阅读说明：本技术 一种基于相变蓄热的空气源热泵型电动汽车热管理系统 (Air source heat pump type electric automobile heat management system based on phase change heat storage ) 是由 郑钦月 鲍国 赵兰萍 杨志刚 于 2021-07-14 设计创作，主要内容包括：本发明提供一种基于相变蓄热的空气源热泵型电动汽车热管理系统,仅通过控制八个简单阀门,即可以满足五个温度工况及三个行驶工况的全工况需求。本发明在动力总成热管理子系统内增设了相变蓄热模块,可以高效回收系统中各部件产生的余热,并在合适的时候释放余热,克服了能量在供需上存在的数量、形态和时间的差异,可以实现高效制热及制冷。采用空气源热泵的方式,由空气源、系统余热、少量电能提供低温热源,可以实现不同低温工况的需求,并有效提高能源利用效率。本发明将三个子系统进行有机整合,阀门控制可操作性强、组成部件结构紧凑、集成度高；其中,相变蓄热模块的增设可以减小前端散热器面积,从而可以减小迎风面积、降低风阻、提高续航里程。(The invention provides an air source heat pump type electric vehicle heat management system based on phase change heat storage, which can meet the full working condition requirements of five temperature working conditions and three driving working conditions only by controlling eight simple valves. The phase change heat storage module is additionally arranged in the power assembly heat management subsystem, so that waste heat generated by all parts in the system can be efficiently recovered, the waste heat is released at a proper time, the difference of quantity, form and time of energy supply and demand is overcome, and efficient heating and refrigeration can be realized. By adopting the air source heat pump mode, the low-temperature heat source is provided by an air source, system waste heat and a small amount of electric energy, the requirements of different low-temperature working conditions can be met, and the energy utilization efficiency is effectively improved. The three subsystems are organically integrated, the valve control operability is strong, the structure of the components is compact, and the integration level is high; the area of a front-end radiator can be reduced by adding the phase change heat storage module, so that the windward area can be reduced, the wind resistance can be reduced, and the endurance mileage can be improved.)

1. An air source heat pump type electric automobile heat management system based on phase change heat storage comprises a passenger cabin heat management subsystem, a battery heat management subsystem and a power assembly heat management subsystem, and is characterized by further comprising a first proportional three-way valve (5), a front end radiator (8), an external heat exchanger (19), a phase change heat storage module (6) and a second proportional three-way valve (7), wherein the output end of the power assembly heat management subsystem is connected to the input end of the first proportional three-way valve (5), the first output end of the first proportional three-way valve (5) is connected to the input end of the phase change heat storage module (6), the second output end of the first proportional three-way valve is connected to the input end of the second proportional three-way valve (7), the output end of the battery heat management subsystem is connected to the input end of the second proportional three-way valve (7), the first output end of the second proportional three-way valve (7) is connected to the input end of the front-end radiator (8), the second output end of the second proportional three-way valve is connected to the input ends of the battery thermal management subsystem and the power assembly thermal management subsystem, the output end of the front-end radiator (8) is connected to the input ends of the battery thermal management subsystem and the power assembly thermal management subsystem, and the external heat exchanger (19) is connected to the passenger compartment thermal management subsystem and exchanges heat with the front-end radiator (8).

2. The air source heat pump type electric vehicle heat management system based on the phase change heat storage is characterized by further comprising an expansion water tank (1), wherein the expansion water tank (1) is respectively connected with the input ends of the battery heat management subsystem and the powertrain heat management subsystem.

3. The heat management system of claim 1, wherein the battery heat management subsystem comprises a third water pump (11), a battery module (13) and a first electromagnetic valve (15) which are connected in sequence, and an output end of the first electromagnetic valve (15) is connected to an input end of a second proportional three-way valve (7).

4. The air source heat pump type electric vehicle heat management system based on phase change heat storage is characterized in that the system further comprises an external cooler (14), the battery heat management subsystem further comprises a second water pump (10), the input end of the second water pump (10) serves as the input end of the battery heat management subsystem, the output end of the second water pump is connected to the input end of a third water pump (11) and the first end of a first pipeline of the external cooler (14), the second end of the first pipeline of the external cooler (14) is connected to the input end of a first electromagnetic valve (15), and the second pipeline of the external cooler (14) is connected to the passenger cabin heat management subsystem.

5. The heat management system of claim 4, wherein a hot water electric heater (12) is arranged between the third water pump (11) and the battery module (13).

