Control method of a thermal management system, thermal management system and vehicle

Abstract

The application relates to the technical field of vehicles and discloses a control method of a thermal management system, the thermal management system and a vehicle. The control method of the thermal management system first determines a target working mode according to current state information of the vehicle; then the execution temperature of various control strategies in the target working mode is compared with the ambient temperature T of the vehicle, and the control strategy with the execution temperature closest to the ambient temperature T of the vehicle is executed among the various control strategies; the execution temperatures of the various control strategies in the target working mode are different; when the execution temperature of a control strategy is close to or coincides with the ambient temperature, the heating or refrigeration effect of the control strategy is optimal, and the consumption of electric energy is saved. Therefore, the execution temperature of the various control strategies in the target working mode is compared with the ambient temperature of the vehicle, and the control strategy with the execution temperature closest to the ambient temperature of the vehicle is selected for execution. The control strategy saves electric energy, and the endurance of the vehicle is improved.

Description

Technical Field

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

[0002] Against the backdrop of increasing global environmental pollution and energy shortages, the development of new energy vehicles is an inevitable trend. Electric vehicles do not consume traditional fossil energy, thus achieving zero pollution during driving.

[0003] For existing electric vehicle thermal management systems, the thermal management control strategy for the battery, electric drive and passenger compartment usually only sets a single operating mode, which is unable to adapt to different operating modes according to different environmental conditions. As a result, there is a problem of high energy consumption during the operation of the thermal management system, which affects the overall endurance of the vehicle.

[0004] Therefore, a control method for a thermal management system is urgently needed to solve the above problems. Summary of the Invention

[0005] The purpose of the present invention is to provide a control method, a thermal management system and a vehicle for a thermal management system, so as to solve the problem that the heat exchange requirements for the battery, electric drive and passenger compartment in the related art are usually only set to a single working mode, and it is unable to adapt to different working modes according to different environmental conditions. As a result, there is a problem that the thermal management system consumes a lot of energy when it is running, affecting the overall endurance of the vehicle.

[0006] In one aspect, the present invention provides a method for controlling a thermal management system, the method comprising:

[0007] S10: Determine a target operating mode based on the current state information of the vehicle;

[0008] S20: Comparing the execution temperatures of the multiple control strategies in the target working mode with the ambient temperature T of the vehicle, and executing the control strategy whose execution temperature is closest to the ambient temperature T of the vehicle among the multiple control strategies.

[0009] As an optimal technical solution for the control method of the thermal management system, the target operating modes include passenger compartment heating mode, passenger compartment dehumidification mode, battery heating mode, battery cooling mode, motor cooling mode, motor heating mode and passenger compartment and battery simultaneous heating mode.

[0010] As a preferred technical solution for the control method of the thermal management system, S20 specifically includes:

[0011] A201: Each of the control strategies has a different execution temperature range;

[0012] A202: The ambient temperature T of the vehicle is within the execution temperature range of one of the control strategies;

[0013] A203: The control strategy is used as the target control strategy and executed.

[0014] As a preferred technical solution for the control method of the thermal management system, S20 specifically further includes:

[0015] B201: Each of the control strategies has two execution temperature ranges, namely a battery execution temperature range and a passenger compartment execution temperature range;

[0016] B202: The vehicle ambient temperature T is within one of the battery execution temperature range and the passenger compartment execution temperature range of one of the control strategies, and within the other of the battery execution temperature range and the passenger compartment execution temperature range of another execution strategy;

[0017] B203: The control strategy corresponding to the vehicle's ambient temperature T within the battery execution temperature range is used as the target control strategy, and the target control strategy is executed.

[0018] As a preferred technical solution for the control method of the thermal management system, S20 specifically further includes:

[0019] C201: Each of the control strategies has two execution temperature ranges, namely a battery execution temperature range and a passenger compartment execution temperature range;

[0020] C202: The vehicle's ambient temperature T is within the battery execution temperature range of one of the control strategies, and the vehicle's ambient temperature T is not within the passenger compartment execution temperature range of any of the control strategies;

[0021] C203: The control strategy corresponding to the vehicle's ambient temperature T within the battery execution temperature range is used as a target control strategy, and the target control strategy is executed.

[0022] As a preferred technical solution for the control method of the thermal management system, S20 specifically further includes:

[0023] D201: Each of the control strategies has two execution temperature ranges, namely a battery execution temperature range and a passenger compartment execution temperature range;

[0024] D202: The vehicle's ambient temperature T is within the passenger compartment execution temperature range of one of the control strategies, and the vehicle's ambient temperature T is not within the battery execution temperature range of any of the control strategies;

[0025] D203: The vehicle is in an environment temperature T in the passenger cabin execution temperature range corresponding to the control strategy as the target control strategy, and executes the target control strategy.

[0026] In another aspect, the present application provides a thermal management system controlled by the control method of the thermal management system in any of the above solutions, the thermal management system comprising:

[0027] The battery thermal management subsystem comprises a first cooler, a first heater, a first liquid pump, a first compressor, a first condenser, a first valve, a second valve and a third valve, the liquid inlet of the first liquid pump is communicated with the cooling liquid outlet of the battery, the liquid outlet of the first liquid pump is communicated with the liquid inlet of the first heater, the liquid outlet of the first heater is communicated with the first interface of the first valve, the second interface of the first valve is communicated with the first interface of the second valve, the second interface of the second valve is communicated with the first interface of the third valve, the second interface of the third valve is communicated with the cooling liquid inlet of the battery, the first medium inlet of the first cooler is communicated with the pipeline between the first liquid pump and the first heater, the first medium outlet of the first cooler is communicated with the third interface of the third valve, the liquid inlet of the first condenser is communicated with the second medium outlet of the first cooler, the liquid outlet of the first condenser is communicated with the liquid inlet of the first compressor, and the liquid outlet of the first compressor is communicated with the second medium inlet of the first cooler.

