WO2024067409A1 - 一种汽车热泵系统、热管理方法及汽车 - Google Patents

一种汽车热泵系统、热管理方法及汽车 Download PDF

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Publication number
WO2024067409A1
WO2024067409A1 PCT/CN2023/120792 CN2023120792W WO2024067409A1 WO 2024067409 A1 WO2024067409 A1 WO 2024067409A1 CN 2023120792 W CN2023120792 W CN 2023120792W WO 2024067409 A1 WO2024067409 A1 WO 2024067409A1
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WO
WIPO (PCT)
Prior art keywords
circuit
electric drive
valve
heating
passenger compartment
Prior art date
Application number
PCT/CN2023/120792
Other languages
English (en)
French (fr)
Inventor
宋暖
陈宗山
徐丽青
Original Assignee
深蓝汽车科技有限公司
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Filing date
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Application filed by 深蓝汽车科技有限公司 filed Critical 深蓝汽车科技有限公司
Publication of WO2024067409A1 publication Critical patent/WO2024067409A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
    • B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/44—Heat storages, e.g. for cabin heating

Definitions

  • the present invention relates to the field of thermal management control of new energy vehicles, and in particular to an automobile heat pump system, a thermal management method and an automobile.
  • New energy vehicles have the defects of low heating energy efficiency and high heating power consumption in low temperature environments, which leads to users complaining about the significant reduction in vehicle range in low temperature environments.
  • vehicle thermal management such as heat pump technology, electric drive waste heat utilization, heat utilization, passenger compartment waste heat recovery, etc.
  • each technology needs to take into account the needs of multiple parties, improve the system energy efficiency, and reduce thermal management power consumption, which leads to a complex system.
  • the present invention provides an automobile heat pump system, a heat management method and an automobile, which realize the recovery and utilization of electric drive waste heat by utilizing the thermal capacity effect of a battery pack.
  • the present invention provides a thermal management method for an automobile heat pump system, comprising:
  • the electric drive waste heat is stored using the thermal capacity effect of the battery pack, and the refrigerant is used to heat the passenger compartment;
  • the electric drive waste heat stored in the battery pack and the waste heat currently generated by the electric drive are transferred to the refrigerant, and then the refrigerant is used to heat the passenger compartment;
  • the second preset level of heating demand is higher than the first preset level of heating demand.
  • the method further comprises:
  • the thermal capacity effect of the battery pack is used to store excess cold of the refrigerant, and the refrigerant is used to cool the passenger compartment.
  • the method further comprises:
  • the refrigerant is used to heat the battery pack.
  • the method further comprises:
  • the electric drive waste heat is stored using the thermal capacity effect of the battery pack, and the heater is used to heat the passenger compartment;
  • the third preset level heating demand is higher than the first preset level heating demand and the second preset level heating demand.
  • the step of storing the electric drive waste heat by utilizing the thermal capacity effect of the battery pack and heating the passenger compartment by utilizing the refrigerant includes:
  • first passenger compartment heating circuit an electric drive and battery coolant circuit, and a first refrigerant circuit
  • the first refrigerant circuit is thermally coupled to the first passenger compartment heating circuit.
  • the first refrigerant circuit exchanges the heat generated by itself to the first passenger compartment heating circuit to achieve heating for the passenger compartment.
  • the waste heat of the electric drive is transferred to the battery pack via the electric drive and battery coolant circuits for storage.
  • the electric drive waste heat stored in the battery pack and the waste heat currently generated by the electric drive are transferred to the refrigerant, and then the step of using the refrigerant to heat the passenger compartment includes:
  • first passenger compartment heating circuit an electric drive and battery coolant circuit, a first refrigerant circuit, and a second refrigerant circuit
  • the first refrigerant circuit is thermally coupled to the first passenger compartment heating circuit
  • the electric drive and battery coolant circuit is thermally coupled to the second refrigerant circuit, and the first refrigerant circuit and the second refrigerant circuit are connected;
  • the waste heat stored in the battery pack and the waste heat currently generated by the electric drive undergo heat exchange via the electric drive and battery coolant circuit and the second refrigerant circuit, and are then transferred from the second refrigerant circuit to the first refrigerant circuit.
  • the first refrigerant circuit exchanges the heat generated by itself and the heat absorbed by it to the first passenger compartment heating circuit, thereby heating the passenger compartment.
  • the steps of storing excess cooling capacity of the refrigerant by utilizing the heat capacity effect of the battery pack and utilizing the refrigerant to cool the passenger compartment include:
  • the first refrigerant circuit is connected to the second refrigerant circuit, the second refrigerant circuit is thermally coupled to the battery cooling circuit, and the first refrigerant circuit is thermally coupled to the electric drive coolant circuit;
  • the heat generated by the first refrigerant circuit itself is heat-exchanged to the electric drive coolant circuit for cooling.
  • a part of the cooled refrigerant is used to cool the passenger compartment, and the heat exchanged to the electric drive coolant circuit is dissipated by the electric drive coolant circuit; another part of the cooled refrigerant is transferred to the second refrigerant circuit, and then exchanged to the battery cooling circuit via the second refrigerant circuit, thereby enabling the battery pack to store excess cold.
  • the step of heating the battery pack by using a refrigerant includes:
  • the first passenger compartment heating circuit is connected to the battery heating circuit, and the first passenger compartment heating circuit is thermally coupled to the first refrigerant circuit; the first refrigerant circuit exchanges the heat generated by itself to the first passenger compartment heating circuit, and then transfers it to the battery heating circuit Heat the battery.
  • the step of storing the electric drive waste heat by utilizing the thermal capacity effect of the battery pack and heating the passenger compartment by utilizing the heater includes:
  • a second passenger compartment heating circuit and an electric drive and battery coolant circuit are formed; the second passenger compartment heating circuit uses the heat generated by itself to heat the passenger compartment; the waste heat of the electric drive is transferred to the battery pack for storage via the electric drive and battery coolant circuit.
  • the present invention provides an automobile heat pump system for realizing the above-mentioned automobile heat pump system thermal management method, comprising: a first passenger compartment heating circuit, a second passenger compartment heating circuit, a battery coolant circuit, an electric drive coolant circuit, an electric drive and battery coolant circuit, a first refrigerant circuit and a second refrigerant circuit;
  • the first passenger compartment heating circuit is coupled to the first refrigerant circuit and/or the second refrigerant circuit via a water-cooled condenser
  • the battery coolant circuit is coupled to the second refrigerant circuit via a battery cooler
  • the electric drive coolant circuit is coupled to the first refrigerant circuit and/or the second refrigerant circuit via a water-cooled condenser
  • the electric drive and battery coolant circuit is coupled to the second refrigerant circuit via a battery cooler
  • the battery coolant circuit and the electric drive coolant circuit can coexist, but the battery coolant circuit and the electric drive coolant circuit do not coexist with the electric drive and battery coolant circuit; the first refrigerant circuit and the second refrigerant circuit share the refrigerant channel of the water-cooled condenser, the electric drive coolant circuit and the passenger compartment heating circuit share the coolant channel of the water-cooled condenser, and the first passenger compartment heating circuit and the second passenger compartment heating circuit do not coexist.
  • the automobile heat pump system further comprises:
  • a battery heating circuit is connected to the first passenger compartment heating circuit or the second passenger compartment heating circuit.
  • the automobile heat pump system comprises:
  • Multi-way valve multi-inlet and one-outlet valve, multi-way proportional valve
  • the formation of the first passenger compartment heating circuit, the second passenger compartment heating circuit, the battery heating circuit, the battery coolant circuit, the electric drive coolant circuit and the electric drive and battery coolant circuit relies on the switching control of multiple internal interfaces of the multi-way valve, the switching control of multiple internal valve ports of the multi-inlet and one-outlet valve, the switching control of multiple outlets of the multi-way proportional valve, and the opening and closing control of the electric drive water pump, the heating water pump and the battery water pump.
  • the multi-way valve has 10 interfaces from interface A to interface J; the multi-inlet and one-outlet valve has 4 valve ports from valve port K to valve port N, where valve port N is the water outlet; the multi-way proportional valve has 3 valve ports from valve port O to valve port Q;
  • the battery coolant circuit includes: a battery pack, a battery water pump, a coolant channel of a battery cooler, interfaces D to H of a multi-way valve, and a check valve;
  • the water outlet of the battery pack is connected to the interface D of the multi-way valve, the interface D and interface E of the multi-way valve are connected in sequence, the interface E of the multi-way valve is connected to the interface H, the interface H of the multi-way valve is connected to the water inlet of the battery water pump, the coolant channel of the battery cooler is connected to the water outlet of the battery water pump and the interface G of the multi-way valve, the interface G of the multi-way valve is connected to the interface F, the interface F of the multi-way valve is connected to the water inlet of the check valve, and the water inlet of the check valve is connected to the water inlet of the battery pack.
  • the electric drive coolant circuit comprises:
  • the electric drive and battery coolant circuit includes: a battery pack, a battery water pump, a coolant channel of a battery cooler, interfaces C to H and J of a multi-way valve, a check valve, an electric drive water pump, and an electric drive;
  • the water outlet of the battery pack is connected to the interface D of the multi-way valve, the interface D and interface E of the multi-way valve are connected in sequence, the interface E of the multi-way valve is connected to the interface C, the water inlet of the electric drive water pump is connected to the interface C of the multi-way valve, the water outlet of the electric drive water pump is connected to the water inlet of the electric drive, the water outlet of the electric drive is connected to the interface J of the multi-way valve, the interface J of the multi-way valve is connected to the interface H, the interface H of the multi-way valve is connected to the water inlet of the battery water pump, the coolant channel of the battery cooler is connected to the water outlet of the battery water pump and the interface G of the multi-way valve, the interface G of
  • the first passenger compartment heating circuit comprises: a heating water pump, a coolant channel of a water-cooled condenser, a heater core, valve ports O and Q of a multi-way proportional valve, and valve ports M and N of a multi-inlet-one-outlet valve;
  • the valve port N of the multi-inlet-one-outlet valve is connected to the water inlet of the heating water pump
  • the coolant channel of the water-cooled condenser is connected between the water outlet of the heating water pump and the water inlet of the heater core
  • the water outlet of the heater core is connected to the valve port O of the multi-way proportional valve
  • the valve port O of the multi-way proportional valve is connected to the valve port Q
  • the valve port Q of the multi-way proportional valve is connected to the valve port M of the multi-inlet-one-outlet valve
  • the valve port M of the multi-inlet-one-outlet valve is connected to the valve port N;
  • the second passenger compartment heating circuit includes the first passenger compartment heating circuit and a water-heating electric heater, wherein the coolant channel of the water-cooled condenser is connected between the water outlet of the heating water pump and the water inlet of the water-heating electric heater, and the water inlet of the water-heating electric heater is connected to the water inlet of the heater core.
  • the valve port O of the multi-inlet and one-outlet valve is connected to the water inlet of the heating water pump, the water outlet of the heater core is connected to the valve port P of the multi-way proportional valve, the valve port P of the multi-way proportional valve is connected to the valve port Q, the valve port Q of the multi-way proportional valve is connected to the water inlet of the battery pack, the water outlet of the battery pack is connected to the valve port M of the multi-inlet and one-outlet valve, and the valve port M of the multi-inlet and one-outlet valve is connected to the valve port O.
