A thermal management system, control method, device and storage medium

Abstract

A thermal management system, control method, device, and storage medium, applicable to the field of thermal management technology, are used to reduce the power of the heater required in the thermal management system. Among them, in the thermal management system, the heating component is arranged on the target pipeline that forms a loop with the second heat exchange pipeline of the battery cooler. In an ultra-low temperature environment, the second heat exchange pipeline of the battery cooler can be heated by the heating component. When heated to a temperature sufficient to start the compressor, the compressor can be started through the heat exchange operation between the second heat exchange pipeline and the first heat exchange pipeline of the battery cooler. Then, the compressor is used to assist in heating the heater core and / or the battery. In this way, the power specification of the heater only needs to meet the requirement of starting the compressor, and does not need to be set very large, which can effectively reduce the energy consumption and cost of realizing ultra-low temperature heating using the thermal management system.

Description

Technical Field

[0001] The present application relates to the field of thermal management technology, and in particular to a thermal management system, a control method, a device and a storage medium. Background Art

[0002] In recent years, electric vehicles have gradually become a mainstream means of transportation. However, compared with traditional vehicles, electric vehicles still have some problems that need to be overcome, especially in low-temperature heating. In winter, there will be slow battery charging, short battery life, and fear of turning on air conditioning and heating. "Low-temperature anxiety" has become a user experience pain point that affects the marketization of electric vehicles. Therefore, how to overcome the adaptability to low-temperature environments has become a key technical bottleneck currently facing electric vehicles.

[0003] In order to solve the above problems, the industry usually installs a positive temperature coefficient (PTC) heater in electric vehicles. When the ambient temperature is low, the PCT heater is used to heat the battery or air conditioner to the required operating temperature, thereby shortening the battery charging time, improving battery life and the air conditioning heating effect. However, when facing an ultra-low temperature environment of -18°C or -20°C or even lower, it usually takes a lot of heat to heat to the required operating temperature, which requires the selection of a high-power heater when designing the system. It is understood that for pure electric vehicles, at least a 7kW PTC heater is required to adapt to the ultra-low temperature working environment, and the warm air energy consumption of the PCT heater accounts for 25% of the energy loss of the entire vehicle, which is obviously not conducive to realizing the setting concept of reducing energy consumption of electric vehicles.

[0004] Therefore, further research is needed on low-temperature heating of electric vehicles. Summary of the invention

[0005] The present application provides a thermal management system, a control method, a device and a storage medium for reducing the power of a heater required to be configured in the thermal management system, thereby reducing the energy consumption of ultra-low temperature heating using the thermal management system.

[0006] In a first aspect, the present application provides a thermal management system, which includes a heating component, a compressor, a water-cooled condenser, a battery cooler, a valve body assembly, a first three-way valve, a check valve, a first water pump, a second water pump, and a third water pump, and each component is connected by pipelines. Specifically: A first pipeline is used to connect between the output end and the input end of the compressor, and the first pipeline flows through the second heat exchange pipeline of the water-cooled condenser and the evaporator in the passenger compartment air conditioner box; A second pipeline is also used to connect between the output end and the input end of the compressor, and the second pipeline flows through the second heat exchange pipeline of the water-cooled condenser and the first heat exchange pipeline of the battery cooler; A third pipeline is used to connect between the first end and the eighth end of the valve body assembly, and the third pipeline flows through the first water pump, the heater core in the passenger compartment air conditioner box, the first end of the first three-way valve, the second end of the first three-way valve, and the first heat exchange pipeline of the water-cooled condenser; A fourth pipeline is used to connect between the second end and the ninth end of the valve body assembly, and the fourth pipeline flows through the electric drive and the second water pump; A fifth pipeline is used to connect between the fifth end and the ninth end of the valve body assembly, and the fifth pipeline flows through the front-end cooling module; A sixth pipeline is used to connect between the third end and the sixth end of the valve body assembly, and the sixth pipeline flows through the second heat exchange pipeline of the battery cooler; A seventh pipeline is used to connect between the seventh end and the fourth end of the valve body assembly, and the seventh pipeline flows through the third water pump and the battery. The seventh end of the valve body assembly is also connected to the third end of the first three-way valve, and is also connected to the second end of the first three-way valve and the first heat exchange pipeline of the water-cooled condenser through a check valve. Among them, the heating component is arranged on a target pipeline, and the target pipeline is a pipeline that enables the heating component to communicate with the second heat exchange pipeline of the battery cooler by controlling the port connection relationship of the valve body assembly and the first three-way valve.

[0007] In the above design, by arranging the heating component on the target pipeline that forms a loop with the second heat exchange pipeline of the battery cooler, in an ultra-low temperature environment, the second heat exchange pipeline of the battery cooler can be heated by the heating component. When heated to a temperature sufficient to start the compressor, the compressor can be started through the heat exchange operation between the second heat exchange pipeline of the battery cooler and the first heat exchange pipeline of the battery cooler. After that, the compressor is used to assist in heating the heater core and / or the battery. In this way, the specification of the heater only needs to meet the requirement of starting the compressor, and does not need to be set very large, which helps to effectively reduce the energy consumption and cost of realizing ultra-low temperature heating using the thermal management system.

[0008] In a possible design, the target pipeline can be any one of the pipelines related to the battery, the pipelines related to the warm air, or the pipelines related to the electric drive. Alternatively, in order to improve the heating efficiency, the target pipeline can also include at least two of the pipelines related to the battery, the pipelines related to the warm air, and the pipelines related to the electric drive. That is to say, heaters are respectively arranged on at least two of the pipelines related to the battery, the pipelines related to the warm air, and the pipelines related to the electric drive, so as to combine the heating effects of at least two heaters and quickly start the compressor.

[0009] In a possible design, when the target pipeline is a pipeline related to the battery, the heating assembly can include a second three-way valve, a heater, and a first valve body. Among them, the second three-way valve is arranged on the seventh pipeline. The first end of the second three-way valve is connected to the output end of the third water pump. The second end of the second three-way valve is connected to the input end of the battery. The third end of the second three-way valve accesses a branch point between the input end of the battery on the seventh pipeline and the fourth end of the valve body assembly through the eighth pipeline. The heater is arranged on the sixth pipeline, or on the seventh pipeline between the seventh end of the valve body assembly and the first end of the second three-way valve, or on the eighth pipeline, or on the seventh pipeline between the branch point and the fourth end of the valve body assembly. The first valve body is arranged on the first pipeline. The first end of the first valve body is respectively connected to the input end of the compressor and the first heat exchange pipeline of the battery cooler. The second end of the first valve body is connected to the evaporator.

[0010] In the above design, by arranging a second three-way valve on the loop where the battery is located and connecting the heater in parallel at both ends of the battery through the second three-way valve, not only can the second three-way valve be used to disconnect the heater and the battery in the scheme of only heating the passenger compartment to accurately heat the pipeline other than the battery, but also the second three-way valve can be used to connect the heater and the battery in the scheme of heating the battery to heat the battery. This helps to achieve flexible control of various heating modes.