6. The air source heat pump type electric vehicle heat management system based on phase change heat storage is characterized in that the passenger compartment heat management subsystem comprises an electronic compressor (17), a four-way valve (18), a third electronic expansion valve (20), a second solenoid valve (25), a second electronic expansion valve (28), a third solenoid valve (26) and an in-vehicle heat exchange assembly, the output end of the electronic compressor (17) is connected to the first end of the four-way valve (18), the second end of the four-way valve (18) is connected to the first end of an external heat exchanger (19), the third end is connected to the in-vehicle heat exchange assembly through the second solenoid valve (25), the fourth end is connected to the input end of the electronic compressor (17) through the third solenoid valve (26), the input end of the electronic compressor (17) is also connected to the output end of the second pipeline of the external cooler (14), and the first end of the heat exchanger (19) outside the vehicle, the second end of the heat exchange assembly inside the vehicle is connected to the second end of the heat exchanger (19) outside the vehicle through a third electronic expansion valve (20), and the input end of the second pipeline of the cooler (14) outside the vehicle is connected to the second end of the heat exchange assembly inside the vehicle through a second electronic expansion valve (28).

7. The phase change thermal storage based air source heat pump type electric vehicle thermal management system according to claim 6, wherein the passenger compartment thermal management subsystem further comprises a gas-liquid separator (16), the gas-liquid separator (16) being connected to an input of an electronic compressor (17).

8. The heat management system of claim 6, wherein the heat exchange assembly comprises an internal evaporator (23) and an internal condenser (24), the heat management subsystem further comprises a first flow regulating valve (21) and a first electronic expansion valve (22), the output end of the internal evaporator (23) is connected to the input end of the electronic compressor (17), the input end of the internal evaporator is connected to one end of the first flow regulating valve (21) through the first electronic expansion valve (22), the other end of the first flow regulating valve (21) is connected to the second end of the external heat exchanger (19) through a third electronic expansion valve (20) and is connected to a second electronic expansion valve (28) through a second flow regulating valve (27), the input end of the internal condenser (24) is connected to the third end of the four-way valve (18) through a second solenoid valve (25), the output is connected to a second end of the exterior heat exchanger (19) through a third electronic expansion valve (20), to a second electronic expansion valve (28) through a second flow regulating valve (27), and to an input of the interior evaporator (23) through a first flow regulating valve (21).

9. The heat management system of claim 6, wherein the heat exchange assembly comprises an in-vehicle heat exchanger (30), the heat management subsystem further comprises a first electronic expansion valve (22) and a fourth solenoid valve (31), a first end of the in-vehicle heat exchanger (30) is connected to an input end of the electronic compressor (17) through the fourth solenoid valve (31) and is connected to a third end of the four-way valve (18) through a second solenoid valve (25), a second end of the in-vehicle heat exchanger (30) is connected to a second end of the out-vehicle heat exchanger (19) through the first electronic expansion valve (22) and a third electronic expansion valve (20) and is connected to a second electronic expansion valve (28) through a second flow regulating valve (27).

10. The heat management system of any one of claims 6 to 9, wherein the heat exchange assembly further comprises a hot wind electric heater (29).

Technical Field

The invention relates to an electric automobile heat management system, in particular to an air source heat pump type electric automobile heat management system based on phase change heat storage.

Background

The development of electric vehicles plays an important role in coping with global warming and reduction of global automobile pollution. With the rapid development of electric automobiles, the problems of cruising ability, battery life, safety, comfort, high efficiency and the like begin to be highlighted, and become an important factor for the development of elbow-control electric automobiles. Therefore, one set of high-performance thermal management system plays a decisive role in increasing the endurance mileage, prolonging the service life of the battery, reducing the energy consumption of the battery and improving the reliability and comfort of the whole vehicle.

For the thermal management subsystem of the passenger compartment of the electric automobile, low-temperature efficient heating in winter and high-temperature efficient cooling in summer are key difficulties. Unlike traditional fuel vehicles, electric vehicles do not have engine waste heat to provide a heat source for the heating system. At present, most electric automobiles adopt wind-heat PTC electric heaters for heating, the energy efficiency ratio is always smaller than 1, the requirement of heat comfort in the automobiles can be met only by consuming electric power of 5kW or even more, the endurance mileage of some automobile types is attenuated by 30-50% when the wind-heat PTC electric heaters are used for heating, and the mileage anxiety of passengers is seriously increased. The energy efficiency ratio of the heat pump system is always larger than 1, and the heat pump system is an excellent scheme for replacing wind-heat PTC heating. At present, an air source heat pump adopted in the prior art only depends on air to provide a heat source, and a compressor has low air suction temperature at low temperature, so that the system has low efficiency, large power consumption and poor heating performance, and even can not run at extremely low temperature, and an evaporator outside a vehicle is easy to frost or even freeze. In addition, in some cold starts at non-extreme low temperatures, since the heating value of the power system and other parts is small, the power system needs to consume energy for preheating, and excessive energy is consumed. In addition, most of related technologies only use a front-end radiator for cooling at high temperature in summer, however, the motor has high power density, drastic change of output voltage and large heat productivity, and higher requirements are put on a cooling system.