  • the first refrigerant circuit comprises: a compressor, a refrigerant channel of a water-cooled condenser, a first electronic expansion valve, an evaporator core and a gas-liquid separator which are sequentially connected to form a closed loop;
  • the second refrigerant circuit includes: a compressor, a refrigerant channel of a water-cooled condenser, a second electronic expansion valve, a refrigerant channel of a battery cooler, and a gas-liquid separator which are sequentially connected to form a closed loop.
  • the present invention also provides an automobile, comprising the automobile heat pump system mentioned above.
  • the present invention uses the battery pack as a heat capacitor.
  • the thermal capacity effect of the battery pack is used to store the electric drive waste heat.
  • the waste heat stored in the battery pack and the electric drive waste heat are transferred to the refrigerant through heat exchange and then exchanged with the coolant in the first passenger compartment heating circuit to realize the use of the electric drive waste heat for heating the passenger compartment.
  • the battery pack can also store cold simultaneously.
  • the battery pack can use the refrigerant to cool it and store cold at the same time. The stored cold storage can cool the battery pack when the battery pack is fast charged.
  • FIG1 is a schematic diagram of an automotive heat pump system in an embodiment of the present invention.
  • FIG2 is a working principle diagram of heating using an automobile heat pump system in an embodiment of the present invention.
  • FIG3 is a working principle diagram of a battery pack heating system using an automobile heat pump system in an embodiment of the present invention
  • FIG4 is a working principle diagram of refrigeration using an automobile heat pump system in an embodiment of the present invention.
  • FIG5 is a working principle diagram of an automotive heat pump system for electric drive heat dissipation in an embodiment of the present invention
  • FIG6 is a flow chart of a heat pump system control method according to an embodiment of the present invention.
  • This embodiment provides a thermal management method for an automobile heat pump system, comprising:
  • the electric drive waste heat is stored using the thermal capacity effect of the battery pack, and the refrigerant is used to heat the passenger compartment.
  • whether the passenger cabin has a heating demand is a command actively input by the user. Whether the passenger cabin heating requires electric drive waste heat is determined according to the heating demand level of the passenger cabin heating demand. Specifically, if the passenger cabin heating demand is the first preset level heating demand, the passenger cabin heating demand temperature is low at this time, and the heat provided by the refrigerant is sufficient to heat the passenger cabin. At this time, it is determined that electric drive waste heat is not required.
  • the first passenger compartment heating circuit Forming the first passenger compartment heating circuit, the electric drive and battery coolant circuit and the first refrigerant circuit; the first refrigerant circuit Thermally coupled with the first passenger compartment heating circuit, the first refrigerant circuit exchanges the heat it generates with the first passenger compartment heating circuit to heat the passenger compartment; the waste heat of the electric drive is transferred to the battery pack for storage via the electric drive and battery coolant circuit.
  • the waste heat generated by the electric drive is transferred to the battery pack via the electric drive and battery coolant circuit, and the thermal capacity effect of the battery pack can recover and store this part of the waste heat; at the same time, the heat generated in the first refrigerant circuit is heat-exchanged with the first passenger compartment heating circuit, so that the heat of the refrigerant is absorbed by the first passenger compartment heating circuit and then transferred to the heater core to heat the passenger compartment.
  • the electric drive waste heat stored in the battery pack and the waste heat currently generated by the electric drive are transferred to the refrigerant, and the refrigerant is used to heat the passenger compartment.
  • the heating demand of the passenger compartment is the second preset level heating demand, and the first preset level heating demand is lower than the second preset level heating demand, the temperature of the passenger compartment heating demand is relatively high, and the heat provided by the refrigerant is not enough to heat the passenger compartment.
  • the electric drive waste heat is determined to be required.
  • the waste heat previously stored in the battery pack and the waste heat currently generated by the electric drive are both transferred to the refrigerant through heat exchange to increase the heating capacity provided by the refrigerant to the passenger compartment.
  • the specific principle of using refrigerant to heat the passenger compartment is as follows: a first passenger compartment heating circuit, an electric drive and battery coolant circuit, a first refrigerant circuit and a second refrigerant circuit are formed; the first refrigerant circuit is thermally coupled with the first passenger compartment heating circuit, the electric drive and battery coolant circuit and the second refrigerant circuit are thermally coupled, and the first refrigerant circuit and the second refrigerant circuit are connected; the waste heat stored in the battery pack and the waste heat currently generated by the electric drive undergo heat exchange via the electric drive and battery coolant circuit and the second refrigerant circuit, and are then transferred from the second refrigerant circuit to the first refrigerant circuit, and the first refrigerant circuit exchanges the heat generated by itself and the heat absorbed by it to the first passenger compartment heating circuit, thereby heating the passenger compartment.
  • the thermal capacity effect of the battery pack is used to store the excess cold of the refrigerant, and the refrigerant is used to cool the passenger compartment.
  • the specific principle of using the refrigerant to cool the passenger compartment is as follows: an electric drive cooling circuit, a first refrigerant circuit, a second refrigerant circuit and a battery cooling circuit are formed; the first refrigerant circuit and the second refrigerant circuit are connected, the second refrigerant circuit and the battery cooling circuit are thermally coupled, and the first refrigerant circuit and the electric drive coolant circuit are thermally coupled; the heat generated by the first refrigerant circuit itself is heat-exchanged to the electric drive coolant circuit to be cooled, and a part of the cooled refrigerant is used to cool the passenger compartment, and the heat exchanged to the electric drive coolant circuit is dissipated by the electric drive coolant circuit; another part of the cooled refrigerant is transferred to the second refrigerant circuit, and then
  • the refrigerant is used to heat the battery pack.
  • the specific principle of using the refrigerant to heat the battery pack is as follows: forming a battery heating circuit, a first passenger compartment heating circuit and a first refrigerant circuit; the first passenger compartment heating circuit and the battery heating circuit are connected, and the first passenger compartment heating circuit and the first refrigerant circuit are thermally coupled; the first refrigerant circuit exchanges the heat generated by itself with the first passenger compartment heating circuit, and then transfers it to the battery heating circuit to heat the battery.
  • the process of heating the battery pack is also accompanied by the process of heating and dehumidifying the passenger compartment.
  • the electric drive waste heat is stored using the thermal capacity effect of the battery pack, and the heater is used to heat the passenger compartment.
  • the passenger compartment heating demand is the third preset level heating demand, which is the highest level demand.
  • the refrigerant and electric drive waste heat are not enough to meet the passenger compartment heating, and the heater is directly turned on to heat the passenger compartment.
  • the specific principle of using a heater to heat the passenger compartment is as follows: a second passenger compartment heating circuit and an electric drive and battery coolant circuit are formed; the second passenger compartment heating circuit uses the heat generated by itself to heat the passenger compartment; the waste heat of the electric drive is transferred to the battery pack for storage via the electric drive and battery coolant circuit.
  • an automobile heat pump system including: a battery heating circuit, a first passenger compartment heating circuit, a second passenger compartment heating circuit, a battery coolant circuit, an electric drive coolant circuit, an electric drive and battery coolant circuit, a first refrigerant circuit and a second refrigerant circuit;
  • the battery heating circuit is connected to the passenger compartment heating circuit, the first passenger compartment heating circuit is coupled with the first refrigerant circuit and/or the second refrigerant circuit through a water-cooled condenser 2
  • the battery coolant circuit is coupled with the second refrigerant circuit through a battery cooler 6, and the electric drive coolant circuit is connected to the first refrigerant circuit and/or the second refrigerant circuit through a water-cooled condenser 2.
  • the cooling liquid circuit is coupled with the first refrigerant circuit and/or the second refrigerant circuit through the water-cooled condenser 2, and the battery pack 19 and the electric drive coolant circuit are coupled with the second refrigerant circuit through the battery cooler 6;
  • the battery coolant circuit and the electric drive coolant circuit can coexist, but the battery coolant circuit and the electric drive coolant circuit do not coexist with the electric drive and battery coolant circuit, and the first passenger compartment heating circuit and the second passenger compartment heating circuit do not coexist;
  • the first refrigerant circuit and the second refrigerant circuit share the refrigerant channel of the water-cooled condenser 2
  • the electric drive coolant circuit and the passenger compartment heating circuit share the coolant channel of the water-cooled condenser 2.
  • the formation of the above-mentioned battery heating circuit, the first passenger compartment heating circuit, the second passenger compartment heating circuit, the battery coolant circuit, the electric drive coolant circuit, the electric drive and battery coolant circuit requires the use of a multi-way valve 14 with specific multiple interfaces, a multi-inlet-one-outlet valve 11 with multiple inlets and one outlet, and a multi-way proportional valve 10 with one inlet and multiple outlets.
  • the multi-way valve 14 has 10 interfaces from interface A to interface J; the multi-inlet and one-outlet valve 11 has 4 valve ports from valve port K to valve port N, where valve port N is the water outlet; the multi-way proportional valve 10 has 3 valve ports from valve port O to valve port Q.
  • the multi-way valve 14 can also be designed as a valve with more interfaces as required.
  • the multi-way valve 14 can adopt related products disclosed in the prior art.
  • valve port P of the multi-way proportional valve 10 and the valve port L of the multi-inlet-one-outlet valve 11 need to be connected between the water inlet and outlet of the battery pack 19.
  • the valve port P of the multi-way proportional valve 10 and the valve port L of the multi-inlet-one-outlet valve 11 are closed, the battery pack 19 cannot be heated.
  • the above-mentioned first passenger compartment heating circuit includes: a heating water pump 15, a coolant channel of a water-cooled condenser 2, a heater core 9, a valve port O and a valve port Q of a multi-way proportional valve 10, and valve ports M and N of a multi-inlet and one-outlet valve 11; the valve port N of the multi-inlet and one-outlet valve 11 is connected to the water inlet of the heating water pump 15, the coolant channel of the water-cooled condenser 2 is connected between the water outlet of the heating water pump 15 and the water inlet of the heater core 9, the water outlet of the heater core 9 is connected to the valve port O of the multi-way proportional valve 10, the valve port O of the multi-way proportional valve 10 is connected to the valve port Q, the valve port Q of the multi-way proportional valve 10 is connected to the valve port M of the multi-inlet and one-outlet valve 11 The valve port M and the valve port N of the multi-inlet and one-outlet valve 11 are connected; the second
  • the connection or disconnection between the first passenger compartment heating circuit and the battery heating circuit is achieved.
  • the electric drive and battery coolant circuit includes: a battery pack 19, a battery water pump 17, a coolant channel of a battery cooler 6, interfaces C to H and J of a multi-way valve 14, a check valve 18, an electric drive water pump 12, and an electric drive 13;
  • the water outlet of the battery pack 19 is connected to the interface D of the multi-way valve 14, the interface D and the interface E of the multi-way valve 14 are connected in sequence, the interface E and the interface C of the multi-way valve 14 are connected, the water inlet of the electric drive water pump 12 is connected to the interface C of the multi-way valve 14, and the electric drive water pump 12
  • the water outlet is connected to the water inlet of the electric drive 13, the water outlet of the electric drive 13 is connected to the interface J of the multi-way valve 14, the interface J of the multi-way valve 14 is connected to the interface H, the interface H of the multi-way valve 14 is connected to the water inlet of the battery water pump 17, the coolant channel of the battery cooler 6 is connected to the water outlet of the battery water pump 17 and
  • the electric drive coolant circuit includes:
  • the water inlet of the electric water pump 12 is connected to the interface C of the multi-way valve 14
  • the water outlet of the electric water pump 12 is connected to the water inlet of the electric drive 13
  • the water outlet of the electric drive 13 is connected to the valve port K of the multi-inlet and outlet valve 11
  • the valve port N of the multi-inlet and outlet valve 11 is connected to the water inlet of the heating water pump 15
  • the coolant channel of the water-cooled condenser 2 is connected between the water outlet of the heating water pump 15 and the interface I of the multi-way valve 14,
  • the interface I of the multi-way valve 14 is connected to the interface A
  • the interface A is connected to the water inlet of the radiator 20
  • the water outlet of the radiator 20
  • the electric drive 13 it can also provide the required cooling medium by designing a water storage bottle 16.
