Thermal management control method, thermal management system and vehicle

Abstract

The present invention relates to the field of vehicle technology, specifically disclosing a thermal management control method, a thermal management system, and a vehicle. The thermal management control method first divides the system into multiple single modes and multiple non-single modes. Each non-single mode includes at least two operating modes, and the different operating modes are prioritized in order of increasing energy consumption. When a target operating mode is selected and corresponds to a non-single operating mode, the method first detects whether the multiple operating modes within the target operating mode are not functioning properly. If so, an alarm is issued. If a functioning operating mode exists, the method executes the operating mode with the highest priority among the multiple operating modes that can be executed normally within the target operating mode to ensure normal operation of the vehicle. This prevents failure of the thermal management control method and prevents imbalance in temperature control of the battery, motor, and passenger compartment.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a thermal management control method, 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, in order to meet the requirements of refined and energy-saving control, the thermal management system design has become increasingly complex, and the probability of failure has also increased accordingly. Therefore, when executing the thermal management control method, if the components of the thermal management system involved are not troubleshooted, it is very easy to cause the thermal management control method to fail, resulting in an imbalance in the temperature control of the battery, motor and passenger compartment.

[0004] Therefore, there is an urgent need for a thermal management control method to solve the above problems. Summary of the Invention

[0005] The purpose of the present invention is to provide a thermal management control method, a thermal management system and a vehicle to solve the problem that the heat exchange requirements for the battery, electric drive and passenger compartment in the related technology 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 during operation, affecting the overall endurance of the vehicle.

[0006] In one aspect, the present invention provides a thermal management control method, comprising a plurality of single modes and a plurality of non-single modes, wherein each of the non-single modes includes at least two operating modes, and the different operating modes are prioritized in order of energy consumption from small to large. The thermal management control method comprises:

[0007] S10: If the target working mode is the non-single mode, execute S20;

[0008] S20: Verify one by one whether the multiple working modes under the target working mode cannot be executed normally. If yes, execute S40; if not, execute S30;

[0009] S30: executing the working mode with the highest priority among the multiple working modes that can be normally executed in the target working mode;

[0010] S40: Issue an alarm.

[0011] As a preferred technical solution of the thermal management control method, S10 further includes: if the target operating mode is the single mode, executing S50;

[0012] S50: Determine whether the target working mode can be executed normally. If not, execute S40; if yes, execute the determined target working mode.

[0013] As a preferred technical solution for the thermal management control method, the single mode includes a passenger compartment cooling mode and a passenger compartment and battery simultaneous cooling mode.

[0014] As an optimal technical solution for the thermal management control method, the non-single mode includes passenger compartment heating mode, passenger compartment dehumidification mode, battery heating mode, motor cooling mode, motor heating mode, passenger compartment and battery simultaneous heating mode and battery cooling mode.

[0015] As a preferred technical solution of the thermal management control method, before executing S20, the method further includes:

[0016] S11: determining the priority levels of the multiple operating modes under the target operating mode corresponding to the current ambient temperature based on the corresponding relationship between the ambient temperature and the priority levels of the multiple operating modes under the target operating mode.

[0017] As a preferred technical solution of the thermal management control method, the following steps are performed before executing S10:

[0018] S01: Acquiring current state information of the vehicle, the current state information of the vehicle including a current temperature of the passenger compartment, a current temperature of the battery, a current temperature of the motor, and a current humidity of the passenger compartment;

[0019] S02: Determine the target operating mode according to the current state information of the vehicle.

[0020] As a preferred technical solution of the thermal management control method, S02 specifically includes: if the target operating mode can be determined according to the current state information of the vehicle, then executing S13; if the target operating mode cannot be determined, then executing S60;

[0021] S60: Execute the minimum working mode;

[0022] The minimum working mode includes:

[0023] If the battery temperature T1 is greater than 30°C, the battery is cooled for a minutes; if the battery temperature T1 is less than 0°C, the battery is heated for b minutes, where a>b;

[0024] If the motor temperature T2 is greater than 58° C., the motor is cooled; if the motor temperature T2 is less than 50° C., the motor cooling is stopped.