[0011] In a possible design, when the target pipeline is a pipeline related to the warm air, the heating assembly can include a second three-way valve, a heater, and a first valve body. Among them, the second three-way valve is arranged on the seventh pipeline. The first end of the second three-way valve is connected to the output end of the third water pump. The second end of the second three-way valve is connected to the input end of the battery. The third end of the second three-way valve accesses a branch point between the input end of the battery on the seventh pipeline and the fourth end of the valve body assembly through the eighth pipeline. The heater is arranged on the third pipeline between the first end of the valve body assembly and the first end of the first three-way valve. The first valve body is arranged on the first pipeline. The first end of the first valve body is respectively connected to the input end of the compressor and the first heat exchange pipeline of the battery cooler. The second end of the first valve body is connected to the evaporator.

[0012] In the above design, although the heater is also arranged on the warm air circuit as in the prior art, a first valve body and a second three-way valve are further arranged in the thermal management system. By controlling the second three-way valve, the first valve body and other valve body components in the thermal management system, the heater on the warm air circuit can be connected to the battery cooler, and thus the heater can heat the battery cooler according to this connection to start the compressor.

[0013] In a possible design, when the target pipeline is an electric drive-related pipeline, the heating component may include a second three-way valve, a heater and a first valve body. The first valve body is arranged on the first pipeline. The first end of the first valve body is respectively connected to the input end of the compressor and the first heat exchange pipeline of the battery cooler. The second end of the first valve body is connected to the evaporator. There are various deployment forms for the second three-way valve and the heater, such as:

[0014] Deployment form one: The second three-way valve is arranged on the common pipeline of the fourth pipeline and the fifth pipeline. The first end of the second three-way valve is respectively connected to the front-end cooling module and the electric drive. The second end of the second three-way valve is connected to the ninth end of the valve body assembly. The third end of the second three-way valve accesses the branch point between the second water pump and the electric drive on the fourth pipeline through the ninth pipeline, and the ninth pipeline flows through the heater.

[0015] Deployment form two: The second three-way valve is arranged on the fifth pipeline. The first end of the second three-way valve is connected to the front-end cooling module. The second end of the second three-way valve is connected to the fifth end of the valve body assembly. The third end of the second three-way valve accesses the branch point between the second water pump and the electric drive on the fourth pipeline through the ninth pipeline, and the ninth pipeline flows through the heater.

[0016] In the above design, regardless of which deployment form, by arranging the second three-way valve on the electric drive circuit and realizing the parallel connection of the heater and the electric drive through the second three-way valve, not only can the coolant heated by the heater be used to heat the passenger compartment and / or the battery, but also the coolant that has not been heated by the heater can be used to cool the electric drive to ensure that the electric drive can also be cooled during the heating process and maintain the normal operation of the electric drive.

[0017] In a possible design, the first valve body can be a control valve or a check valve. When it is a control valve, the first valve body can be a solenoid valve, a pneumatic control valve or a pressure control valve, etc. When it is a check valve, the input end of the first valve body is the second end of the first valve body, and the output end of the first valve body is the first end of the first valve body. Among them, which type of first valve body is specifically selected can be set by those skilled in the art according to actual needs. For example, in one example, considering that the cost of the check valve is lower than that of the control valve, therefore, the check valve can be preferentially selected as the first valve body to reduce the cost of the thermal management system.

[0018] In the above design, the setting of the first valve body can ensure that the high-temperature and high-pressure refrigerant obtained by compression of the compressor flows entirely into the first heat exchange pipeline of the battery cooler through the second heat exchange pipeline of the water-cooled condenser, rather than flowing into the evaporator. Thus, the heating capacity of the compressor can be fully used to heat the water-cooled condenser, and further fully used to heat the heater core and / or the battery.

[0019] It should be noted that when the heating assembly only includes the second three-way valve, the heater, and the first valve body, in the case of heating the passenger compartment, the thermal management system directly uses the heater core to heat the passenger compartment without preheating using the evaporator. Therefore, this thermal management system is called a non-preheating type thermal management system.

[0020] In a possible design, when the thermal management system is a preheating type thermal management system, in addition to the second three-way valve, the heater, and the first valve body, the heating assembly may further include a second valve body and a third valve body. Among them, a tenth pipeline is used to connect between the second end of the first valve body and the first heat exchange pipeline of the battery cooler; the second valve body is arranged on the tenth pipeline. The first end of the second valve body is respectively connected to the second end of the first valve body and one end of the evaporator, and the second end of the second valve body is respectively connected to the first heat exchange pipeline of the battery cooler and the first end of the third valve body; the third valve body is arranged on the second pipeline. The first end of the third valve body is respectively connected to the second end of the second valve body and the first heat exchange pipeline of the battery cooler, and the second end of the third valve body is respectively connected to the other end of the evaporator and the second heat exchange pipeline of the water-cooled condenser.

[0021] In the above design, by setting the tenth pipeline, the second valve body, and the third valve body, the compressor, the evaporator, and the second heat exchange pipeline of the battery cooler can be connected together. Thus, when heating the passenger compartment, the heat generated by compression of the compressor can be first used to heat the evaporator to facilitate the initial heating of the passenger compartment by the evaporator, and then the second heat exchange pipeline of the battery cooler can be used to heat the heater core to facilitate the secondary heating of the passenger compartment by the heater core, realizing the preheating of the passenger compartment and improving the heating speed of the passenger compartment.

[0022] In a possible design, when the heating assembly includes the first valve body, the second valve body, and the third valve body, the first valve body and the third valve body can be control valves, and the second valve body can be a control valve or a check valve. When the second valve body is a check valve, the input end of the second valve body is the first end of the second valve body, and the output end of the second valve body is the second end of the second valve body.

[0023] In the above design, by configuring the first valve body and the third valve body to be control valves, the connection of the compressor, the evaporator, and the second heat exchange pipeline of the battery cooler can be achieved by controlling the disconnection of the first valve body and the third valve body, providing support for the preheating scheme of the passenger compartment.

[0024] In a possible design, a liquid storage tank may also be included in the thermal management system. The liquid storage tank is arranged outside the output end of the second heat exchange pipeline of the water-cooled condenser, and the liquid storage tank and the water-cooled condenser form a subcooled water-cooled condenser. In this way, by using the connection setting of the subcooled water-cooled condenser, the cold energy flowing out of the water-cooled condenser can be recovered, the vaporization rate of the refrigerant flowing out of the water-cooled condenser can be reduced, and the condensation performance of the water-cooled condenser can be improved.

[0025] In a possible design, as an alternative to the liquid storage tank, a gas-liquid separator may also be included in the thermal management system. The gas-liquid separator is arranged at the inlet end of the compressor. In this way, by arranging the gas-liquid separator before the input end of the compressor, the compressor can receive pure refrigerant gas, and the compression effect of the compressor can be improved.