  • the battery coolant circuit includes: a battery pack 19, a battery water pump 17, a coolant channel of a battery cooler 6, interfaces D to H of a multi-way valve 14, and a check valve 18;
  • the water outlet of the battery pack 19 is connected to the interface D of the multi-way valve 14, the interface D and the interface E of the multi-way valve 14 are connected in sequence, the interface E and the interface H of the multi-way valve 14 are connected, the interface H of the multi-way valve 14 is connected to the water inlet of the battery water pump 17, the coolant channel of the battery cooler 6 is connected to the water outlet of the battery water pump 17 and the interface G of the multi-way valve 14, the interface G and the interface F of the multi-way valve 14 are connected, the interface F of the multi-way valve 14 is connected to the water inlet of the check valve 18, and the water inlet of the check valve 18 is connected to the water inlet of the battery pack 19.
  • the above-mentioned electric drive and battery coolant circuit cannot coexist with the electric drive coolant circuit and the battery coolant circuit, while the battery coolant circuit and the electric drive coolant circuit can coexist.
  • the first refrigerant circuit includes: the compressor 1, the refrigerant channel of the water-cooled condenser 2, the first electronic expansion valve 3, the evaporator core 4 and the gas-liquid separator 7 which are connected in sequence to form a closed loop;
  • the second refrigerant circuit includes: the compressor 1, the refrigerant channel of the water-cooled condenser 2, the second electronic expansion valve 5, the refrigerant channel of the battery cooler 6 and the gas-liquid separator 7 which are connected in sequence to form a closed loop.
  • the compressor 1 and the first electronic expansion valve 3 need to be turned on; when forming the second refrigerant circuit, the compressor 1 and the second electronic expansion valve 5 need to be turned on.
  • the first refrigerant circuit and the second refrigerant circuit can exist at the same time as required.
  • the above-mentioned heat pump system in this embodiment forms the required above-mentioned circuits by controlling the opening and closing of the battery water pump 17, the electric drive water pump 12, the heating water pump 15, the first electronic expansion valve 3 and the second electronic expansion valve 5, the compressor 1 and the water heating electric heater 8, as well as the valve port control of the multi-way valve 14, the multi-way proportional valve 10 and the multi-inlet and one-outlet valve 11.
  • actions A, B1 and C are executed; action A is to turn on the electric drive and battery coolant circuit, action B1 is to turn on the first passenger compartment heating circuit, and action C is to turn on the first refrigerant circuit;
  • Action D is to conduct the second refrigerant circuit.
  • actions C and E are executed, and action E is to turn on the electric drive coolant circuit;
  • actions C and E if the battery pack 19 has cooling and cold storage requirements, actions D and F are executed, and action F is to open the battery coolant circuit.
  • the demand temperature of the third preset level of heating demand is higher than the demand temperature of the first preset level of heating demand.
  • the first is to use the water-heating electric heater 8 to heat the coolant (i.e., the passenger compartment heating demand is the third preset level heating demand); the second is to use the refrigerant and the coolant to exchange heat at the water-cooled condenser 2 to heat the coolant (i.e., the passenger compartment heating demand is the first preset level heating demand); the third is to use the refrigerant and the waste heat of the electric drive 13 and the heat stored in the battery pack 19 to exchange heat at the water-cooled condenser 2 to heat the coolant (i.e., the passenger compartment heating demand is the second preset level heating demand).
  • the second is to use the refrigerant and the waste heat of the electric drive 13 and the heat stored in the battery pack 19 to exchange heat at the water-cooled condenser 2 to heat the coolant (i.e., the passenger compartment heating demand is the second preset level heating demand).
  • the second is to use the refrigerant and the coolant to exchange heat at the water-cooled condenser 2 to
  • the second method when the user's heating demand is the first preset level heating demand, the second method is used to heat the passenger compartment; when the user's heating demand is the second preset level heating demand, the third method is used to heat the passenger compartment; when the user's heating demand is the third preset level heating demand, the first method is used to heat the passenger compartment.
  • Each preset level heating demand specifically corresponds to a heating temperature range.
  • actions A, B1 and C are executed.
  • the specific control steps for executing actions A, B1 and C are: controlling the heating water pump 15, the electric drive water pump 12, the battery water pump 17, the first electronic expansion valve 3, and the compressor 1 to start, controlling the interfaces H and J of the multi-way valve 14 to be turned on, the interfaces C and E to be turned on, the interfaces D and E to be turned on, the interfaces G and F to be turned on, controlling the valve ports M and N of the multi-inlet and one-outlet valve 11 to be turned on, and controlling the valve ports O and Q of the multi-way proportional valve 10 to be turned on.
  • the required first passenger compartment heating circuit, the electric drive and battery coolant circuit, and the first refrigerant circuit are formed.
  • the battery cooler 6 Since the second electronic expansion valve 5 is not opened, the battery cooler 6 at this time only serves as a coolant passage and cannot perform heat exchange.
  • the compressor 1 inhales low-pressure and low-temperature gaseous refrigerant from the gas-liquid separator 7, and discharges high-temperature and high-pressure gaseous refrigerant.
  • the refrigerant changes from high-pressure and high-temperature gas to high-pressure medium-temperature liquid.
  • the high-pressure medium-temperature liquid passes through the first electronic expansion valve 3 to throttle the refrigerant medium, so that the refrigerant changes from high-pressure medium-temperature liquid to low-pressure and low-temperature gas.
  • the heating water pump 15 pushes the heating liquid heated by the water-cooled condenser 2, passes through the multi-way proportional valve 10, flows out from the valve port O into the valve port Q, then flows through the multi-inlet and one-outlet valve 11, enters from the valve port M, flows through the valve port N, and flows back to the heating water pump 15, forming a heat pump heating circuit to achieve heating and dehumidification of the passenger compartment.
  • the waste heat of the electric drive 13 is carried out through the coolant, flows through the interfaces J and H of the multi-way valve 14, and then passes through the coolant channels of the battery water pump 17 and the battery cooler 6, and then flows through the interfaces G and F of the multi-way valve 14 and reaches the battery pack 19 through the check valve 18.
  • the heat capacity effect of the battery pack 19 is utilized (because the battery pack 19 is large in size and has its own heat exchange plate, the heat exchange plate can be used to realize heat conduction between the waste heat of the electric drive 13 and the battery pack 19, and the battery pack 19 has a high density and can serve as a relatively ideal heat capacitor) to realize heat storage of the waste heat of the electric drive 13.
  • actions A, B1, C and D are executed.
  • the specific control steps for executing actions A, B1, C and D are: control the heating water pump 15, the electric drive water pump 12, the battery water pump 17, the first electronic expansion valve 3, the second electronic expansion valve 5, and the compressor 1 to start, control the interfaces H and J of the multi-way valve 14 to be turned on, the interfaces C and E to be turned on, the interfaces D and E to be turned on, the interfaces F and G to be turned on, control the valve ports M and N of the multi-inlet and one-outlet valve 11 to be turned on, and control the valve ports O and P of the multi-way proportional valve 10 to be turned on.
  • the required first passenger compartment heating circuit, the electric drive and battery coolant circuit, the first refrigerant circuit, and the second refrigerant circuit are formed.
  • the compressor 1 inhales low-pressure and low-temperature gaseous refrigerant from the gas-liquid separator 7, and discharges high-temperature and high-pressure gaseous refrigerant. After heat exchange with the heating medium through the water-cooled condenser 2, the refrigerant changes from high-pressure and high-temperature gas to high-pressure medium-temperature liquid.
  • a part of the high-pressure medium-temperature liquid passes through the first electronic expansion valve 3 to throttle the refrigerant, so that the refrigerant changes from high-pressure medium-temperature liquid to low-pressure and low-temperature gas, and then passes through the evaporator core 4 to absorb heat from the medium in the passenger compartment and enter the gas-liquid separator 7 to achieve dehumidification of the passenger compartment; another part of the high-pressure medium-temperature liquid passes through the second electronic expansion valve 5 to throttle the refrigerant, so that the refrigerant The medium-temperature refrigerant changes from a high-pressure medium-temperature liquid to a low-pressure low-temperature gas.
  • the low-pressure low-temperature gaseous refrigerant absorbs the waste heat of the electric drive 13 and the heat stored in the battery pack 19 at the battery cooler 6 and becomes a low-pressure medium-temperature gaseous refrigerant. Then, it passes through the gas-liquid separator 7 for gas-liquid separation and returns to the compressor 1.
  • the compressor 1 since the refrigerant introduced at this time is a low-pressure medium-temperature gas, the temperature of the high-temperature and high-pressure gas compressed by the corresponding compressor 1 will be higher, and then more heat will be exchanged to the coolant at the water-cooled condenser 2, so as to realize the recycling of the waste heat of the electric drive 13 and the heat stored in the battery pack 19.
  • the heating water pump 15 pushes the heating liquid heated by the water-cooled condenser 2, passes through the multi-way proportional valve 10, flows out from the valve port O to the valve port Q, and then flows through the multi-inlet and one-outlet valve 11, enters from the valve port M, flows through the valve port N, and flows back to the heating water pump 15, forming a heat pump heating circuit, realizing the heating and dehumidification of the passenger compartment.
  • the battery pack 19 since its heat storage is absorbed by the battery cooler 6, the temperature of the coolant is reduced. At this time, the battery pack 19 starts to store cold. This part of the cold storage can be used to cool the battery pack 19 whose temperature rises rapidly due to fast charging of the battery pack 19.
  • action B2 when the user's heating demand is the third preset level heating demand, action B2 is executed or actions A and B2 are executed.
  • the specific control steps for executing action B2 are: controlling the heating water pump 15 and the water heating electric heater 8 to start, controlling the valve ports M and N of the multi-inlet and one-outlet valve 11 to be turned on, and controlling the valve ports O and Q of the multi-way proportional valve 10 to be turned on.
  • the required second passenger compartment heating circuit is formed.
  • the heating water pump 15 pushes the heating liquid to be heated by the water heating electric heater 8, and the heated heating liquid passes through the warm air core 9 to heat the passenger compartment.
  • the electric drive water pump 12 and the battery water pump 17 can be selectively turned on according to whether the electric drive 13 has excess heat that needs to be recovered, thereby forming the above-mentioned electric drive and battery coolant circuit.
  • the second refrigerant loop and the first refrigerant loop must be formed at the same time, because the heat absorbed by the refrigerant in the battery cooler 6 must find an outlet for leakage (in this embodiment, the evaporator core 4, which can be used for passenger compartment dehumidification), otherwise the refrigerant loop will always absorb heat without releasing heat to the outside, and there is a problem that the refrigerant loop cannot withstand the damage of the loop due to absorbing too much heat.
  • a battery heating circuit for heating the battery pack 19 can also be formed based on Figure 3, and the formation of the battery heating circuit needs to be parallel with the passenger compartment heating circuit.
  • actions B1, C and G are executed; action G is to turn on the battery heating circuit.
