Thermal management system, thermal management control method, device and vehicle and storage medium

Abstract

The application discloses a heat management system, a heat management control method and device, a vehicle and a storage medium. The heat management system can simultaneously perform temperature regulation of a passenger cabin and heat management of a power battery, and can select a refrigerant to pass through different circuits for accurate control when the vehicle is in different environmental temperatures and different working conditions. First and second heat exchange plates are arranged on the power battery, and the first and second heat exchange plates can both exchange heat with the power battery, so that the heat management system can selectively exchange heat with the power battery through a first battery heat exchange circuit and a second battery heat exchange circuit. When needed, the refrigerant can pass through the first battery heat exchange circuit and the second battery heat exchange circuit at the same time, and the power battery is kept warm or cooled through the two heat exchange circuits, thereby ensuring stable operation of the power battery.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a thermal management system, thermal management control method, device, vehicle, and storage medium. Background Technology

[0002] Currently, with the rapid development of new energy vehicles, people's pursuit of vehicle power is increasing, and the energy density of battery systems is also gradually improving to meet these needs. Using the same thermal management loop for heating / cooling the power battery system and air conditioning system can effectively recover waste heat, reduce piping, save energy, and rationally reduce the number of components. However, when the vehicle's air conditioning function and battery temperature are simultaneously activated, the performance of the air conditioning function and battery becomes unpredictable when the thermal management system is limited in either power or thermal management capacity, leading to a decline in battery performance. Summary of the Invention

[0003] This application provides a thermal management system, a thermal management control method, an apparatus, a vehicle, and a storage medium.

[0004] The thermal management system of this application embodiment is used in a vehicle. The thermal management system includes: a compressor, an external condenser, an evaporator, a first heat exchange plate, a second heat exchange plate, and a valve assembly. The first heat exchange plate and the second heat exchange plate are disposed on the vehicle's power battery.

[0005] The compressor, the external condenser, and the evaporator are connected in sequence to form a refrigerant circuit;

[0006] The compressor, the external condenser, and the first heat exchange plate are connected in sequence to form a first battery heat exchange circuit.

[0007] The compressor, the external condenser, and the second heat exchange plate are connected in sequence to form a second battery heat exchange circuit;

[0008] The thermal management system selectively controls the circulation of refrigerant in the refrigerant circuit and / or the first battery heat exchange circuit and / or the second battery heat exchange circuit by opening and closing the valve assembly.

[0009] In the thermal management system of this application embodiment, the thermal management system is used in a vehicle and includes: a compressor, an external condenser, an evaporator, a first heat exchange plate, a second heat exchange plate, and a valve assembly. The first and second heat exchange plates are mounted on the vehicle's power battery. The compressor, external condenser, and evaporator are sequentially connected to form a refrigerant circuit; the compressor, external condenser, and first heat exchange plate are sequentially connected to form a first battery heat exchange circuit; the compressor, external condenser, and second heat exchange plate are sequentially connected to form a second battery heat exchange circuit. The thermal management system selectively controls the circulation of refrigerant in the refrigerant circuit and / or the first and / or second battery heat exchange circuits through the valve assembly. Thus, the thermal management system can simultaneously regulate the temperature of the passenger compartment and manage the thermal of the power battery, and can select the refrigerant to pass through different circuits for precise control under different ambient temperatures and operating conditions. The first and second heat exchange plates are mounted on the power battery, and both can exchange heat with the power battery, allowing the thermal management system to selectively exchange heat with the power battery through the first and second battery heat exchange circuits. When needed, the refrigerant can pass through both the first and second battery heat exchange circuits simultaneously, using these two circuits to maintain or cool the power battery. This improves the heat exchange efficiency of the power battery and ensures its stable operation without affecting the vehicle's normal air conditioning system.

[0010] In some embodiments, the first heat exchange plate is disposed on the upper side of the power battery, and the second heat exchange plate is disposed on the lower side of the power battery.

[0011] Thus, the second heat exchange plate is positioned below the power battery, providing support while exchanging heat with it. The first heat exchange plate can be placed on top of the power battery, protecting it while exchanging heat with it. Both the first and second heat exchange plates are in close contact with the battery cell body, ensuring high heat exchange efficiency between them.

[0012] In some embodiments, the valve assembly includes a first throttle valve and a second throttle valve, the first throttle valve being disposed between the compressor and the first heat exchange plate, and the second throttle valve being disposed between the compressor and the second heat exchange plate.

[0013] In this way, the first and second heat exchange plates can be selectively connected to the refrigerant for heat exchange circulation by opening or closing the first and second throttle valves. When the power battery requires more refrigerant for heat exchange, both the first and second throttle valves can be opened simultaneously; when the power battery requires less refrigerant for heat exchange, the first throttle valve can be opened and the second throttle valve closed, or vice versa. This avoids excessive energy consumption of the refrigerant by the power battery, which could reduce the efficiency of the vehicle's air conditioning system.

[0014] In some embodiments, both the first throttle valve and the second throttle valve are variable-diameter throttle valves.

[0015] Therefore, the amount of refrigerant used for heat exchange with the power battery can be further adjusted by regulating the opening of the first and second throttle valves. This allows the power battery to exchange heat with more refrigerant when needed; alternatively, one throttle valve can be selectively closed while the opening of the other is adjusted, allowing the evaporator to exchange heat with more refrigerant. Alternatively, both the first and second throttle valves can be opened simultaneously, and their openings adjusted to ensure higher precision in refrigerant regulation.

[0016] In some embodiments, the valve assembly further includes a first electronic expansion valve disposed between the evaporator and the external condenser.

[0017] In this way, the opening and closing of the first electronic expansion valve can be controlled to control the conduction and closing of the refrigerant circuit, thereby controlling the vehicle's air conditioning system and turning on the evaporator to cool the vehicle's passenger compartment when needed.

[0018] In some embodiments, the valve assembly further includes a second electronic expansion valve and a third electronic expansion valve, the second electronic expansion valve being disposed between the external condenser and the first heat exchange plate, and the third electronic expansion valve being disposed between the external condenser and the second heat exchange plate.

[0019] Thus, the second and third electronic expansion valves can work in conjunction with the first and second throttle valves to determine whether the first and second battery heat exchange circuits are connected. At the same time, they can throttle the refrigerant so that the refrigerant can have better heat exchange efficiency with the first and second heat exchange plates.