[0026] In a possible design, the thermal management system may perform an integrated design on at least two of the following components and their connecting pipelines: water-cooled condenser, battery cooler, valve body assembly, check valve, first three-way valve, first water pump, second water pump, third water pump, liquid storage tank, second three-way valve, first valve body, second valve body, third valve body.

[0027] In the above design, by integrating multiple components in the thermal management system, it not only helps to reduce the structural complexity of the thermal management system and the occupied space, but also can shorten the wiring between various components through this compact structural arrangement. In this way, when the coolant or refrigerant circulates in this short circulation link, the pressure loss during the circulation process of the coolant or refrigerant becomes smaller, which thus helps to improve the efficiency of the refrigerant circuit. In addition, this integration method can be made into modular components, which is also convenient for maintenance and portability.

[0028] Second aspect, an embodiment of the present application provides a control method, which is applicable to the thermal management system introduced in any one of the designs in the first aspect above. The method includes: when it is determined that heating of the device to be heated is required, first obtain the ambient temperature. If the ambient temperature is lower than the first temperature threshold, start the heater and one or more water pumps in the thermal management system, and control the port connection relationship of each valve body in the thermal management system, so that the second heat exchange pipeline of the heater and the battery cooler forms a loop, so as to heat the second heat exchange pipeline of the battery cooler by using the heater; then, during the heating process of the second heat exchange pipeline, when it is determined that the temperature at the output end of the second heat exchange pipeline of the battery cooler is not lower than the second temperature threshold, start the compressor in the thermal management system, so that the compressor, the first heat exchange pipeline of the battery cooler and the second heat exchange pipeline of the water-cooled condenser form a loop, so as to heat the second heat exchange pipeline of the water-cooled condenser by using the compressor; after starting the compressor, control the port connection relationship of each valve body in the thermal management system, and / or control one or more water pumps in the thermal management system to start, so that the device to be heated forms a loop with the first heat exchange pipeline of the water-cooled condenser, so as to heat the device to be heated by using the heat exchanged from the second heat exchange pipeline of the water-cooled condenser by the first heat exchange pipeline of the water-cooled condenser.

[0029] In the above design, the first temperature threshold is used to indicate an ultra-low temperature environment, and the second temperature threshold is used to indicate the starting temperature of the compressor. That is to say, in an ultra-low temperature environment, first heat the second heat exchange pipeline of the battery cooler by using the heater. When the temperature is heated to a temperature sufficient to start the compressor, the compressor can be heated through the heat exchange operation between the second heat exchange pipeline and the first heat exchange pipeline of the battery cooler to start the compressor. After that, the started compressor can be used to assist in heating the heater core and / or the battery. In this way, according to this design idea, the specification of the heater only needs to meet the requirement of starting the compressor, and does not need to be set very large, so it helps to reduce the power consumption and cost of the thermal management system.

[0030] In a possible design, when the thermal management system only includes a second three-way valve, a heater and a first valve body, if the first valve body is a control valve, after starting the compressor in the thermal management system, the first valve body can also be controlled to disconnect, so as to ensure that the high-temperature and high-pressure refrigerant output by the compressor all flows into the first heat exchange pipeline of the battery cooler after passing through the second heat exchange pipeline of the water-cooled condenser, and will not be diverted by the evaporator, ensuring that all the heating capacity of the compressor is used to heat the water-cooled condenser, and then all used to heat the heater core and / or the battery.

[0031] In a possible design, when the thermal management system includes not only the second three-way valve, the heater, and the first valve body, but also the second valve body and the third valve body, after controlling the compressor in the thermal management system to start, the first valve body and the third valve body can also be controlled to disconnect, and when the second valve body is a control valve, the second valve body can be controlled to disconnect.

[0032] In the above design, by controlling the first valve body and the third valve body to disconnect, it can ensure that the second heat exchange pipeline of the compressor, the evaporator, and the battery cooler are connected together. In this way, when heating the passenger compartment, the heat generated by the compression of the compressor can be used to heat the evaporator first, so as to initially heat the passenger compartment through the evaporator, and then the second heat exchange pipeline of the battery cooler can be used to heat the heater core, so as to secondarily heat the passenger compartment through the heater core, realizing the preheating of the passenger compartment and improving the heating speed of the passenger compartment.

[0033] In a possible design, when the heating component is arranged in the battery-related pipeline (that is, the heater is arranged in the sixth pipeline, the seventh pipeline, or the eighth pipeline), by controlling the heater and one or more water pumps in the thermal management system to start, and controlling the port connection relationship of each valve body in the thermal management system, a loop is formed between the heater and the second heat exchange pipeline of the battery cooler, including: controlling the heater and the third water pump to start, controlling the first end and the third end of the second three-way valve to communicate, controlling the third end and the fourth end of the valve body assembly to communicate, and controlling the sixth end and the seventh end of the valve body assembly to communicate.

[0034] In the above design, by controlling each component in the given manner, the third water pump, the first end of the second three-way valve, the third end of the second three-way valve, the heater, the fourth end of the valve body assembly, the third end of the valve body assembly, the second heat exchange pipeline of the battery cooler, the sixth end of the valve body assembly, and the seventh end of the valve body assembly can be connected into a loop, realizing the heating of the second heat exchange pipeline of the battery cooler by the heater.

[0035] In a further design, when the device to be heated is the passenger compartment, by controlling one or more water pumps in the thermal management system to start, and / or controlling the port connection relationship of each valve body in the thermal management system, a loop is formed between the device to be heated and the first heat exchange pipeline of the water-cooled condenser, including: controlling the first water pump to start, controlling the first end and the second end of the first three-way valve to communicate, and controlling the first end and the eighth end of the valve body assembly to communicate.

[0036] In the above design, by controlling each component in the given manner, it is possible to connect the first water pump, the heater core, the first heat exchange pipe of the water-cooled condenser, the eighth end of the valve body assembly, and the first end of the valve body assembly into a loop, and use the heat absorbed by the first heat exchange pipe of the water-cooled condenser from the second heat exchange pipe of the water-cooled condenser to heat the heater core.

[0037] In a further design, when the device to be heated is a battery, by controlling one or more water pumps in the thermal management system to start, and / or, controlling the port connection relationship of each valve body in the thermal management system, so that the device to be heated forms a loop with the first heat exchange pipe of the water-cooled condenser, including: controlling the first water pump to start, controlling the first end and the third end of the first three-way valve to communicate, controlling the first end and the second end of the second three-way valve to communicate, and controlling the first end and the eighth end of the valve body assembly to communicate.