  • the specific action of turning on the battery heating circuit is: turning on the valve ports O and P of the multi-way proportional valve 10, and turning on the valve ports L and N of the multi-inlet and one-outlet valve 11.
  • the above-mentioned automobile heat pump system can also be used for cooling in this embodiment.
  • the refrigeration of the passenger compartment needs to be realized by utilizing the waste heat of the electric drive 13.
  • the allowable power of the whole vehicle is greater than or equal to the refrigeration request power
  • actions C and E are performed, and action E is to turn on the electric drive coolant circuit
  • action D and F are performed, and action F is to turn on the battery coolant circuit.
  • the specific steps for performing actions C and E are: controlling the compressor 1, the first electronic expansion valve 3, and the electric drive water pump 12 to start, controlling the valve ports K and N of the multi-inlet and one-outlet valve 11 to be turned on, controlling the interfaces I and A of the multi-way valve 14 to be turned on, and interfaces B and C to be turned on.
  • the specific control steps for executing actions D and F are: controlling the second electronic expansion valve 5 and the battery water pump 17 to start, controlling the valve ports H and E of the multi-way valve 14 to be turned on, the valve ports F and G to be turned on, and the valve ports D and E to be turned on.
  • the compressor 11 inhales low-pressure and low-temperature gaseous refrigerant from the gas-liquid separator 77, and discharges high-temperature and high-pressure gaseous refrigerant.
  • the refrigerant changes from high-pressure and high-temperature gas to high-pressure and medium-temperature liquid, and then throttles the refrigerant through the first electronic expansion valve 3 to flow through the evaporator core 4 to cool the passenger compartment, and throttles the refrigerant through the second electronic expansion valve 5 to flow through the battery cooler 6 through the battery pack 19 cooling circuit to cool the battery pack 19.
  • the refrigerant flows out of the evaporator core 4 and the battery cooler 6 respectively and enters the gas-liquid separator 7, and then is sucked in by the compressor 1 to start the circulation work.
  • the cooling medium of the battery coolant circuit is pumped out by the battery water pump 17, cooled by the battery cooler 6, and flows out from the interface G to the interface F, returns to the multi-way valve 14 through the check valve 18 and the battery pack 19, and then returns to the battery water pump 17 from the interfaces D and E.
  • the excess cold generated by the refrigerant is stored. This stored cold can be used to cool the battery pack 19 when the battery pack 19 is fast charged and has a large temperature rise, thereby increasing the utilization of energy.
  • the battery pack 19 is mainly used as a description of the relevant circuits participating in the thermal capacitance effect.
  • a circuit that does not require the participation of the battery pack 19 can also be formed, for example: in the passenger compartment, heating is not required but the electric drive
  • a heat dissipation circuit for the electric drive 13 is formed, which is composed of the electric drive water pump 12, the electric drive 13, the interface J of the multi-way valve 14, the interface A, the radiator 20, the interface B of the multi-way valve 14, and the interface C. At this time, the electric drive 13 dissipates heat through the radiator 20.
  • a circuit can be formed in which the radiator 20 dissipates heat for the electric drive 13 and the battery.
  • the valve ports B and F of the multi-way valve 14 connect the valve ports J and A, and connect the valve ports D and C.
  • the use of the above-mentioned automobile heat pump system is not limited to the circuits and application scenarios involved in this embodiment.
  • an embodiment of the present invention further provides a heat pump system control method, which is applied to the above-mentioned automobile heat pump system, and the method includes:
  • Step S101 obtaining user needs.
  • Step S102 when the user demand is a first preset level heating demand and the ambient temperature is within a preset temperature range, execute actions A, B1 and C.
  • the ambient temperature refers to the real-time temperature of the environment outside the vehicle, which is collected by a temperature sensor.
  • the preset temperature range refers to a range in which the passenger compartment is likely to need heating under the current ambient temperature, for example, a temperature range below 10°C.
  • Step S103 when the user demand is a second preset level heating demand and the ambient temperature is within a preset temperature range, actions A, B1, C and D are executed.
  • Step S104 when the user demand is a cooling demand, it is determined whether the vehicle allowable power is greater than or equal to the cooling request power.
  • the vehicle allowable power and cooling request power are both power values directly collected.
  • Step S105 when the vehicle allowable power is greater than or equal to the cooling request power, actions C and E are executed, and action E is to turn on the electric drive coolant circuit.
