Vehicle thermal management system and vehicle

Abstract

The present invention discloses a vehicle thermal management system and a vehicle, including a passenger compartment temperature regulation subsystem, a battery temperature regulation subsystem, a motor temperature regulation subsystem, and a regulation controller. The passenger compartment temperature regulation subsystem and the motor temperature regulation subsystem are coupled through a second heat exchange element, and the battery temperature regulation subsystem includes a first heat exchange element; the regulation controller is used to determine that the circulation loop of the first refrigerant is the first circulation loop when the temperature regulation mode of the battery temperature regulation subsystem is a direct cooling mode; it is also used to determine that the circulation loop of the second refrigerant is the second circulation loop according to the motor temperature when the temperature regulation mode of the battery temperature regulation subsystem is a direct cooling mode, and the second circulation loop exchanges heat with the first refrigerant through the second heat exchange element. In this way, the first refrigerant directly exchanges heat with the battery pack, which improves the heat exchange efficiency. Then, the heat of the first heat exchange is transferred through the second heat exchange, so that there is no need to arrange a radiator in the passenger compartment temperature regulation subsystem, simplifying the thermal management pipeline layout of the front engine compartment of the vehicle.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle thermal management system and a vehicle. Background Art

[0002] The problem of the range attenuation of pure electric vehicles in high and low temperature environments is a pain point in the new energy vehicle industry. The performance indicators of vehicles such as the high and low temperature range attenuation rate and the high and low temperature charging time increase rate have attracted much attention from consumers. The fundamental reason is due to the high energy conversion efficiency of the electric drive system of pure electric vehicles, the low energy density of the energy storage device and the temperature characteristics. In high temperature environments, the passenger compartment needs to be cooled, and the battery must be cooled if it exceeds the temperature limit; in low temperature environments, pure electric vehicles have no waste heat from traditional car engines to use, and the battery and passenger compartment need to be heated. At the same time, the low temperature reduces the activity of the battery, making the already scarce electricity even more "stretched".

[0003] From the perspective of thermal management, in order to improve the high and low temperature performance of pure electric vehicles, further improve the energy utilization efficiency of the entire thermal management system, and reduce unnecessary energy dissipation, which is the problem we currently need to solve. Summary of the invention

[0004] In view of the above problems, the present invention is proposed to provide a vehicle thermal management system and a vehicle, which can quickly heat or cool the battery, simplify the pipeline layout of the front cabin thermal management system, reduce the number of pipeline components, and reduce costs.

[0005] According to a first aspect of the present invention, there is provided a vehicle thermal management system, comprising:

[0006] A passenger compartment temperature regulation subsystem, a battery temperature regulation subsystem, a motor temperature regulation subsystem, and a regulation controller, wherein the passenger compartment temperature regulation subsystem and the motor temperature regulation subsystem are coupled via a second heat exchange element, and the battery temperature regulation subsystem includes a first heat exchange element;

[0007] The regulating controller is used to determine that the circulation loop of the first refrigerant is the first circulation loop when the temperature regulation mode of the battery temperature regulation subsystem is the direct cooling mode, wherein the first circulation loop dissipates heat for the power battery through the first heat exchange element;

[0008] The regulation controller is also used to determine that the circulation loop of the second refrigerant is the second circulation loop according to the motor temperature when the temperature regulation mode of the battery temperature regulation subsystem is the direct cooling mode, and the second circulation loop exchanges heat with the first refrigerant through the second heat exchange element.

[0009] Optionally, the passenger compartment temperature adjustment subsystem includes: a compressor, an in-vehicle condenser, a second heat exchange element, an evaporator, and a gas-liquid separator; wherein the outlet of the compressor is connected to the first interface of the in-vehicle condenser, the second interface of the in-vehicle condenser is respectively connected to the first interface and the second interface of the second heat exchange element, the first interface of the second heat exchange element is connected to the inlet of the gas-liquid separator, and the outlet of the gas-liquid separator is connected to the inlet of the compressor; the first interface of the evaporator is connected to the inlet of the gas-liquid separator, and the second interface of the evaporator is connected to the second interface of the second heat exchange element;

[0010] The motor temperature regulation subsystem includes: a water pump, an electric drive assembly water jacket, an off-vehicle radiator, and a three-way valve; wherein the outlet of the water pump is connected to the inlet of the electric drive assembly water jacket, the outlet of the electric drive assembly water jacket is connected to the third interface of the second heat exchange element, the inlet of the off-vehicle radiator is connected to the fourth interface of the second heat exchange element, the outlet of the off-vehicle radiator is connected to the inlet of the water pump, the first interface of the three-way valve is connected to the outlet of the off-vehicle radiator, the second interface of the three-way valve is connected to the inlet of the water pump, and the third interface of the three-way valve is connected to the fourth interface of the second heat exchange element;

[0011] The battery temperature regulation subsystem also includes a target expansion valve; wherein the first interface of the first heat exchange element is connected to the outlet of the compressor and the inlet of the gas-liquid separator respectively, and the second interface of the first heat exchange element is connected to the second interface of the second heat exchange element through the target expansion valve.

[0012] Optionally, the first circulation loop is: the first refrigerant flows out from the compressor outlet, flows through the in-vehicle condenser, the second heat exchange element, the target expansion valve, the first heat exchange element and the gas-liquid separator in sequence, and then flows into the compressor inlet.

[0013] Optionally, the circulation loop of the first refrigerant also includes a passenger compartment circulation loop; the regulating controller is used to determine that the first refrigerant also passes through the passenger compartment circulation loop when the passenger compartment temperature regulation subsystem needs to perform temperature regulation.

[0014] Optionally, if the temperature control mode of the passenger compartment temperature control subsystem is the cooling mode, the passenger compartment circulation circuit is: the first refrigerant flows out from the compressor outlet, flows through the in-vehicle condenser, the second heat exchange element, the evaporator and the gas-liquid separator in sequence, and then flows into the compressor inlet.

[0015] Optionally, if the temperature control mode of the passenger compartment temperature control subsystem is the heating mode, the passenger compartment circulation circuit is: the first refrigerant flows out from the compressor outlet, flows through the in-vehicle condenser, the second heat exchange element and the gas-liquid separator in sequence, and then flows into the compressor inlet.