[0020] The thermal management control method of this application is used in any of the above-described thermal management systems, the thermal management control method comprising:

[0021] Determine the first thermal demand information of the power battery and the second thermal demand information of the passenger compartment of the vehicle;

[0022] Based on the temperature information at different locations of the vehicle, the priority information for heat demand is determined;

[0023] Based on the first heat demand information, the second heat demand information, and the heat demand priority information, the refrigerant is selectively controlled to circulate in the refrigerant circuit and / or the first battery heat exchange circuit and / or the second battery heat exchange circuit.

[0024] In the thermal management system and thermal management control method of this application, the thermal management system is used in a vehicle and includes: a compressor, an external condenser, an evaporator, a first heat exchange plate, a second heat exchange plate, and a valve assembly. The first and second heat exchange plates are mounted on the vehicle's power battery. The compressor, external condenser, and evaporator are sequentially connected to form a refrigerant circuit. The compressor, external condenser, and first heat exchange plate are sequentially connected to form a first battery heat exchange circuit. The compressor, external condenser, and second heat exchange plate are sequentially connected to form a second battery heat exchange circuit. The thermal management system selectively controls the refrigerant circulation in the refrigerant circuit and / or the first battery heat exchange circuit and / or the second battery heat exchange circuit through the valve assembly. Thus, the thermal management system can simultaneously regulate the temperature of the passenger compartment and manage the thermal of the power battery, and can precisely control the refrigerant flow through different circuits when the vehicle is in different ambient temperatures and operating conditions. A first heat exchange plate and a second heat exchange plate are installed on the power battery. Both the first and second heat exchange plates can exchange heat with the power battery, allowing the thermal management system to selectively exchange heat with the power battery through the first and second battery heat exchange circuits. When needed, refrigerant can simultaneously pass through both heat exchange circuits to maintain or cool the power battery. This improves the heat exchange efficiency of the power battery and ensures its stable operation without affecting the vehicle's normal air conditioning system.

[0025] In some embodiments, selectively controlling the circulation of refrigerant in the refrigerant circuit and / or the first battery heat exchange circuit and / or the second battery heat exchange circuit based on the first heat demand information, the second heat demand information, and the heat demand priority information includes:

[0026] When the temperature level of the power battery is low, the refrigerant circulates in the heat exchange circuit of the first battery.

[0027] When the temperature level of the power battery is at the medium level, the refrigerant circulates in the heat exchange circuit of the second battery.

[0028] When the temperature level of the power battery is at a high level, the refrigerant circulates in the first battery heat exchange circuit and the second battery heat exchange circuit.

[0029] In this way, the vehicle can determine the temperature level based on the temperature of the power battery itself. At different temperature levels, the refrigerant can be selectively controlled to circulate in the first battery heat exchange circuit and / or the second battery heat exchange circuit to more precisely regulate the temperature of the power battery, thereby optimizing the energy utilization of the vehicle and improving the vehicle's range.

[0030] In some embodiments, the step of selectively controlling the circulation of refrigerant in the refrigerant circuit and / or the first battery heat exchange circuit and / or the second battery heat exchange circuit based on the first heat demand information, the second heat demand information, and the heat demand priority information further includes:

[0031] An over-temperature alarm will be triggered when the temperature level of the power battery is at an extremely high level.

[0032] In this way, if the temperature of the power battery is too high and exceeds the original threshold, the processor can issue an over-temperature alarm to the vehicle to prevent the power battery from continuing to work at high temperatures and improve vehicle safety.

[0033] In some embodiments, the temperature information at different locations of the vehicle includes at least one of the following: the temperature of the vehicle's passenger compartment, the ambient temperature of the vehicle, the operating condition of the power battery, and the temperature level of the power battery.

[0034] In this way, multiple parameters can be selectively chosen as indicators for determining priority, so as to ensure that the thermal management system can prioritize temperature control according to the parameters set by the customer in advance, thereby improving the accuracy of temperature control and achieving different effects.

[0035] The electronic device according to the embodiments of this application includes a processor and a memory, wherein the processor is used to execute a computer program stored in the memory to perform the thermal management control method described in the above embodiments.

[0036] The vehicle described in this application includes the thermal management system and / or the electronic device described in any of the above embodiments.

[0037] This application provides a readable storage medium storing a computer program, which, when executed by one or more processors, implements the thermal management control method described in any of the above embodiments.

[0038] In the thermal management system, thermal management control method, device, vehicle, and storage medium of the embodiments of this application, the thermal management system is used in a vehicle and includes: a compressor, an external condenser, an evaporator, a first heat exchange plate, a second heat exchange plate, and a valve assembly. The first and second heat exchange plates are disposed on the vehicle's power battery. The compressor, external condenser, and evaporator are sequentially connected to form a refrigerant circuit. The compressor, external condenser, and first heat exchange plate are sequentially connected to form a first battery heat exchange circuit. The compressor, external condenser, and second heat exchange plate are sequentially connected to form a second battery heat exchange circuit. The thermal management system selectively controls the refrigerant circulation in the refrigerant circuit and / or the first battery heat exchange circuit and / or the second battery heat exchange circuit through the valve assembly. Thus, the thermal management system can simultaneously regulate the temperature of the passenger compartment and manage the thermal of the power battery, and can select the refrigerant to pass through different circuits for precise control when the vehicle is in different ambient temperatures and operating conditions. The power battery is equipped with a first heat exchange plate and a second heat exchange plate on both sides. Both plates can exchange heat with the power battery, allowing the thermal management system to selectively exchange heat with the battery through the first and second battery heat exchange circuits. When needed, refrigerant can simultaneously pass through both circuits to maintain or cool the power battery. This improves the heat exchange efficiency of the power battery and ensures its stable operation without affecting the vehicle's normal air conditioning system.