  • Step S106 during the execution of actions C and E, if the battery pack 19 has cooling and cold storage requirements, actions D and F are executed, and action F is to open the battery coolant circuit.
  • Step S107 during the execution of actions A, B1 and C or actions A, B1, C and D, if the user demand changes to the third preset level of heating demand, then stop executing actions A, B1 and C or stop executing actions A, B1, C and D, and execute action B2;
  • Action B2 is to conduct the heating circuit of the second passenger compartment
  • the demand temperature of the third preset level heating demand is higher than the demand temperature of the first preset level heating demand and the demand temperature of the second preset level heating demand.
  • Step S107 when the user demand is the third preset level demand and the ambient temperature is within the preset temperature range, perform action B2 or perform actions A and B2;
  • Action B2 is to conduct the heating circuit of the second passenger compartment
  • Step S108 when the battery pack 19 has a heating requirement, executing actions B1, C and G or executing actions B2 and G;
  • Action B2 is to conduct the heating circuit of the second passenger compartment
  • Action G is to turn on the battery heating circuit.
  • the above control method of the present invention has the same technical effect as the above heat pump system. That is, the battery pack 19 is used as a heat capacitor.
  • the residual heat of the electric drive 13 is stored by using the heat capacity effect of the battery pack 19; when the residual heat of the electric drive 13 is needed for heating the passenger compartment, the residual heat stored in the battery pack 19 and the residual heat of the electric drive 13 are exchanged with the refrigerant through heat exchange, and then exchanged with the coolant in the passenger compartment heating circuit to realize the utilization of the residual heat of the electric drive 13 for heating the passenger compartment; while the residual heat of the electric drive 13 is used to heat the passenger compartment, the battery pack 19 can also store cold at the same time; in addition, when cooling the battery pack 19, the battery pack 19 can use the refrigerant to cool it and store cold at the same time. The stored cold storage can cool the battery pack 19 when the battery pack 19 is fast charged.
  • An embodiment of the present invention also provides a vehicle including the above-mentioned vehicle heat pump system.

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Abstract

本发明提供了一种汽车热泵系统、热管理方法及汽车，该方法包括：在确定乘员舱具有第一预设等级采暖需求但不需求电驱余热时，利用电池包的热容效应对电驱余热进行存储，并利用冷媒为乘员舱制热；在确定乘员舱具有第二预设等级采暖需求且需求电驱余热时，并将电池包存储的电驱余热和电驱当前产生的余热传递至冷媒，进而利用冷媒为乘员舱制热。

Description

一种汽车热泵系统、热管理方法及汽车
相关申请的交叉引用
本申请基于申请号为号202211198502.0，申请日为2022年09月29日申请的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本发明涉及新能源汽车热管理控制领域，具体涉及一种汽车热泵系统、热管理方法及汽车。
背景技术
新能源汽车在低温环境存在采暖能效比低、采暖耗电多的缺陷，导致低温环境下用户抱怨整车续航里程下降大。为了在有限车身空间、有限能量的前提下提升采暖能效比、统筹利用能量，整车热管理也研究出很多的新技术，如热泵技术、电驱余热利用、热量利用、乘员舱余热回收等。但每种技术都需要兼顾多方需求，提升系统能效比，降低热管理耗电，导致系统复杂。
发明内容
本发明提供了一种汽车热泵系统、热管理方法及汽车，通过利用电池包热容效应来实现对电驱余热的回收与利用。
本发明的技术方案为：
本发明提供了一种汽车热泵系统热管理方法，包括：
在确定乘员舱具有第一预设等级采暖需求但不需求电驱余热时，利用电池包的热容效应对电驱余热进行存储，并利用冷媒为乘员舱制热；
在确定乘员舱具有第二预设等级采暖需求且需求电驱余热时，并将电池包存储的电驱余热和电驱当前产生的余热传递至冷媒，进而利用冷媒为乘员舱制热；
第二预设等级采暖需求高于第一预设等级采暖需求。
优选地，所述方法还包括：
在确定乘员舱具有制冷需求时，利用电池包的热容效应对冷媒多余冷量进行存储，并利用冷媒为乘员舱制冷。
优选地，所述方法还包括：
在确定电池包具有制热需求时，利用冷媒为电池包制热。
优选地，所述方法还包括：
在确定乘员舱具有第三预设等级采暖需求但不需求电驱余热时，利用电池包的热容效应对电驱余热进行存储，并利用加热器为乘员舱制热；
第三预设等级采暖需求高于第一预设等级采暖需求和第二预设等级采暖需求。
优选地，在确定乘员舱具有第一预设等级采暖需求但不需求电驱余热时，利用电池包的热容效应对电驱余热进行存储，并利用冷媒为乘员舱制热的步骤包括：
形成第一乘员舱采暖回路、电驱及电池冷却液回路以及第一冷媒回路；
第一冷媒回路与第一乘员舱采暖回路热耦合，第一冷媒回路将自身产生的热量交换给第一乘员舱采暖回路，实现为乘员舱制热；电驱余热经由电驱及电池冷却液回路传递到电池包进行存储。
优选地，在确定乘员舱具有第二预设等级采暖需求且需求电驱余热时，并将电池包存储的电驱余热和电驱当前产生的余热传递至冷媒，进而利用冷媒为乘员舱制热的步骤包括：
形成第一乘员舱采暖回路、电驱及电池冷却液回路、第一冷媒回路和第二冷媒回路；
第一冷媒回路与第一乘员舱采暖回路热耦合，电驱及电池冷却液回路和第二冷媒回路热耦合，第一冷媒回路和第二冷媒回路连通；
电池包所存储的余热与电驱当前产生的余热经由电驱及电池冷却液回路和第二冷媒回路发生热交换，再由第二冷媒回路传递至第一冷媒回路，第一冷媒回路将自身产生的热量同其吸收的热量共同交换给第一乘员舱采暖回路，实现为乘员舱制热。
优选地，在确定乘员舱具有制冷需求时，利用电池包的热容效应对冷媒多余冷量进行存储，并利用冷媒为乘员舱制冷的步骤包括：
形成电驱冷却回路、第一冷媒回路、第二冷媒回路和电池冷却回路；
第一冷媒回路和第二冷媒回路连通，第二冷媒回路和电池冷却回路热耦合，第一冷媒回路和电驱冷却液回路热耦合；
第一冷媒回路自身产生的热量热交换至电驱冷却液回路而得以降温，经过降温的冷媒一部分用于实现为乘员舱制冷，交换给电驱冷却液回路的热量利用电驱冷却液回路进行散热；经过降温的冷媒另一部分传递至第二冷媒回路，再经由第二冷媒回路交换给电池冷却回路，实现电池包对多余冷量的存储。
优选地，在确定电池包具有制热需求时，利用冷媒为电池包制热的步骤包括：
形成电池制热回路、第一乘员舱采暖回路和第一冷媒回路；
第一乘员舱采暖回路和电池制热回路连通，第一乘员舱采暖回路和第一冷媒回路热耦合；第一冷媒回路将自身产生的热量交换给第一乘员舱采暖回路，再传递至电池制热回路 为电池制热。
优选地，在确定乘员舱具有第三预设等级采暖需求但不需求电驱余热时，利用电池包的热容效应对电驱余热进行存储，并利用加热器为乘员舱制热的步骤包括：
形成第二乘员舱采暖回路和电驱及电池冷却液回路；第二乘员舱采暖回路利用自身产生的热量实现为乘员舱制热；电驱余热经由电驱及电池冷却液回路传递到电池包进行存储。
本发明提供了一种实现上述的汽车热泵系统热管理方法的汽车热泵系统，包括：第一乘员舱采暖回路、第二乘员舱采暖回路、电池冷却液回路、电驱冷却液回路、电驱及电池冷却液回路、第一冷媒回路和第二冷媒回路；
第一乘员舱采暖回路通过水冷冷凝器同第一冷媒回路和/或第二冷媒回路耦合，电池冷却液回路通过电池冷却器同第二冷媒回路耦合，电驱冷却液回路通过水冷冷凝器同第一冷媒回路和/或第二冷媒回路耦合，电驱及电池冷却液回路通过电池冷却器同第二冷媒回路耦合；
电池冷却液回路和电驱冷却液回路可共存，但电池冷却液回路和电驱冷却液回路不与电驱及电池冷却液回路共存；第一冷媒回路和第二冷媒回路共用水冷冷凝器的冷媒通道，电驱冷却液回路和乘员舱采暖回路共用水冷冷凝器的冷却液通道，第一乘员舱采暖回路和第二乘员舱采暖回路不共存。
优选地，所述汽车热泵系统还包括：
电池制热回路，电池制热回路与第一乘员舱采暖回路或第二乘员舱采暖回路连通。
优选地，所述汽车热泵系统包括：
多通阀、多进一出阀、多通比例阀；
第一乘员舱采暖回路、第二乘员舱采暖回路、电池制热回路、电池冷却液回路、电驱冷却液回路和电驱及电池冷却液回路的形成依托于对多通阀的多个内部接口的切换控制、多进一出阀的多个内部阀口的切换控制、多通比例阀的多个出口的切换控制、以及对电驱水泵、采暖水泵和电池水泵的开闭控制。
优选地，多通阀具有接口A至接口J共10个接口；多进一出阀具有阀口K至阀口N共4个阀口，阀口N为出水口；多通比例阀具有阀口O至阀口Q共3个阀口；
电池冷却液回路包括：电池包、电池水泵、电池冷却器的冷却液通道、多通阀的接口D至接口H以及止回阀；