[0016] Optionally, the battery temperature regulation subsystem further includes a first stop valve; a first interface of the first stop valve is connected to the target expansion valve, and a second interface of the first stop valve is connected to a second interface of the in-vehicle condenser.

[0017] Optionally, the regulation controller is also used to determine the first circulation loop of the first refrigerant when the temperature regulation mode of the battery temperature regulation subsystem is the direct cooling mode and the temperature regulation mode of the passenger compartment temperature regulation subsystem is the heating mode: the first refrigerant flows from the outlet of the compressor into the in-vehicle condenser to release heat, then passes through the first stop valve and the target expansion valve, flows into the first heat exchange element to absorb heat, and then passes through the gas-liquid separator and flows into the inlet of the compressor.

[0018] Optionally, if the motor temperature is greater than or equal to the temperature threshold, the regulating controller controls the first interface and the second interface of the three-way valve to be opened, and the third interface to be closed, and the second circulation loop is: the second refrigerant flows out from the outlet of the water pump, flows through the water jacket of the electric drive assembly, the second heat exchange element, and the external radiator in sequence, passes through the first interface and the second interface of the three-way valve, and flows into the inlet of the water pump;

[0019] If the motor temperature is lower than the temperature threshold, the regulating controller controls the second and third interfaces of the three-way valve to open and the first interface to close. The second circulation loop is: the second refrigerant flows out from the outlet of the water pump, flows through the water jacket of the electric drive assembly and the second heat exchange element in turn, passes through the third and second interfaces of the three-way valve, and flows into the inlet of the water pump.

[0020] Optionally, the regulation controller is used to determine that the circulation loop of the first refrigerant is the fourth circulation loop when the temperature regulation mode of the battery temperature regulation subsystem is the direct heating mode.

[0021] Optionally, the fourth circulation loop is: the first refrigerant flows out from the compressor outlet, passes through the first heat exchange element, the target expansion valve, the second heat exchange element, and the gas-liquid separator in sequence, and then flows into the compressor inlet.

[0022] Optionally, the regulation controller is further used to determine that the second refrigerant circulation loop is the fifth circulation loop according to the motor temperature when the temperature regulation mode of the battery temperature regulation subsystem is the direct heating mode.

[0023] Optionally, if the motor temperature is lower than the temperature threshold, the regulating controller controls the first and second interfaces of the three-way valve to be opened, and the third interface to be closed, and the fifth circulation loop is: the second refrigerant flows out from the outlet of the water pump, flows through the water jacket of the electric drive assembly, the second heat exchange element, and the external radiator in sequence, passes through the first and second interfaces of the three-way valve, and flows into the inlet of the water pump;

[0024] If the motor temperature is greater than or equal to the temperature threshold, the regulating controller controls the second and third interfaces of the three-way valve to open and the first interface to close. The fifth circulation loop is: the second refrigerant flows out from the outlet of the water pump, flows through the water jacket of the electric drive assembly and the second heat exchange element in turn, passes through the third and second interfaces of the three-way valve, and flows into the inlet of the water pump.

[0025] Optionally, the regulating control is used to determine that the circulation loop of the first refrigerant is the first circulation loop when it is monitored that the pressure value on the external radiator is lower than the pressure threshold; and control the first interface and the second interface of the three-way valve to be opened, and the third interface to be closed, so as to form a defrost circulation loop of the second refrigerant; the first refrigerant dissipates heat at the second heat exchange element, and the second refrigerant absorbs heat at the second heat exchange element and then transfers the heat to the external radiator.

[0026] According to a second aspect of the present invention, a vehicle is provided, comprising the aforementioned vehicle thermal management system.

[0027] The above one or more technical solutions in the embodiments of this specification have at least the following technical effects:

[0028] A vehicle thermal management system and a vehicle provided in an embodiment of the present specification include a passenger compartment temperature regulation subsystem, a battery temperature regulation subsystem, a motor temperature regulation subsystem, and a regulation controller. The passenger compartment temperature regulation subsystem and the motor temperature regulation subsystem are coupled through a second heat exchange element, and the battery temperature regulation subsystem includes a first heat exchange element; the regulation controller is used to determine that the circulation loop of the first refrigerant is the first circulation loop when the temperature regulation mode of the battery temperature regulation subsystem is a direct cooling mode; it is also used to determine that the circulation loop of the second refrigerant is the second circulation loop according to the motor temperature when the temperature regulation mode of the battery temperature regulation subsystem is a direct cooling mode, and the second circulation loop exchanges heat with the first refrigerant through the second heat exchange element. In this way, the first refrigerant directly exchanges heat with the battery pack, which improves the heat exchange efficiency. Then the heat of the first heat exchange is transferred through the second heat exchange, so that there is no need to arrange a radiator in the passenger compartment temperature regulation subsystem, simplifying the thermal management pipeline layout of the front engine compartment of the vehicle.

[0029] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented according to the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present invention. Also, throughout the accompanying drawings, the same reference figures are used to represent the same components. In the drawings:

[0031] Figure 1 A block diagram of a vehicle thermal management system in an embodiment of the present invention is shown.

[0032] Figure 2 A schematic diagram of a vehicle thermal management system in an embodiment of the present invention is shown.

[0033] Figure 3 A schematic diagram of another vehicle thermal management system in an embodiment of the present invention is shown.

[0034] In the figure: 1- compressor, 2- in-vehicle condenser, 3- second electronic expansion valve, 4- fourth stop valve, 5- second heat exchange element, 6- first electronic expansion valve, 7- evaporator, 8- target expansion valve, 9- first heat exchange element, 10- second stop valve, 11- gas-liquid separator, 12- water pump, 13- electric drive assembly water jacket, 14- outside radiator, 15- three-way valve, 16- third stop valve, 17- first stop valve, 18- fifth stop valve, 19- blower, 20- front end fan DETAILED DESCRIPTION

[0035] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings here can be arranged and designed in various different configurations.