[0038] In the above design, by controlling each component in the given manner, it is possible to connect the first water pump, the heater core, the third water pump, the battery, the fourth end of the valve body assembly, the third end of the valve body assembly, the second heat exchange pipe of the battery cooler, the sixth end of the valve body assembly, the seventh end of the valve body assembly, the check valve, the first heat exchange pipe of the water-cooled condenser, the eighth end of the valve body assembly, and the first end of the valve body assembly into a loop, and use the heat absorbed by the first heat exchange pipe of the water-cooled condenser from the second heat exchange pipe of the water-cooled condenser to heat the battery.

[0039] In a further design, when the devices to be heated are the occupant compartment and the battery, by controlling one or more water pumps in the thermal management system to start, and / or, controlling the port connection relationship of each valve body in the thermal management system, so that the devices to be heated form a loop with the first heat exchange pipe of the water-cooled condenser, including: controlling the first water pump to start, controlling the first end of the first three-way valve to communicate with the second end and the third end of the first three-way valve respectively, controlling the first end and the second end of the second three-way valve to communicate, and controlling the first end and the eighth end of the valve body assembly to communicate.

[0040] In the above design, by controlling each component in the given manner, it is possible to form a loop between the first heat exchange pipe of the water-cooled condenser and the heater core and the battery respectively, achieving the effect of heating the occupant compartment and the battery simultaneously.

[0041] In a possible design, when the heating component is arranged in the warm air related pipeline (i.e., the heater is arranged in the third pipeline), by controlling the start of the heater and one or more water pumps in the thermal management system, and controlling the port connection relationship of each valve body in the thermal management system, the second heat exchange pipeline of the heater and the battery cooler forms a loop, including: controlling the start of the heater, the first water pump and the third water pump, controlling the first end and the third end of the first three-way valve to communicate, controlling the first end and the third end of the second three-way valve to communicate, controlling the third end and the fourth end of the valve body assembly to communicate, controlling the sixth end and the seventh end of the valve body assembly to communicate, and controlling the first end and the eighth end of the valve body assembly to communicate.

[0042] In the above design, by controlling each component in the given manner, it is possible to connect the first water pump, the heater, the warm air core, the first end of the first three-way valve, the third end of the first three-way valve, the third water pump, the first end of the second three-way valve, the third end of the second three-way valve, the fourth end of the valve body assembly, the third end of the valve body assembly, the second heat exchange pipeline of the battery cooler, the sixth end and the seventh end of the valve body assembly, the first heat exchange pipeline of the water-cooled condenser, the eighth end and the first end of the valve body assembly into a loop, so as to realize the heating of the second heat exchange pipeline of the battery cooler by the heater.

[0043] In a further design, when the device to be heated is the occupant compartment, by controlling the start of one or more water pumps in the thermal management system, and / or, controlling the port connection relationship of each valve body in the thermal management system, the device to be heated and the first heat exchange pipeline of the water-cooled condenser form a loop, including: controlling the first end and the second end of the first three-way valve to communicate.

[0044] In the above design, by controlling each component in the given manner, the first heat exchange pipeline of the water-cooled condenser absorbs the heat of the refrigerant flowing in the second heat exchange pipeline of the water-cooled condenser to obtain heated coolant, and the heated coolant flows into the heater after passing through the eighth end of the valve body assembly, the first end of the valve body assembly and the first water pump in sequence. After passing through the heater, the coolant that has been heated by the compressor is further heated to obtain higher temperature coolant, and then flows into the warm air core to heat the warm air core, so as to use the warm air core jointly heated by the compressor and the heater to heat the occupant compartment and improve the heating efficiency of the occupant compartment.

[0045] In a further design, when the device to be heated is the battery, by controlling the start of one or more water pumps in the thermal management system, and / or, controlling the port connection relationship of each valve body in the thermal management system, the device to be heated and the first heat exchange pipeline of the water-cooled condenser form a loop, including: controlling the first end and the third end of the second three-way valve to communicate.

[0046] In the above design, by controlling each component in the given manner, the coolant heated by heat generation through compression in the compressor and entering the first end of the second three-way valve is divided. Part of it flows out from the third end of the second three-way valve and participates in the loop for heating the compressor, while the other part flows out from the third end of the second three-way valve to heat the battery.

[0047] In a further design, when the devices to be heated are the passenger compartment and the battery, by controlling one or more water pumps in the thermal management system to start, and / or, controlling the port connection relationships of each valve body in the thermal management system, a loop is formed between the devices to be heated and the first heat exchange pipeline of the water-cooled condenser, including: controlling the first end and the second end of the first three-way valve to be connected, and controlling the first end and the third end of the second three-way valve to be connected.

[0048] In the above design, by controlling each component in the given manner, not only can the heated coolant obtained by heat exchange with the loop where the compressor is located be used to heat the heater core to heat the passenger compartment, but also the heated coolant obtained by heat exchange with the loop where the compressor is located can be used to heat the battery.

[0049] In a possible design, when the heating component is arranged in the pipeline related to the electric drive, different deployment schemes correspond to different control schemes. Specifically:

[0050] Deployment Scheme 1: If the second three-way valve is arranged in the common pipeline of the fourth pipeline and the fifth pipeline, and the heater is arranged in the ninth pipeline, by controlling the heater and one or more water pumps in the thermal management system to start, and controlling the port connection relationships of each valve body in the thermal management system, a loop is formed between the heater and the second heat exchange pipeline of the battery cooler, including: controlling the heater and the second water pump to start, controlling the second end of the second three-way valve to be respectively connected to the first end and the third end of the second three-way valve, controlling the second end and the third end of the valve body assembly to be connected, and controlling the sixth end and the ninth end of the valve body assembly to be connected. In this way, by controlling each component in the given manner, the parallel pipeline composed of the heater, the second water pump, the second end of the valve body assembly, the third end of the valve body assembly, the second heat exchange pipeline of the battery cooler, the sixth end a6 of the valve body assembly, the ninth end a9 of the valve body assembly, the second end of the second three-way valve, the first end of the second three-way valve, and the third end of the second three-way valve can be connected into a loop to realize the heating of the second heat exchange pipeline of the battery cooler by the heater;

[0051] Deployment solution two: If the second three-way valve is arranged on the fifth pipeline and the heater is arranged on the ninth pipeline, then by controlling the start of the heater and one or more water pumps in the thermal management system, and controlling the port connection relationships of each valve body in the thermal management system, a loop is formed between the heater and the second heat exchange pipeline of the battery cooler, including: controlling the start of the heater and the second water pump, controlling the second end of the second three-way valve to communicate with the third end of the second three-way valve, controlling the second end of the valve body assembly to communicate with the third end of the valve body assembly, and controlling the sixth end of the valve body assembly to communicate with the fifth end and the ninth end of the valve body assembly respectively. In this way, by controlling each component in the given manner, it is possible to connect the parallel pipeline formed by the heater, the second water pump, the second end of the valve body assembly, the third end of the valve body assembly, the second heat exchange pipeline of the battery cooler, the sixth end of the valve body assembly, the ninth end of the valve body assembly, and the fifth end of the valve body assembly, and the second end and the third end of the second three-way valve into a loop, realizing the heating of the second heat exchange pipeline of the battery cooler by the heater.