[0039] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0040] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, wherein:

[0041] Figure 1 This is a schematic diagram of the structure of the thermal management system according to an embodiment of this application;

[0042] Figure 2 This is a structural schematic diagram of the vehicle according to an embodiment of this application;

[0043] Figure 3 This is a flowchart illustrating the thermal management control method according to an embodiment of this application;

[0044] Figure 4 This is another schematic flowchart of the thermal management control method according to the embodiments of this application;

[0045] Figure 5 This is a flowchart illustrating the first mode of the thermal management system according to an embodiment of this application;

[0046] Figure 6 This is a flowchart illustrating a second mode of the thermal management system according to an embodiment of this application;

[0047] Figure 7 This is a flowchart illustrating the third mode of the thermal management system according to an embodiment of this application;

[0048] Figure 8 This is a flowchart illustrating the fourth mode of the thermal management system according to an embodiment of this application;

[0049] Figure 9 This is a flowchart illustrating the fifth mode of the thermal management system according to the embodiments of this application;

[0050] Figure 10 This is a flowchart illustrating the sixth mode of the thermal management system according to the embodiments of this application;

[0051] Figure 11 This is a flowchart illustrating the seventh mode of the thermal management system according to an embodiment of this application.

[0052] Explanation of key component symbols:

[0053] Thermal Management System 100;

[0054] 1. Compressor; 2. External condenser; 3. Internal condenser; 4. Plate heat exchanger; 5. First heat exchange plate; 6. Second heat exchange plate; 7. Evaporator; 8. Gas-liquid separator; 9. Electric fan; 10. Motor radiator; 11. Water pump; 12. High-pressure module; 13. Three-way valve; 14. First solenoid valve; 15. Second solenoid valve; 16. Third solenoid valve; 17. Fourth solenoid valve; 18. First electronic expansion valve; 19. Second electronic expansion valve; 20. Third electronic expansion valve; 21. First throttle valve; 22. Second throttle valve; 23. First check valve; 24. Second check valve; 25. Fourth check valve; 26. Fifth check valve; 27. Vehicle 200. Detailed Implementation

[0055] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0056] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0057] The following disclosure provides many different embodiments or examples for implementing different structures of this application. To simplify the disclosure, specific examples and settings are described below. Of course, these are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or settings discussed. In addition, various specific examples of processes and materials are provided in this application, but those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0058] Please see Figure 1 and Figure 2 The thermal management system 100 of this application embodiment is used in a vehicle 200. The thermal management system 100 includes: a compressor 1, an external condenser 2, an evaporator 7, a first heat exchange plate 5, a second heat exchange plate 6, and a valve assembly. The first heat exchange plate 5 and the second heat exchange plate 6 are disposed on the power battery of the vehicle 200. The compressor 1, the external condenser 2, and the evaporator 7 are connected in sequence to form a refrigerant circuit. The compressor 1, the external condenser 2, and the first heat exchange plate 5 are connected in sequence to form a first battery heat exchange circuit. The compressor 1, the external condenser 2, and the second heat exchange plate 6 are connected in sequence to form a second battery heat exchange circuit. The thermal management system 100 selectively controls the circulation of refrigerant in the refrigerant circuit and / or the first battery heat exchange circuit and / or the second battery heat exchange circuit by opening and closing the valve assembly.

[0059] In the thermal management system 100 of this application embodiment, the thermal management system 100 is used in a vehicle 200. The thermal management system 100 includes: a compressor 1, an external condenser 2, an evaporator 7, a first heat exchange plate 5, a second heat exchange plate 6, and a valve assembly. The first heat exchange plate 5 and the second heat exchange plate 6 are disposed on the power battery (not shown in the figure) of the vehicle 200. The compressor 1, the external condenser 2, and the evaporator 7 are sequentially connected to form a refrigerant circuit. The compressor 1, the external condenser 2, and the first heat exchange plate 5 are sequentially connected to form a first battery heat exchange circuit. The compressor 1, the external condenser 2, and the second heat exchange plate 6 are sequentially connected to form a second battery heat exchange circuit. The thermal management system 100 selectively controls the refrigerant to circulate in the refrigerant circuit and / or the first battery heat exchange circuit and / or the second battery heat exchange circuit through the valve assembly. In this way, the thermal management system 100 can simultaneously regulate the temperature of the passenger compartment and manage the thermal of the power battery, and can select the refrigerant to pass through different circuits for precise control when the vehicle 200 is in different ambient temperatures and under different operating conditions. A first heat exchange plate 5 and a second heat exchange plate 6 are installed on the power battery. Both the first heat exchange plate 5 and the second heat exchange plate 6 can exchange heat with the power battery, allowing the thermal management system 100 to selectively exchange heat with the power battery through the first battery heat exchange circuit and the second battery heat exchange circuit. When needed, refrigerant can simultaneously pass through the first battery heat exchange circuit and the second battery heat exchange circuit to perform heat preservation or cooling actions on the power battery through the two heat exchange circuits. In this way, without affecting the normal air conditioning system of the vehicle 200, the heat exchange efficiency of the power battery is improved, ensuring the stable operation of the power battery.

[0060] Please see Figure 1 In some embodiments, the first heat exchange plate 5 is disposed on the upper side of the power battery, and the second heat exchange plate 6 is disposed on the lower side of the power battery.

[0061] Thus, the second heat exchange plate 6 is positioned below the power battery, providing support while exchanging heat with it. The first heat exchange plate 5 can be placed on top of the power battery, protecting it while exchanging heat with it. The first and second heat exchange plates 5 and 6 are in close contact with the battery cell body, ensuring high heat exchange efficiency between them.

[0062] Specifically, the first heat exchange plate 5, the second heat exchange plate 6, and the evaporator 7 can be connected in parallel via pipelines. After exiting the compressor 1, the refrigerant flows through the external condenser 2, and then flows to the inlets of the first heat exchange plate 5, the second heat exchange plate 6, and the evaporator 7 respectively, finally returning to the compressor 1 through pipelines to form a circulation loop. In this embodiment, the first heat exchange plate 5 and the second heat exchange plate 6 are respectively located on the upper and lower sides of the power battery, exchanging heat with the power battery during operation to ensure a constant temperature and thus improve the battery's operating efficiency. Using double-layer cold plates for heating or cooling can meet the requirements for rapid heating or cooling of the power battery.