[0036] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0037] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0038] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0039] The embodiment of the present invention provides a vehicle thermal management system, combined with Figure 1 As shown, the system includes:

[0040] A passenger compartment temperature regulation subsystem, a battery temperature regulation subsystem, a motor temperature regulation subsystem, and a regulation controller; the passenger compartment temperature regulation subsystem and the motor temperature regulation subsystem are coupled via a second heat exchange element, and the battery temperature regulation subsystem includes a first heat exchange element;

[0041] The regulating controller is used to determine that the circulation loop of the first refrigerant is the first circulation loop when the temperature regulation mode of the battery temperature regulation subsystem is the direct cooling mode, wherein the first circulation loop dissipates heat for the power battery through the first heat exchange element;

[0042] The regulation controller is also used to determine that the circulation loop of the second refrigerant is the second circulation loop according to the motor temperature when the temperature regulation mode of the battery temperature regulation subsystem is the direct cooling mode, and the second circulation loop exchanges heat with the first refrigerant through the second heat exchange element.

[0043] In this embodiment, the first refrigerant may be a refrigerant, for example, R134a (1,1,1,2-tetrafluoroethane) refrigerant, which has properties such as non-flammability and low conductivity, can reduce the risk of short circuits caused by collisions and leaks, and is safer than liquid cooling systems. The second refrigerant may be a coolant, generally a mixture of alcohol and water. The second heat exchange element may be a water-cooled condenser, and the first heat exchange element may be a direct cooling plate.

[0044] The power battery will generate heat when working, and the appropriate working temperature of the power battery is generally 15-35 degrees. If the power battery exceeds the upper limit of the appropriate temperature, the power battery needs to be cooled. In this embodiment, the first refrigerant of the passenger compartment temperature adjustment subsystem is used to transfer heat to the power battery, that is, the first refrigerant flows through the first circulation loop and transfers heat to the power battery through the first heat exchange element.

[0045] After the first refrigerant absorbs the heat from the power battery, it will exchange heat with the second refrigerant of the motor temperature control subsystem through the second heat exchange element. At this time, the second refrigerant will circulate according to the second circulation loop, thereby taking away the heat from the first refrigerant.

[0046] Compared with the prior art, the power battery of this solution achieves heat exchange through the first refrigerant of the passenger compartment temperature adjustment subsystem, and the first refrigerant achieves heat exchange with the second refrigerant through the second heat exchange element, thereby achieving heat exchange with the outside world. This solution reduces the number of radiators arranged outside the vehicle, achieves the effect of optimizing components and pipelines, and saves vehicle space. In addition, the three temperature adjustment subsystems are linked to achieve heat allocation between systems, improve system energy utilization efficiency, and enhance the endurance of the power battery.

[0047] Specifically, the passenger compartment temperature adjustment subsystem mentioned above includes: a compressor, an in-vehicle condenser, a second heat exchange element, an evaporator, and a gas-liquid separator; wherein the outlet of the compressor is connected to the first interface of the in-vehicle condenser, the second interface of the in-vehicle condenser is respectively connected to the first interface and the second interface of the second heat exchange element, the first interface of the second heat exchange element is connected to the inlet of the gas-liquid separator, and the outlet of the gas-liquid separator is connected to the inlet of the compressor; the first interface of the evaporator is connected to the inlet of the gas-liquid separator, and the second interface of the evaporator is connected to the second interface of the second heat exchange element;

[0048] The motor temperature regulation subsystem includes: a water pump, an electric drive assembly water jacket, an external radiator, and a three-way valve; wherein, the outlet of the water pump is connected to the inlet of the electric drive assembly water jacket, the outlet of the electric drive assembly water jacket is connected to the third interface of the second heat exchange element, the inlet of the external radiator is connected to the fourth interface of the second heat exchange element, the outlet of the external radiator is connected to the inlet of the water pump, the second interface of the three-way valve is connected to the inlet of the water pump, and the third interface of the three-way valve is connected to the fourth interface of the second heat exchange element.

[0049] The battery temperature regulation subsystem includes: a first heat exchange element and a target expansion valve; wherein the first interface of the first heat exchange element is respectively connected to the outlet of the compressor and the inlet of the gas-liquid separator, and the second interface of the first heat exchange element is connected to the second interface of the second heat exchange element through the target expansion valve;

[0050] In this embodiment, the vehicle thermal management system is applied in new energy vehicles. The vehicle thermal management system includes a passenger compartment temperature adjustment subsystem, a battery temperature adjustment subsystem and a motor temperature adjustment subsystem. The passenger compartment temperature adjustment subsystem is used to adjust the temperature of the passenger compartment according to the needs of the driver or passengers, such as turning on the cooling mode or heating mode of the passenger compartment. The battery temperature adjustment subsystem is used to adjust the temperature of the power battery according to the battery temperature, so that the power battery works in a suitable temperature range. For example, the suitable working temperature of the power battery is generally 15-35 degrees. When the battery temperature is lower than 15 degrees, it is a low temperature environment for the battery. At this time, the battery temperature adjustment subsystem needs to turn on the direct heating mode to heat the battery; when the battery temperature is higher than 35 degrees, it is a high temperature environment for the battery. At this time, the battery temperature adjustment subsystem needs to turn on the direct cooling mode to cool the battery. The motor temperature adjustment subsystem is used to cool the drive motor in the vehicle so that the drive motor will not overheat when working, so as not to affect the performance of the drive motor.

[0051] It should be noted that the passenger compartment temperature control subsystem transfers heat through the first refrigerant circulation. The motor temperature control subsystem transfers heat through the second refrigerant circulation. Specifically, the first refrigerant of the passenger compartment temperature control subsystem exchanges heat with the first heat exchange element, thereby achieving heat exchange between the first refrigerant and the power battery, improving the heat exchange efficiency, and there is no need to set up a battery cooler, battery heating device, etc. in the battery temperature control subsystem, simplifying the layout of components and pipelines.

[0052] On the other hand, when the first refrigerant of the passenger compartment temperature adjustment subsystem exchanges heat with the outside, the first refrigerant exchanges heat with the second refrigerant through the second heat exchange element. In this way, the passenger compartment temperature adjustment subsystem does not need to be provided with an external radiator.

[0053] In an optional implementation, when the temperature adjustment mode of the battery temperature adjustment subsystem is the direct cooling mode, the adjustment controller is used to determine that the circulation loop of the first refrigerant is the first circulation loop. Figure 2 As shown, the first circulation loop is: the first refrigerant flows out from the compressor outlet, flows through the in-vehicle condenser 2, the second heat exchange element 5, the target expansion valve 8, the first heat exchange element 9 and the gas-liquid separator 11 in sequence, and then flows into the inlet of the compressor 1.