Disclosure of Invention

The invention aims to provide an air source heat pump type electric automobile heat management system based on phase change heat storage.

The purpose of the invention can be realized by the following technical scheme:

an air source heat pump type electric automobile heat management system based on phase change heat storage comprises a passenger cabin heat management subsystem, a battery heat management subsystem and a power assembly heat management subsystem, and further comprises a first proportional three-way valve, a front end radiator, an external heat exchanger, a phase change heat storage module and a second proportional three-way valve, wherein the output end of the power assembly heat management subsystem is connected to the input end of the first proportional three-way valve, the first output end of the first proportional three-way valve is connected to the input end of the phase change heat storage module, the second output end of the first proportional three-way valve is connected to the input end of the second proportional three-way valve, the output end of the phase change heat storage module is connected to the input end of the second proportional three-way valve, the first output end of the second proportional three-way valve is connected to the input end of the front end radiator, the second output end is connected to the input ends of the battery thermal management subsystem and the power assembly thermal management subsystem, the output end of the front-end radiator is connected to the input ends of the battery thermal management subsystem and the power assembly thermal management subsystem, and the external heat exchanger is connected to the passenger cabin thermal management subsystem and exchanges heat with the front-end radiator.

The system also comprises an expansion water tank, and the expansion water tank is respectively connected with the input ends of the battery thermal management subsystem and the power assembly thermal management subsystem.

The battery heat management subsystem comprises a third water pump, a battery module and a first electromagnetic valve which are sequentially connected, and the output end of the first electromagnetic valve is connected to the input end of the second proportional three-way valve.

The system further comprises an external cooler, the battery heat management subsystem further comprises a second water pump, the input end of the second water pump is used as the input end of the battery heat management subsystem, the output end of the second water pump is connected to the input end of the third water pump and the first end of the first pipeline of the external cooler, the second end of the first pipeline of the external cooler is connected to the input end of the first electromagnetic valve, and the second pipeline of the external cooler is connected to the passenger cabin heat management subsystem.

And a hot water electric heater is arranged between the third water pump and the battery module.

The passenger compartment heat management subsystem comprises an electronic compressor, a four-way valve, a third electronic expansion valve, a second electromagnetic valve, a second electronic expansion valve, a third electromagnetic valve and an in-vehicle heat exchange assembly, the output end of the electronic compressor is connected to the first end of the four-way valve, the second end of the four-way valve is connected to the first end of the heat exchanger outside the vehicle, the third end of the four-way valve is connected to the heat exchange component inside the vehicle through the second electromagnetic valve, the fourth end of the four-way valve is connected to the input end of the electronic compressor through the third electromagnetic valve, the input end of the electronic compressor is also connected to the output end of the second pipeline of the cooler outside the vehicle, and a first end of the exterior heat exchanger, a second end of the interior heat exchange assembly being connected to a second end of the exterior heat exchanger through a third electronic expansion valve, and the input end of a second pipeline of the cooler outside the vehicle is connected to the second end of the heat exchange assembly inside the vehicle through a second electronic expansion valve.

The passenger compartment thermal management subsystem further includes a gas-liquid separator connected to an input of the electronic compressor.

The heat exchange assembly in the vehicle comprises an evaporator in the vehicle and a condenser in the vehicle, the heat management subsystem in the passenger compartment further comprises a first flow regulating valve and a first electronic expansion valve, the output end of the in-vehicle evaporator is connected to the input end of the electronic compressor, the input end of the in-vehicle evaporator is connected to one end of the first flow regulating valve through the first electronic expansion valve, the other end of the first flow regulating valve is connected to the second end of the exterior heat exchanger through a third electronic expansion valve, and is connected to a second electronic expansion valve through a second flow regulating valve, the input end of the condenser in the vehicle is connected to the third end of the four-way valve through a second electromagnetic valve, the output end of the condenser in the vehicle is connected to the second end of the heat exchanger outside the vehicle through a third electronic expansion valve, and is connected to the second electronic expansion valve through the second flow regulating valve, and is connected to the input end of the in-vehicle evaporator through the first flow regulating valve.