[0063] Furthermore, the refrigerant circuit overlaps with parts of the first and second battery heat exchange circuits. When needed, the refrigerant can flow through the compressor 1 and the external condenser 2 to the first heat exchange plate 5, the second heat exchange plate 6, and the evaporator 7 respectively, thus enabling simultaneous refrigerant circulation in the refrigerant circuit, the first battery heat exchange circuit, and the second battery heat exchange circuit. Alternatively, one or two circuits can be selectively opened via valve assemblies, allowing for more precise energy delivery to the corresponding locations. For example, the refrigerant can cool the passenger compartment while simultaneously maintaining the power battery temperature through the first heat exchange plate 5 via the refrigerant circuit and the first battery heat exchange circuit. In this way, the refrigerant flow can be precisely controlled to achieve stepped temperature control of the power battery. When the power battery temperature is too high and rapid cooling is required, the power battery can be cooled simultaneously through the first and second battery heat exchange circuits. When the power battery temperature is moderate or the temperature rise is slow, only one of the first and second battery heat exchange circuits needs to be selected for cooling, so that the refrigerant circuit can have more energy to cool the passenger compartment.

[0064] Please see Figure 1 In some embodiments, the valve assembly includes a first throttle valve 21 and a second throttle valve 22, the first throttle valve 21 being disposed between the compressor 1 and the first heat exchange plate 5, and the second throttle valve 22 being disposed between the compressor 1 and the second heat exchange plate 6.

[0065] Thus, by opening or closing the first throttle valve 21 and the second throttle valve 22, the first heat exchange plate 5 and the second heat exchange plate 6 can be selectively connected to the refrigerant for heat exchange circulation. When the power battery requires more refrigerant for heat exchange, the first throttle valve 21 and the second throttle valve 22 can be opened simultaneously; when the power battery requires less refrigerant for heat exchange, the first throttle valve 21 can be opened and the second throttle valve 22 closed, or the second throttle valve 22 can be opened and the first throttle valve 21 closed. This avoids excessive energy consumption of the refrigerant by the power battery, which could reduce the operating efficiency of the vehicle 200's air conditioning system.

[0066] Further, please refer to Figure 1 In some embodiments, both the first throttle valve 21 and the second throttle valve 22 are variable-diameter throttle valves.

[0067] Thus, the amount of refrigerant used for heat exchange with the power battery can be further adjusted by regulating the opening of the first throttle valve 21 and the second throttle valve 22. This allows the power battery to exchange heat with more refrigerant when needed; alternatively, one throttle valve can be selectively closed while the opening of the other is adjusted, allowing the evaporator 7 to exchange heat with even more refrigerant. Alternatively, both the first throttle valve 21 and the second throttle valve 22 can be opened simultaneously, and their openings adjusted accordingly to ensure higher precision in refrigerant regulation.

[0068] In this embodiment, the first heat exchange plate 5 and the second heat exchange plate 6 can be selectively connected to the valve assembly to precisely control the amount of refrigerant used for heat exchange with the power battery. In this way, energy can be allocated based on the priority of energy demand between the air conditioning system and the battery thermal management system 100, so as to realize intelligent interaction between the passenger compartment and the battery thermal management system and ensure the performance of the air conditioning system and the intelligence of the battery.

[0069] Please see Figure 1 In some embodiments, the valve assembly further includes a first electronic expansion valve 18 disposed between the evaporator 7 and the external condenser 2.

[0070] Thus, by controlling the opening or closing of the first electronic expansion valve 18, the conduction and closing of the refrigerant circuit can be controlled, thereby controlling the air conditioning system of the vehicle 200, and the evaporator 7 can be turned on to cool the passenger compartment of the vehicle 200 when needed.

[0071] Further, please refer to Figure 1 In some embodiments, the valve assembly further includes a second electronic expansion valve 19 and a third electronic expansion valve 20, wherein the second electronic expansion valve 19 is disposed between the external condenser 2 and the first heat exchange plate 5, and the third electronic expansion valve 20 is disposed between the external condenser 2 and the second heat exchange plate 6.

[0072] Thus, the second electronic expansion valve 19 and the third electronic expansion valve 20 can cooperate with the first throttle valve 21 and the second throttle valve 22 to switch on and off, in order to determine whether the first battery heat exchange circuit and the second battery heat exchange circuit are connected. At the same time, the refrigerant can be throttled so that the refrigerant can have better heat exchange efficiency with the first heat exchange plate 5 and the second heat exchange plate 6.

[0073] Specifically, the thermal management system 100 of this application embodiment may further include components such as an in-vehicle condenser 3, a plate heat exchanger 4, a gas-liquid separator 8, an electric fan 9, a motor radiator 10, a water pump 11, a high-pressure module 12, a wind-heated PTC (Positive Temperature Coefficient), a pressure sensor (P), and a temperature sensor (T). Simultaneously, the valve assembly may further include a three-way valve 13, a first solenoid valve 14, a second solenoid valve 15, a third solenoid valve 16, a fourth solenoid valve 17, a first one-way valve 23, a second one-way valve 24, a third one-way valve 25, a fourth one-way valve 26, and a fifth one-way valve 27. The valve assembly and piping connect different thermal elements to form the thermal management system 100 of this application, and heat transfer is achieved through the circulation of refrigerant in the piping.

[0074] For example, the outlet of compressor 1 is connected to the inlet of the first solenoid valve 14 and the inlet of the third solenoid valve 16, respectively. The outlet of the third solenoid valve 16 is connected to the inlet of the external condenser 2, and the outlet of the external condenser 2 is connected to the inlet of the fourth one-way valve 26. Refrigerant can only enter from the inlet of the fourth one-way valve 26 and flow out from the outlet in one direction only; reverse flow is not possible. The outlet of the fourth one-way valve 26 is connected to the inlet of the second one-way valve 24, the inlet of the first electronic expansion valve 18, the inlet of the fourth solenoid valve 17, and the plate heat exchanger 4, respectively. The outlet of the second one-way valve 24 is connected to the second electronic expansion valve 19 and the third electronic expansion valve 20, respectively. The second electronic expansion valve 19 is connected to the first heat exchange plate 5, the first heat exchange plate 5 is connected to the first throttle valve 21, the third electronic expansion valve 20 is connected to the second heat exchange plate 6, and the second heat exchange plate 6 is connected to the second throttle valve 22. The outlets of the first throttle valve 21 and the second throttle valve 22 can be simultaneously connected to the inlet of the second solenoid valve 15. The outlet of the second solenoid valve 15 is connected to the inlet of the fifth check valve 27. The outlet of the fifth check valve 27 is connected to the inlet of the gas-liquid separator 8. The outlet of the gas-liquid separator is connected to the inlet of the compressor 1. In addition, the outlet of the first electronic expansion valve 18 is connected to the inlet of the evaporator 7. The outlet of the evaporator 7 is connected to the inlet of the third check valve 25, forming part of the refrigerant circuit. The outlet of the third check valve 25 is connected between the outlet of the fifth check valve 27 and the inlet of the gas-liquid separator 8. At the same time, the outlet of the fourth solenoid valve 17 is also connected between the outlet of the fifth check valve 27 and the inlet of the gas-liquid separator 8.