[0054] In detail, the first refrigerant flows through the in-vehicle condenser 2, the second electronic expansion valve 3 and the fourth stop valve 4 in sequence. There is a damper in the air-conditioning box to prevent air from flowing through the in-vehicle condenser 2. Therefore, the first refrigerant does not exchange heat in the in-vehicle condenser 2. The second electronic expansion valve 3 is fully open without throttling. The first refrigerant condenses and dissipates heat through the second heat exchange element 5, then flows through the target expansion valve 8 for throttling, and then flows into the first heat exchange element 9 to absorb heat, thereby cooling the power battery, and then flows into the gas-liquid separator 11, and then returns to the compressor 1, completing the first circulation loop of the first refrigerant.

[0055] Considering that the passenger compartment may also have a need for temperature regulation, the circulation loop of the first refrigerant may also include a passenger compartment circulation loop, so that the first refrigerant can achieve temperature regulation of the passenger compartment through the passenger compartment circulation loop. The regulation controller is used to determine that the first refrigerant also passes through the passenger compartment circulation loop when the passenger compartment temperature regulation subsystem needs to perform temperature regulation. It should be noted that the temperature regulation demand of the passenger compartment includes cooling demand and heating demand.

[0056] Among them, the temperature adjustment demand of the passenger compartment can be an operation request input by the driver or passenger through the human-machine interface. For example, in summer, the ambient temperature outside is 38 degrees, and the driver selects the cooling mode through the human-machine interface, that is, the vehicle-side screen. The regulating controller responds to the operation request input by the driver and determines that the temperature adjustment mode of the passenger compartment temperature adjustment subsystem is the cooling mode. The temperature adjustment demand of the passenger compartment can also be that the regulating controller obtains the temperature of the passenger compartment and determines whether to adjust the temperature based on the obtained passenger compartment temperature. For example, when the temperature in the passenger compartment is measured to reach 35 degrees, the regulating controller determines that the passenger compartment needs to be cooled based on the temperature in the passenger compartment.

[0057] After determining the temperature adjustment requirements of the passenger compartment, the temperature adjustment mode of the passenger compartment temperature adjustment subsystem can be determined, and then the passenger compartment circulation loop of the first refrigerant can be determined. It is not difficult to understand that there are two types of passenger compartment circulation loops. One is that when the temperature adjustment mode of the passenger compartment temperature adjustment subsystem is the cooling mode, the passenger compartment circulation loop is: the first refrigerant flows out from the outlet of the compressor 1, flows through the in-car condenser 2, the second heat exchange element 5, the evaporator 7 and the gas-liquid separator 11 in sequence, and then flows into the inlet of the compressor 1. The other is that when the temperature adjustment mode of the passenger compartment temperature adjustment subsystem is the heating mode, the passenger compartment circulation loop is: the first refrigerant flows out from the outlet of the compressor 1, flows through the in-car condenser 2, the second heat exchange element 5 and the gas-liquid separator 11 in sequence, and then flows into the inlet of the compressor 1.

[0058] For example, when the vehicle is driving in summer, when the temperature adjustment mode of the passenger compartment temperature adjustment subsystem is the cooling mode, and the temperature adjustment mode of the battery temperature adjustment subsystem is the direct cooling mode, the circulation loop of the first refrigerant needs to control the corresponding valve bodies first during specific execution, that is, the third stop valve 16 is closed, the second stop valve 10 is opened, the fourth stop valve 4 is opened, the fifth stop valve 18 is closed, the first electronic expansion valve 6 works normally, the second electronic expansion valve 3 is fully opened, and the target expansion valve 8 works normally. The first refrigerant is converted into a high-temperature and high-pressure gaseous first refrigerant by the compressor 1. The passenger compartment circulation loop is as follows: the first refrigerant flows out from the compressor outlet, flows through the in-car condenser 2, the second electronic expansion valve 3 and the fourth stop valve 4 in sequence, and there is a damper in the air-conditioning box to prevent the air from flowing through the in-car condenser 2. Therefore, the first refrigerant does not exchange heat in the in-car condenser 2, and the second electronic expansion valve 3 is fully open without throttling effect, until condensation and heat dissipation occur through the second heat exchange element 5, and then flows to the first electronic expansion valve 6, and then absorbs heat in the evaporator 7. The blower 19 is turned on to blow air through the evaporator 7 to achieve cooling of the passenger compartment. The first refrigerant finally flows into the gas-liquid separator 11 and then flows into the inlet of the compressor 1.

[0059] The first circulation loop of the first refrigerant is: the first refrigerant flows out from the compressor outlet, flows through the in-vehicle condenser 2, the second electronic expansion valve 3 and the fourth stop valve 4 in sequence, and there is a damper in the air-conditioning box to prevent air from flowing through the in-vehicle condenser 2. Therefore, the first refrigerant does not exchange heat in the in-vehicle condenser 2, and the second electronic expansion valve 3 is fully open without throttling. The first refrigerant condenses and dissipates heat through the second heat exchange element 5, and then flows through the target expansion valve 8 for throttling, and then flows into the first heat exchange element 9 to absorb heat, thereby cooling the passenger compartment and the battery, and then flows into the gas-liquid separator 11, and then returns to the compressor 1 inlet.

[0060] In another embodiment, in combination Figure 3 As shown, the battery temperature regulation subsystem further includes a first stop valve 17 ; a first interface of the first stop valve 17 is connected to the target expansion valve 8 , and a second interface of the first stop valve 17 is connected to a second interface of the in-vehicle condenser 2 .

[0061] When the vehicle is driving in winter, the temperature regulation mode of the passenger compartment temperature regulation subsystem is generally the heating mode, while the temperature regulation mode of the battery temperature regulation subsystem is the direct cooling mode. Under this operating condition, the regulating controller is also used to determine the first circulation loop of the first refrigerant: the first refrigerant flows from the outlet of the compressor 1 into the in-vehicle condenser 2 to release heat, passes through the first stop valve 17 and the target expansion valve 8, flows into the first heat exchange element 9 to absorb heat, and then passes through the gas-liquid separator 11 and flows into the inlet of the compressor 1. Under this operating condition, the heat of the battery is transferred to the passenger compartment for heating the passenger compartment, and the second refrigerant circulation is not required, thereby improving the energy utilization efficiency of the system.