[0052] In a further design, when the device to be heated is the occupant compartment, by controlling the start of one or more water pumps in the thermal management system and / or controlling the port connection relationships of each valve body in the thermal management system, a loop is formed between the device to be heated and the first heat exchange pipeline of the water-cooled condenser, including: controlling the start of the first water pump, controlling the first end of the first three-way valve to communicate with the second end of the first three-way valve, and controlling the first end of the valve body assembly to communicate with the eighth end of the valve body assembly.

[0053] In the above design, by controlling each component in the given manner, it is possible to form a loop with the first heat exchange pipeline of the water-cooled condenser, the eighth end of the valve body assembly, the first end of the valve body assembly, the first water pump, the heater core, the first end of the first three-way valve, and the second end of the first three-way valve, so as to use the heat absorbed by the first heat exchange pipeline of the water-cooled condenser from the second heat exchange pipeline of the water-cooled condenser to heat the heater core and realize the heating of the occupant compartment.

[0054] In a further design, when the device to be heated is the battery, the loop between the device to be heated and the first heat exchange pipeline of the water-cooled condenser can be controlled in various ways, such as:

[0055] Method 1: Control the first water pump and the third water pump to start, control the first end and the third end of the first three-way valve to be connected, control the first end and the eighth end of the valve body assembly to be connected, and control the fourth end and the seventh end of the valve body assembly to be connected. In this way, by controlling each component according to the given method, it is possible to form a loop with the first heat exchange pipe of the water-cooled condenser, the eighth end of the valve body assembly, the first end of the valve body assembly, the first water pump, the heater core, the first end of the first three-way valve, the third end of the first three-way valve, the third water pump, the battery, the fourth end of the valve body assembly, the seventh end of the valve body assembly, the third water pump and the check valve, so as to heat the battery by using the heat absorbed by the first heat exchange pipe of the water-cooled condenser from the second heat exchange pipe of the water-cooled condenser;

[0056] Method 2: Control the first water pump and the third water pump to start, control the first end and the second end of the first three-way valve to be connected, control the first end and the fourth end of the valve body assembly to be connected, and control the seventh end and the eighth end of the valve body assembly to be connected. In this way, by controlling each component according to the given method, it is possible to form a loop with the first heat exchange pipe of the water-cooled condenser, the eighth end of the valve body assembly, the seventh end of the valve body assembly, the third water pump, the battery, the valve body assembly, the first end of the valve body assembly, the first water pump, the heater core, the first end of the first three-way valve and the second end of the first three-way valve, so as to heat the battery by using the heat absorbed by the first heat exchange pipe of the water-cooled condenser from the second heat exchange pipe of the water-cooled condenser.

[0057] In a further design, when the devices to be heated are the occupant compartment and the battery, the loop formed by the devices to be heated and the first heat exchange pipe of the water-cooled condenser can be controlled in various ways. For example:

[0058] Method 1: Control the first water pump and the third water pump to start, control the first end of the first three-way valve to be respectively connected with the second end and the third end of the first three-way valve, control the first end and the eighth end of the valve body assembly to be connected, and control the fourth end and the seventh end of the valve body assembly to be connected.

[0059] Method 2: Control the first water pump and the third water pump to start, control the first end of the first three-way valve to be respectively connected with the second end and the third end of the first three-way valve, control the first end and the fourth end of the valve body assembly to be connected, and control the seventh end and the eighth end of the valve body assembly to be connected.

[0060] In the two methods of the above design, in both cases, the first heat exchange pipe of the water-cooled condenser can form a loop with the heater core and the battery respectively, so as to heat the occupant compartment and the battery simultaneously by using the heat absorbed by the first heat exchange pipe of the water-cooled condenser from the second heat exchange pipe of the water-cooled condenser.

[0061] It should be noted that the above content introduced how to control each component in the thermal management system in an ultra-low temperature environment to achieve different heating modes. Next, it will introduce how to control each component in the thermal management system in a non-ultra-low temperature environment to achieve different heating modes.

[0062] In a possible design, after obtaining the ambient temperature, if it is determined that the ambient temperature is not lower than the first temperature threshold and lower than the second temperature threshold, one or more water pumps in the thermal management system are controlled to start, and the port connection relationships of each valve body in the thermal management system are controlled, so that the second heat exchange pipeline of the electric drive and the battery cooler form a loop.

[0063] In the above design, when the ambient temperature is not ultra-low but has not reached the starting temperature of the compressor, by forming a loop with the second heat exchange pipeline of the electric drive and the battery cooler, the heat generation capacity during the operation of the electric drive can be used to heat the second heat exchange pipeline of the battery cooler to assist in starting the compressor, without wasting the power of the heater for heating.

[0064] In a further design, by controlling one or more water pumps in the thermal management system to start, and controlling the port connection relationships of each valve body in the thermal management system, so that the second heat exchange pipeline of the electric drive and the battery cooler form a loop, including: controlling the second water pump to start, controlling the second end and the third end of the valve body assembly to communicate, and controlling the sixth end and the fifth end of the valve body assembly to communicate.

[0065] In the above design, by controlling each component in the given manner, an electric drive, a second water pump, the second end of the valve body assembly, the third end of the valve body assembly, the second heat exchange pipeline of the battery cooler, the sixth end of the valve body assembly, the fifth end of the valve body assembly, and the cooler can be formed into a loop to use the heat generated by the operation of the electric drive to heat the second heat exchange pipeline of the battery cooler.

[0066] In a further design, during the heating process using the electric driver, the temperature at the outlet end of the front-end cooling module and the temperature at the outlet end of the battery cooler can also be monitored. When the temperature at the outlet end of the battery cooler is lower than the temperature at the outlet end of the front-end cooling module, it indicates that the temperature of the coolant flowing through the battery cooler is still lower than the ambient temperature. At this time, the communication between the sixth end and the fifth end of the valve body assembly can be maintained to first utilize the heat exchange of the front-end cooling module to obtain a relatively higher ambient temperature and then use the electric driver to heat the coolant, thereby increasing the temperature of the coolant at the output end of the electric driver. Conversely, when the temperature at the outlet end of the battery cooler is higher than the temperature at the outlet end of the front-end cooling module, it indicates that the temperature of the coolant flowing through the battery cooler is already higher than the ambient temperature. At this time, the communication between the sixth end and the fifth end of the valve body assembly can be controlled to be disconnected, and the communication between the sixth end and the ninth end of the valve body assembly can be controlled to be connected, so as to directly flow the coolant at a temperature higher than the ambient temperature that has passed through the battery cooler into the electric driver for heating, thereby increasing the temperature of the coolant at the output end of the electric driver.