[0028] The passenger cabin thermal management subsystem comprises a first radiator, a second radiator, a second heater, a fourth valve, a second liquid pump, a check valve, a second compressor and a second cooler, the liquid outlet of the second heater is respectively communicated with the liquid inlet of the first radiator and the cooling liquid inlet of the battery, the liquid outlet of the first radiator is communicated with the first interface of the fourth valve, the second interface of the fourth valve is communicated with the liquid inlet of the second liquid pump, the third interface of the fourth valve is communicated with the cooling liquid outlet of the battery, the liquid outlet of the second liquid pump is communicated with the liquid inlet of the second heater, the liquid outlet of the second radiator is communicated with the liquid inlet of the check valve, the liquid outlet of the check valve is communicated with the first medium inlet of the second cooler, the first medium outlet of the second cooler is communicated with the liquid inlet of the second compressor, the liquid outlet of the second compressor is communicated with the liquid inlet of the second radiator, the second medium liquid inlet of the second cooler is communicated with the third interface of the first valve, and the second medium liquid outlet of the second cooler is communicated with the fourth interface of the second valve.

[0029] The motor thermal management subsystem includes a third liquid pump, a third radiator, a tenth valve, a heat exchanger and an eleventh valve, wherein the liquid outlet of the third liquid pump is connected to the fourth interface of the first valve, the third interface of the second valve is connected to the coolant inlet of the motor, the coolant outlet of the motor is connected to the liquid inlet of the third radiator, and the liquid outlet of the third radiator is connected to the liquid inlet of the third liquid pump; the first interface and the second interface of the tenth valve are respectively connected to the liquid inlet of the third liquid pump and the liquid outlet of the third radiator, and the third interface of the tenth valve is connected to the pipeline between the motor and the third radiator; the first interface and the second interface of the eleventh valve are respectively connected to the coolant outlet of the motor and the liquid inlet of the third radiator, the third interface of the eleventh valve is connected to the first medium inlet of the heat exchanger, the first medium outlet of the heat exchanger is connected to the pipeline between the eleventh valve and the tenth valve, and the second medium inlet and the second medium outlet of the heat exchanger are respectively connected to the liquid outlet of the second liquid pump and the liquid inlet of the second heater.

[0030] As a preferred technical solution of the thermal management system, the passenger compartment thermal management subsystem further includes a fifth valve, a second condenser, a sixth valve, a seventh valve, a refrigerator, an eighth valve, and a ninth valve. The first interface of the fifth valve is in communication with the first medium inlet of the second cooler, the second interface of the fifth valve is in communication with the liquid inlet of the second condenser, the third interface of the fifth valve is in communication with the liquid outlet of the second condenser, and the fourth interface of the fifth valve is in communication with the liquid outlet of the one-way valve.

[0031] The first interface of the seventh valve is communicated with the liquid outlet of the second condenser, the second interface of the seventh valve is communicated with the first medium outlet of the second cooler, the third interface of the seventh valve is communicated with the liquid inlet of the second compressor, the first interface of the sixth valve is communicated with the pipeline between the second compressor and the second radiator, and the second interface of the sixth valve is communicated with the pipeline between the one-way valve and the fifth valve;

[0032] The liquid inlet of the refrigerator is connected to the first interface of the eighth valve, the second interface of the eighth valve is connected to the pipeline between the fifth valve and the second cooler, the liquid outlet of the refrigerator is connected to the pipeline between the first medium outlet of the second cooler and the seventh valve, and the ninth valve controls the opening of the first medium inlet of the second cooler.

[0033] In yet another aspect, the present invention provides a vehicle comprising the thermal management system according to any one of the above schemes.

[0034] The beneficial effects of the present invention are:

[0035] The present invention provides a control method for a thermal management system, a thermal management system, and a vehicle. The control method for the thermal management system includes S10: determining a target operating mode based on the current state information of the vehicle; S20: comparing the execution temperatures of multiple control strategies under the target operating mode with the ambient temperature T of the vehicle, and executing the control strategy with the execution temperature closest to the ambient temperature T of the vehicle among the multiple control strategies. The control method for the thermal management system obtains information about the vehicle to determine the target operating mode that the vehicle needs to execute, wherein the execution temperatures of the multiple control strategies under the target operating mode are different. When the execution temperature of the control strategy is close to or coincides with the ambient temperature, the heating or cooling effect of the control strategy is optimal and energy consumption is saved. Therefore, the execution temperatures of the multiple control strategies under the target operating mode are compared with the ambient temperature of the vehicle, and the control strategy with the execution temperature closest to the ambient temperature of the vehicle is selected for execution. This control strategy saves energy and thereby improves the vehicle's endurance.

[0036] The control method of the thermal management system is implemented through the thermal management system. The thermal management system includes a battery thermal management subsystem, a passenger compartment thermal management subsystem and a motor thermal management subsystem. The three subsystems are not independently set up, but can realize heat exchange with each other, and then their respective residual heat can be applied to the other two subsystems, thereby realizing the non-singleness of the control strategy corresponding to the target working mode, and thus providing an implementation basis for the control method of the above-mentioned thermal management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 is a flow chart of a control method of a thermal management system according to an embodiment of the present invention;

[0038] Figure 2 This is a connection diagram of a thermal management system in an embodiment of the present invention;

[0039] Figure 3 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (passenger compartment cooling mode);

[0040] Figure 4 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (passenger compartment and battery simultaneous cooling mode);

[0041] Figure 5 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (passenger compartment heating mode control strategy 2);

[0042] Figure 6 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (passenger compartment heating mode control strategy three);

[0043] Figure 7Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (passenger compartment dehumidification mode control strategy 1);

[0044] Figure 8 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (passenger compartment dehumidification mode control strategy 2);

[0045] Figure 9 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (battery heating mode control strategy 2);

[0046] Figure 10 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (battery cooling mode control strategy 1);

[0047] Figure 11 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (battery cooling mode control strategy 2);

[0048] Figure 12 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (control strategy 1 for simultaneous heating mode of passenger compartment and battery);

[0049] Figure 13 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (control strategy 2 for simultaneous heating mode of passenger compartment and battery);

[0050] Figure 14 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (control strategy three for simultaneous heating mode of passenger compartment and battery);

[0051] Figure 15 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (control strategy four for simultaneous heating mode of passenger compartment and battery).