[0062] In actual execution, the corresponding valve bodies need to be controlled first, that is, the third stop valve 16 is closed, the second stop valve 10 is opened, the first stop valve 17 is opened, the fourth stop valve 4 is closed, the fifth stop valve 18 is closed, the first electronic expansion valve 6 is fully closed, the second electronic expansion valve 3 is fully opened, and the target expansion valve 8 works normally. The first refrigerant is converted into a high-temperature and high-pressure gaseous first refrigerant by the compressor 1, and flows into the in-vehicle condenser 2 to condense and release heat. At this time, the second electronic expansion valve 3 is fully opened without throttling. It then passes through the third stop valve 16, and then throttles in the target expansion valve 8, absorbs heat in the first heat exchange element 9, realizes cooling of the battery, and then flows into the gas-liquid separator 11, and then returns to the compressor 1, completing the first circulation loop of the first refrigerant. Passenger compartment circulation loop: The first refrigerant flows out from the outlet of the compressor 1, flows through the in-vehicle condenser 2 to release heat-the second heat exchange element 5-the gas-liquid separator 11 in sequence, and then flows into the inlet of the compressor 1.

[0063] In one embodiment, the first refrigerant also needs to exchange heat with the second refrigerant through the second heat exchange element, and the regulating controller determines that the circulation loop of the second refrigerant is the second circulation loop. When the battery temperature regulating subsystem is in direct cooling mode, the second circulation loop of the second refrigerant needs to be discussed according to the motor temperature.

[0064] In one case, if the motor temperature is greater than or equal to the temperature threshold, the regulating controller controls the first interface of the three-way valve (equivalent to Figure 2 b port in the second interface (equivalent to Figure 2 The a port in the Figure 2 The c port in the three-way valve is closed, and the second circulation loop is: the second refrigerant flows out from the outlet of the water pump, flows through the water jacket of the electric drive assembly, the second heat exchange element, the external radiator in sequence, passes through the first port and the second port of the three-way valve, and flows into the inlet of the water pump.

[0065] In another case, if the motor temperature is lower than the temperature threshold, the regulating controller controls the second and third interfaces of the three-way valve to be opened and the first interface to be closed, and the second circulation loop is: the second refrigerant flows out from the outlet of the water pump, flows through the water jacket of the electric drive assembly and the second heat exchange element in turn, passes through the third and second interfaces of the three-way valve, and flows into the inlet of the water pump.

[0066] Specifically, for the motor temperature adjustment subsystem, the second refrigerant second circulation loop can be divided into two types, namely, a large circulation path and a small circulation path. The selection of which circulation path to choose can be determined according to the motor temperature.

[0067] In this embodiment, the motor temperature is compared with the temperature threshold, and the opening and closing of the first interface, the second interface, and the third interface of the three-way valve are controlled according to different comparison results. When the motor temperature is greater than or equal to the temperature threshold, the first interface and the second interface of the three-way valve 15 are controlled to be opened, and the third interface is closed, so that the second refrigerant flows through the external radiator 14 to form a large circulation path. In other words, the second refrigerant takes the heat absorbed from the second heat exchange element 5 and the heat absorbed from the drive motor to the external radiator 14, and dissipates the heat by turning on the front fan 20.

[0068] During the specific implementation, the first interface and the second interface of the three-way valve 15 are connected, the water pump 12 is running, the second refrigerant takes away heat through the electric drive assembly water jacket 13, and then absorbs the heat of the first refrigerant circuit through the second heat exchange element 5, and then flows into the external radiator 14. The front end fan 20 is turned on to dissipate the heat of the external radiator 14 through the air, and the second refrigerant flows back to the water pump 12 through the three-way valve 15, completing the large circulation path of the second refrigerant.

[0069] When the motor temperature is less than the temperature threshold, the second and third interfaces of the three-way valve 15 are controlled to be opened, and the first interface is closed, so that the second refrigerant does not flow through the radiator outside the vehicle. The second refrigerant forms a small circulation path, that is, the second refrigerant uses itself to accommodate the heat absorbed from the second heat exchange element 5. Because the drive motor can withstand relatively high temperatures when it is working, the drive motor can still work even if the surrounding cooling environment is around 80 degrees. Therefore, when the motor temperature is not high, that is, when it does not affect the operation of the drive motor, the second refrigerant itself can be used to absorb the heat from the first refrigerant in a short time.

[0070] During specific implementation, the second and third interfaces of the three-way valve 15 are connected, the water pump 12 is running, the second refrigerant takes away heat through the electric drive assembly water jacket 13, then absorbs the heat of the first refrigerant circuit through the second heat exchange element 5, and finally flows back to the water pump 12 through the three-way valve 15, completing the small circulation path of the second refrigerant.

[0071] In addition, it should be considered that the suitable working temperature of the power battery is generally 15-35 degrees. When the power battery is working, the power battery will generate heat. When the temperature of the power battery rises and exceeds 35 degrees, the power battery needs to be cooled. However, before the power battery works, if the ambient temperature is low and below 15 degrees, it will affect the performance of the power battery. Therefore, in some usage scenarios, the power battery also needs to absorb heat. For example, when the vehicle starts and ignites in winter, the power battery needs to absorb heat. In other words, at this time, the temperature regulation mode of the battery temperature regulation subsystem is the direct heating mode, and the regulating controller is used to determine that the circulation loop of the first refrigerant is the fourth circulation loop when the temperature regulation mode of the battery temperature regulation subsystem is the direct heating mode. The regulating controller is also used to determine that the second refrigerant circulation loop is the fifth circulation loop according to the motor temperature when the temperature regulation mode of the battery temperature regulation subsystem is the direct heating mode.

[0072] Among them, the fourth circulation loop is: the first refrigerant flows out from the outlet of the compressor 1, releases heat through the first heat exchange element 9, then flows through the target expansion valve 8, then flows through the second heat exchange element 5 to absorb heat, and finally passes through the gas-liquid separator 11 and flows into the inlet of the compressor 1.

[0073] When the battery temperature regulation subsystem is in direct heating mode, the fifth circulation loop of the second refrigerant needs to be discussed on a case-by-case basis according to the motor temperature.