The heat exchange assembly in the vehicle comprises a heat exchanger in the vehicle, the passenger compartment heat management subsystem further comprises a first electronic expansion valve and a fourth electromagnetic valve, the first end of the heat exchanger in the vehicle is connected to the input end of the electronic compressor through the fourth electromagnetic valve and is connected to the third end of the four-way valve through the second electromagnetic valve, and the second end of the heat exchanger outside the vehicle is connected to the second end of the heat exchanger outside the vehicle through the first electronic expansion valve and the third electronic expansion valve and is connected to the second electronic expansion valve through the second flow regulating valve.

The heat exchange assembly in the vehicle also comprises a hot air electric heater.

Compared with the prior art, the invention has the following beneficial effects: the heat exchanger outside the vehicle exchanges heat with the front end radiator, so that heat exchange of cabin passenger cabin heat management, battery heat management and power assembly total management is realized, and the full working condition requirements of five temperature working conditions and three running working conditions can be met only by controlling eight simple valves. The phase change heat storage module is additionally arranged in the power assembly heat management subsystem, so that waste heat generated by all parts in the system can be efficiently recovered, the waste heat is released at a proper time, the difference of quantity, form and time of energy supply and demand is overcome, and efficient heating and refrigeration can be realized. By adopting the air source heat pump mode, the low-temperature heat source is provided by an air source, system waste heat and a small amount of electric energy, the requirements of different low-temperature working conditions can be met, and the energy utilization efficiency is effectively improved. The three subsystems are organically integrated, the valve control operability is strong, the structure of the components is compact, and the integration level is high; the area of a front-end radiator can be reduced by adding the phase change heat storage module, so that the windward area can be reduced, the wind resistance can be reduced, and the endurance mileage can be improved.

Drawings

FIG. 1 is a schematic structural diagram of a first embodiment of the present invention;

FIG. 2 is a schematic view of the first embodiment of the present invention under normal temperature conditions;

FIG. 3 is a schematic view of the first embodiment of the present invention under high temperature conditions;

FIG. 4 is a schematic view of the first embodiment of the present invention under extreme high temperature conditions;

FIG. 5 is a schematic view of the first embodiment of the present invention under low temperature conditions;

FIG. 6 is a schematic view of the first embodiment of the present invention under extreme low temperature conditions;

FIG. 7 is a schematic structural diagram of a second embodiment of the present invention;

wherein: 1. the system comprises an expansion water tank, 2, a first water pump, 3, an electronic control module, 4, a motor module, 5, a first proportional three-way valve, 6, a phase change heat storage module, 7, a second proportional three-way valve, 8, a front end radiator, 9, a fan, 10, a second water pump, 11, a third water pump, 12, a hot water electric heater, 13, a battery module, 14, an external cooler, 15, a first electromagnetic valve, 16, a gas-liquid separator, 17, an electronic compressor, 18, a four-way valve, 19, an external heat exchanger, 20, a third electronic expansion valve, 21, a first flow regulating valve, 22, a first electronic expansion valve, 23, an internal evaporator, 24, an internal condenser, 25, a second electromagnetic valve, 26, a third electromagnetic valve, 27, a second flow regulating valve, 28, a second electronic expansion valve, 29, a hot air electric heater, 30, an internal heat exchanger, 31 and a fourth electromagnetic valve.

Detailed Description

The invention is described in detail below with reference to the figures and specific embodiments. The present embodiment is implemented on the premise of the technical solution of the present invention, and a detailed implementation manner and a specific operation process are given, but the scope of the present invention is not limited to the following embodiments.

An air source heat pump type electric automobile heat management system based on phase change heat storage comprises a passenger cabin heat management subsystem, a battery heat management subsystem and a power assembly heat management subsystem, and further comprises a first proportional three-way valve 5, a front end radiator 8, an external heat exchanger 19, a phase change heat storage module 6 and a second proportional three-way valve 7, wherein the output end of the power assembly heat management subsystem is connected to the input end of the first proportional three-way valve 5, the first output end of the first proportional three-way valve 5 is connected to the input end of the phase change heat storage module 6, the second output end of the first proportional three-way valve is connected to the input end of the second proportional three-way valve 7, the output end of the phase change heat storage module 6 is connected to the input end of the second proportional three-way valve 7, the output end of the battery heat management subsystem is connected to the input end of the second proportional three-way valve 7, the first output end of the second proportional three-way valve 7 is connected to the input end of the front end radiator 8, the second output end is connected to the input ends of the battery thermal management subsystem and the powertrain thermal management subsystem, the output end of the front-end radiator 8 is connected to the input ends of the battery thermal management subsystem and the powertrain thermal management subsystem, the external heat exchanger 19 is connected to the passenger compartment thermal management subsystem and exchanges heat with the front-end radiator 8, and generally, the fan 9 is further arranged to strengthen heat exchange.