[0052] In the picture:

[0053] 100, battery; 200, motor;

[0054] 11. First cooler; 12. First heater; 13. First liquid pump; 14. First compressor; 15. First condenser; 16. First valve; 17. Second valve; 18. Third valve;

[0055] 21. First radiator; 22. Second radiator; 23. Second heater; 24. Fourth valve; 25. Second liquid pump; 26. One-way valve; 27. Second compressor; 28. Second cooler; 29. ​​Second condenser; 30. Fifth valve; 35. Sixth valve; 31. Seventh valve; 32. Refrigerator; 33. Eighth valve; 34. Ninth valve;

[0056] 41. Third liquid pump; 42. Third radiator; 43. Tenth valve; 44. Heat exchanger; 45. Eleventh valve; 5. Fan. DETAILED DESCRIPTION

[0057] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0058] In the description of the present invention, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and are not intended to indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance. Among them, the terms "first position" and "second position" are two different positions, and the first feature being "above", "above" and "above" the second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. The first feature being "below", "below" and "below" the second feature includes the first feature being directly below and obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0059] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0060] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0061] like Figure 1 As shown, this embodiment provides a control method for a thermal management system, and the control method for the thermal management system includes:

[0062] S10: Determine a target operating mode based on the current state information of the vehicle;

[0063] First, obtain the current status information of the vehicle.

[0064] In this step, the current information of the vehicle is specifically obtained, including the current temperatures of the passenger compartment, the battery 100 and the motor 200, and the current humidity of the passenger compartment.

[0065] Then, the target operating mode can be determined based on the current state information of the vehicle.

[0066] In this step, when the vehicle accurately obtains vehicle information and external environment information of the vehicle's location, the target working mode can be accurately obtained. The target working mode can be passenger compartment heating mode, passenger compartment dehumidification mode, battery heating mode, battery cooling mode, motor cooling mode, motor heating mode and passenger compartment and battery simultaneous heating mode.

[0067] An example of determining the target operating mode is that when the temperature in the passenger compartment is lower than the temperature that meets the human comfort requirements, and the humidity in the passenger compartment meets the human comfort requirements, the target operating mode is determined to be the passenger compartment heating mode; when the temperature in the passenger compartment meets the human comfort requirements, but the humidity in the passenger compartment is greater than the human comfort requirements, the target operating mode is determined to be the passenger compartment dehumidification mode; when the external ambient temperature is lower than the minimum required temperature for the battery 100 to operate, and the temperature of the battery 100 at this time is equal to the ambient temperature, the target operating mode is determined to be the battery heating mode.

[0068] Each target working mode includes multiple independent control strategies. Therefore, the selection of multiple control strategies is performed according to step S20. Optionally, S20 specifically includes:

[0069] A201: Each control strategy has a different execution temperature range.

[0070] In this step, each control strategy corresponds to multiple execution temperature ranges, such as battery temperature, passenger compartment temperature, and motor temperature.

[0071] A202: The vehicle's ambient temperature T is within all of the execution temperature ranges of one of the control strategies; when the vehicle's ambient temperature T is within multiple execution temperature ranges of a control strategy, the control strategy can be used to quickly and efficiently control the vehicle's temperature while reducing energy consumption.

[0072] A203: The control strategy is used as the target control strategy and executed.

[0073] Optionally, S20 specifically further includes:

[0074] B201: Each control strategy has two execution temperature ranges, namely the battery execution temperature range and the passenger compartment execution temperature range.

[0075] B202: The vehicle's ambient temperature T is within one of the battery execution temperature range and the passenger compartment execution temperature range of one control strategy, and within the other of the battery execution temperature range and the passenger compartment execution temperature range of the other control strategy.

[0076] In this step, when the ambient temperature T of the vehicle does not meet the requirement of A202 but meets the requirement of B202, execute B203.

[0077] B203: The control strategy corresponding to the battery execution temperature range of the vehicle's ambient temperature T is used as the target control strategy and the target control strategy is executed.

[0078] In this step, since battery temperature control is much more important than passenger compartment temperature control, when selecting a control strategy, a control strategy in which the vehicle's ambient temperature T is within the battery execution temperature range is preferably selected.

[0079] Optionally, S20 specifically further includes:

[0080] C201: Each control strategy has two execution temperature ranges, namely the battery execution temperature range and the passenger compartment execution temperature range.

[0081] C202: The vehicle's ambient temperature T is within the battery execution temperature range of one of the control strategies, but the vehicle's ambient temperature T is not within the passenger compartment execution temperature range of any of the control strategies.

[0082] In this step, when the ambient temperature T of the vehicle does not meet the requirements of A202 and B202 but meets the requirement of C202, C203 is executed.

[0083] C203: The control strategy corresponding to the battery execution temperature range of the vehicle's ambient temperature T is used as the target control strategy, and the target control strategy is executed.

[0084] In this step, since battery temperature control is much more important than passenger compartment temperature control, when selecting a control strategy, a control strategy in which the vehicle's ambient temperature T is within the battery execution temperature range is preferably selected.

[0085] Optionally, S20 specifically further includes:

[0086] D201: Each control strategy has two execution temperature ranges, namely the battery execution temperature range and the passenger compartment execution temperature range.

[0087] D202: The vehicle's ambient temperature T is within the passenger compartment execution temperature range of one of the control strategies, but the vehicle's ambient temperature T is not within the battery execution temperature range of any of the control strategies.

[0088] In this step, when the ambient temperature T of the vehicle does not meet the requirements of A202, B202 and C202, but meets the requirement of D202, D203 is executed.

[0089] D203: The control strategy corresponding to the temperature range of the vehicle's ambient temperature T in the passenger compartment is used as the target control strategy and the target control strategy is executed.

[0090] In this step, when the battery execution temperature ranges of multiple control strategies under the selected target operating mode all include the vehicle's ambient temperature T, the control strategy corresponding to the vehicle's ambient temperature T in the passenger compartment execution temperature range is selected as the target control strategy.