[0074] In one case, if the motor temperature is lower than the temperature threshold, the regulating controller controls the first and second interfaces of the three-way valve to be opened, and the third interface to be closed, and the fifth circulation loop is: the second refrigerant flows out from the outlet of the water pump, flows through the water jacket of the electric drive assembly, the second heat exchange element, and the external radiator in sequence, and then flows into the inlet of the water pump after passing through the first and second interfaces of the three-way valve;

[0075] In another case, if the motor temperature is greater than or equal to the temperature threshold, the regulating controller controls the second and third interfaces of the three-way valve to be opened, and the first interface to be closed, and the fifth circulation loop is: the second refrigerant flows out from the outlet of the water pump, flows through the water jacket of the electric drive assembly and the second heat exchange element in turn, passes through the third and second interfaces of the three-way valve, and flows into the inlet of the water pump.

[0076] Specifically, for the motor temperature adjustment subsystem, the fifth circulation loop of the second refrigerant can be divided into two types, namely, a large circulation path and a small circulation path. The selection of which circulation path to choose can be determined according to the motor temperature.

[0077] In this embodiment, the motor temperature is compared with the temperature threshold, and the opening and closing of the first port, the second port, and the third port of the three-way valve are controlled according to different comparison results.

[0078] When the motor temperature is lower than the temperature threshold, the first and second interfaces of the three-way valve 15 are controlled to be opened, and the third interface is closed, so that the second refrigerant flows through the external radiator 14 to form a large circulation path (refer to the above content). In other words, the second refrigerant dissipates heat in the second heat exchange element 5, and then flows to the external radiator 14 to absorb external heat by turning on the front fan.

[0079] When the motor temperature is greater than or equal to the temperature threshold, the second and third interfaces of the three-way valve 15 are controlled to be opened, and the first interface is closed, so that the second refrigerant forms a small circulation path. At this time, the drive motor generates waste heat during operation. When the temperature adjustment mode of the battery temperature adjustment subsystem is the heating mode, the second refrigerant can be controlled to adopt a small circulation path (refer to the above content), so as to recycle the waste heat generated by the drive motor to provide part of the heat for the power battery and even the passenger compartment heating, thereby improving the system energy utilization efficiency and improving the endurance.

[0080] In addition, in one embodiment, if the ambient temperature is relatively suitable, the driver or passenger may not have a need for temperature adjustment. In other words, the driver or passenger will not input an operation request through the human-machine interface. Alternatively, the adjustment controller actively determines that there is no need for temperature adjustment in the passenger compartment based on the passenger compartment temperature. The passenger compartment temperature adjustment subsystem does not need to adjust the temperature.

[0081] Based on this, in this embodiment, under normal temperature conditions, the regulating controller is also used to determine that the first circulation loop of the first refrigerant is: the first refrigerant flows through the in-vehicle condenser 2, the second electronic expansion valve 3 and the fourth stop valve 4 in sequence, and there is a damper in the air-conditioning box to prevent air from flowing through the in-vehicle condenser 2. Therefore, the first refrigerant does not exchange heat in the in-vehicle condenser 2, and the second electronic expansion valve 3 is fully open without throttling. The first refrigerant condenses and dissipates heat through the second heat exchange element 5, and then flows through the target expansion valve 8 for throttling, and then flows into the first heat exchange element 9 to absorb heat, thereby cooling the passenger compartment and the battery, and then flows into the gas-liquid separator 11, and then returns to the inlet of the compressor 1.

[0082] In one embodiment, if the external ambient temperature is low and causes frost on the external radiator 14, the performance of the thermal management system will drop sharply. At this time, defrosting can be achieved by running the system in reverse for a short time to "transfer" the heat of the battery to the motor radiator.

[0083] The regulating control is used to determine that the circulation loop of the first refrigerant is the first circulation loop when the pressure value on the external radiator is monitored to be lower than the pressure threshold; and control the first interface and the second interface of the three-way valve to be opened, and the third interface to be closed, so as to form a defrost circulation loop of the second refrigerant; the first refrigerant dissipates heat at the second heat exchange element, and the second refrigerant transfers the heat to the external radiator after absorbing heat at the second heat exchange element.

[0084] Specifically, a pressure sensor is provided on the external radiator 14, and the pressure value of the external radiator 14 is measured by the pressure sensor. If the pressure value is less than or equal to the preset pressure threshold, it means that the pressure of the external radiator is low, and frost may exist on the external radiator. At this time, it is necessary to defrost the external radiator within a preset time period. The preset time period is generally a short period of time, such as 20 seconds or 30 seconds. When defrosting is required, the battery temperature regulation subsystem is set to direct cooling mode, the purpose of which is to bring the heat of the battery to the second refrigerant through the first refrigerant, and then the second refrigerant is brought to the external radiator 14 through the large circulation path, thereby defrosting the external radiator 14.

[0085] During the specific execution, the third stop valve 16 is closed, the second stop valve 10 is opened, the first stop valve 17 is closed, the fourth stop valve 4 is opened, the fifth stop valve 18 is closed, the first electronic expansion valve 6 is fully closed, the second electronic expansion valve 3 is fully opened, and the target expansion valve 8 works normally. The first refrigerant is converted into a high-temperature and high-pressure gaseous first refrigerant by the compressor 1, and flows through the in-vehicle condenser 2, the second electronic expansion valve 3 and the fourth stop valve 4 in sequence. There is a damper in the air conditioning box to prevent air from flowing through the in-vehicle condenser 2. Therefore, the first refrigerant does not exchange heat in the in-vehicle condenser 2, and the second electronic expansion valve 3 is fully opened without throttling effect, until condensation and heat dissipation occur through the second heat exchange element 5, the first electronic expansion valve 6 is fully closed, the first refrigerant only flows to the target expansion valve 8 for throttling, and then absorbs heat in the first heat exchange element 9, and then flows into the gas-liquid separator 11, and then returns to the compressor 1 to complete the circulation of the first refrigerant.

[0086] The first and second interfaces of the three-way valve 15 are opened, and the third interface is closed. The water pump 12 is running, and the second refrigerant passes through the electric drive assembly water jacket 13, and then passes through the second heat exchange element 5 to absorb the heat of the first refrigerant circuit, and then flows into the external radiator 14 to dissipate heat, realizing the defrosting function, and then flows back to the water pump 12 through the three-way valve 15, completing the large circulation path of the second refrigerant.