[0075] Furthermore, the thermal management system 100 of this embodiment may also include a high-pressure circuit, which includes a high-pressure module 12. The high-pressure module 12 may include high-pressure components such as a motor, a motor controller, and a charging and distribution unit. The high-pressure module 12 can generate a large amount of heat during operation. Therefore, the coolant paths of the motor radiator 10, the water pump 11, the high-pressure module 12, and the plate heat exchanger 4 can be connected in sequence. The plate heat exchanger 4 is connected to the inlet of a three-way valve 13. The two outlets of the three-way valve 13 are respectively connected to the inlets of the motor radiator 10 and the water pump 11. The outlet of the motor radiator 10 is also connected to the inlet of the water pump 11. In this way, when needed, the heat generated by the high-pressure module 12 can be transferred to the refrigerant through the plate heat exchanger 4, or when the high-pressure module 12 overheats, the motor radiator 10 operates to ensure the temperature stability of the high-pressure circuit. Additionally, the outlet of the first solenoid valve 14 is connected to the inlet of the second solenoid valve 15, the outlet of the compressor 1 is connected to the inlet of the in-vehicle condenser 3, the in-vehicle condenser 3 is connected between the outlet of the first one-way valve 23 and the inlet of the refrigerant path of the plate heat exchanger 4, and the outlet of the refrigerant path of the plate heat exchanger 4 is connected between the outlet of the fourth one-way valve 26 and the inlet of the second one-way valve 24. The inlet of the first one-way valve 23 is connected to the first heat exchange plate 5 and the second heat exchange plate 6, respectively.

[0076] In the embodiments of this application, the specific form of the refrigerant is not limited, as long as it meets the requirements. For example, the refrigerant can be R134a refrigerant (1,1,1,2-tetrafluoroethane).

[0077] In addition, pressure sensors (P) and temperature sensors (T) can be installed in the refrigerant circuit, the first battery heat exchange circuit, the second battery heat exchange circuit, and the high-pressure circuit to detect the temperature and pressure of the refrigerant and coolant for real-time adjustment.

[0078] Please see Figure 3 The thermal management control method of this application is used in the thermal management system 100 of any of the above embodiments. The thermal management control method includes:

[0079] 01. Determine the first thermal demand information of the power battery and the second thermal demand information of the passenger compartment of vehicle 200;

[0080] 02. Determine the priority information of heat demand based on the temperature information at different locations of vehicle 200;

[0081] 03. Based on the first heat demand information, the second heat demand information, and the heat demand priority information, selectively control the refrigerant to circulate in the refrigerant circuit and / or the first battery heat exchange circuit and / or the second battery heat exchange circuit.

[0082] In the thermal management system 100 and thermal management control method of this application embodiment, the thermal management system 100 is used in a vehicle 200. The thermal management system 100 includes: a compressor 1, an external condenser 2, an evaporator 7, a first heat exchange plate 5, a second heat exchange plate 6, and a valve assembly. The first heat exchange plate 5 and the second heat exchange plate 6 are disposed on the power battery of the vehicle 200. The compressor 1, the external condenser 2, and the evaporator 7 are sequentially connected to form a refrigerant circuit. The compressor 1, the external condenser 2, and the first heat exchange plate 5 are sequentially connected to form a first battery heat exchange circuit. The compressor 1, the external condenser 2, and the second heat exchange plate 6 are sequentially connected to form a second battery heat exchange circuit. The thermal management system 100 selectively controls the refrigerant to circulate in the refrigerant circuit and / or the first battery heat exchange circuit and / or the second battery heat exchange circuit through the valve assembly. In this way, the thermal management system 100 can simultaneously regulate the temperature of the passenger compartment and manage the thermal of the power battery, and can select the refrigerant to pass through different circuits for precise control when the vehicle 200 is in different ambient temperatures and under different operating conditions. A first heat exchange plate 5 and a second heat exchange plate 6 are installed on the power battery. Both the first heat exchange plate 5 and the second heat exchange plate 6 can exchange heat with the power battery, allowing the thermal management system 100 to selectively exchange heat with the power battery through the first battery heat exchange circuit and the second battery heat exchange circuit. When needed, refrigerant can simultaneously pass through the first battery heat exchange circuit and the second battery heat exchange circuit to perform heat preservation or cooling actions on the power battery through the two heat exchange circuits. In this way, without affecting the normal air conditioning system of the vehicle 200, the heat exchange efficiency of the power battery is improved, ensuring the stable operation of the power battery.

[0083] In some implementations, the temperature information at different locations of the vehicle includes at least one of the following: the temperature of the vehicle's passenger compartment, the ambient temperature of the vehicle, the operating condition of the power battery, and the temperature level of the power battery.

[0084] In this way, multiple parameters can be selectively chosen as indicators for determining priority, so as to ensure that the thermal management system can prioritize temperature control according to the parameters set by the customer in advance, thereby improving the accuracy of temperature control and achieving different effects.

[0085] Specifically, the primary thermal demand information of a power battery often depends on the battery's own state, such as whether the battery is operational and whether its temperature is within a predetermined range. Understandably, during operation, the power battery continuously generates heat, and the thermal management system 100 can cool it using a refrigerant. Alternatively, if the vehicle 200 is in a low-temperature environment and the battery temperature is too low to operate stably, the thermal management system 100 can heat the battery to ensure stable operation. In other words, the battery temperature is in a dynamic state during operation.

[0086] In some implementations, the power battery can fluctuate within a predetermined range under the influence of its own heat generation and the refrigerant, achieving a thermally balanced and stable working state. In this case, the first heat demand information can be used to maintain the status quo.

[0087] In other implementations, the temperature of the power battery is constantly decreasing due to its own heat generation and the effect of the refrigerant. In this case, the first heat demand information can be used to heat the power battery.

[0088] In some other implementations, the temperature of the power battery is constantly rising due to its own heat generation and the effect of the refrigerant. In this case, the first heat demand information can be used to cool the power battery.