[0091] like Figure 2-Figure 15 As shown, the present invention provides a thermal management system, which is controlled by the control method of the thermal management system in any of the above solutions, and the thermal management system includes:

[0092] The battery thermal management subsystem includes a first cooler 11, a first heater 12, a first liquid pump 13, a first compressor 14, a first condenser 15, a first valve 16, a second valve 17 and a third valve 18. The liquid inlet of the first liquid pump 13 is used to communicate with the coolant outlet of the battery 100, the liquid outlet of the first liquid pump 13 is used to communicate with the liquid inlet of the first heater 12, the liquid outlet of the first heater 12 is communicated with the first interface of the first valve 16, the second interface of the first valve 16 is communicated with the first interface of the second valve 17, and the second interface of the second valve 17 is communicated with the third valve 18. 18, the second interface of the third valve 18 is communicated with the coolant inlet of the battery 100, the first medium inlet of the first cooler 11 is communicated with the pipeline between the first liquid pump 13 and the first heater 12, the first medium outlet of the first cooler 11 is communicated with the third interface of the third valve 18, the liquid inlet of the first condenser 15 is communicated with the second medium outlet of the first cooler 11, the liquid outlet of the first condenser 15 is communicated with the liquid inlet of the first compressor 14, and the liquid outlet of the first compressor 14 is communicated with the second medium inlet of the first cooler 11;

[0093] The passenger cabin thermal management subsystem comprises a first radiator 21, a second radiator 22, a second heater 23, a fourth valve 24, a second liquid pump 25, a one-way valve 26, a second compressor 27 and a second cooler 28. The liquid outlet of the second heater 23 is in communication with the liquid inlet of the first radiator 21 and the cooling liquid inlet of the battery 100 respectively. The liquid outlet of the first radiator 21 is in communication with the first interface of the fourth valve 24. The second interface of the fourth valve 24 is in communication with the liquid inlet of the second liquid pump 25. The third interface of the fourth valve 24 is in communication with the cooling liquid outlet of the battery 100. The liquid outlet of the second liquid pump 25 is in communication with the liquid inlet of the second heater 23. The liquid outlet of the second radiator 22 is in communication with the liquid inlet of the one-way valve 26. The liquid outlet of the one-way valve 26 is in communication with the first medium inlet of the second cooler 28. The first medium outlet of the second cooler 28 is in communication with the liquid inlet of the second compressor 27. The liquid outlet of the second compressor 27 is in communication with the liquid inlet of the second radiator 22. The second medium liquid inlet of the second cooler 28 is in communication with the third interface of the first valve 16. The second medium liquid outlet of the second cooler 28 is in communication with the fourth interface of the second valve 17.

[0094] The motor thermal management subsystem comprises a third liquid pump 41 and a third radiator 42. The liquid outlet of the third liquid pump 41 is in communication with the fourth interface of the first valve 16. The third interface of the second valve 17 is in communication with the cooling liquid inlet of the motor 200. The cooling liquid outlet of the motor 200 is in communication with the liquid inlet of the third radiator 42. The liquid outlet of the third radiator 42 is in communication with the liquid inlet of the third liquid pump 41.

[0095] The thermal management system comprises the battery thermal management subsystem, the passenger cabin thermal management subsystem and the motor thermal management subsystem. Through the cooperative control of the first valve 16, the second valve 17 and the fourth valve 24, the three subsystems are not independently arranged but can realize heat exchange with each other. Thus, the residual heat of each subsystem can be used in the other two subsystems, or the heating components or refrigeration components in one subsystem can serve the other two subsystems. Therefore, the non-uniqueness of the control strategy corresponding to the target working mode is realized, and thus different control strategies can be used in the most suitable external environment, thereby improving the working efficiency of the thermal management system and saving the electric energy of the vehicle.

[0096] Optionally, the passenger cabin thermal management subsystem further comprises a fifth valve 30 and a second condenser 29. The first interface of the fifth valve 30 is in communication with the first medium inlet of the second cooler 28. The second interface of the fifth valve 30 is in communication with the liquid inlet of the second condenser 29. The third interface of the fifth valve 30 is in communication with the liquid outlet of the second condenser 29. The fourth interface of the fifth valve 30 is in communication with the liquid outlet of the one-way valve 26. In this embodiment, by controlling the fifth valve 30, whether the second cooler 28 is connected into the circulating loop of the passenger cabin thermal management subsystem can be controlled. Meanwhile, the fifth valve 30 can also adjust the liquid path of the passenger cabin thermal management subsystem.

[0097] Optionally, the passenger compartment thermal management subsystem further includes a sixth valve 35 and a seventh valve 31. The first interface of the seventh valve 31 is connected to the liquid outlet of the second condenser 29, the second interface of the seventh valve 31 is connected to the first medium outlet of the second cooler 28, and the third interface of the seventh valve 31 is connected to the liquid inlet of the second compressor 27. The first interface of the sixth valve 35 is connected to the pipeline between the second compressor 27 and the second radiator 22, and the second interface of the sixth valve 35 is connected to the pipeline between the one-way valve 26 and the fifth valve 30. In this embodiment, the coordinated regulation of the fifth valve 30, the sixth valve 35, and the seventh valve 31 can control whether the second radiator 22 and the second condenser 29 are connected to the circulation loop of the passenger compartment thermal management subsystem.

[0098] Optionally, the passenger compartment thermal management subsystem further includes a cooler 32, an eighth valve 33, and a ninth valve 34. The liquid inlet of the cooler 32 communicates with the first interface of the eighth valve 33, the second interface of the eighth valve 33 communicates with the pipeline between the fifth valve 30 and the second cooler 28, the liquid outlet of the cooler 32 communicates with the pipeline between the first medium outlet of the second cooler 28 and the seventh valve 31, and the ninth valve 34 controls the opening of the first medium inlet of the second cooler 28. In this embodiment, by adjusting the eighth valve 33 and the ninth valve 34, it is possible to control whether the cooler 32 is connected to the circulation loop of the passenger compartment thermal management subsystem.

[0099] Optionally, the motor thermal management subsystem further includes a tenth valve 43. The first and second interfaces of the tenth valve 43 are connected to the liquid inlet of the third liquid pump 41 and the liquid outlet of the third radiator 42, respectively. The third interface of the tenth valve 43 is connected to the pipeline between the motor 200 and the third radiator 42. In this embodiment, the primary function of the fourth valve 24 is to control whether the third radiator 42 is connected to the circulation loop of the motor thermal management subsystem.