[0087] This embodiment eliminates the external radiator of the passenger compartment temperature control subsystem and completely exchanges heat with the motor temperature control subsystem through the second heat exchange element, thereby effectively solving the problem of reduced efficiency due to frosting of the external radiator at low temperatures.

[0088] In one embodiment, in order to keep the temperature of the first refrigerant constant when the first refrigerant undergoes phase change in the first heat exchange element, the temperature uniformity of the battery is effectively improved.

[0089] The temperature regulation mode of the battery temperature regulation subsystem is a direct cooling mode, that is, a working condition in which the power battery is directly cooled: PT sensors are arranged at the first interface and the second interface of the first heat exchange element 9 respectively, and the high-temperature and high-pressure first refrigerant passes through the target expansion valve 8 for throttling, and then flows into the first heat exchange element 9 for evaporation and heat absorption. The target expansion valve 8 controls the opening according to the superheat of the second interface of the first heat exchange element 9. When the superheat of the second interface is greater than 0K, the opening of the target expansion valve 8 is increased, so that the flow rate of the first refrigerant increases instantaneously and the superheat of the second interface decreases. When the system enters a steady state, the second interface of the first heat exchange element 9 is not overheated, ensuring that the first refrigerant is always in the two-phase change zone in the first heat exchange element, thereby achieving better battery temperature uniformity.

[0090] The temperature regulation mode of the battery temperature regulation subsystem is a direct heating mode, that is, the working condition of directly heating the power battery: PT sensors are respectively arranged at the first interface and the second interface of the first heat exchange element 9, and the high-temperature and high-pressure first refrigerant enters the first heat exchange element 9 for condensation and heat release. The target expansion valve 8 controls the opening according to the supercooling degree of the second interface of the first heat exchange element 9. When the outlet supercooling degree is greater than 0K, the opening degree of the target expansion valve 8 increases, the flow rate of the first refrigerant increases instantaneously, and the supercooling degree of the second interface decreases. When the system enters a steady state, there is no supercooling at the second interface of the first heat exchange element 9, thereby achieving better battery temperature uniformity.

[0091] In summary, a vehicle thermal management system provided in an embodiment of this specification includes a passenger compartment temperature regulation subsystem, a battery temperature regulation subsystem, a motor temperature regulation subsystem, and a regulation controller. The passenger compartment temperature regulation subsystem and the motor temperature regulation subsystem are coupled through a second heat exchange element, and the battery temperature regulation subsystem includes a first heat exchange element; the regulation controller is used to determine that the circulation loop of the first refrigerant is the first circulation loop when the temperature regulation mode of the battery temperature regulation subsystem is a direct cooling mode; it is also used to determine that the circulation loop of the second refrigerant is the second circulation loop according to the motor temperature when the temperature regulation mode of the battery temperature regulation subsystem is a direct cooling mode, and the second circulation loop exchanges heat with the first refrigerant through the second heat exchange element. In this way, the first refrigerant directly exchanges heat with the battery pack, which improves the heat exchange efficiency. Then the heat of the first heat exchange is transferred through the second heat exchange, so that there is no need to arrange a radiator in the passenger compartment temperature regulation subsystem, simplifying the thermal management pipeline layout of the front engine compartment of the vehicle. This embodiment optimizes the existing thermal management system architecture to link the heat transfer of each subsystem, so that the system can allocate heat according to the actual temperature regulation requirements of each subsystem, thereby achieving the effect of reducing energy consumption.

[0092] Based on the same inventive concept, an embodiment of the present invention further provides a vehicle, comprising the aforementioned vehicle thermal management system.

[0093] In summary, a vehicle provided in an embodiment of the present specification includes the aforementioned vehicle thermal management system. It includes a passenger compartment temperature adjustment subsystem, a battery temperature adjustment subsystem, a motor temperature adjustment subsystem, and a regulation controller. The passenger compartment temperature adjustment subsystem and the motor temperature adjustment subsystem are coupled through a second heat exchange element, and the battery temperature adjustment subsystem includes a first heat exchange element; the regulation controller is used to determine that the circulation loop of the first refrigerant is the first circulation loop when the temperature adjustment mode of the battery temperature adjustment subsystem is a direct cooling mode; it is also used to determine that the circulation loop of the second refrigerant is the second circulation loop according to the motor temperature when the temperature adjustment mode of the battery temperature adjustment subsystem is a direct cooling mode, and the second circulation loop exchanges heat with the first refrigerant through the second heat exchange element. In this way, the first refrigerant directly exchanges heat with the battery pack, which improves the heat exchange efficiency. Then the heat of the first heat exchange is transferred through the second heat exchange, so that there is no need to arrange a radiator in the passenger compartment temperature adjustment subsystem, simplifying the thermal management pipeline layout of the front engine compartment of the vehicle.

[0094] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the thermal management system of the vehicle described above can refer to the corresponding process in the aforementioned system and will not be elaborated here.

[0095] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the controller described above can refer to the corresponding process in the aforementioned method, and will not be elaborated here.

[0096] The above are only various embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A vehicle thermal management system, characterized in that: include: A passenger compartment temperature regulation subsystem, a battery temperature regulation subsystem, a motor temperature regulation subsystem, and a regulation controller, wherein the passenger compartment temperature regulation subsystem and the motor temperature regulation subsystem are coupled via a second heat exchange element, and the battery temperature regulation subsystem includes a first heat exchange element; The regulating controller is used to determine that the circulation loop of the first refrigerant is a first circulation loop when the temperature regulation mode of the battery temperature regulation subsystem is a direct cooling mode, wherein the first circulation loop dissipates heat for the power battery through the first heat exchange element; The regulating controller is also used to determine that the circulation loop of the second refrigerant is the second circulation loop according to the motor temperature when the temperature regulation mode of the battery temperature regulation subsystem is the direct cooling mode, and the second circulation loop exchanges heat with the first refrigerant through the second heat exchange element; The passenger compartment temperature regulation subsystem includes: a compressor, an in-vehicle condenser, the second heat exchange element, an evaporator, and a gas-liquid separator; wherein, the outlet of the compressor is connected to the first interface of the in-vehicle condenser, the second interface of the in-vehicle condenser is respectively connected to the first interface and the second interface of the second heat exchange element, the first interface of the second heat exchange element is connected to the inlet of the gas-liquid separator, and the outlet of the gas-liquid separator is connected to the inlet of the compressor; the first interface of the evaporator is connected to the inlet of the gas-liquid separator, and the second interface of the evaporator is connected to the second interface of the second heat exchange element.