[0089] It should be noted that, in the embodiments of this application, the rate of temperature drop of the power battery can be detected by sensors, or whether the temperature of the power battery is still within a predetermined range, to determine the heating power of the power battery. That is, this application can choose to conduct the first heat exchange plate 5 or the second heat exchange plate 6, or simultaneously conduct the first heat exchange plate 5 and the second heat exchange plate 6, to perform stepped heat exchange. Alternatively, the flow rate of the refrigerant can be adjusted by changing the opening of the first throttle valve 21 and / or the second throttle valve 22, to further increase the ability to provide precise temperature control for the power battery.

[0090] Furthermore, the second thermal demand information for the passenger compartment of vehicle 200 can be the heating and cooling information of the air conditioning system and the temperature information of the passenger compartment, specifically including the required temperature of the passenger compartment and the current temperature of the passenger compartment. In this embodiment, the temperature priority information of vehicle 200 can be more comprehensively determined based on the temperature information of different locations of the vehicle. For example, the processor of vehicle 200 can also comprehensively determine the thermal demand priority information based on one or more of the following: the passenger compartment temperature of vehicle 200, the ambient temperature of vehicle 200, the operating condition of the power battery, and the temperature level of the power battery, in order to achieve different effects.

[0091] For example, the first heat demand information is for cooling the power battery, the second heat demand information is for cooling the passenger compartment, and the heat demand priority information is that the power battery is detected to be in a slow temperature rise process, with the power battery temperature within a predetermined range, but the passenger compartment is in a high-temperature state. In this case, the processor can control the refrigerant to prioritize cooling the passenger compartment. The processor can control the first electronic expansion valve 18 to open, the second electronic expansion valve 19 to open, and the third electronic expansion valve 20 to close, thus realizing the circulation of the first battery heat exchange circuit and the refrigerant circuit. In some embodiments, the opening of the first throttle valve 21 can also be controlled to decrease, further reducing the flow rate of the refrigerant through the first battery heat exchange circuit.

[0092] Please see Figure 4 In some implementations, 03 includes:

[0093] 031. When the temperature level of the power battery is low, the refrigerant circulates in the heat exchange circuit of the first battery.

[0094] 032, when the temperature level of the power battery is at a medium level, the refrigerant circulates in the heat exchange circuit of the second battery.

[0095] 033. When the temperature level of the power battery is at a high level, the refrigerant circulates in the first battery heat exchange circuit and the second battery heat exchange circuit.

[0096] In this way, the vehicle 200 can determine the temperature level based on the temperature of the power battery itself. At different temperature levels, the refrigerant can be selectively controlled to circulate in the first battery heat exchange circuit and / or the second battery heat exchange circuit to more precisely regulate the temperature of the power battery, thereby optimizing the energy utilization of the vehicle 200 and improving the driving range of the vehicle 200.

[0097] The thermal management system 100 of this application optimizes the system structure and enhances system functionality through the flexible use of valves such as expansion valves, throttle valves, and solenoid valves. It facilitates switching between multiple operating modes and can meet the heating and cooling needs of the passenger compartment and power battery under different operating conditions. The thermal management system 100 of this application can implement many modes; due to space limitations, this application only provides a detailed description of a few typical operating modes, as follows:

[0098] Please combine Figure 5 The thermal management system 100 has a first mode, which is when the ambient temperature is high and the passenger compartment needs cooling but the power battery has not reached the cooling activation trigger point. At this time, the compressor 1 starts working, compressing the refrigerant into a high-temperature, high-pressure gaseous state. This high-temperature, high-pressure gaseous refrigerant enters the external condenser 2 through the third solenoid valve 16 to dissipate heat, releasing a large amount of heat to the outside environment. After heat exchange, it becomes a high-pressure, medium-temperature liquid refrigerant, flowing through the fourth one-way valve 26 into the first electronic expansion valve 18. Throttling transforms it into a two-phase refrigerant that flows into the evaporator 7 to exchange heat with the hot airflow in the passenger compartment, cooling the passenger compartment. After heat exchange, the low-pressure superheated gaseous refrigerant passes through the third one-way valve 25 and the gas-liquid separator 8 back to the compressor 1, preparing for the next cycle. The refrigerant circulation loop at this time is: compressor 1, third solenoid valve 16, external condenser 2, fourth one-way valve 26, first electronic expansion valve 18, third one-way valve 25, gas-liquid separator 8, and compressor 1.

[0099] Please combine Figure 6The thermal management system 100 has a second mode, which is when the power battery temperature reaches the cooling activation trigger point and the passenger compartment has no direct cooling requirement, and the power battery temperature level is at a low level, cooling is achieved through the first heat exchange plate 5. At this time, the first electronic expansion valve 18 and the third electronic expansion valve 20 are closed, and the second electronic expansion valve 19 is opened, allowing the high-pressure, medium-temperature gaseous refrigerant flowing from the external condenser 2 to enter the second electronic expansion valve 19 through the second one-way valve 24. After being throttled by the second electronic expansion valve 19, the gas-liquid two-phase refrigerant enters the first heat exchange plate 5 to cool the power battery. After heat exchange, the refrigerant returns to the compressor 1 through the first throttling valve 21, the second solenoid valve 15, the fifth one-way valve 27, and the gas-liquid separator 8, preparing for the next cycle. At this time, the refrigerant circulation loop is as follows: compressor 1, third solenoid valve 16, external condenser 2, fourth check valve 26, second check valve 24, second electronic expansion valve 19, first throttle valve 21, second solenoid valve 15, fifth check valve 27, gas-liquid separator 8, compressor 1.

[0100] Please combine Figure 7 The thermal management system 100 has a third mode, which is when the power battery temperature reaches the cooling activation trigger point and the passenger compartment has no direct cooling requirement, and the power battery temperature level is at a medium level, cooling is achieved through the second heat exchange plate 6. At this time, the first electronic expansion valve 18 and the second electronic expansion valve 19 are closed, and the third electronic expansion valve 20 is opened, allowing the high-pressure, medium-temperature gaseous refrigerant flowing from the external condenser 2 to enter the third electronic expansion valve 20 through the second one-way valve 24. After being throttled by the third electronic expansion valve 20, the gas-liquid two-phase refrigerant enters the second heat exchange plate 6 to cool the power battery. After heat exchange, the refrigerant returns to the compressor 1 through the second throttling valve 22, the second solenoid valve 15, the fifth one-way valve 27, and the gas-liquid separator 8, preparing for the next cycle. At this time, the refrigerant circulation loop is as follows: compressor 1, third solenoid valve 16, external condenser 2, fourth check valve 26, second check valve 24, second electronic expansion valve 19, second throttle valve 22, second solenoid valve 15, fifth check valve 27, gas-liquid separator 8, compressor 1.