[0025] As a preferred technical solution of the thermal management control method, S60 further includes: heating the battery when the motor temperature T2 is less than -20°C, and stopping heating the battery when the motor temperature T2 is greater than 0°C.

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

[0027] A battery thermal management subsystem includes 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, wherein the liquid inlet of the first liquid pump is used to communicate with the coolant outlet of the battery, the liquid outlet of the first liquid pump is used to communicate 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 coolant 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] A passenger compartment thermal management subsystem includes a first radiator, a second radiator, a second heater, a fourth valve, a second liquid pump, a one-way valve, a second compressor, and a second cooler. The liquid outlet of the second heater is respectively connected to the liquid inlet of the first radiator and the coolant inlet of the battery. The liquid outlet of the first radiator is connected to the first interface of the fourth valve. The second interface of the fourth valve is connected to the liquid inlet of the second liquid pump. The third interface of the fourth valve is connected to the coolant outlet of the battery. The liquid outlet of the second liquid pump is connected to the liquid inlet of the second heater. The liquid outlet of the second radiator is connected to the liquid inlet of the one-way valve. The liquid outlet of the one-way valve is connected to the first medium inlet of the second cooler. The first medium outlet of the second cooler is connected to the liquid inlet of the second compressor. The liquid outlet of the second compressor is connected to the liquid inlet of the second radiator. The second medium inlet of the second cooler is connected to the third interface of the first valve. The second medium outlet of the second cooler is connected to the fourth interface of the second valve.

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

[0030] In yet another aspect, the present invention provides a vehicle comprising the thermal management system according to any one of the above schemes.

[0031] The beneficial effects of the present invention are:

[0032] The present invention provides a thermal management control method, a thermal management system, and a vehicle. The thermal management control method first determines a target operating mode for the vehicle. When a non-single target operating mode is selected, the method first detects whether all target operating modes are malfunctioning. If none are, an alarm is issued to prompt the driver to address the issue promptly. If a target operating mode is available, the highest priority operating mode is selected to minimize energy consumption and ensure normal vehicle operation. This configuration allows for troubleshooting of the thermal management system before executing the thermal management control method, thereby preventing failure of the thermal management control method and preventing imbalances in temperature control of the battery, motor, and passenger compartment.

[0033] The thermal management control method is implemented through a thermal management system, which 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-single working mode corresponding to the target working mode. When a working mode fails, other working modes can be used, thereby providing an implementation basis for the above-mentioned thermal management control method. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 Flowchart of a thermal management control method according to an embodiment of the present invention;

[0035] Figure 2 This is a connection diagram of a thermal management system in an embodiment of the present invention;

[0036] Figure 3 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (passenger compartment cooling mode);

[0037] 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);

[0038] Figure 5 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (passenger compartment heating mode working mode 2);

[0039] Figure 6 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (passenger compartment heating mode working mode three);

[0040] Figure 7 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (passenger compartment dehumidification mode working mode 1);

[0041] Figure 8 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (passenger compartment dehumidification mode working mode 2);

[0042] Figure 9 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (battery heating mode working mode 2);

[0043] Figure 10 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (battery cooling mode working mode 1);

[0044] Figure 11 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (battery cooling mode working mode 2);

[0045] Figure 12 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (operating mode 1 of simultaneous heating of the passenger compartment and the battery);

[0046] Figure 13 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (operating mode 2 of simultaneous heating of the passenger compartment and the battery);

[0047] Figure 14 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (operating mode three of simultaneous heating of the passenger compartment and the battery);

[0048] Figure 15 Schematic diagram of the connection of the thermal management system in an embodiment of the present invention (operating mode four of simultaneous heating of the passenger compartment and the battery).