[0100] Optionally, the motor thermal management subsystem further includes a heat exchanger 44 and an eleventh valve 45. The first and second interfaces of the eleventh valve 45 are connected to the coolant outlet of the motor 200 and the liquid inlet of the third radiator 42, respectively. The third interface of the eleventh valve 45 is connected to the first medium inlet of the heat exchanger 44. The first medium outlet of the heat exchanger 44 is connected to the pipeline between the eleventh valve 45 and the tenth valve 43. The second medium inlet and second medium outlet of the heat exchanger 44 are connected to the liquid outlet of the second liquid pump 25 and the liquid inlet of the second heater 23, respectively. In this embodiment, the eleventh valve 45 determines whether the residual heat of the motor thermal management subsystem is exchanged with the medium in the circulation loop of the passenger compartment thermal management subsystem through the heat exchanger 44.

[0101] For the target operating mode, specifically, it includes a single target operating mode and a non-single target operating mode. The single target operating mode includes a passenger compartment and battery 100 simultaneous cooling mode and a passenger compartment cooling mode. The non-single target operating mode includes a passenger compartment heating mode, a passenger compartment cooling mode, a passenger compartment dehumidification mode, a battery 100 heating mode, a battery cooling mode, a motor cooling mode, a motor heating mode, a passenger compartment and battery 100 simultaneous heating mode and a passenger compartment and battery 100 simultaneous cooling mode.

[0102] Passenger compartment cooling mode:

[0103] like Figure 3 As shown, the second interface of the seventh valve 31 is connected to the third interface, the first interface of the sixth valve 35 is connected to the second interface, the first interface of the fifth valve 30 is connected to the second interface, the third interface is connected to the fourth interface, the first interface of the eighth valve 33 is connected to the second interface, and the ninth valve 34 closes the first medium inlet of the second cooler 28 so that the refrigerator 32, the second compressor 27, and the second condenser 29 form a circulation loop. When the second compressor 27 and the second condenser 29 are working, the refrigerator 32 turns on the cooling mode to cool the passenger compartment.

[0104] Passenger compartment and battery 100 cooling mode at the same time:

[0105] like Figure 4 As shown, the first interface of the first valve 16 is connected to the third interface, the second interface of the second valve 17 is connected to the fourth interface, the first interface, the second interface and the third interface of the third valve 18 are connected in pairs, the second interface of the seventh valve 31 is connected to the third interface, the first interface and the second interface of the sixth valve 35 are connected, the first interface and the second interface of the fifth valve 30 are connected, the third interface and the fourth interface are connected, the first interface and the second interface of the eighth valve 33 are connected, the ninth valve 34 opens the first medium inlet of the second cooler 28, the first liquid pump 13, the first compressor 14 and the second compressor 27 are started, and a part of the medium flowing out of the first interface of the sixth valve 35 flows into the refrigerator 32 to cool the passenger compartment, and the other part flows into the refrigerator 32 to cool the passenger compartment. Part of it flows into the second cooler 28, and the battery 100, the first liquid pump 13, the first heater 12, the first valve 16, the second cooler 28, the second valve 17 and the third valve 18 form a circulating liquid circuit. Heat exchange occurs in the second cooler 28. At the same time, in the loop formed by the first cooler 11, the first condenser 15 and the first compressor 14, the first condenser 15 and the first compressor 14 work, thereby causing heat exchange to occur in the first cooler 11. Part of the medium flowing out of the first liquid pump 13 enters the first cooler 11, and the other part enters the second cooler 28. The two parts of the cooled medium flow out from the second interface of the third valve 18 and then flow into the battery 100 to achieve cooling of the battery 100.

[0106] Passenger compartment heating mode:

[0107] Control strategy 1:

[0108] Connecting the first and second ports of fourth valve 24 activates second heater 23 and second liquid pump 25. A circulation loop is then formed between second heater 23, first radiator 21, second liquid pump 25, and heat exchanger 44, enabling first radiator 21 to heat the passenger compartment. This control strategy is suitable for ambient temperatures T > -20°C.

[0109] Control strategy 2:

[0110] like Figure 5 As shown, the first interface of the first valve 16 is connected to the third interface, the second interface of the second valve 17 is connected to the fourth interface, the first interface of the third valve 18 is connected to the second interface, the second interface of the seventh valve 31 is connected to the third interface, the first interface of the fifth valve 30 is connected to the fourth interface, the first interface and the second interface of the eighth valve 33 are disconnected, the ninth valve 34 opens the first medium inlet of the second cooler 28, the first liquid pump 13 and the second compressor 27 are started, the battery 100, the first liquid pump 13, the first heater 12, the first valve 16, the second cooler 28, the second valve 17 and the third valve 18 form a circulating liquid circuit, the second cooler 28, the second compressor 27 and the second radiator 22 form a ring loop. When the battery temperature is too high, the medium in the circulating loop undergoes heat exchange in the second cooler 28, thereby taking away the heat from the battery 100 and cooling the battery 100. Second cooler 28 transfers heat from battery 100 to a loop formed by second cooler 28, second compressor 27, and second radiator 22, achieving a primary temperature increase for the medium in this loop. The medium then flows through second compressor 27, where it undergoes a secondary temperature increase. The heated medium then flows through second radiator 22 to heat the passenger compartment. This control strategy is applicable to ambient temperatures T ≤ -20°C.

[0111] Control strategy three:

[0112] like Figure 6As shown, the third interface and the fourth interface of the first valve 16 are communicated, the third interface and the fourth interface of the second valve 17 are communicated, the second interface and the third interface of the seventh valve 31 are communicated, the first interface and the fourth interface of the fifth valve 30 are communicated, the first interface and the second interface of the eighth valve 33 are disconnected, the second valve 34 opens the first medium inlet of the second cooler 28, the first interface and the third interface of the tenth valve 43 are communicated, the motor 200, the second cooler 28 and the third liquid pump 41 form a loop circuit, the second cooler 28, the second compressor 27 and the second radiator 22 form a loop circuit, when the medium temperature of the motor 200 exceeds the threshold value, the medium in the circulation loop exchanges heat in the second cooler 28, and then takes away the heat on the motor 200, thereby cooling the motor 200. The second cooler 28 takes the heat of the motor 200 to the second cooler 28, the second compressor 27 and the second radiator 22 to form a loop circuit, so as to realize the first heating of the medium in the loop, and then flow through the second compressor 27, the second compressor 27 performs the second heating on the medium, and the heated medium flows through the second radiator 22 to realize the heating of the passenger compartment. The control strategy is suitable for the environmental temperature T≤-15℃.