[0101] Please combine Figure 8The thermal management system 100 has a fourth mode, which is when the power battery temperature reaches the cooling activation trigger point and the passenger compartment has no direct cooling requirement, and the power battery temperature level is at a high level, cooling is simultaneously achieved through the first heat exchange plate 5 and the second heat exchange plate 6. At this time, the first electronic expansion valve 18 is closed, and the third electronic expansion valve 20 and the second electronic expansion valve 19 are opened, allowing the high-pressure, medium-temperature gaseous refrigerant flowing from the external condenser 2 to enter through the second one-way valve 24 and simultaneously enter the second electronic expansion valve 19 and the third electronic expansion valve 20. After being throttled, it enters the first heat exchange plate 5 and the second heat exchange plate 6 to cool the power battery. The refrigerant after heat exchange through the first heat exchange plate 5 passes through the first throttle valve 21, and the refrigerant after heat exchange through the second heat exchange plate 6 passes through the second throttle valve 22 and then returns to the compressor 1 through the second solenoid valve 15, the fifth one-way valve 27, and the gas-liquid separator 8, preparing for the next cycle. At this time, the refrigerant circulation loop is as follows: compressor 1, third solenoid valve 16, external condenser 2, fourth check valve 26, second check valve 24, first electronic expansion valve 18 and second electronic expansion valve 19, first throttle valve 21 and second throttle valve 22, second solenoid valve 15, fifth check valve 27, gas-liquid separator 8, compressor 1.

[0102] Please combine Figure 9 The thermal management system 100 has a fifth mode, which is when the passenger compartment temperature is high, requiring cooling, and the power battery temperature level is low. In this mode, the processor prioritizes cooling the passenger compartment. When the passenger compartment temperature reaches the air conditioning set temperature, and the compressor 1's cooling capacity is not at its maximum (i.e., the current compressor 1 speed is ≤ maximum speed), the processor activates the refrigerant circuit and the first battery heat exchange circuit, and increases the compressor 1 speed to the maximum speed as needed. Based on the first mode, the second electronic expansion valve 19 is opened, allowing a portion of the high-pressure, medium-temperature gaseous refrigerant flowing from the external condenser 2 to enter the second electronic expansion valve 19 through the second one-way valve 24. The throttled gas-liquid two-phase refrigerant enters the first heat exchange plate 5 to cool the power battery. After heat exchange, the refrigerant passes through the first throttling valve 21, the second solenoid valve 15, and the fifth one-way valve 27, merges with the superheated gaseous refrigerant flowing from the evaporator 7, passes through the gas-liquid separator 8, and returns to the compressor 1, preparing for the next cycle.

[0103] Please combine Figure 10The thermal management system 100 has a sixth mode, which is when the passenger compartment temperature is high, requiring cooling, and the power battery temperature is at a medium level. In this mode, the processor prioritizes cooling the passenger compartment. When the passenger compartment temperature reaches the air conditioning set temperature, and the compressor 1's cooling capacity is not at its maximum (i.e., the current compressor 1 speed is ≤ maximum speed), the processor activates the refrigerant circuit and the second battery heat exchange circuit, and increases the compressor 1 speed to the maximum speed according to system requirements. Based on the first mode, the third electronic expansion valve 20 is opened, allowing a portion of the high-pressure, medium-temperature gaseous refrigerant flowing from the external condenser 2 to enter the third electronic expansion valve 20 through the second one-way valve 24. The throttled gas-liquid two-phase refrigerant enters the second heat exchange plate 6 to cool the power battery. After heat exchange, the refrigerant passes through the second throttling valve 22, the second solenoid valve 15, and the fifth one-way valve 27, merges with the superheated gaseous refrigerant flowing from the evaporator 7, passes through the gas-liquid separator 8, and returns to the compressor 1, preparing for the next cycle.

[0104] Please combine Figure 11 The thermal management system 100 has a seventh mode, which is when the temperature in the passenger compartment is high, the passenger needs cooling, and the temperature level of the power battery is at a high level. At this time, the processor needs to meet the cooling needs of both the passenger compartment and the power battery. Based on the first mode, the second electronic expansion valve 19 and the third electronic expansion valve 20 are opened simultaneously, allowing a portion of the high-pressure, medium-temperature gaseous refrigerant flowing from the external condenser 2 to enter the second electronic expansion valve 19 and the third electronic expansion valve 20 through the second one-way valve 24. After being throttled, it enters the first heat exchange plate 5 and the second heat exchange plate 6 to cool the power battery. The refrigerant after heat exchange enters the second solenoid valve 15 and the fifth one-way valve 27 through the first throttling valve 21 and the second throttling valve 22, and then merges again with the superheated gaseous refrigerant flowing from the intermediate evaporator 7. It then passes through the gas-liquid separator 8 and returns to the compressor 1, preparing for the next cycle.

[0105] Please see Figure 4 In some implementations, 03 further includes:

[0106] 034. When the temperature level of the power battery is at an extremely high level, an over-temperature alarm will be triggered.

[0107] In this way, if the temperature of the power battery is too high and exceeds the original threshold, the processor can issue an over-temperature alarm to the vehicle 200 to prevent the power battery from continuing to work at high temperatures and improve the safety of the vehicle 200.

[0108] For example, during the cooling process of the power battery, a low-level condition can be set if the power battery temperature is greater than or equal to 38°C and less than 43°C; a medium-level condition can be set if the power battery temperature is greater than or equal to 43°C and less than 48°C; a high-level condition can be set if the power battery temperature is greater than or equal to 48°C and less than 60°C; and an extremely high-level condition can be set if the power battery temperature is greater than or equal to 60°C. When the vehicle 200 is at the extremely high level, the processor can issue an over-temperature alarm to prevent danger.

[0109] The electronic device (not shown in the figures) of this application embodiment includes a processor and a memory, wherein the processor is used to execute a computer program stored in the memory to perform the thermal management control method of any of the above embodiments.