[0049] In the picture:

[0050] 100, battery; 200, motor;

[0051] 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;

[0052] 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;

[0053] 41. Third liquid pump; 42. Third radiator; 43. Tenth valve; 44. Heat exchanger; 45. Eleventh valve; 5. Fan. DETAILED DESCRIPTION

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] like Figure 1 As shown, this embodiment provides a thermal management control method, including multiple single modes and multiple non-single modes. Any non-single mode includes at least two working modes, and different working modes are prioritized in order of energy consumption from small to large, wherein the lower the energy consumption, the higher the execution priority;

[0059] The thermal management control method includes:

[0060] S01: Obtain the current status information of the vehicle.

[0061] In this step, the current information of the vehicle obtained specifically includes the current temperatures of the passenger compartment, the battery 100 and the motor 200, and the current humidity of the passenger compartment.

[0062] S02 specifically includes: if the target operating mode can be determined according to the current state information of the vehicle, then executing S30; if the target operating mode cannot be determined, then executing S60.

[0063] In this step, when the vehicle information and the external environment information of the vehicle's location are accurately obtained, the target operating mode can be accurately obtained. The target operating mode includes single modes and non-single modes. Single modes include passenger compartment cooling mode and passenger compartment and battery cooling mode. Non-single modes include passenger compartment heating mode, passenger compartment dehumidification mode, battery heating mode, motor cooling mode, motor heating mode, passenger compartment and battery heating mode, and battery cooling mode.

[0064] 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.

[0065] When the vehicle cannot accurately obtain vehicle information and external environment information of the vehicle's location due to sensor failure or other reasons, the thermal management control method cannot obtain an accurate target operating mode, and step S60 is executed at this time.

[0066] S10: Determine whether the target working mode is a non-single working mode. If yes, execute S20; otherwise, execute S50.

[0067] In this step, after the target working mode is selected, it is determined whether the target working mode is a single working mode. If there is only one target working mode, S50 is directly executed; if there are multiple target working modes, S20 is executed.

[0068] S50: Determine whether the target working mode can be executed normally. If not, execute S40; if yes, execute the determined single working mode.

[0069] In this step, if there is no failure in the components of the thermal management system involved in the target working mode, it indicates that the working mode can be executed normally. If there is a failure in a component, it indicates that the target working mode cannot be executed normally.

[0070] S11: determining the priorities of the multiple operating modes in the target operating mode corresponding to the current ambient temperature based on the corresponding relationship between the ambient temperature and the priorities of the multiple operating modes in the target operating mode.

[0071] The purpose of this step is to determine the priority levels of multiple operating modes in the target operating mode corresponding to the current ambient temperature.

[0072] S20: Verify one by one whether the multiple working modes under the target working mode cannot be executed normally. If yes, execute S40; if not, execute S30.

[0073] When the target working mode is non-single, multiple working modes under the target working mode are verified one by one to see whether they can be executed normally. If there are faults in the components of the thermal management system involved in each working mode, the target working mode cannot work normally. Therefore, execute S40. If not, execute S30.

[0074] S30: Executing the working mode with the highest priority among the multiple working modes that can be normally executed in the target working mode.

[0075] In this step, the various operating modes that can be executed normally within the target operating mode have different energy consumptions. When the operating temperature of an operating mode is close to or coincides with the ambient temperature, the heating or cooling effect of that operating mode is optimal and energy consumption is minimized. Therefore, the operating temperatures of the various operating modes that can be executed normally within the target operating mode are compared with the vehicle's ambient temperature to prioritize them, with the operating mode with the lowest energy consumption having the highest priority. This step saves energy and thus improves the vehicle's range.

[0076] S40: Issue an alarm.

[0077] S60: Execute the minimum working mode; the minimum working mode includes:

[0078] If the battery temperature T1 is greater than 30°C, the battery 100 is cooled for a minute; if the battery temperature T1 is less than 0°C, the battery 100 is heated for b minutes, where a>b;

[0079] If the motor temperature T2 is greater than 58°C, the motor 200 is cooled. If the motor temperature T2 is less than 50°C, the cooling of the motor 200 is stopped.

[0080] If the motor temperature T2 is less than -20°C, the motor 200 is heated. If the motor temperature T2 is greater than 0°C, the heating of the motor 200 is stopped.