[0113] In the above three working modes, when the environmental temperature is-15℃, the above three modes are sorted as follows: the priority of the third working mode is greater than that of the second working mode, and the priority of the second working mode is greater than that of the first working mode.

[0114] Passenger compartment dehumidification mode:

[0115] Control strategy one:

[0116] As Figure 7As shown, the second interface of the first valve 16 is connected to the fourth interface, the first interface of the second valve 17 is connected to the third interface, the first interface of the tenth valve 43 is connected to the third interface, the first interface, the second interface, and the third interface of the eleventh valve 45 are connected in pairs, the first interface and the second interface of the fourth valve 24 are connected, the second interface of the seventh valve 31 is connected to the third interface, the first interface and the second interface of the fifth valve 30 are connected, the third interface and the fourth interface are connected, the first interface and the second interface of the sixth valve 35 are connected, the first interface and the second interface of the eighth valve 33 are connected, and the ninth valve 34 closes the first medium inlet of the second cooler 28. The motor 200, the heat exchanger 44, the second cooler 28, and the third liquid pump 41 form a ring loop. The heat exchanger 44, the second heater 23, the first radiator 21, and the second liquid pump 25 form a ring loop. The second cooler 28, the second compressor 27, and the second condenser 29 form a ring loop. When the medium temperature of the motor 200 exceeds the threshold, the medium in the circulation loop undergoes heat exchange in the heat exchanger 44, thereby removing heat from the motor 200 and cooling the motor 200. Heat exchanger 44 transfers heat from motor 200 to a loop consisting of heat exchanger 44, second heater 23, first radiator 21, and second liquid pump 25. This loop heats the medium, which then flows through second heater 23 for a second heating. The heated medium then flows through second radiator 22 to heat the passenger compartment. Simultaneously, second compressor 27, second condenser 29, and cooler 32 form a loop to absorb moisture from the passenger compartment. This operating mode is suitable for ambient temperatures T > 0°C.

[0117] Control strategy 2:

[0118] like Figure 8 As shown, the second port of the seventh valve 31 is connected to the third port, the first port and the second port of the fifth valve 30 are connected, the third port and the fourth port are connected, the first port and the second port of the sixth valve 35 are disconnected, the first port and the second port of the eighth valve 33 are connected, and the ninth valve 34 seals the first medium inlet of the second cooler 28. The second condenser 29, the refrigerator 32, the second compressor 27, and the second radiator 22 are sequentially connected to form a ring-shaped fluid circuit. After flowing through the second condenser 29 and entering the refrigerator 32, the medium can absorb moisture in the passenger compartment. After flowing through the second compressor 27, the second compressor 27 heats the medium, allowing the first radiator 21 to heat the gas in the passenger compartment. This operating mode is applicable to ambient temperatures T ≤ 0°C.

[0119] In the above two working modes, when the ambient temperature is 3° C., after sorting the above two modes, it is obtained that the priority of working mode 2 is higher than that of working mode 1.

[0120] Battery heating mode:

[0121] Control Strategy 1

[0122] The first and second interfaces of first valve 16 are connected, the first and second interfaces of second valve 17 are connected, and the first and second interfaces of third valve 18 are connected. First liquid pump 13 and first heater 12 are in operation. Battery 100, first liquid pump 13, and first heater 12 form a circulating liquid circuit, and first heater 12 can heat battery 100. This control strategy is suitable for cold starting a vehicle.

[0123] Control Strategy 2

[0124] like Figure 9 As shown, the first interface of the first valve 16 is connected to the fourth interface, the second interface of the second valve 17 is connected to the third interface, the first interface of the third valve 18 is connected to the second interface, the first interface of the tenth valve 43 is connected to the third interface, and the first interface of the eleventh valve 45 is connected to the second interface. When the temperature of the medium in the motor thermal management subsystem exceeds the threshold, the medium in the motor thermal management subsystem can enter the battery thermal management subsystem, thereby heating the battery 100. This control strategy is applicable when the temperature of the medium in the motor thermal management subsystem exceeds the threshold.

[0125] Battery cooling mode:

[0126] Control strategy 1:

[0127] like Figure 10 As shown, the first interface of the first valve 16 is connected to the third interface, the second interface of the second valve 17 is connected to the fourth interface, the first interface of the third valve 18 is connected to the second interface, the second interface of the seventh valve 31 is connected to the third interface, the first interface and the second interface of the fifth valve 30 are connected, the third interface and the fourth interface are connected, the first interface and the second interface of the sixth valve 35 are connected, the first interface and the second interface of the eighth valve 33 are disconnected, and the ninth valve 34 opens the first medium inlet of the second cooler 28. The second condenser 29, the second cooler 28 and the second compressor 27 are connected in sequence to form an annular liquid circuit. The second cooler 28 undergoes heat exchange, thereby absorbing the heat of the medium in the annular liquid circuit composed of the battery 100, the first liquid pump 13 and the second heater 23, thereby reducing the temperature of the battery 100, wherein the second compressor 27 and the second condenser 29 can have a cooling effect.

[0128] Control Strategy 2

[0129] like Figure 11As shown, the first interface and the third interface of the first valve 16 are connected, the second interface and the fourth interface of the second valve 17 are connected, the first interface, the second interface and the third interface of the third valve 18 are connected in pairs, the second interface of the seventh valve 31 is connected, the first interface and the second interface of the fifth valve 30 are connected, the third interface and the fourth interface are connected, the first interface and the second interface of the sixth valve 35 are connected, the first interface and the second interface of the eighth valve 33 are disconnected, and the ninth valve 34 opens the first medium inlet of the second cooler 28. The first cooler 11 and the second cooler 28 can both achieve heat exchange, thereby cooling the medium flowing through. Therefore, part of the medium flowing out of the first liquid pump 13 enters the first cooler 11, and the other part enters the second cooler 28. The above two parts of refrigerated medium flow out from the second interface of the third valve 18 and then flow into the battery 100 to achieve cooling of the battery 100.