The heat exchanger outside the vehicle exchanges heat with the front end radiator, so that heat exchange of cabin passenger cabin heat management, battery heat management and power assembly total management is realized, and the full working condition requirements of five temperature working conditions and three running working conditions can be met only by controlling eight simple valves. The phase change heat storage module is additionally arranged in the power assembly heat management subsystem, so that waste heat generated by all parts in the system can be efficiently recovered, the waste heat is released at a proper time, the difference of quantity, form and time of energy supply and demand is overcome, and efficient heating and refrigeration can be realized. By adopting the air source heat pump mode, the low-temperature heat source is provided by an air source, system waste heat and a small amount of electric energy, the requirements of different low-temperature working conditions can be met, and the energy utilization efficiency is effectively improved. The three subsystems are organically integrated, the valve control operability is strong, the structure of the components is compact, and the integration level is high; the area of a front-end radiator can be reduced by adding the phase change heat storage module, so that the windward area can be reduced, the wind resistance can be reduced, and the endurance mileage can be improved.

In some embodiments, the system further comprises an expansion water tank 1, the expansion water tank 1 is respectively connected with the input ends of the battery thermal management subsystem and the power assembly thermal management subsystem, and the expansion water tank 1 can play a role in balancing pressure.

The battery thermal management subsystem comprises a third water pump 11, a battery module 13 and a first electromagnetic valve 15 which are sequentially connected, and the output end of the first electromagnetic valve 15 is connected to the input end of the second proportional three-way valve 7.

The power assembly heat management subsystem comprises a first water pump 2, an electric control module 3 and a motor module 4 which are connected in sequence.

In this embodiment, the system further includes an external cooler 14, the battery thermal management subsystem further includes a second water pump 10, an input end of the second water pump 10 is used as an input end of the battery thermal management subsystem, an output end of the second water pump 10 is connected to an input end of a third water pump 11 and a first end of a first pipeline of the external cooler 14, a second end of the first pipeline of the external cooler 14 is connected to an input end of a first electromagnetic valve 15, a second pipeline of the external cooler 14 is connected to the passenger compartment thermal management subsystem, and a hot water electric heater 12 is arranged between the third water pump 11 and the battery module 13.

The passenger compartment heat management subsystem comprises an electronic compressor 17, a four-way valve 18, a third electronic expansion valve 20, a second solenoid valve 25, a second electronic expansion valve 28, a third solenoid valve 26 and an in-vehicle heat exchange assembly, wherein the output end of the electronic compressor 17 is connected to the first end of the four-way valve 18, the second end of the four-way valve 18 is connected to the first end of an out-vehicle heat exchanger 19, the third end of the four-way valve 18 is connected to the in-vehicle heat exchange assembly through the second solenoid valve 25, the fourth end of the four-way valve is connected to the input end of the electronic compressor 17 through the third solenoid valve 26, the input end of the electronic compressor 17 is also connected to the output end of a second pipeline of the out-vehicle cooler 14, and a first end of an exterior heat exchanger 19, a second end of the interior heat exchange assembly being connected to a second end of the exterior heat exchanger 19 by a third electronic expansion valve 20, and an input end of a second line of the exterior cooler 14 being connected to the second end of the interior heat exchange assembly by a second electronic expansion valve 28. The passenger compartment thermal management subsystem further comprises a gas-liquid separator 16, the gas-liquid separator 16 being connected to an input of an electronic compressor 17.

In one embodiment, the vehicle interior heat exchange assembly comprises a vehicle interior evaporator 23 and a vehicle interior condenser 24, the passenger compartment thermal management subsystem further comprises a first flow regulating valve 21 and a first electronic expansion valve 22, an output end of the vehicle interior evaporator 23 is connected to an input end of the electronic compressor 17, an input end is connected to one end of the first flow regulating valve 21 through the first electronic expansion valve 22, the other end of the first flow regulating valve 21 is connected to a second end of the vehicle exterior heat exchanger 19 through a third electronic expansion valve 20, and is connected to a second electronic expansion valve 28 through a second flow regulating valve 27, the input end of the internal condenser 24 is connected to the third end of the four-way valve 18 through a second solenoid valve 25, the output end is connected to the second end of the exterior heat exchanger 19 through a third electronic expansion valve 20, and is connected to a second electronic expansion valve 28 through a second flow rate adjustment valve 27, and is connected to an input terminal of the in-vehicle evaporator 23 through the first flow rate adjustment valve 21. The heat exchange assembly in the vehicle also comprises a hot wind electric heater 29.