[0081] In this step, the value of a is 10 minutes to 30 minutes, specifically 30 minutes; the value of b is 5 minutes to 20 minutes, specifically 10 minutes.

[0082] Optionally, S60 further includes heating the battery 100 when the motor temperature T2 is less than -20°C, and stopping heating the battery 100 when the motor temperature T2 is greater than 0°C. In this step, when the motor temperature T2 is less than -20°C, it indicates that the vehicle is cold-starting. At this time, the battery 100 itself is at the ambient temperature, so heating the battery 100 is necessary to ensure normal operation of the battery 100. When the motor temperature T2 is greater than 0°C, the heat generated by the battery 100 during operation is sufficient to ensure normal operation of the battery 100 at an appropriate temperature.

[0083] like Figure 2-Figure 15As shown, the present invention provides a thermal management system, which is controlled by the thermal management control method in any of the above solutions, and the thermal management system includes:

[0084] 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;

[0085] The passenger compartment thermal management subsystem includes 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 connected to the liquid inlet of the first radiator 21 and the coolant inlet of the battery 100 respectively. 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;

[0086] The motor thermal management subsystem includes a third liquid pump 41 and a third radiator 42. The liquid outlet of the third liquid pump 41 is connected to the fourth interface of the first valve 16, the third interface of the second valve 17 is connected to the coolant inlet of the motor 200, the coolant outlet of the motor 200 is connected to the liquid inlet of the third radiator 42, and the liquid outlet of the third radiator 42 is connected to the liquid inlet of the third liquid pump 41.

[0087] The thermal management system includes a battery thermal management subsystem, a passenger compartment thermal management subsystem and a motor thermal management subsystem. Through the coordinated control of the first valve 16, the second valve 17 and the fourth valve 24, the three subsystems are not independently set up, but can realize heat exchange with each other, so that their respective residual heat can be applied to the other two subsystems, or the heating components or cooling components in one subsystem can serve the other two subsystems, thereby realizing the non-single working mode corresponding to the target working mode, so that different working modes can be used in the most suitable external environment, thereby improving the working efficiency of the thermal management system and saving the vehicle's electrical energy.

[0088] Optionally, the passenger compartment thermal management subsystem also includes a fifth valve 30 and a second condenser 29. The first port of the fifth valve 30 communicates with the first medium inlet of the second cooler 28, the second port of the fifth valve 30 communicates with the liquid inlet of the second condenser 29, the third port of the fifth valve 30 communicates with the liquid outlet of the second condenser 29, and the fourth port of the fifth valve 30 communicates with the liquid outlet of the one-way valve 26. In this embodiment, the fifth valve 30 is controlled to control whether the second cooler 28 is connected to the circulation loop of the passenger compartment thermal management subsystem. Furthermore, the fifth valve 30 can regulate the fluid circuit of the passenger compartment thermal management subsystem.

[0089] 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.

[0090] 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.

[0091] 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.

[0092] 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.

[0093] 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.

[0094] Passenger compartment cooling mode:

[0095] 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.

[0096] Passenger compartment and battery cooling mode:

[0097] like Figure 4As 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.

[0098] Passenger compartment heating mode:

[0099] Working mode 1:

[0100] Connect the first and second ports of the fourth valve 24, and start the second heater 23 and the second liquid pump 25. A circulation loop is now formed by the second heater 23, the first radiator 21, the second liquid pump 25, and the heat exchanger 44, thereby enabling the first radiator 21 to heat the passenger compartment. This operating mode is suitable for ambient temperatures T > -20°C.

[0101] Working mode 2:

[0102] like Figure 5As 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 operating mode is suitable for ambient temperatures T ≤ -20°C.

[0103] Working mode three:

[0104] like Figure 6 As shown, the third interface and the fourth interface of the first valve 16 are connected, the third interface and the fourth interface of the second valve 17 are connected, the second interface and the third interface of the seventh valve 31 are connected, 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, the motor 200, the second cooler 28 and the third liquid pump 41 form a ring loop, the second cooler 28, the second compressor 27 and the second radiator 22 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 second cooler 28, thereby taking away the heat from the motor 200 and cooling the motor 200. Second cooler 28 transfers heat from motor 200 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 operating mode is suitable for ambient temperatures T ≤ -15°C.