[0130] Simultaneous heating mode for passenger compartment and battery;

[0131] Control Strategy 1

[0132] like Figure 12 As shown, the first and second interfaces of the first valve 16 are connected, the first and second interfaces of the second valve 17 are connected, the first and second interfaces of the third valve 18 are connected, and the first, second, and third interfaces of the fourth valve 24 are connected in pairs. At this time, a portion of the medium heated by the second heater 23 enters the first radiator 21, thereby heating the passenger compartment. Another portion of the medium enters the circulating fluid circuit formed by the battery 100, the first liquid pump 13, and the first heater 12, thereby heating the battery 100100.

[0133] Control Strategy 2

[0134] like Figure 13 As shown, the first and second interfaces of the first valve 16 are connected, the first and second interfaces of the second valve 17 are connected, the first and second interfaces of the third valve 18 are connected, the first and third interfaces of the seventh valve 31 are connected, the second and fourth interfaces of the fifth valve 30 are connected, and the first and second interfaces of the sixth valve 35 are disconnected. The first heater 12, the battery 100, and the first liquid pump 13 are connected to form a circulation flow path. The first heater 12 is in operation, thereby heating the battery 100. The second radiator 22, the second compressor 27, and the second condenser 29 are connected to form a circulation flow path. The first condenser 15 absorbs the external temperature, thereby causing the medium flowing through the first condenser 15 to be heated for the first time. Subsequently, after flowing through the second compressor 27, the medium is heated for the second time, and then the medium can heat the passenger compartment through the second radiator 22.

[0135] Control Strategy 3

[0136] like Figure 14 As shown, the first interface and the second interface of the first valve 16 are connected, the third interface and the fourth interface are connected, the first interface and the third interface of the second valve 17 are connected, the second interface and the fourth interface are connected, the first interface and the second interface of the third valve 18 are connected, the second interface of the seventh valve 31 is connected to the third interface, the first interface and the second interface of the sixth valve 35 are disconnected, the first interface and the fourth interface of the fifth valve 30 are connected, the first interface and the second interface of the eighth valve 33 are disconnected, the ninth valve 34 opens the first medium inlet of the second cooler 28, the first interface and the third interface of the tenth valve 43 are connected, and the first interface and the second interface of the eleventh valve 45 are connected. When the medium temperature in the motor thermal management subsystem is higher than the threshold value, the medium in the motor thermal management subsystem can enter the battery thermal management subsystem, thereby heating the battery 100. At the same time, the medium in the motor thermal management subsystem can also flow through the second cooler 28, and heat exchange occurs in the second cooler 28 to achieve the first temperature increase of the medium in the annular liquid circuit composed of the second cooler 28, the second compressor 27 and the second radiator 22. The second compressor 27 causes the medium to be heated for the second time, and finally heats the passenger compartment through the second radiator 22.

[0137] Control strategy four:

[0138] like Figure 15 As shown, the first interface and the second interface of the first valve 16 are connected, the third interface and the fourth interface are connected, the first interface and the second interface of the second valve 17 are connected, the third interface and the fourth interface are connected, the first interface and the second interface of the third valve 18 are connected, the first interface, the second interface and the third interface of the fourth valve 24 are connected in pairs, the first interface and the third interface of the tenth valve 43 are connected, and the first interface and the third interface of the eleventh valve 45 are connected. When the temperature of the medium in the motor thermal management subsystem is higher than the threshold, the medium in the motor thermal management subsystem is heat exchanged through the heat exchanger 44, thereby causing the medium in the annular liquid circuit composed of the first radiator 21, the second liquid pump 25, the heat exchanger 44 and the second heater 23 to be heated once, and the second heater 23 heats the medium for a second time. Subsequently, a part of the medium enters the first radiator 21 to heat the passenger compartment, and the other part enters the battery 100 to heat the battery 100.

[0139] Optionally, the fifth valve 30 and the seventh valve 31 are integrated.

[0140] Optionally, a fan 5 is further included, and the wind blown by the fan 5 acts on the first condenser 15, the second condenser 29 and the third radiator 42 at the same time.

[0141] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Those skilled in the art will appreciate that other variations or modifications can be made based on the above description. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. A control method for a thermal management system, characterized in that: include: S10: Determine a target operating mode based on the current state information of the vehicle; S20: comparing the execution temperatures of the multiple control strategies in the target working mode with the ambient temperature T of the vehicle, and executing the control strategy whose execution temperature is closest to the ambient temperature T of the vehicle among the multiple control strategies; S20 specifically includes: A201: Each of the control strategies has a different execution temperature range; A202: The ambient temperature T of the vehicle is within the execution temperature range of one of the control strategies; A203: taking the control strategy as the target control strategy and executing the target control strategy; B201: Each of the control strategies has two execution temperature ranges, namely a battery execution temperature range and a passenger compartment execution temperature range; B202: The vehicle ambient temperature T is within one of the battery execution temperature range and the passenger compartment execution temperature range of one of the control strategies, and within the other of the battery execution temperature range and the passenger compartment execution temperature range of another execution strategy; B203: The control strategy corresponding to the vehicle's ambient temperature T within the battery execution temperature range is used as the target control strategy, and the target control strategy is executed; C201: Each of the control strategies has two execution temperature ranges, namely a battery execution temperature range and a passenger compartment execution temperature range; C202: The vehicle's ambient temperature T is within the battery execution temperature range of one of the control strategies, and the vehicle's ambient temperature T is not within the passenger compartment execution temperature range of any of the control strategies; C203: The control strategy corresponding to the vehicle's ambient temperature T within the battery execution temperature range is used as a target control strategy, and the target control strategy is executed.

2. The control method of the thermal management system according to claim 1, characterized in that: The target operating modes include a passenger compartment heating mode, a passenger compartment dehumidification mode, a battery heating mode, a battery cooling mode, a motor cooling mode, a motor heating mode, and a passenger compartment and battery simultaneous heating mode.