[0110] Please see Figure 2 The vehicle 200 of this application includes the thermal management system 100 of any of the above embodiments and / or the electronic devices of the above embodiments.

[0111] This application provides a readable storage medium storing a computer program, which, when executed by one or more processors, implements the thermal management control method of any of the above embodiments.

[0112] In the thermal management system 100, thermal management control method, vehicle 200, and storage medium of the embodiments of this application, the thermal management system 100 is used in the vehicle 200. The thermal management system 100 includes: a compressor 1, an external condenser 2, an evaporator 7, a first heat exchange plate 5, a second heat exchange plate 6, and a valve assembly. The first heat exchange plate 5 and the second heat exchange plate 6 are disposed on the power battery of the vehicle 200. The compressor 1, the external condenser 2, and the evaporator 7 are sequentially connected to form a refrigerant circuit. The compressor 1, the external condenser 2, and the first heat exchange plate 5 are sequentially connected to form a first battery heat exchange circuit. The compressor 1, the external condenser 2, and the second heat exchange plate 6 are sequentially connected to form a second battery heat exchange circuit. The thermal management system 100 selectively controls the refrigerant to circulate in the refrigerant circuit and / or the first battery heat exchange circuit and / or the second battery heat exchange circuit through the valve assembly. In this way, the thermal management system 100 can simultaneously regulate the temperature of the passenger compartment and manage the thermal of the power battery, and can select the refrigerant to pass through different circuits for precise control when the vehicle 200 is in different ambient temperatures and under different operating conditions. A first heat exchange plate 5 and a second heat exchange plate 6 are installed on the power battery. Both the first heat exchange plate 5 and the second heat exchange plate 6 can exchange heat with the power battery, allowing the thermal management system 100 to selectively exchange heat with the power battery through the first battery heat exchange circuit and the second battery heat exchange circuit. When needed, refrigerant can simultaneously pass through the first battery heat exchange circuit and the second battery heat exchange circuit to perform heat preservation or cooling actions on the power battery through the two heat exchange circuits. In this way, without affecting the normal air conditioning system of the vehicle 200, the heat exchange efficiency of the power battery is improved, ensuring the stable operation of the power battery.

[0113] In this application embodiment, the specific type of vehicle 200 is not limited. Vehicle 200 can be an electric vehicle or a hybrid vehicle to meet different needs.

[0114] This invention also provides a computer-readable storage medium. One or more non-volatile computer-readable storage media storing a computer program, when executed by one or more processors, implement the interactive method of any of the above embodiments. Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related software. The program can be stored in a non-volatile computer-readable storage medium, and when executed, the program can include the processes of the embodiments of the above methods. The storage medium can be a magnetic disk, optical disk, read-only memory (ROM), etc.

[0115] In the description of the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0116] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with the described embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0117] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A thermal management system for a vehicle, characterized in that, The thermal management system includes: a compressor, an external condenser, an evaporator, a first heat exchange plate, a second heat exchange plate, and a valve assembly, wherein the first heat exchange plate and the second heat exchange plate are mounted on the vehicle's power battery. The compressor, the external condenser, and the evaporator are connected in sequence to form a refrigerant circuit; The compressor, the external condenser, and the first heat exchange plate are connected in sequence to form a first battery heat exchange circuit. The compressor, the external condenser, and the second heat exchange plate are connected in sequence to form a second battery heat exchange circuit; The thermal management system selectively controls the circulation of refrigerant in the refrigerant circuit and / or the first battery heat exchange circuit and / or the second battery heat exchange circuit by opening and closing the valve assembly. The valve assembly includes a first throttle valve and a second throttle valve, wherein the first throttle valve is disposed between the compressor and the first heat exchange plate, and the second throttle valve is disposed between the compressor and the second heat exchange plate.

2. The thermal management system according to claim 1, characterized in that, The first heat exchange plate is disposed on the upper side of the power battery, and the second heat exchange plate is disposed on the lower side of the power battery.

3. The thermal management system according to claim 1, characterized in that, Both the first throttle valve and the second throttle valve are variable diameter throttle valves.

4. The thermal management system according to claim 1, characterized in that, The valve assembly also includes a first electronic expansion valve disposed between the evaporator and the external condenser.

5. The thermal management system according to claim 1, characterized in that, The valve assembly further includes a second electronic expansion valve and a third electronic expansion valve, wherein the second electronic expansion valve is disposed between the external condenser and the first heat exchange plate, and the third electronic expansion valve is disposed between the external condenser and the second heat exchange plate.

6. A thermal management control method, used in the thermal management system according to any one of claims 1-5, characterized in that, The thermal management control method includes: Determine the first thermal demand information of the power battery and the second thermal demand information of the passenger compartment of the vehicle; Based on the temperature information at different locations of the vehicle, the priority information for heat demand is determined; Based on the first heat demand information, the second heat demand information, and the heat demand priority information, the refrigerant is selectively controlled to circulate in the refrigerant circuit and / or the first battery heat exchange circuit and / or the second battery heat exchange circuit. When the temperature level of the power battery is low, the refrigerant circulates in the heat exchange circuit of the first battery. When the temperature level of the power battery is at the medium level, the refrigerant circulates in the heat exchange circuit of the second battery. When the temperature level of the power battery is at a high level, the refrigerant circulates in the first battery heat exchange circuit and the second battery heat exchange circuit.

7. The thermal management control method according to claim 6, characterized in that, The step of selectively controlling the circulation of refrigerant in the refrigerant circuit and / or the first battery heat exchange circuit and / or the second battery heat exchange circuit based on the first heat demand information, the second heat demand information, and the heat demand priority information further includes: An over-temperature alarm will be triggered when the temperature level of the power battery is at an extremely high level.

8. The thermal management control method according to claim 6, characterized in that, The temperature information at different locations of the vehicle includes at least one of the following: the temperature of the vehicle's passenger compartment, the ambient temperature of the vehicle, the operating status of the power battery, and the temperature level of the power battery.

9. An electronic device, characterized in that, The electronic device includes a processor and a memory, wherein the processor is configured to execute a computer program stored in the memory to perform the thermal management control method according to any one of claims 6-8.

10. A vehicle, characterized in that, It includes the thermal management system according to any one of claims 1-5 and / or the electronic device according to claim 9.

11. A readable storage medium storing a computer program, characterized in that, When the computer program is executed by one or more processors, it implements the thermal management control method according to any one of claims 6-8.

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