[0067] In the above design, the coolant with a higher temperature among the ambient temperature and the temperature of the coolant flowing through the battery cooler is input to the electric driver for heating to quickly heat up to the temperature required to start the compressor and start the compressor as soon as possible.

[0068] In a third aspect, the present application provides a controller, including at least one processor and an interface circuit. The interface circuit is used to provide data or code instructions for the at least one processor, and the at least one processor is used to implement the control method described in any one of the designs in the second aspect above through logical circuits or by executing code instructions.

[0069] In a fourth aspect, the present application provides an electric vehicle, including a controller and a thermal management system described in any one of the designs in the first aspect above. The controller is used to control each component in the thermal management system according to the control method described in any one of the designs in the second aspect above to achieve one or more of the individual heating mode of the passenger compartment, the battery heating mode, and the combined heating mode of the passenger compartment and the battery.

[0070] In a fifth aspect, the present application provides a computer-readable storage medium, which stores a computer program. When the computer program is run, it executes the control method described in any one of the designs in the second aspect above.

[0071] In a sixth aspect, the present application provides a computer program product. When the computer program product runs on a processor, it implements the control method described in any one of the designs in the first aspect above.

[0072] For the beneficial effects of the above third aspect to the sixth aspect, please specifically refer to the technical effects that can be achieved by the corresponding designs in the first aspect or the second aspect above, and will not be repeated here. Description of the Drawings

[0073] Figure 1 Shows a schematic diagram of the architecture of a thermal management system provided by the industry;

[0074] Figure 2A Shows a pipeline flow relationship diagram for achieving ultra-low temperature heating of the occupant compartment using the thermal management system provided by the industry;

[0075] Figure 2B Shows a pipeline flow relationship diagram for achieving ultra-low temperature heating of the battery using the thermal management system provided by the industry;

[0076] Figure 2C Shows a pipeline flow relationship diagram for achieving ultra-low temperature heating of the occupant compartment and the battery using the thermal management system provided by the industry;

[0077] Figure 3 Shows a schematic diagram of the architecture of a non-preheating type thermal management system provided by an embodiment of the present application;

[0078] Figure 4A Shows a pipeline flow relationship diagram for achieving a separate heating mode for the occupant compartment;

[0079] Figure 4B Shows a pipeline flow relationship diagram for achieving a separate heating mode for the battery;

[0080] Figure 4C Shows a pipeline flow relationship diagram for achieving a combined heating mode for the occupant compartment and the battery;

[0081] Figure 5 Shows a schematic diagram of the architecture of another non-preheating type thermal management system provided by an embodiment of the present application;

[0082] Figure 6 Shows a schematic diagram of the architecture of yet another non-preheating type thermal management system provided by an embodiment of the present application;

[0083] Figure 7A Shows a pipeline flow relationship diagram for achieving a separate heating mode for the occupant compartment;

[0084] Figure 7B Shows a pipeline flow relationship diagram for achieving a separate heating mode for the battery;

[0085] Figure 7C Shows a pipeline flow relationship diagram for achieving a combined heating mode for the occupant compartment and the battery;

[0086] Figure 8 Shows a schematic diagram of the architecture of still another non-preheating type thermal management system provided by an embodiment of the present application;

[0087] Figure 9AShows a pipeline flow relationship diagram for implementing a separate heating mode of the passenger compartment;

[0088] Figure 9B Shows a pipeline flow relationship diagram for implementing a separate heating mode of the battery;

[0089] Figure 9C Shows another pipeline flow relationship diagram for implementing a separate heating mode of the battery;

[0090] Figure 9D Shows a pipeline flow relationship diagram for implementing a combined heating mode of the passenger compartment and the battery;

[0091] Figure 9E Shows another pipeline flow relationship diagram for implementing a combined heating mode of the passenger compartment and the battery;

[0092] Figure 10 Shows a schematic diagram of the architecture of yet another non-preheating type thermal management system provided by the embodiments of the present application;

[0093] Figure 11A Shows a pipeline flow relationship diagram for implementing a separate heating mode of the passenger compartment;

[0094] Figure 11B Shows a pipeline flow relationship diagram for implementing a separate heating mode of the battery;

[0095] Figure 11C Shows another pipeline flow relationship diagram for implementing a separate heating mode of the battery;

[0096] Figure 11D Shows a pipeline flow relationship diagram for implementing a combined heating mode of the passenger compartment and the battery;

[0097] Figure 11E Shows another pipeline flow relationship diagram for implementing a combined heating mode of the passenger compartment and the battery;

[0098] Figure 12 Shows a schematic diagram of the architecture of a preheating type thermal management system provided by the embodiments of the present application;

[0099] Figure 13A Shows a pipeline flow relationship diagram for implementing a separate heating mode of the passenger compartment;

[0100] Figure 13B Shows a pipeline flow relationship diagram for implementing a separate heating mode of the battery;

[0101] Figure 13C Shows a pipeline flow relationship diagram for implementing a combined heating mode of the passenger compartment and the battery;

[0102] Figure 14 Shows a schematic diagram of the architecture of another preheating type thermal management system provided by the embodiments of the present application;

[0103] Figure 15 Shows a schematic diagram of the architecture of another preheating type thermal management system provided by an embodiment of the present application;

[0104] Figure 16A Shows a pipeline flow relationship diagram for implementing a separate heating mode of the occupant compartment;

[0105] Figure 16B Shows a pipeline flow relationship diagram for implementing a separate heating mode of the battery;

[0106] Figure 16C Shows a pipeline flow relationship diagram for implementing a combined heating mode of the occupant compartment and the battery;

[0107] Figure 17 Shows a schematic diagram of the architecture of yet another preheating type thermal management system provided by an embodiment of the present application;

[0108] Figure 18A Shows a pipeline flow relationship diagram for implementing a separate heating mode of the occupant compartment;

[0109] Figure 18B Shows a pipeline flow relationship diagram for implementing a separate heating mode of the battery;

[0110] Figure 18C Shows another pipeline flow relationship diagram for implementing a separate heating mode of the battery;

[0111] Figure 18D Shows a pipeline flow relationship diagram for implementing a combined heating mode of the occupant compartment and the battery;

[0112] Figure 18E Shows another pipeline flow relationship diagram for implementing a combined heating mode of the occupant compartment and the battery;

[0113] Figure 19 Shows a schematic diagram of the architecture of yet another preheating type thermal management system provided by an embodiment of the present application;

[0114] Figure 20A Shows a pipeline flow relationship diagram for implementing a separate heating mode of the occupant compartment;

[0115] Figure 20B Shows a pipeline flow relationship diagram for implementing a separate heating mode of the battery;

[0116] Figure 20C Shows another pipeline flow relationship diagram for implementing a separate heating mode of the battery;

[0117] Figure 20D Shows a pipeline flow relationship diagram for implementing a combined heating mode of the occupant compartment and the battery;