[0105] Among the three working modes mentioned above, when the ambient temperature is -15°C, after sorting the three modes, it is obtained that: the priority of working mode 3 is higher than that of working mode 2, and the priority of working mode 2 is higher than that of working mode 1.

[0106] Passenger compartment dehumidification mode:

[0107] Working mode 1:

[0108] like Figure 7 As 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.

[0109] Working mode 2:

[0110] 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.

[0111] 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.

[0112] Battery heating mode:

[0113] Working mode 1

[0114] 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 operating mode is suitable for cold starting a vehicle.

[0115] Working mode 2

[0116] like Figure 9 As shown, the first port of first valve 16 is connected to the fourth port, the second port of second valve 17 is connected to the third port, the first port of third valve 18 is connected to the second port, the first port of tenth valve 43 is connected to the third port, and the first port of eleventh valve 45 is connected to the second port. 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 operating mode is applicable when the temperature of the medium in the motor thermal management subsystem exceeds the threshold.

[0117] Battery cooling mode:

[0118] Working mode 1:

[0119] 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.

[0120] Working mode 2

[0121] 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.

[0122] Simultaneous heating mode for passenger compartment and battery;

[0123] Working mode 1

[0124] 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.

[0125] Working mode 2

[0126] 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.

[0127] Working mode three

[0128] 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.

[0129] Working mode 4:

[0130] 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.

[0131] Optionally, the fifth valve 30 and the seventh valve 31 are integrated.

[0132] 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.

[0133] The present invention also provides a vehicle, comprising the thermal management system in any one of the above solutions.

[0134] 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 thermal management control method, characterized in that: It includes multiple single modes and multiple non-single modes, each of the non-single modes includes at least two working modes, and the different working modes are prioritized in order of energy consumption from small to large; The thermal management control method includes: S10: If the target operating mode is the non-single mode, execute S20; if the target operating mode is the single mode, execute S50; S20: Verify one by one whether the multiple working modes under the target working mode cannot be executed normally. If yes, execute S40; if not, execute S30; S30: executing the working mode with the highest priority among the multiple working modes that can be normally executed in the target working mode; S40: Issue an alarm; S50: Determine whether the target working mode can be executed normally, if not, execute S40, if yes, execute the determined target working mode; The single mode includes a passenger compartment cooling mode and a passenger compartment and battery cooling mode; The non-single modes include passenger compartment heating mode, passenger compartment dehumidification mode, battery heating mode, motor cooling mode, motor heating mode, passenger compartment and battery simultaneous heating mode, and battery cooling mode; Before executing S20, it also includes: S11: determining the priority levels of the multiple operating modes under the target operating mode corresponding to the current ambient temperature based on the corresponding relationship between the ambient temperature and the priority levels of the multiple operating modes under the target operating mode; Before executing S10, perform the following steps: S01: Acquiring current state information of the vehicle, the current state information of the vehicle including 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; S02: determining the target operating mode according to the current state information of the vehicle; S02 specifically includes: determining whether the target operating mode can be determined according to the current state information of the vehicle, if yes, executing S30, otherwise, executing S60; S60: Execute the minimum working mode; The minimum working mode includes: If the battery temperature T1 is greater than 30°C, the battery (100) is cooled for a minute; if the battery temperature T1 is less than 0°C, the battery (100) is heated for b minutes, where a>b; If the motor temperature T2 is greater than 58°C, the motor (200) is cooled; if the motor temperature T2 is less than 50°C, the motor (200) is stopped from cooling; S60 further includes: when the motor temperature T2 is less than -20°C, heating the battery (100); and when the motor temperature T2 is greater than 0°C, stopping heating the battery (100).

2. A thermal management system, characterized in that Controlled by the thermal management control method according to any one of claims 1, 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) and 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).

3. A vehicle, characterized in that The thermal management system according to claim 2 is included.

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