3. The control method of the thermal management system according to claim 1, characterized in that: The S20 also includes: D201: Each of the control strategies has two execution temperature ranges, namely a battery execution temperature range and a passenger compartment execution temperature range; D202: The vehicle's ambient temperature T is within the passenger compartment execution temperature range of one of the control strategies, and the vehicle's ambient temperature T is not within the battery execution temperature range of any of the control strategies; D203: The control strategy corresponding to the temperature range of the vehicle's ambient temperature T in the passenger compartment is executed as a target control strategy, and the target control strategy is executed.

4. The control method of the thermal management system according to claim 1, characterized in that: The current information of the vehicle in S10 includes the current temperature of the passenger compartment, the current temperature of the battery (100), the current temperature of the motor (200), and the current humidity of the passenger compartment.

5. Thermal management system, characterized in that, The thermal management system is controlled by the control method of any one of claims 1 to 4, wherein the thermal management system comprises: A battery thermal management subsystem includes a first cooler (11), a first heater (12), a first liquid pump (13), a first compressor (14), a first condenser (15), a first valve (16), a second valve (17) and a third valve (18), wherein the liquid inlet of the first liquid pump (13) is used to communicate with the coolant outlet of the battery (100), the liquid outlet of the first liquid pump (13) is used to communicate with the liquid inlet of the first heater (12), the liquid outlet of the first heater (12) is communicated with the first interface of the first valve (16), the second interface of the first valve (16) is communicated with the first interface of the second valve (17), the second interface of the second valve (17) is communicated with the third valve (18). The first interface of the third valve (18) is connected to the coolant inlet of the battery (100), the second interface of the third valve (18) is connected to the coolant inlet of the battery (100), the first medium inlet of the first cooler (11) is connected to the pipeline between the first liquid pump (13) and the first heater (12), the first medium outlet of the first cooler (11) is connected to the third interface of the third valve (18), the liquid inlet of the first condenser (15) is connected to the second medium outlet of the first cooler (11), the liquid outlet of the first condenser (15) is connected to the liquid inlet of the first compressor (14), and the liquid outlet of the first compressor (14) is connected to the second medium inlet of the first cooler (11); The passenger compartment thermal management subsystem comprises a first radiator (21), a second radiator (22), a second heater (23), a fourth valve (24), a second liquid pump (25), a one-way valve (26), a second compressor (27) and a second cooler (28), wherein the liquid outlet of the second heater (23) is respectively connected to the liquid inlet of the first radiator (21) and the coolant inlet of the battery (100), the liquid outlet of the first radiator (21) is connected to the first interface of the fourth valve (24), the second interface of the fourth valve (24) is connected to the liquid inlet of the second liquid pump (25), the third interface of the fourth valve (24) is connected to the coolant outlet of the battery (100), and the The liquid outlet of the second liquid pump (25) is communicated with the liquid inlet of the second heater (23), the liquid outlet of the second radiator (22) is communicated with the liquid inlet of the one-way valve (26), the liquid outlet of the one-way valve (26) is communicated with the first medium inlet of the second cooler (28), the first medium outlet of the second cooler (28) is communicated with the liquid inlet of the second compressor (27), the liquid outlet of the second compressor (27) is communicated with the liquid inlet of the second radiator (22), the second medium liquid inlet of the second cooler (28) is communicated with the third interface of the first valve (16), and the second medium liquid outlet of the second cooler (28) is communicated with the fourth interface of the second valve (17); The motor thermal management subsystem comprises a third liquid pump (41), a third radiator (42), a tenth valve (43), a heat exchanger (44) and an eleventh valve (45), wherein the liquid outlet of the third liquid pump (41) is communicated with the fourth interface of the first valve (16), the third interface of the second valve (17) is communicated with the coolant inlet of the motor (200), the coolant outlet of the motor (200) is communicated with the liquid inlet of the third radiator (42), the liquid outlet of the third radiator (42) is communicated with the liquid inlet of the third liquid pump (41), the first interface and the second interface of the tenth valve (43) are communicated with the liquid inlet of the third liquid pump (41) and the liquid outlet of the third radiator (42), respectively. The third interface of the tenth valve (43) is connected to the pipeline between the motor (200) and the third radiator (42); the first interface and the second interface of the eleventh valve (45) are respectively connected to the coolant outlet of the motor (200) and the liquid inlet of the third radiator (42); the third interface of the eleventh valve (45) is connected to the first medium inlet of the heat exchanger (44); the first medium outlet of the heat exchanger (44) is connected to the pipeline between the eleventh valve (45) and the tenth valve (43); the second medium inlet and the second medium outlet of the heat exchanger (44) are respectively connected to the liquid outlet of the second liquid pump (25) and the liquid inlet of the second heater (23).

6. The thermal management system according to claim 5, characterized in that: The passenger compartment thermal management subsystem further includes a fifth valve (30), a second condenser (29), a sixth valve (35), a seventh valve (31), a refrigerator (32), an eighth valve (33) and a ninth valve (34), wherein a first interface of the fifth valve (30) is in communication with a first medium inlet of the second cooler (28), a second interface of the fifth valve (30) is in communication with a liquid inlet of the second condenser (29), a third interface of the fifth valve (30) is in communication with a liquid outlet of the second condenser (29), and a fourth interface of the fifth valve (30) is in communication with a liquid outlet of the one-way valve (26); The first interface of the seventh valve (31) is in communication with the liquid outlet of the second condenser (29), the second interface of the seventh valve (31) is in communication with the first medium outlet of the second cooler (28), the third interface of the seventh valve (31) is in communication with the liquid inlet of the second compressor (27), the first interface of the sixth valve (35) is in communication with the pipeline between the second compressor (27) and the second radiator (22), and the second interface of the sixth valve (35) is in communication with the pipeline between the one-way valve (26) and the fifth valve (30); The liquid inlet of the refrigerator (32) is connected to the first interface of the eighth valve (33), the second interface of the eighth valve (33) is connected to the pipeline between the fifth valve (30) and the second cooler (28), the liquid outlet of the refrigerator (32) is connected to the pipeline between the first medium outlet of the second cooler (28) and the seventh valve (31), and the ninth valve (34) controls the opening of the first medium inlet of the second cooler (28).

7. A vehicle, characterized in that A thermal management system comprising any one of claims 5 and 6.

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