[0118] Figure 20E Shows a pipeline flow relationship diagram for another implementation of the combined heating mode of the occupant compartment and the battery;

[0119] Figure 21A Shows a pipeline flow relationship diagram for a non-preheating thermal management solution to achieve non-super-low-temperature heating of the occupant compartment;

[0120] Figure 21B Shows a pipeline flow relationship diagram for a non-preheating thermal management solution to achieve non-super-low-temperature heating of the battery;

[0121] Figure 21C Shows a pipeline flow relationship diagram for a non-preheating thermal management solution to achieve non-super-low-temperature heating of the occupant compartment and the battery;

[0122] Figure 21D Shows a pipeline flow relationship diagram for another non-preheating thermal management solution to achieve non-super-low-temperature heating of the occupant compartment;

[0123] Figure 21E Shows a pipeline flow relationship diagram for another non-preheating thermal management solution to achieve non-super-low-temperature heating of the battery;

[0124] Figure 21F Shows a pipeline flow relationship diagram for another non-preheating thermal management solution to achieve non-super-low-temperature heating of the occupant compartment and the battery;

[0125] Figure 22A Shows a pipeline flow relationship diagram for a preheating thermal management solution to achieve non-super-low-temperature heating of the occupant compartment;

[0126] Figure 22B Shows a pipeline flow relationship diagram for a preheating thermal management solution to achieve non-super-low-temperature heating of the battery;

[0127] Figure 22C Shows a pipeline flow relationship diagram for a preheating thermal management solution to achieve non-super-low-temperature heating of the occupant compartment and the battery;

[0128] Figure 22D Shows a pipeline flow relationship diagram for another preheating thermal management solution to achieve non-super-low-temperature heating of the occupant compartment;

[0129] Figure 22E Shows a pipeline flow relationship diagram for another preheating thermal management solution to achieve non-super-low-temperature heating of the battery;

[0130] Figure 22F Shows a pipeline flow relationship diagram for another preheating thermal management solution to achieve non-super-low-temperature heating of the occupant compartment and the battery;

[0131] Figure 23 Shows a schematic diagram of the connection method of a subcooled water-cooled condenser provided by an embodiment of the present application;

[0132] Figure 24 shows a schematic structural diagram of another thermal management system provided by an embodiment of the present application;

[0133] Figure 25 shows a schematic diagram of an integration method of a non-preheating thermal management system provided by an embodiment of the present application;

[0134] Figure 26 shows a schematic diagram of an integration method of a preheating thermal management system provided by an embodiment of the present application. Detailed implementation manners

[0135] Next, the technical solutions in the embodiments of the present application will be clearly and completely described with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments.

[0136] In the description of the present application, "at least one" means one or more, and "a plurality" means two or more. In view of this, in the embodiments of the present invention, "a plurality" can also be understood as "at least two". " / ", which describes the association relationship between associated objects, indicates that three relationships may exist. For example, A and / or B may indicate: A exists alone, A and B exist simultaneously, or B exists alone, where A and B may be singular or plural. The character " / " generally indicates that the associated objects before and after are in an "or" relationship. "At least one (item)" or its similar expression refers to any combination of these items, including any combination of single item (item) or plural items (items). For example, at least one (item) of a, b, or c may indicate: a, b, c, a - b, a - c, b - c, or a - b - c, where a, b, and c may be single or multiple.

[0137] In addition, unless otherwise specified, the ordinal numbers such as "first" and "second" mentioned in the embodiments of the present application are used to distinguish multiple objects, and are not used to limit the priority or importance of multiple objects. For example, the first three-way valve is a three-way valve located between the water-cooled condenser and the heater core, while the second three-way valve is a three-way valve provided together with the heater and located in the battery-related pipeline, the electric drive-related pipeline, or the heater-related pipeline, which does not mean that the priorities or importance levels of these two three-way valves are different.

[0138] In addition, the "connection" in the following embodiments of this application refers to pipeline connection. The connection between two components can be a direct or indirect connection between the two components. For example, the connection between A and B can be either a direct connection between A and B or an indirect connection between A and B through one or more other components. For example, A and B are directly connected through a pipeline, or A and C are directly connected through a pipeline, and C and B are directly connected through a pipeline, and the connection between A and B is achieved through C. In some scenarios, "connection" can also be understood to have other meanings. In short, the connection between A and B enables the transmission of coolant or refrigerant between A and B.

[0139] The thermal management system in the embodiments of this application is applicable to electric vehicles. Electric vehicles, also known as new energy vehicles, are vehicles driven by electric energy. The thermal management system of electric vehicles is derived from the thermal management system of traditional fuel vehicles. It has parts that are the same as those of the thermal management system of traditional fuel vehicles, such as the parts used for cooling or heating the air conditioner, and also has many additional parts, such as the parts used for heating or cooling the battery, and the parts used for heating or cooling the electric drive. Therefore, compared with traditional fuel vehicles, the thermal management system of electric vehicles not only needs to control the temperature in the passenger compartment to provide a comfortable driving environment for the driver, but also needs to control the temperature of the battery. In particular, it is necessary to heat the battery in cold winters to shorten the charging time of the battery and thus improve the battery's endurance.

[0140] Please refer to Figure 1 As shown, it shows a schematic diagram of the architecture of a thermal management system provided by the industry. The thermal management system includes a compressor, a water-cooled condenser, a battery cooler, a valve body assembly, a first three-way valve T-valve1, a check valve V1, a first water pump EWP_H, a second water pump EWP_P, and a third water pump EWP_B. Among them, the valve body assembly includes at least nine ports. For example, it can be a single valve body such as a nine-way valve or a ten-way valve, or a combined valve body composed of multiple valve bodies such as a five-way valve, a four-way valve, or a three-way valve. The specific form is not limited.

[0141] In addition, the thermal management system also includes multiple pipelines for connecting various components, such as a first pipeline L1, a second pipeline L2, a third pipeline L3, a fourth pipeline L4, a fifth pipeline L5, a sixth pipeline L6, and a seventh pipeline L7, etc. Please continue to refer to Figure 1 As shown, each pipeline will be introduced in detail below:

[0142] Between the output end and the input end of the compressor, the first pipeline L1 and the second pipeline L2 are respectively used for connection. The first pipeline L1 flows through the second heat exchange pipeline of the water-cooled condenser (that is, the heat exchange pipeline between port d 13 and port d 14 The heat exchange pipeline between them is hereinafter simply referred to as the second heat exchange pipeline d 13d 14 ), and other heat exchange pipes similar thereto are named according to the same rule) and the evaporator in the occupant compartment air conditioning box. The second pipeline L2 flows through the second heat exchange pipe d of the water-cooled condenser 13 d 14 and the first heat exchange pipe d of the battery cooler 21 d 22 ;