2. The system according to claim 1, characterized in that: The motor temperature regulation subsystem includes: a water pump, an electric drive assembly water jacket, an off-vehicle radiator, and a three-way valve; wherein the outlet of the water pump is connected to the inlet of the electric drive assembly water jacket, the outlet of the electric drive assembly water jacket is connected to the third interface of the second heat exchange element, the inlet of the off-vehicle radiator is connected to the fourth interface of the second heat exchange element, the outlet of the off-vehicle radiator is connected to the inlet of the water pump, the first interface of the three-way valve is connected to the outlet of the off-vehicle radiator, the second interface of the three-way valve is connected to the inlet of the water pump, and the third interface of the three-way valve is connected to the fourth interface of the second heat exchange element; The battery temperature regulation subsystem also includes a target expansion valve; wherein the first interface of the first heat exchange element is connected to the outlet of the compressor and the inlet of the gas-liquid separator respectively, and the second interface of the first heat exchange element is connected to the second interface of the second heat exchange element through the target expansion valve.

3. The system according to claim 2, characterized in that The first circulation loop is as follows: the first refrigerant flows out from the compressor outlet, flows through the in-vehicle condenser, the second heat exchange element, the target expansion valve, the first heat exchange element and the gas-liquid separator in sequence, and then flows into the compressor inlet.

4. The system according to claim 2, characterized in that The circulation loop of the first refrigerant also includes a passenger compartment circulation loop; the regulation controller is used to determine that the first refrigerant also passes through the passenger compartment circulation loop when the passenger compartment temperature regulation subsystem needs to perform temperature regulation.

5. The system according to claim 4, characterized in that If the temperature control mode of the passenger compartment temperature control subsystem is the cooling mode, the passenger compartment circulation circuit is: the first refrigerant flows out from the compressor outlet, flows through the in-vehicle condenser, the second heat exchange element, the evaporator and the gas-liquid separator in sequence, and then flows into the compressor inlet.

6. The system according to claim 4, characterized in that If the temperature control mode of the passenger compartment temperature control subsystem is the heating mode, the passenger compartment circulation circuit is: the first refrigerant flows out from the compressor outlet, flows through the in-vehicle condenser, the second heat exchange element and the gas-liquid separator in sequence, and then flows into the compressor inlet.

7. The system according to claim 2, characterized in that The battery temperature regulation subsystem further includes a first stop valve; a first interface of the first stop valve is connected to the target expansion valve, and a second interface of the first stop valve is connected to a second interface of the in-vehicle condenser.

8. The system according to claim 7, characterized in that The regulation controller is also used to determine the first circulation loop of the first refrigerant when the temperature regulation mode of the battery temperature regulation subsystem is the direct cooling mode and the temperature regulation mode of the passenger compartment temperature regulation subsystem is the heating mode: the first refrigerant flows from the outlet of the compressor into the in-vehicle condenser to release heat, passes through the first stop valve and the target expansion valve, flows into the first heat exchange element to absorb heat, and then passes through the gas-liquid separator to flow into the inlet of the compressor.

9. The system according to claim 2, characterized in that If the motor temperature is greater than or equal to the temperature threshold, the regulating controller controls the first interface and the second interface of the three-way valve to be opened, and the third interface to be closed, and the second circulation loop is: the second refrigerant flows out from the outlet of the water pump, flows through the water jacket of the electric drive assembly, the second heat exchange element, the external radiator in sequence, passes through the first interface and the second interface of the three-way valve, and flows into the inlet of the water pump; If the motor temperature is lower than the temperature threshold, the regulating controller controls the second and third interfaces of the three-way valve to be opened and the first interface to be closed, and the second circulation loop is: the second refrigerant flows out from the outlet of the water pump, flows through the water jacket of the electric drive assembly and the second heat exchange element in turn, passes through the third and second interfaces of the three-way valve, and flows into the inlet of the water pump.

10. The system according to claim 2, characterized in that The regulation controller is used to determine that the circulation loop of the first refrigerant is the fourth circulation loop when the temperature regulation mode of the battery temperature regulation subsystem is the direct heating mode.

11. The system according to claim 10, characterized in that The fourth circulation loop is as follows: the first refrigerant flows out from the outlet of the compressor, passes through the first heat exchange element, the target expansion valve, the second heat exchange element, and the gas-liquid separator in sequence, and then flows into the inlet of the compressor.

12. The system according to claim 10, characterized in that The regulation controller is also used to determine that the second refrigerant circulation loop is the fifth circulation loop according to the motor temperature when the temperature regulation mode of the battery temperature regulation subsystem is the direct heating mode.

13. The system according to claim 12, characterized in that If the motor temperature is lower than the temperature threshold, the regulating controller controls the first interface and the second interface of the three-way valve to be opened, and the third interface to be closed, and the fifth circulation loop is: the second refrigerant flows out from the outlet of the water pump, flows through the water jacket of the electric drive assembly, the second heat exchange element, the external radiator in sequence, passes through the first interface and the second interface of the three-way valve, and flows into the inlet of the water pump; If the motor temperature is greater than or equal to the temperature threshold, the regulating controller controls the second and third interfaces of the three-way valve to open and the first interface to close, and the fifth circulation loop is: the second refrigerant flows out from the outlet of the water pump, flows through the water jacket of the electric drive assembly and the second heat exchange element in turn, passes through the third and second interfaces of the three-way valve, and flows into the inlet of the water pump.

14. The system according to claim 2, characterized in that The regulating control is used to determine that the circulation loop of the first refrigerant is the first circulation loop when it is monitored that the pressure value on the external radiator is lower than the pressure threshold; and control the first interface and the second interface of the three-way valve to be opened, and the third interface to be closed, so as to form a defrost circulation loop of the second refrigerant; the first refrigerant dissipates heat at the second heat exchange element, and the second refrigerant transfers the heat to the external radiator after absorbing heat at the second heat exchange element.

15. A vehicle, characterized in that: A vehicle thermal management system comprising any one of claims 1-14.

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