-temperature and high-pressure refrigerant flowing out of the compressor 11 is condensed and released in the condenser 12 to heat the liquid in the heating circulation loop 30, the heated liquid flows through the heat exchanger 24 to heat the liquid in the battery circulation loop 20 to heat the power battery 22, the refrigerant flowing out of the condenser 12 flows into the outdoor heat exchanger 13 to evaporate and absorb heat, and then flows back to the compressor 11 through the gas-liquid separator 15 to enter the next circulation.

It will be appreciated that in such a case, when there is a demand for heating the passenger compartment, the seventh port b2 of the three-way valve 33 may also be in communication with the sixth port b1, so that a part of the liquid in the heating circulation loop 30 flows through the heat exchanger 24 to heat the power battery 22, and another part flows into the warm air core 32 to heat the passenger compartment. Specifically, in such embodiments, the flow of liquid into the warm air core 32 and heat exchanger 24 may be regulated by proportional adjustment of the three-way valve 33. Meanwhile, in order to secure the warm air effect and the heating effect of the power battery 22, the power of the compressor 11 or the opening degree of the electronic expansion valve 115 may be adjusted to improve the heat supply capacity.

Referring to fig. 10, in some embodiments, the heating circulation loop 30 further includes a liquid heater 34, the liquid heater 34 may be disposed between the second heat exchange line 122 and the inlet of the warm air core 32, and one end of the sixth heat exchange line 242 is connected between the liquid heater 34 and the inlet of the warm air core 32.

In this way, the liquid heater 34 can heat the liquid in the heating circulation loop 30, which can be used alone to heat the warm air core 32, or can be used to heat the liquid synchronously to supplement heat in the above-mentioned passenger cabin heat pump heating mode. In particular, in such embodiments, the liquid heater may be a PTC heater.

Referring to fig. 10, in some embodiments, the on-board thermal cycle system 100 has a second battery low temperature heating mode; in the second battery low-temperature heating mode, the compressor 11 is turned off, the battery water pump 21 and the warm air water pump 31 are started, the liquid heater 34 is started, the valve port of the three-way valve 33 connected with the heat exchanger 24 is communicated with the valve port connected with the warm air water pump 31, and the five-way valve 25 is connected with the two valve ports on the battery circulation loop 20;

The liquid in the heating circulation loop 30 flows through the liquid heater 34 to be heated under the action of the warm air water pump 31, the heated liquid flows through the heat exchanger 24 to heat the liquid flowing through the heat exchanger 24 in the battery circulation loop 20, and then flows back to the warm air water pump 31 through the three-way valve 33;

the heated liquid in the battery circulation circuit 20 flows through the power battery 22 by the battery water pump 21 to heat the power battery 22. In this mode, the flow direction of the liquid can be seen in particular by the arrows on the individual loops in fig. 10, i.e. the direction of the arrows on the loops in fig. 10 represents the flow direction of the liquid.

In this way, in the case of extremely low ambient temperature, to ensure the endurance of the power battery 22, the liquid in the heating circulation loop 30 may be directly heated by the liquid heater 34, and then the heated liquid in the battery circulation loop 20 may be heated by the heated liquid in the heat exchanger 24, so as to heat the power battery 22.

Specifically, in such an embodiment, the air conditioning circulation circuit 10 may be disabled, the sixth valve port b1 and the eighth valve port b3 of the three-way valve 33 are communicated, the heating water pump 31, the liquid heater, the heat exchanger 24, and the three-way valve 33 form a circulation circuit, and the warm air core 32 is disabled. The first valve port a1 of the five-way valve 25 is communicated with the second valve port a2, the battery water pump 21, the power battery 22, the battery cooler 23, the heat exchanger 24 and the five-way valve 25 form a circulation loop, liquid in the heating circulation loop 30 is heated by the liquid heater, and the heated liquid flows through the heat exchanger 24 to heat the liquid in the battery circulation loop 20 so as to heat the power battery 22.

Of course, it will be appreciated that in some embodiments, the first and second battery low temperature heating modes may operate together, i.e., in fig. 10, the compressor may also be activated for the first battery low temperature heating mode, both operating simultaneously, particularly without limitation.

Referring to fig. 11, in some embodiments, when there is a heating demand for the passenger compartment, the liquid heating 34 may be directly used to heat the liquid in the heating circulation circuit 30, in which case, the sixth port b1 of the three-way valve 33 is connected to the seventh port b2, the heating water pump 31, the liquid heater, the warm air core 32 and the three-way valve 33 form a circulation circuit, and the warm air core 32 directly uses the liquid heater to heat the passenger compartment. In this mode, the flow direction of the liquid can be seen in particular by the arrows on the circuit in fig. 11, i.e. the direction of the arrows on the circuit in fig. 11 represents the flow direction of the liquid.