电池包的出水口与多通阀的接口D连通，多通阀的接口D和接口E依次连通，多通阀的接口E和接口H连通，多通阀的接口H和电池水泵的入水口连通，电池冷却器的冷却液通道连通电池水泵的出水口和多通阀的接口G，多通阀的接口G和接口F连通，多通阀的接口F连通止回阀的入水口，止回阀的入水口连通电池包的入水口。
优选地，电驱冷却液回路包括：
电驱水泵、电驱、多进一出阀的阀口L和阀口O、采暖水泵、水冷冷凝器的冷却液通道、多通阀的接口A至接口C以及接口I、散热器；电驱水泵的入水口连通多通阀的接口C，电驱水泵的出水口连通电驱的入水口，电驱的出水口连通多进一出阀的阀口K，多进一出阀的阀口N连通采暖水泵的入水口，水冷冷凝器的冷却液通道连通在采暖水泵的出水口和多通阀的接口I之间，多通阀的接口I连通接口A，接口A连通散热器的入水口，散热器的出水口连通多通阀的接口B，多通阀的接口B连通接口C。
优选地，电驱及电池冷却液回路包括：电池包、电池水泵、电池冷却器的冷却液通道、多通阀的接口C至接口H及接口J、止回阀、电驱水泵、电驱；电池包的出水口与多通阀的接口D连通，多通阀的接口D和接口E依次连通，多通阀的接口E和接口C连通，电驱水泵的入水口连通多通阀的接口C，电驱水泵的出水口连通电驱的入水口，电驱的出水口连通多通阀的接口J，多通阀的接口J连通接口H，多通阀的接口H和电池水泵的入水口连通，电池冷却器的冷却液通道连通电池水泵的出水口和多通阀的接口G，多通阀的接口G和接口F连通，多通阀的接口F连通止回阀的入水口，止回阀的入水口连通电池包的入水口。
优选地，第一乘员舱采暖回路包括：采暖水泵、水冷冷凝器的冷却液通道、暖风芯体、多通比例阀的阀口O和阀口Q、多进一出阀的阀口M和N；多进一出阀的阀口N连通采暖水泵的入水口，水冷冷凝器的冷却液通道连通在采暖水泵的出水口和暖风芯体的入水口之间，暖风芯体的出水口连通多通比例阀的阀口O，多通比例阀的阀口O和阀口Q连通，多通比例阀的阀口Q和多进一出阀的阀口M连通，多进一出阀的阀口M和阀口N连通；
第二乘员舱采暖回路包含第一乘员舱采暖回路和水暖电加热器，其中，水冷冷凝器的冷却液通道连通在采暖水泵的出水口水暖电加热器的入水口之间，水暖电加热器的入水口连通暖风芯体的入水口。
优选地，电池制热回路：多通比例阀的阀口P和阀口Q、多进一出阀的阀口M和O、电池包；
多进一出阀的阀口O连通采暖水泵的入水口，暖风芯体的出水口连通多通比例阀的阀口P，多通比例阀的阀口P和阀口Q连通，多通比例阀的阀口Q和电池包的入水口连通，电池包的出水口和多进一出阀的阀口M连通，多进一出阀的阀口M和阀口O连通。
优选地，第一冷媒回路包括：依次连通形成闭环回路的压缩机、水冷冷凝器的冷媒通道、第一电子膨胀阀、蒸发器芯体和气液分离器；
第二冷媒回路包括：依次连通形成闭环回路的压缩机、水冷冷凝器的冷媒通道、第二电子膨胀阀、电池冷却器的冷媒通道和气液分离器。
本发明还提供了一种汽车，包括上述的汽车热泵系统。
本发明的有益效果为：
本发明将电池包作为热容体，在乘员舱采暖时不需要电驱余热时，利用电池包的热容效应对电驱余热进行存储；在乘员舱采暖时需求电驱余热时，将电池包存储的余热和电驱余热通过热交换给冷媒后再同第一乘员舱采暖回路中的冷却液交换实现电驱余热利用为乘员舱采暖；在电驱余热利用给乘员舱采暖的同时，电池包还能同步进行蓄冷；此外，在对电池包进行冷却时，电池包可以利用冷媒为其制冷同时实现蓄冷，所存储的这部分蓄冷量可以在电池包快充时为电池包降温。
附图说明
图1为本发明实施例中的汽车热泵系统的原理图；
图2为本发明实施例中采用汽车热泵系统采暖的工作原理图；
图3为本发明实施例中采用汽车热泵系统进行电池包加热的工作原理图；
图4为本发明实施例中采用汽车热泵系统制冷的工作原理图；
图5为本发明实施例中采用汽车热泵系统进行电驱散热的工作原理图；
图6为本发明实施例中的热泵系统控制方法的流程图。
附图标记说明：
1-压缩机；2-水冷冷凝器；3-第一电子膨胀阀；4-蒸发器芯体；5-第二电子膨胀阀；6-电池冷却器；7-气液分离器；8-水暖电加热器；9-暖风芯体；10-多通比例阀；11-多进一出阀；12-电驱水泵；13-电驱；14-多通阀；15-采暖水泵；16-蓄水瓶；17-电池水泵；18-止回阀；19-电池包；20-散热器。
具体实施方式
本实施例提供了一种汽车热泵系统热管理方法，包括：
在确定乘员舱具有第一预设等级采暖需求但不需求电驱余热时，利用电池包的热容效应对电驱余热进行存储，并利用冷媒为乘员舱制热。
其中，乘员舱是否具有采暖需求是由用户主动输入的指令。而对于乘员舱采暖是否需求电驱余热则是根据该乘员舱采暖需求所处的采暖需求等级来确定的。具体来说，若乘员舱的采暖需求为第一预设等级采暖需求，此时乘员舱采暖需求的温度较低，冷媒提供的热量就足以为乘员舱制热，此时，认定不需求电驱余热。
实现利用冷媒为乘员舱制热的具体原理为：
形成第一乘员舱采暖回路、电驱及电池冷却液回路以及第一冷媒回路；第一冷媒回路 与第一乘员舱采暖回路热耦合，第一冷媒回路将自身产生的热量交换给第一乘员舱采暖回路，实现为乘员舱制热；电驱余热经由电驱及电池冷却液回路传递到电池包进行存储。此时，电驱产生的余热经过电驱及电池冷却液回路传递到电池包，电池包的热容效应能够对这部分余热进行回收存储；同时，第一冷媒回路中产生的热量经过与第一乘员舱采暖回路热交换，使冷媒热量被第一乘员舱采暖回路吸收，进而传递至暖风芯体处为乘员舱制热。
在确定乘员舱具有第二预设等级采暖需求且需求电驱余热时，并将电池包存储的电驱余热和电驱当前产生的余热传递至冷媒，进而利用冷媒为乘员舱制热。
若乘员舱的采暖需求为第二预设等级采暖需求，第一预设等级采暖需求但低于第二预设等级采暖需求，此时乘员舱采暖需求的温度相对较高，冷媒提供的热量不足以为乘员舱制热，此时，认定需求电驱余热。此时，将电池包之前存储的这部分余热和电驱当前所产生的这部分余热都通过热交换给冷媒，来增加冷媒提供给乘员舱的制热量。
实现利用冷媒为乘员舱制热的具体原理为：形成第一乘员舱采暖回路、电驱及电池冷却液回路、第一冷媒回路和第二冷媒回路；第一冷媒回路与第一乘员舱采暖回路热耦合，电驱及电池冷却液回路和第二冷媒回路热耦合，第一冷媒回路和第二冷媒回路连通；电池包所存储的余热与电驱当前产生的余热经由电驱及电池冷却液回路和第二冷媒回路发生热交换，再由第二冷媒回路传递至第一冷媒回路，第一冷媒回路将自身产生的热量同其吸收的热量共同交换给第一乘员舱采暖回路，实现为乘员舱制热。
在确定乘员舱具有制冷需求时，利用电池包的热容效应对冷媒多余冷量进行存储，并利用冷媒为乘员舱制冷。实现利用冷媒为乘员舱制冷的具体原理为：形成电驱冷却回路、第一冷媒回路、第二冷媒回路和电池冷却回路；第一冷媒回路和第二冷媒回路连通，第二冷媒回路和电池冷却回路热耦合，第一冷媒回路和电驱冷却液回路热耦合；第一冷媒回路自身产生的热量热交换至电驱冷却液回路而得以降温，经过降温的冷媒一部分用于实现为乘员舱制冷，交换给电驱冷却液回路的热量利用电驱冷却液回路进行散热；经过降温的冷媒另一部分传递至第二冷媒回路，再经由第二冷媒回路交换给电池冷却回路，实现电池包对多余冷量的存储。乘员舱制冷时，压缩机运转在最低转速时所提供的制冷量仍然高于乘员舱需求的冷量，通过电池包的热容效应将多余的这部分冷量进行回收存储。
在确定电池包具有制热需求时，利用冷媒为电池包制热。实现利用冷媒为电池包制热的具体原理为：形成电池制热回路、第一乘员舱采暖回路和第一冷媒回路；第一乘员舱采暖回路和电池制热回路连通，第一乘员舱采暖回路和第一冷媒回路热耦合；第一冷媒回路将自身产生的热量交换给第一乘员舱采暖回路，再传递至电池制热回路为电池制热。
在本实施例中，利用冷媒为电池包制热的同时，由于第一乘员舱采暖回路吸收了第一冷媒回路的热量，此时，对电池包制热的过程还伴随着对乘员舱加热除湿的过程。
在确定乘员舱具有第三预设等级采暖需求但不需求电驱余热时，利用电池包的热容效应对电驱余热进行存储，并利用加热器为乘员舱制热。此时，乘员舱的采暖需求为第三预设等级采暖需求，该需求为最高等级的需求，此时，冷媒及电驱余热已不足满足乘员舱制热，直接开启加热器来为乘员舱制热。
实现利用加热器为乘员舱制热的具体原理为：形成第二乘员舱采暖回路和电驱及电池冷却液回路；第二乘员舱采暖回路利用自身产生的热量实现为乘员舱制热；电驱余热经由电驱及电池冷却液回路传递到电池包进行存储。
如图1，为了实现上述的汽车热泵热管理方法，本发明实施例中提供了一种汽车热泵系统，包括：电池制热回路、第一乘员舱采暖回路、第二乘员舱采暖回路、电池冷却液回路、电驱冷却液回路、电驱及电池冷却液回路、第一冷媒回路和第二冷媒回路；电池制热回路与乘员舱采暖回路连通，第一乘员舱采暖回路通过水冷冷凝器2同第一冷媒回路和/或第二冷媒回路耦合，电池冷却液回路通过电池冷却器6同第二冷媒回路耦合，电驱冷却液回路通过水冷冷凝器2同第一冷媒回路和/或第二冷媒回路耦合，电池包19及电驱冷却液回路通过电池冷却器6同第二冷媒回路耦合；电池冷却液回路和电驱冷却液回路可共存，但电池冷却液回路和电驱冷却液回路不与电驱及电池冷却液回路共存，第一乘员舱采暖回路和第二乘员舱采暖回路不共存；第一冷媒回路和第二冷媒回路共用水冷冷凝器2的冷媒通道，电驱冷却液回路和乘员舱采暖回路共用水冷冷凝器2的冷却液通道。
形成上述的电池制热回路、第一乘员舱采暖回路、第二乘员舱采暖回路、电池冷却液回路、电驱冷却液回路、电驱及电池冷却液回路需要利用具体多个接口的多通阀14，具有多个入口一个出口的多进一出阀11，具有一个入口多个出口的多通比例阀10。
具体来说，如图1，该多通阀14具有接口A至接口J共10个接口；多进一出阀11具有阀口K至阀口N共4个阀口，阀口N为出水口；多通比例阀10具有阀口O至阀口Q共3个阀口。本实施例中，多通阀14还可以根据需求设计为更多接口的阀。多通阀14可以采用现有技术中已经公开的相关产品。
为了形成上述电池制热回路，需要将多通比例阀10的阀口P和多进一出阀11的阀口L连通在电池包19的进出水口之间。在将多通比例阀10的阀口P和多进一出阀11的阀口L关闭时，则无法实现对电池包19制热。
上述的第一乘员舱采暖回路包括：采暖水泵15、水冷冷凝器2的冷却液通道、暖风芯体9、多通比例阀10的阀口O和阀口Q、多进一出阀11的阀口M和N；多进一出阀11的阀口N连通采暖水泵15的入水口，水冷冷凝器2的冷却液通道连通在采暖水泵15的出水口和暖风芯体9的入水口之间，暖风芯体9的出水口连通多通比例阀10的阀口O，多通比例阀10的阀口O和阀口Q连通，多通比例阀10的阀口Q和多进一出阀11的阀口M连 通，多进一出阀11的阀口M和阀口N连通；第二乘员舱采暖回路包含第一乘员舱采暖回路和水暖电加热器8，其中，水冷冷凝器2的冷却液通道连通在采暖水泵15的出水口水暖电加热器8的入水口之间，水暖电加热器8的入水口连通暖风芯体9的入水口。
通过对多进一出阀11和多通比例阀10的阀口进行控制，实现第一乘员舱采暖回路和电池制热回路的连通或不连通。
本实施例中，电驱及电池冷却液回路包括：电池包19、电池水泵17、电池冷却器6的冷却液通道、多通阀14的接口C至接口H及接口J、止回阀18、电驱水泵12、电驱13；电池包19的出水口与多通阀14的接口D连通，多通阀14的接口D和接口E依次连通，多通阀14的接口E和接口C连通，电驱水泵12的入水口连通多通阀14的接口C，电驱水泵12的出水口连通电驱13的入水口，电驱13的出水口连通多通阀14的接口J，多通阀14的接口J连通接口H，多通阀14的接口H和电池水泵17的入水口连通，电池冷却器6的冷却液通道连通电池水泵17的出水口和多通阀14的接口G，多通阀14的接口G和接口F连通，多通阀14的接口F连通止回阀18的入水口，止回阀18的入水口连通电池包19的入水口。
电驱冷却液回路包括：
电驱水泵12、电驱13、多进一出阀11的阀口L和阀口O、采暖水泵15、水冷冷凝器2的冷却液通道、多通阀14的接口A至接口C以及接口I、散热器20；电驱水泵12的入水口连通多通阀14的接口C，电驱水泵12的出水口连通电驱13的入水口，电驱13的出水口连通多进一出阀11的阀口K，多进一出阀11的阀口N连通采暖水泵15的入水口，水冷冷凝器2的冷却液通道连通在采暖水泵15的出水口和多通阀14的接口I之间，多通阀14的接口I连通接口A，接口A连通散热器20的入水口，散热器20的出水口连通多通阀14的接口B，多通阀14的接口B连通接口C。
其中，对于电驱13来说，其还可以通过设计蓄水瓶16来提供所需求的冷却介质。
电池冷却液回路包括：电池包19、电池水泵17、电池冷却器6的冷却液通道、多通阀14的接口D至接口H以及止回阀18；