The first embodiment shown in fig. 1 will be described below with respect to the control of five ambient conditions, i.e., normal temperature, high temperature, extreme high temperature, low temperature, and extreme low temperature.

As shown in fig. 2, under normal temperature conditions, the passenger compartment does not need to be temperature-regulated, and the passenger compartment thermal management subsystem is turned off. If the vehicle is in a medium-low speed running working condition, the heating power of the battery is low, cooling is not needed, the motor is only cooled, namely, the power assembly heat management subsystem is only operated, the first water pump 2 is started, the second water pump 10 and the first electromagnetic valve 15 are closed, a cooling medium enters the electronic control module 3 and the motor module 4 through the first water pump 2 to take away heat, then enters the phase change heat storage module 6 to carry out efficient heat storage, the load of the front end radiator 7 is reduced, the flow of the cooling medium entering the phase change heat storage module 6 and the bypass pipeline is adjusted through the first proportional three-way valve 5, then the cooling medium enters the front end radiator 8, the heat is convected and cooled through the fan 9, and then enters the motor module through the first water pump 2 again, and the circulation is repeated. If the vehicle is in a climbing or high-speed driving working condition, the heating power of the battery is increased, namely the battery and power assembly heat management subsystem needs to be operated, the first water pump 2, the second water pump 10 and the first electromagnetic valve 15 are started, one path of cooling medium enters the electric control module 3 and the motor module 4 through the first water pump 2 to take away heat, then enters the phase change heat storage module 6 to carry out efficient heat storage, one path of cooling medium enters the battery module 13 through the second water pump 10, then enters the front end radiator 8 after the two paths of cooling medium are converged, is cooled by means of heat convection of the fan 9, then continues to be divided into two paths, and is circulated and reciprocated.

As shown in fig. 3, in the passenger compartment heat management subsystem under high temperature conditions, the high-temperature and high-pressure refrigerant gas compressed by the electronic compressor 17 releases heat in the heat exchanger 19 outside the vehicle, the refrigerant after heat release and cooling is throttled and expanded by the first electronic expansion valve 22, the throttled low-temperature refrigerant gas absorbs heat in the evaporator 23 inside the vehicle to realize passenger compartment refrigeration, and then the refrigerant returns to the electronic compressor 17 after passing through the gas-liquid separator 16 to circulate back and forth. If the vehicle is in a medium-low speed running working condition, the heating power of the battery is low, cooling is not needed, the motor is only needed to be cooled, namely, the power assembly heat management subsystem and the passenger compartment heat management subsystem are operated, the first water pump 2 is started, the second water pump 10 and the first electromagnetic valve 15 are closed, a cooling medium enters the electronic control module 3 and the motor module 4 through the first water pump 2 to take away heat, then enters the phase change heat storage module 6 to carry out efficient heat storage, the flow of the cooling medium entering the phase change heat storage module 6 and the bypass pipeline is adjusted by the first proportional three-way valve 5, then enters the front-end radiator 8, is cooled through convection heat exchange of the fan 9, returns to the motor module after being cooled, and is circulated and reciprocated. If the vehicle is in a climbing or high-speed running working condition, the heating power of the battery is increased, and three systems need to be operated; for the power assembly heat management subsystem and the battery heat management subsystem, the first water pump 2, the second water pump 10 and the first electromagnetic valve 15 are started, one path of cooling medium enters the electric control module 3 and the motor module 4 through the first water pump 2 to take away heat, enters the phase change heat storage module 6 to carry out efficient heat storage, one path of cooling medium enters the battery module 13 through the second water pump 10, then the two paths of cooling medium are converged and then enter the front end radiator 8, are cooled through convection heat exchange of the fan 9, then are continuously divided into two paths, and are circulated and reciprocated.