Further, in some embodiments, the liquid heater 34 may have a temperature detecting function or a third temperature sensor (not shown) is provided on the heating circulation loop 30, and the power of the liquid heater 34 may be controlled by detecting the temperature of the liquid in the heating circulation loop 30 through the liquid heater 34 or the third temperature sensor. In such an embodiment, the liquid heater 34 may adjust the output power according to the temperature feedback of the liquid in the power battery 22, ensure a certain temperature of the liquid flowing through the power battery 22, and the battery water pump 21 may adjust the duty ratio according to the target water flow rate when heating the power battery 22, and ensure the flow rate of the heated water of the power battery 22.

Referring to fig. 12, in some embodiments, the vehicle thermal cycle system 100 further has an electric drive cooling mode, in which the electric drive water pump 41 is operated, the third valve port a3 of the five-way valve 25 communicates with the fifth valve port a5, and the electric drive water pump 41, the electric drive member 42, the radiator 43, and the five-way valve 25 form a circulation loop. In this way, heat can be directly dissipated to the electric driving part 42 through the heat sink 43. 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 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 utility model. 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 utility model have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the utility model, 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 utility model.

Claims

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

2. The vehicle-mounted thermal circulation system according to claim 1, wherein the five-way valve comprises a first valve port, a second valve port, a third valve port, a fourth valve port and a fifth valve port, the first valve port is connected with the fifth heat exchange pipeline, the second valve port is connected with the battery water pump, the third valve port is connected with the electric drive water pump, the fourth valve port is communicated with a pipeline between the electric drive component and the radiator, and the fifth valve port is connected with the radiator;

The three-way valve comprises a sixth valve port, a seventh valve port and an eighth valve port, wherein the sixth valve port is connected with the warm air water pump, the seventh valve port is connected with an outlet of the warm air core, and the eighth valve port is connected with the sixth heat exchange pipeline.

3. The vehicle-mounted heat circulation system according to claim 1, wherein the compressor, the first heat exchange pipeline, the outdoor heat exchanger and the gas-liquid separator are connected in sequence, the air conditioning circulation circuit further comprises a stop valve connected between the outdoor heat exchanger and the gas-liquid separator, one end of the fourth heat exchange pipeline is communicated with a pipeline between the stop valve and the outdoor heat exchanger, the other end is communicated with an outlet of the evaporator and is communicated with a pipeline between the stop valve and the gas-liquid separator, and an inlet of the evaporator is communicated with a pipeline between the stop valve and the outdoor heat exchanger;

4. The on-vehicle thermal circulation system according to claim 3, wherein the on-vehicle thermal circulation system has a passenger compartment heating dehumidification mode;

5. The on-vehicle thermal circulation system according to claim 3, wherein the on-vehicle thermal circulation system has a battery high-temperature heat radiation mode;

cooling the refrigerant flowing out of the compressor in the outdoor heat exchanger, throttling the refrigerant through the second throttle valve, flowing through the battery cooler, absorbing heat in the battery cooler and evaporating the refrigerant to cool liquid flowing through the battery cooler, enabling the refrigerant after absorbing heat by evaporation to flow through the gas-liquid separator and then to the compressor, and cooling the power battery when the cooled liquid in the battery circulation loop flows through the power battery; and/or

The vehicle-mounted thermal circulation system is also provided with a battery medium-temperature heat dissipation mode;

6. The vehicle-mounted thermal circulation system according to claim 1, wherein a first temperature sensor is provided on the battery circulation circuit, and a second temperature sensor is integrated in the electric drive part or provided on the electric drive circulation circuit.

7. The on-board thermal cycle system of claim 3, wherein the on-board thermal cycle system has an electric drive waste heat recovery mode;

8. The on-board thermal cycle system of claim 3, wherein the on-board thermal cycle system has a first battery low temperature heating mode;

9. The on-vehicle thermal circulation system according to claim 3, wherein the heating circulation circuit further includes a liquid heater disposed between the second heat exchange line and the inlet of the warm air core, one end of the sixth heat exchange line being connected between the liquid heater and the inlet of the warm air core;

The vehicle-mounted thermal circulation system is provided with a second battery low-temperature heating mode;

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