电池包19的出水口与多通阀14的接口D连通，多通阀14的接口D和接口E依次连通，多通阀14的接口E和接口H连通，多通阀14的接口H和电池水泵17的入水口连通，电池冷却器6的冷却液通道连通电池水泵17的出水口和多通阀14的接口G，多通阀14的接口G和接口F连通，多通阀14的接口F连通止回阀18的入水口，止回阀18的入水口连通电池包19的入水口。
其中，上述的电驱及电池冷却液回路不能够同该电驱冷却液回路和电池冷却液回路共存，而该电池冷却液回路和电驱冷却液回路则可以共存。
要形成上述的电驱及电池冷却液回路，需要：启动电驱水泵12、电池水泵17，将多通阀14的接口I和接口K导通，将多通阀14的接口E和接口C导通，将多通阀14的接口G和接口H导通；关闭多进一出阀11的阀口L和K。
要形成上述的电驱冷却液回路，则需要：导通多进一出阀11的阀口L，启动采暖水泵15，将多通阀14的接口I和接口A导通，将多通阀14的接口B和C导通。
要形成上述的电池冷却液回路，则需要：启动电池水泵17，导通多通阀14的接口H和接口E，导通多通阀14的接口G和F，关闭多进一出阀11的阀口L。
由此，经过对多通阀14、多进一出阀11、采暖水泵15和电驱水泵12的控制，实现上述三种回路的形成。
此外，本实施例中第一冷媒回路包括：依次连通形成闭环回路的压缩机1、水冷冷凝器2的冷媒通道、第一电子膨胀阀3、蒸发器芯体4和气液分离器7；第二冷媒回路包括：依次连通形成闭环回路的压缩机1、水冷冷凝器2的冷媒通道、第二电子膨胀阀5、电池冷却器6的冷媒通道和气液分离器7。
在形成第一冷媒回路时，需要对压缩机1和第一电子膨胀阀3进行开启；在形成第二冷媒回路时，需要对压缩机1和第二电子膨胀阀5进行开启。第一冷媒回路和第二冷媒回路可以根据需求而同时存在。
由此，本实施例中的上述热泵系统，通过对电池水泵17、电驱水泵12、采暖水泵15、第一电子膨胀阀3和第二电子膨胀阀5、压缩机1和水暖电加热器8的开闭控制，以及多通阀14、多通比例阀10和多进一出阀11的阀口控制，形成所需求的上述各项回路。
在上述的汽车热泵系统基础之上，为了实现对电池包19的热容效应的利用，本实施例中能够：
在用户需求为第一预设等级需求且环境温度在预设温度范围内时(此时不需求电驱余热)，执行动作A、B1和C；动作A为导通电驱及电池冷却液回路，动作B1为导通第一乘员舱采暖回路，动作C为导通第一冷媒回路；
在用户需求为第二预设等级采暖需求且环境温度在预设温度范围内时(此时需求电驱余热)，执行动作A、B1、C和D。动作D为导通第二冷媒回路。
在用户需求为乘员舱制冷需求时，判断整车许用功率是否大于或等于制冷请求功率；
在整车许用功率大于或等于制冷请求功率时，执行动作C和E，动作E为导通电驱冷却液回路；
在执行动作C和E的过程中，若电池包19具有冷却和蓄冷需求，执行动作D和F，动作F为导通电池冷却液回路。
在用户需求为第三预设等级采暖需求且环境温度在预设温度范围内时(此时不需求电 驱余热)，执行动作B2和动作A；动作B2为导通第二乘员舱采暖回路；
第三预设等级采暖需求的需求温度高于第一预设等级采暖需求的需求温度。
结合图2来看，在用户需求为乘员舱采暖需求时，实现乘员舱制暖有几种方式。第一种为利用水暖电加热器8对冷却液加热实现(即乘员舱采暖需求为第三预设等级采暖需求)；第二种为利用冷媒与冷却液在水冷冷凝器2处发生热交换对冷却液加热实现(即乘员舱采暖需求为第一预设等级采暖需求)；第三种为利用冷媒和电驱13余热以及电池包19存储的蓄热在水冷冷凝器2处发生热交换对冷却液加热实现(即乘员舱采暖需求为第二预设等级采暖需求)。在实际操作中，具体采用哪一种实现方式根据用户的采暖需求而定。
具体来说，本实施例中，在用户采暖需求为第一预设等级采暖需求时，采用第二种方式为乘员舱采暖；在用户采暖需求为第二预设等级采暖需求时，采用第三种方式为乘员舱采暖；在用户采暖需求为第三预设等级采暖需求时，采用第一种方式为乘员舱加热。每一预设等级采暖需求具体对应一个采暖温度范围。
结合图2来看，本实施例中，在用户采暖需求为第一预设等级采暖需求时，执行动作A、B1和C。执行动作A、B1和C的具体控制步骤为：控制采暖水泵15、电驱水泵12、电池水泵17、第一电子膨胀阀3、压缩机1启动，控制多通阀14的接口H和J导通，接口C和E导通，接口D和E导通，接口G和F导通，控制多进一出阀11的阀口M和N导通，控制多通比例阀10的阀口O和Q导通。由此，形成需求的第一乘员舱采暖回路，电驱及电池冷却液回路，第一冷媒回路。
由于第二电子膨胀阀5未开启，此时的电池冷却器6仅起到冷却液通路的作用，无法进行热交换。
此时，压缩机1从气液分离器7中吸入低压低温气态制冷工质，排出高温高压气态制冷工质，经水冷冷凝器2与采暖介质换热后制冷工质从高压高温气态变为高压中温液体，高压中温液体经过第一电子膨胀阀3节流冷媒介质，使冷媒工质从高压中温液态变为低压低温气态，再经过蒸发器芯体4从乘员舱的介质吸热后进入气液分离器7，实现乘员舱的除湿。同时，采暖水泵15推动被水冷冷凝器2加热后的采暖液体，通过多通比例阀10，从阀口O进阀口Q流出，再流经多进一出阀11，从阀口M进流经阀口N流出流回采暖水泵15，形成热泵采暖回路，实现乘员舱的采暖除湿。同时，电驱13余热经由冷却液带出，流经多通阀14的接口J、H后，再经过电池水泵17和电池冷却器6的冷却液通道，进而流经多通阀14的接口G和F后经过止回阀18到达电池包19处，利用电池包19的热容效应(因为电池包19体积大且电池包19自带换热板，可以通过换热板实现电驱13余热与电池包19的热传导，且电池包19密度大可以作为一个比较理想的热容体)，实现对电驱13余热的蓄热。
结合图2来看，本实施例中，在用户采暖需求为第二预设等级采暖需求时，执行动作A、B1、C和D。执行动作A、B1、C和D的具体控制步骤为：控制采暖水泵15、电驱水泵12、电池水泵17、第一电子膨胀阀3、第二电子膨胀阀5、压缩机1启动，控制多通阀14的接口H和J导通，接口C和E导通，接口D和E导通，接口F和G导通，控制多进一出阀11的阀口M和N导通，控制多通比例阀10的阀口O和P导通。由此，形成需求的第一乘员舱采暖回路，电驱及电池冷却液回路，第一冷媒回路，第二冷媒回路。
此时，压缩机1从气液分离器7中吸入低压低温气态制冷工质，排出高温高压气态制冷工质，经水冷冷凝器2与采暖介质换热后制冷工质从高压高温气态变为高压中温液体，一部分高压中温液体经过第一电子膨胀阀3节流冷媒介质，使冷媒工质从高压中温液态变为低压低温气态，再经过蒸发器芯体4从乘员舱的介质吸热后进入气液分离器7，实现乘员舱的除湿；另一部分高压中温液体经过第二电子膨胀阀5节流冷媒介质，使冷媒工质从高压中温液态变为低压低温气态，低压低温气态的冷媒工质在电池冷却器6处将电驱13余热以及电池包19蓄热进行吸收变为低压中温气态的冷媒介质，后再经过气液分离器7进行气、液分离回到压缩机1；对于压缩机1来说，由于此时通入的冷媒是低压中温气体，相对应的压缩机1压缩得到的高温高压气体的温度会更高，进而在水冷冷凝器2处交换给冷却液的热量更多，实现对电驱13余热、电池包19蓄热的回收利用。此时，采暖水泵15推动被水冷冷凝器2加热后的采暖液体，通过多通比例阀10，从阀口O进阀口Q流出，再流经多进一出阀11，从阀口M进流经阀口N流出流回采暖水泵15，形成热泵采暖回路，实现乘员舱的采暖除湿。同时，对于此时的电池包19来说，由于其蓄热被电池冷却器6吸收，使冷却液的温度降低，此时，电池包19开启蓄冷，这部分蓄冷量可以用于因电池包19快充而发生温度快速上升的电池包19制冷。
再结合图2来看，本实施例中，在用户采暖需求为第三预设等级采暖需求时，执行动作B2或执行动作A和B2。执行动作B2的具体控制步骤为：控制采暖水泵15和水暖电加热器8启动，控制多进一出阀11的阀口M和N导通，控制多通比例阀10的阀口O和Q导通。由此，形成需求的第二乘员舱采暖回路。
此时，采暖水泵15推动采暖液体被水暖电加热器8加热，加热后的采暖液体经过暖风芯体9对乘员舱采暖。同时，对于此时的电池包19来说，可以根据电驱13是否具有多余的热量需要回收来选择性的开启电驱水泵12、电池水泵17，进而形成上述的电驱及电池冷却液回路。
经过图2的示例，即可实现利用电池包19的热容效应对电驱13余热的回收，还可以在存在余热利用需求时，将电池包19蓄热通过冷媒传递到水冷冷凝器2处为冷却液加热，最终用于为乘员舱制热。
当然，本实施例中，若仅存在电驱13余热过多需要回收的场景，则仅形成上述的电驱及电池冷却液回路即可。而一旦需要对电驱13余热和电池包19蓄热进行回收利用时，则该第二冷媒回路和第一冷媒回路必须要同时形成，因为冷媒在电池冷却器6吸收的这部分热量势必需要找到一个外泄的出口(本实施例中为蒸发器芯体4，可用作乘员舱除湿)，否则冷媒回路一直吸热而不对外放热，存在冷媒回路因吸收过多热量而无法承受出现回路损坏的问题。
此外，本实施例中，还可以基于图3中形成对电池包19进行制热的电池制热回路，电池制热回路的形成需要同乘员舱采暖回路并行。此时，在电池包19具有加热需求时，执行动作B1、C和G；动作G为导通电池制热回路。导通电池制热回路的具体动作为：将多通比例阀10的阀口O和P导通，将多进一出阀11的阀口L和N导通。而乘员舱采暖回路及第一冷媒回路的形成原理则同上述描述一致，此处不做赘述。
如图4所示，本实施例中还能够利用上述的汽车热泵系统进行制冷。其中，实现乘员舱制冷需要利用电驱13的余热来实现。具体来说，在用户需求为乘员舱制冷需求时，判断整车许用功率是否大于或等于制冷请求功率；在整车许用功率大于或等于制冷请求功率时，执行动作C和E，动作E为导通电驱冷却液回路；在执行动作C和E的过程中，若电池包19具有冷却和蓄冷需求，执行动作D和F，动作F为导通电池冷却液回路。执行动作C和动作E的具体步骤为：控制压缩机1、第一电子膨胀阀3、电驱水泵12启动，控制多进一出阀11的阀口K和N导通，控制多通阀14的接口I和A导通，接口B和C导通。执行动作D和F的的具体控制步骤为：控制第二电子膨胀阀5、电池水泵17启动，控制多通阀14的阀口H和E导通，阀口F和G导通，阀口D和E导通。压缩机11从气液分离器77中吸入低压低温气态制冷工质，排出高温高压气态制冷工质，经水冷冷凝器2与电驱冷却液回路中的冷却介质换热后制冷工质从高压高温气态变为高压中温液体，再分别经第一电子膨胀阀3节流冷媒工质流经蒸发器芯体4给乘员舱降温，和经第二电子膨胀阀5节流冷媒工质经过电池冷却器6通过电池包19冷却回路给电池包19降温，冷媒介质分别从蒸发器芯体4和电池冷却器6流出后进入气液分离器7，再由压缩机1吸入开始循环工作。
电池冷却液回路的冷却介质由电池水泵17泵出经过电池冷却器6冷却后从接口G进接口F流出，经止回阀18和电池包19回到多通阀14，再从接口D、E进重新回至电池水泵17。由此，电池包19在被制冷的同时，将冷媒产生的多余冷量进行了蓄冷，所存储的这部分蓄冷量能够用于电池包19在被快充发生较大温升时对电池包19进行冷却，增加对能量的利用。
本实施例中，主要考虑到利用电池包19作为热容效应参与的相关回路的描述。当然，本实施例中还可以形成不需要电池包19参与的回路，例如：在乘员舱不需要制热但电驱 13需要散热的场景下，如图5所示，形成由电驱水泵12、电驱13、多通阀14的接口J、接口A、散热器20、多通阀14的接口B、接口C组成的电驱13散热回路，此时，电驱13通过散热器20进行散热。再例如，在乘员舱不需要制热但电驱13和电池均需要散热的场景下，可以构成由散热器20为电驱13和电池散热的回路，此时，只需要将多通阀14的阀口B和F导通，阀口J和A导通，阀口D和C导通即可。
本实施例中，利用上述的汽车热泵系统不限于本实施例中所涉及到的这些回路及应用场景。
参照图6，本发明实施例还提供了一种热泵系统控制方法，应用于上述的汽车热泵系统，所述方法包括：
步骤S101，获取用户需求。
其中，用户需求来源于用户输入的指令。用户可以通过语音、车机显示屏、车载物理硬键等方式输入其想要输入的指令。
步骤S102，在用户需求为第一预设等级采暖需求且环境温度在预设温度范围内时，执行动作A、B1和C。
环境温度是指车外环境的实时温度，该环境温度通过温度传感器采集得到。预设温度范围是指预先确定的当前环境温度下需要对乘员舱采暖的可能性较大的范围，例如在10℃以下的温度区间。
步骤S103，在用户需求为第二预设等级采暖需求且环境温度在预设温度范围内时，执行动作A、B1、C和D。
步骤S104，在用户需求为制冷需求时，判断整车许用功率是否大于或等于制冷请求功率。
此处，整车许用功率和制冷请求功率都是直接采集得到的功率值。
步骤S105，在整车许用功率大于或等于制冷请求功率时，执行动作C和E，动作E为导通电驱冷却液回路。