As shown in fig. 4, in the extreme high temperature condition, for the passenger compartment heat management subsystem, the high temperature and high pressure refrigerant gas compressed by the electronic compressor 17 releases heat in the exterior heat exchanger 19, the refrigerant after heat release and cooling is throttled and expanded by the first electronic expansion valve 22, the throttled low temperature refrigerant gas absorbs heat in the interior evaporator 23 to realize passenger compartment refrigeration, and then the refrigerant returns to the electronic compressor 17 after passing through the gas-liquid separator 16 to circulate back and forth. If the vehicle is in a medium-low speed running working condition, the heating power of the battery is low, the first water pump 2, the third water pump 11 and the first electromagnetic valve 15 are started, one path of cooling medium enters the electric control module 3 and the motor module 4 through the first water pump 2 to take away heat, then enters the phase-change heat storage module 6 to carry out efficient heat storage, one path of cooling medium enters the battery module 13 through the third water pump 11, then enters the front-end radiator 8 after being converged, is cooled through convection heat exchange of the fan 9, then continues to be divided into two paths after heat exchange, and circulates and reciprocates to complete heat management of the battery and the power assembly. If the power assembly is in a climbing or high-speed driving working condition, the heating power of the battery is increased, for the power assembly heat management subsystem, the first water pump 2 and the third water pump 11 are started, the first electromagnetic valve 15 and the second water pump 10 are closed, a cooling medium enters the electronic control module 3 and the motor module 4 through the first water pump 2 to take away heat, then enters the phase change heat storage module 6 to carry out efficient heat storage, then enters the front-end radiator 8 to carry out convective heat exchange and cooling through the fan 9, enters the motor module through the first water pump 2 again after heat exchange, and circulates and reciprocates; for the battery thermal management subsystem and the passenger compartment system, the refrigerant after heat release and cooling in the heat exchanger 19 outside the vehicle is divided into two paths, one path is throttled and expanded by the first electronic expansion valve 22, the throttled low-temperature refrigerant gas absorbs heat in the evaporator 23 inside the vehicle to realize the refrigeration of the passenger compartment, the other path is throttled and expanded by the second electronic expansion valve 28, the throttled low-temperature refrigerant gas absorbs heat in the cooler 14 outside the vehicle to realize the cooling of the battery loop, wherein the second flow regulating valve 27 regulates the flow rate of the refrigerant entering the cooler 14 outside the vehicle, and then the two paths of refrigerant are converged, pass through the gas-liquid separator 16, return to the electronic compressor 17 and circulate back and forth.

As shown in fig. 5, in the heat management subsystem of the passenger compartment under low temperature, for the heat management subsystem of the passenger compartment, the high-temperature and high-pressure refrigerant gas compressed by the electronic compressor 17 releases heat in the condenser 24 in the vehicle to realize heating of the passenger compartment, the refrigerant after heat release and cooling is divided into two paths, one path of the refrigerant is throttled and expanded by the third electronic expansion valve 20, the throttled low-temperature refrigerant gas absorbs heat in the heat exchanger 19 outside the vehicle, the other path of the refrigerant passes through the second electronic expansion valve 28 and absorbs waste heat in the cooler 14 outside the vehicle, and then the two paths of the refrigerant are converged and return to the electronic compressor 17 after passing through the gas-liquid separator 16, and the cycle is repeated, wherein the second flow regulating valve 27 can regulate the flow rates of the two paths of the refrigerant; the first flow rate adjusting valve 21 is adjusted to allow a part of the refrigerant after heat release and cooling to enter the interior evaporator 23 through the first electronic expansion valve 22, so as to realize dehumidification. If the vehicle is in a climbing or high-speed running working condition, the heating power of the motor and the battery is high, and the waste heat can be recovered; for the battery and power assembly heat management subsystem, a first water pump 2, a second water pump 10 and a first electromagnetic valve 15 are started, one path of cooling medium enters an electric control module 3 and a motor module 4 through the first water pump 2 to take heat away, then the flow of the cooling medium entering a phase change heat storage module 6 is adjusted by using a first proportional three-way valve 5, waste heat is stored in the phase change heat storage module 6, one path of cooling medium enters a battery module 13 through the second water pump 10, then the two paths of cooling medium are converged and enter a front end radiator 8, and are subjected to convection heat exchange with an external heat exchanger 19 through a fan 9 to improve the evaporation temperature of an air source heat pump, so that the heating efficiency of the air source heat pump is improved, and then the cooling medium is continuously divided into two paths to realize circulation reciprocating. If the vehicle is in a medium-low speed working condition, the heating power of the motor and the battery is low, the first water pump 2 is started, the second water pump 10 and the first electromagnetic valve 15 are closed, a cooling medium enters the electronic control module 3 and the motor module 4 through the first water pump 2 to take away heat, then the flow of the cooling medium entering the phase change heat storage module 6 and the bypass pipeline is adjusted by the first proportional three-way valve 5, the heat stored under the climbing or high-speed running working condition is released, then the vehicle enters the front end radiator 8, and is subjected to convection heat exchange with the external heat exchanger 19 through the fan 9 to improve the evaporation temperature of the air source heat pump, and then the vehicle enters the motor module through the first water pump 2 again to circulate and reciprocate.