步骤S106，在执行动作C和E的过程中，若电池包19具有冷却和蓄冷需求，执行动作D和F，动作F为导通电池冷却液回路。
步骤S107，在执行动作A、B1和C或执行动作A、B1、C和D的过程中，若用户需求变化为第三预设等级采暖需求，则停止执行动作A、B1和C或停止执行动作A、B1、C和D，并执行动作B2；
动作B2为导通第二乘员舱采暖回路；
第三预设等级采暖需求的需求温度高于第一预设等级采暖需求、第二预设等级采暖需求的需求温度。
步骤S107，在用户需求为第三预设等级需求且环境温度在预设温度范围内时，执行动作B2或执行动作A和B2；
动作B2为导通第二乘员舱采暖回路
步骤S108，在电池包19具有加热需求时，执行动作B1、C和G或执行动作B2和G；
动作B2为导通第二乘员舱采暖回路；
动作G为导通电池制热回路。
本发明上述控制方法，具有与上述热泵系统相同的技术效果。即，将电池包19作为热容体，在乘员舱采暖时不需要电驱13余热时，利用电池包19的热容效应对电驱13余热进行存储；在乘员舱采暖时需求电驱13余热时，将电池包19存储的余热和电驱13余热通过热交换给冷媒后再同乘员舱采暖回路中的冷却液交换实现电驱13余热利用为乘员舱采暖；在电驱13余热利用给乘员舱采暖的同时，电池包19还能同步进行蓄冷；此外，在对电池包19进行冷却时，电池包19可以利用冷媒为其制冷同时实现蓄冷，所存储的这部分蓄冷量可以在电池包19快充时为电池包19降温。
本发明实施例中还提供了一种包含上述汽车热泵系统的汽车。
尽管只是结合了有限数量的实施例来详细解释，但本发明并不仅仅限于说明书和实施例中所列运用，它完全可以被适用于各种适合本发明的领域。对于熟悉本领域的工程技术人员而言，可容易地实现另外的修改、补充和替代，因此在不背离权利要求及等同范围所限定的一般概念下，本发明并不应视为受先前描述所限。

Claims (19)

  1. 一种汽车热泵系统热管理方法，其特征在于，包括：
    在确定乘员舱具有第一预设等级采暖需求但不需求电驱余热时，利用电池包的热容效应对电驱余热进行存储，并利用冷媒为乘员舱制热；
    在确定乘员舱具有第二预设等级采暖需求且需求电驱余热时，并将电池包存储的电驱余热和电驱当前产生的余热传递至冷媒，进而利用冷媒为乘员舱制热；
    第二预设等级采暖需求高于第一预设等级采暖需求。
  2. 根据权利要求1所述的汽车热泵系统热管理方法，其特征在于，所述方法还包括：
    在确定乘员舱具有制冷需求时，利用电池包的热容效应对冷媒多余冷量进行存储，并利用冷媒为乘员舱制冷。
  3. 根据权利要求1所述的汽车热泵系统热管理方法，其特征在于，所述方法还包括：
    在确定电池包具有制热需求时，利用冷媒为电池包制热。
  4. 根据权利要求1所述的汽车热泵系统热管理方法，其特征在于，所述方法还包括：
    在确定乘员舱具有第三预设等级采暖需求但不需求电驱余热时，利用电池包的热容效应对电驱余热进行存储，并利用加热器为乘员舱制热；
    第三预设等级采暖需求高于第一预设等级采暖需求和第二预设等级采暖需求。
  5. 根据权利要求1所述的汽车热泵系统热管理方法，其特征在于，在确定乘员舱具有第一预设等级采暖需求但不需求电驱余热时，利用电池包的热容效应对电驱余热进行存储，并利用冷媒为乘员舱制热的步骤包括：
    形成第一乘员舱采暖回路、电驱及电池冷却液回路以及第一冷媒回路；
    第一冷媒回路与第一乘员舱采暖回路热耦合，第一冷媒回路将自身产生的热量交换给第一乘员舱采暖回路，实现为乘员舱制热；电驱余热经由电驱及电池冷却液回路传递到电池包进行存储。
  6. 根据权利要求1所述的汽车热泵系统热管理方法，其特征在于，在确定乘员舱具有第二预设等级采暖需求且需求电驱余热时，并将电池包存储的电驱余热和电驱当前产生的余热传递至冷媒，进而利用冷媒为乘员舱制热的步骤包括：
    形成第一乘员舱采暖回路、电驱及电池冷却液回路、第一冷媒回路和第二冷媒回路；
    第一冷媒回路与第一乘员舱采暖回路热耦合，电驱及电池冷却液回路和第二冷媒回路热耦合，第一冷媒回路和第二冷媒回路连通；
    电池包所存储的余热与电驱当前产生的余热经由电驱及电池冷却液回路和第二冷媒回路发生热交换，再由第二冷媒回路传递至第一冷媒回路，第一冷媒回路将自身产生的热量 同其吸收的热量共同交换给第一乘员舱采暖回路，实现为乘员舱制热。
  7. 根据权利要求2所述的汽车热泵系统热管理方法，其特征在于，在确定乘员舱具有制冷需求时，利用电池包的热容效应对冷媒多余冷量进行存储，并利用冷媒为乘员舱制冷的步骤包括：
    形成电驱冷却回路、第一冷媒回路、第二冷媒回路和电池冷却回路；
    第一冷媒回路和第二冷媒回路连通，第二冷媒回路和电池冷却回路热耦合，第一冷媒回路和电驱冷却液回路热耦合；
    第一冷媒回路自身产生的热量热交换至电驱冷却液回路而得以降温，经过降温的冷媒一部分用于实现为乘员舱制冷，交换给电驱冷却液回路的热量利用电驱冷却液回路进行散热；经过降温的冷媒另一部分传递至第二冷媒回路，再经由第二冷媒回路交换给电池冷却回路，实现电池包对多余冷量的存储。
  8. 根据权利要求3所述的汽车热泵系统热管理方法，其特征在于，在确定电池包具有制热需求时，利用冷媒为电池包制热的步骤包括：
    形成电池制热回路、第一乘员舱采暖回路和第一冷媒回路；
    第一乘员舱采暖回路和电池制热回路连通，第一乘员舱采暖回路和第一冷媒回路热耦合；第一冷媒回路将自身产生的热量交换给第一乘员舱采暖回路，再传递至电池制热回路为电池制热。
  9. 根据权利要求4所述的汽车热泵系统热管理方法，其特征在于，在确定乘员舱具有第三预设等级采暖需求但不需求电驱余热时，利用电池包的热容效应对电驱余热进行存储，并利用加热器为乘员舱制热的步骤包括：
    形成第二乘员舱采暖回路和电驱及电池冷却液回路；第二乘员舱采暖回路利用自身产生的热量实现为乘员舱制热；电驱余热经由电驱及电池冷却液回路传递到电池包进行存储。
  10. 一种实现权利要求1至9任一项所述的汽车热泵系统热管理方法的汽车热泵系统，其特征在于，所述汽车热泵系统包括：
    第一乘员舱采暖回路、第二乘员舱采暖回路、电池冷却液回路、电驱冷却液回路、电驱及电池冷却液回路、第一冷媒回路和第二冷媒回路；
    第一乘员舱采暖回路通过水冷冷凝器(2)同第一冷媒回路和/或第二冷媒回路耦合，电池冷却液回路通过电池冷却器同第二冷媒回路耦合，电驱冷却液回路通过水冷冷凝器(2)同第一冷媒回路和/或第二冷媒回路耦合，电驱及电池冷却液回路通过电池冷却器同第二冷媒回路耦合；
    电池冷却液回路和电驱冷却液回路可共存，但电池冷却液回路和电驱冷却液回路不与电驱及电池冷却液回路共存；第一冷媒回路和第二冷媒回路共用水冷冷凝器(2)的冷媒通 道，电驱冷却液回路和乘员舱采暖回路共用水冷冷凝器(2)的冷却液通道，第一乘员舱采暖回路和第二乘员舱采暖回路不共存。
  11. 根据权利要求10所述的汽车热泵系统，其特征在于，所述汽车热泵系统还包括：
    电池制热回路，电池制热回路与第一乘员舱采暖回路或第二乘员舱采暖回路连通。
  12. 根据权利要求11所述的汽车热泵系统，其特征在于，所述汽车热泵系统包括：
    多通阀(14)、多进一出阀(11)、多通比例阀(10)；
    第一乘员舱采暖回路、第二乘员舱采暖回路、电池制热回路、电池冷却液回路、电驱冷却液回路和电驱及电池冷却液回路的形成依托于对多通阀(14)的多个内部接口的切换控制、多进一出阀(11)的多个内部阀口的切换控制、多通比例阀(10)的多个出口的切换控制、以及对电驱水泵(12)、采暖水泵(15)和电池水泵(17)的开闭控制。
  13. 根据权利要求12所述的汽车热泵系统，其特征在于，
    多通阀(14)具有接口A至接口J共(10)个接口；多进一出阀(11)具有阀口K至阀口N共(4)个阀口，阀口N为出水口；多通比例阀(10)具有阀口O至阀口Q共(3)个阀口；
    电池冷却液回路包括：电池包(19)、电池水泵(17)、电池冷却器(6)的冷却液通道、多通阀(14)的接口D至接口H以及止回阀(18)；
    电池包(19)的出水口与多通阀(14)的接口D连通，多通阀(14)的接口D和接口E依次连通，多通阀(14)的接口E和接口H连通，多通阀(14)的接口H和电池水泵(17)的入水口连通，电池冷却器(6)的冷却液通道连通电池水泵(17)的出水口和多通阀(14)的接口G，多通阀(14)的接口G和接口F连通，多通阀(14)的接口F连通止回阀(18)的入水口，止回阀(18)的入水口连通电池包(19)的入水口。
  14. 根据权利要求13所述的汽车热泵系统，其特征在于，电驱冷却液回路包括：
    电驱水泵(12)、电驱(13)、多进一出阀(11)的阀口L和阀口O、采暖水泵(15)、水冷冷凝器(2)的冷却液通道、多通阀(14)的接口A至接口C以及接口I、散热器(20)；电驱水泵(12)的入水口连通多通阀(14)的接口C，电驱水泵(12)的出水口连通电驱(13)的入水口，电驱(13)的出水口连通多进一出阀(11)的阀口K，多进一出阀(11)的阀口N连通采暖水泵(15)的入水口，水冷冷凝器(2)的冷却液通道连通在采暖水泵(15)的出水口和多通阀(14)的接口I之间，多通阀(14)的接口I连通接口A，接口A连通散热器(20)的入水口，散热器(20)的出水口连通多通阀(14)的接口B，多通阀(14)的接口B连通接口C。
  15. 根据权利要求13所述的汽车热泵系统，其特征在于，电驱及电池冷却液回路包括：
    电池包(19)、电池水泵(17)、电池冷却器(6)的冷却液通道、多通阀(14)的接口 C至接口H及接口J、止回阀(18)、电驱水泵(12)、电驱(13)；电池包(19)的出水口与多通阀(14)的接口D连通，多通阀(14)的接口D和接口E依次连通，多通阀(14)的接口E和接口C连通，电驱水泵(12)的入水口连通多通阀(14)的接口C，电驱水泵(12)的出水口连通电驱(13)的入水口，电驱(13)的出水口连通多通阀(14)的接口J，多通阀(14)的接口J连通接口H，多通阀(14)的接口H和电池水泵(17)的入水口连通，电池冷却器(6)的冷却液通道连通电池水泵(17)的出水口和多通阀(14)的接口G，多通阀(14)的接口G和接口F连通，多通阀(14)的接口F连通止回阀(18)的入水口，止回阀(18)的入水口连通电池包(19)的入水口。
  16. 根据权利要求13所述的汽车热泵系统，其特征在于，第一乘员舱采暖回路包括：
    采暖水泵(15)、水冷冷凝器(2)的冷却液通道、暖风芯体(9)、多通比例阀(10)的阀口O和阀口Q、多进一出阀(11)的阀口M和N；多进一出阀(11)的阀口N连通采暖水泵(15)的入水口，水冷冷凝器(2)的冷却液通道连通在采暖水泵(15)的出水口和暖风芯体(9)的入水口之间，暖风芯体(9)的出水口连通多通比例阀(10)的阀口O，多通比例阀(10)的阀口O和阀口Q连通，多通比例阀(10)的阀口Q和多进一出阀(11)的阀口M连通，多进一出阀(11)的阀口M和阀口N连通；
    第二乘员舱采暖回路包含第一乘员舱采暖回路和水暖电加热器(8)，其中，水冷冷凝器(2)的冷却液通道连通在采暖水泵(15)的出水口水暖电加热器(8)的入水口之间，水暖电加热器(8)的入水口连通暖风芯体(9)的入水口。
  17. 根据权利要求16所述的汽车热泵系统，其特征在于，
    电池制热回路：多通比例阀(10)的阀口O和阀口P、多进一出阀(11)的阀口L和N、电池包(19)；
    多进一出阀(11)的阀口N连通采暖水泵(15)的入水口，暖风芯体(9)的出水口连通多通比例阀(10)的阀口O，多通比例阀(10)的阀口O和阀口P连通，多通比例阀(10)的阀口P和电池包(19)的入水口连通，电池包(19)的出水口和多进一出阀(11)的阀口L连通，多进一出阀(11)的阀口L和阀口N连通。
  18. 根据权利要求12所述的汽车热泵系统，其特征在于，第一冷媒回路包括：
    依次连通形成闭环回路的压缩机(1)、水冷冷凝器(2)的冷媒通道、第一电子膨胀阀(3)、蒸发器芯体(4)和气液分离器(7)；
    第二冷媒回路包括：
    依次连通形成闭环回路的压缩机(1)、水冷冷凝器(2)的冷媒通道、第二电子膨胀阀(5)、电池冷却器(6)的冷媒通道和气液分离器(7)。
  19. 一种汽车，其特征在于，包括权利要求10至18任一项所述的汽车热泵系统。
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