As shown in fig. 6, in the heat management subsystem of the passenger compartment under low temperature, for the heat management subsystem of the passenger compartment, the high-temperature and high-pressure refrigerant gas compressed by the electronic compressor 17 releases heat in the condenser 24 in the vehicle to realize heating of the passenger compartment, the refrigerant after heat release and cooling is divided into two paths, one path of the refrigerant is throttled and expanded by the third electronic expansion valve 20, the throttled low-temperature refrigerant gas absorbs heat in the heat exchanger 19 outside the vehicle, the other path of the refrigerant passes through the second electronic expansion valve 28 and absorbs waste heat in the cooler 14 outside the vehicle, and then the two paths of the refrigerant are converged and return to the electronic compressor 17 after passing through the gas-liquid separator 16, and the cycle is repeated, wherein the second flow regulating valve 27 can regulate the flow rates of the two paths of the refrigerant; the first flow rate adjusting valve 21 is adjusted to allow a part of the refrigerant after heat release and cooling to enter the interior evaporator 23 through the first electronic expansion valve 22, so as to realize dehumidification. If the vehicle is in a climbing or high-speed running working condition, the heating power of the battery is high, and the hot water electric heater 12 is not needed for heating; for the heat management of the battery heat management subsystem and the power assembly, a first water pump 2, a second water pump 10, a third water pump 11 and a first electromagnetic valve 15 are started, one path of cooling medium enters an electric control module 3 and a motor module 4 through the first water pump 2 to take heat away, then the flow of the cooling medium entering a phase change heat storage module 6 is adjusted by a first proportional three-way valve 5, waste heat is stored in the phase change heat storage module 6, the other path of cooling medium enters a battery module 13 through the second water pump 10, then the two paths of cooling medium are converged and then pass through a front end radiator 8, cooling liquid passing through the front end radiator 8 is subjected to convection heat exchange with an external heat exchanger 19 through a fan 9, the evaporation temperature of an air source heat pump is increased, the heating efficiency of the air source heat pump is improved, and then the two paths of cooling medium are continuously divided and are circulated and reciprocated. If the battery is in a medium-low speed working condition, the heating power of the battery is low, and the hot water electric heater 12 is needed for heating; for the battery thermal management subsystem, a second water pump 9 and a hot water electric heater 12 are started, a second electronic water pump 10 and a first electromagnetic valve 15 are closed, and cooling liquid returns to a third electronic water pump 11 after passing through a battery module 13 and is circulated; for the power assembly heat management subsystem, a cooling medium in a motor loop enters the electric control module 3 and the motor module 4 through the first water pump 2 to take away heat, then the flow of the cooling medium entering the phase change heat storage module 6 and a bypass pipeline is adjusted by the first proportional three-way valve 5, the heat stored under the working condition of climbing or high-speed running is released, then the cooling liquid enters the front end radiator 8, is subjected to heat convection with the heat exchanger 19 outside the vehicle through the fan 9, then returns to the electronic water pump 2, and is circulated and reciprocated.

In the second embodiment, as shown in fig. 7, the heat exchange assembly in the vehicle interior includes a heat exchanger 30 in the vehicle interior, in place of the condenser and the evaporator in the vehicle interior in the first embodiment, in which case the passenger compartment heat management subsystem further includes a first electronic expansion valve 22 and a fourth solenoid valve 31, the heat exchanger 30 in the vehicle interior has a first end connected to the input of the electronic compressor 17 through the fourth solenoid valve 31 and to the third end of the four-way valve 18 through the second solenoid valve 25, and a second end connected to the second end of the heat exchanger 19 outside the vehicle through the first electronic expansion valve 22 and the third electronic expansion valve 20 and to the second electronic expansion valve 28 through the second flow regulating valve 27. The in-vehicle heat exchanger 30 functions as an evaporator in the cooling mode and as a condenser in the heating mode. In the cooling mode, the fourth electromagnetic valve 31 is opened; in the heating mode, the fourth solenoid valve 31 needs to be closed.