[0143] Between the first end a1 of the valve body assembly and the eighth end a8 of the valve body assembly is used to connect the third pipeline L3. The third pipeline L3 flows through the first water pump EWP_H, the heater core in the occupant compartment air conditioning box, and the first end d of the first three-way valve T-valve1 31 , the second end d of the first three-way valve T-valve1 32 and the first heat exchange pipe d of the water-cooled condenser 11 d 12 ;

[0144] Between the second end a2 of the valve body assembly and the ninth end a9 of the valve body assembly is used to connect the fourth pipeline L4. The fourth pipeline L4 flows through the electric drive and the second water pump EWP_P;

[0145] Between the fifth end a5 of the valve body assembly and the ninth end a9 of the valve body assembly is used to connect the fifth pipeline L5. The fifth pipeline L5 flows through the cooler in the front-end cooling module;

[0146] Between the third end a3 of the valve body assembly and the sixth end a6 of the valve body assembly is used to connect the sixth pipeline L6. The sixth pipeline L6 flows through the second heat exchange pipe d of the battery cooler 23 d 24 ;

[0147] Between the seventh end a7 of the valve body assembly and the fourth end a4 of the valve body assembly is used to connect the seventh pipeline L7. The seventh pipeline L7 flows through the third water pump EWP_B and the battery;

[0148] In addition, there are also branch points P2 and P3 on the seventh pipeline L7, and there is also a branch point P1 on the third pipeline L3. The branch point P2 is connected to the third end d of the first three-way valve T-valve1 through a pipeline 33 , and the branch point P3 is connected to the branch point P1 through another pipeline. The other pipeline flows through the check valve V1, and the input end of the check valve V1 is connected to the branch point P3, and the output end of the check valve V1 is connected to the branch point P1.

[0149] It should be noted that Figure 1 the shown connection relationship of the components is only an example, and the positions of the components located on one pipeline can also be exchanged, rather than being limited to Figure 1The positions shown. For example, in some embodiments, the positions of the first water pump EWP_H in the third pipeline L4 and the heater core can be interchanged, the positions of the second water pump EWP_P in the fourth pipeline L4 and the electric drive can be interchanged, and the positions of the third water pump EWP_B in the seventh pipeline L7 and the battery can be interchanged. Such position exchanges have no essential impact on the implementation of the solution. Therefore, the embodiments of the present application do not introduce such interchange solutions in detail, and the implementation of its thermal management solution can be directly referred to the following text.

[0150] In some embodiments, an electric drive refers to a component that can convert electrical energy into kinetic energy to drive an electric vehicle, such as may include a power distribution unit (PDU), a microcontroller unit (MCU), an engine, a Mobile Data Center (MDC), an electronic control unit (ECU), and a motor, etc.

[0151] In some embodiments, a fan 1 can also be provided in the front-end cooling module. The fan 1 is used to achieve heat exchange between the ambient temperature and the cooler, such as heating the coolant flowing through the cooler based on the ambient temperature in winter, or cooling the coolant flowing through the cooler based on the ambient temperature in summer.

[0152] In some embodiments, a fan 2 can also be provided in the passenger compartment air conditioning box. The fan 2 can directly blow ambient air into the passenger compartment, or cool the ambient air through an evaporator before blowing it out, or heat the ambient air through a heater core before blowing it out.

[0153] In some embodiments, the thermal management system can also include throttle valves, such as a throttle valve EXV_H provided on one side of the input end of the evaporator and a throttle valve EXV_B provided on one side of the port d 21 of the battery cooler. The throttle valve EXV_H is used to control the flow rate of the refrigerant liquid output from the second heat exchange pipeline d 13 d 14 of the water-cooled condenser to the evaporator. When the throttle valve EXV_H is completely closed, the refrigerant liquid output from the second heat exchange pipeline d 13 d 14 of the water-cooled condenser will not be transmitted to the evaporator. Similarly, the throttle valve EXV_B is used to control the flow rate of the refrigerant liquid output from the second heat exchange pipeline d 13 d 14 of the water-cooled condenser to the first heat exchange pipeline d 21 d 22When the throttle valve EXV_B is fully closed, the second heat exchange pipe d of the water-cooled condenser 13 d 14 The output refrigerant liquid will not be transmitted to the first heat exchange pipe d of the battery cooler 21 d 22 .

[0154] In some embodiments, the thermal management system may further include a kettle, the input end of the kettle is connected to the electric driver, and the output end of the kettle is connected to the second water pump EWP_P. The kettle is a container with an opening at the top, the input end of the kettle is located above the kettle, and the output end of the kettle is located below the kettle. When the gas-liquid mixture flowing out of the electric driver enters the kettle through the input end of the kettle, the liquid in the gas-liquid mixture will flow to the lower end of the kettle due to gravity and then flow out to the water pump at the output end of the kettle, while the gas in the gas-liquid mixture will be left in the kettle. In this way, the kettle can purify the coolant liquid in the fourth pipeline L4. The purer the coolant liquid is, the better the temperature control effect of the fourth pipeline L4 will be.

[0155] In some embodiments, the thermal management system may further include a liquid storage tank, which is disposed at the port d of the water-cooled condenser. 14 One side is used to store excess refrigerant liquid in the loop, and can also be used to adjust the amount of stored refrigerant liquid according to the temperature of the current loop, so that the refrigerant flowing in the current loop matches the refrigerant corresponding to the required temperature.

[0156] In some embodiments, in order to obtain the actual temperature and pressure conditions at various key positions in the thermal management system to determine whether the temperature control effect needs to be adjusted in the next step, the thermal management system can also be provided with temperature sensors or pressure sensors at various key positions, for example, at the port d of the battery cooler. 24 Temperature sensor Tp on one side o , a temperature sensor Tp is provided at the inlet side of the electric drive i , a temperature sensor Tb is provided at the inlet side of the battery i , a temperature sensor Tb is provided at the outlet side of the battery o , Pressure sensor PT installed on the inlet side of the compressor i And a pressure sensor PT arranged on the outlet side of the compressor o Etc. Among them, the temperature sensor is used to detect the temperature of the liquid flowing at the current position on the pipeline, and the pressure sensor is used to detect the pressure of the liquid flowing at the current position on the pipeline, so that the thermal management system can achieve accurate temperature control effect based on these temperatures and pressures.

[0157] It should be understood that the key positions shown above are only illustrative, and the present application does not limit that there are only these key positions. In addition, since the relevance of these sensors to the thermal management solution to be introduced in the embodiments of the present application is not great, the embodiments of the present application do not specifically introduce these sensors.

[0158] In some embodiments, a controller is further provided in the thermal management system ( Figure 1 not shown in the figure). The controller is respectively connected to the compressor, the control ends of each valve, the control ends of each water pump, the output ends of each temperature sensor, and the output ends of each pressure sensor. The controller can obtain the temperature and pressure at each key position from the output ends of each temperature sensor and pressure sensor, and can judge the control strategy for realizing the current temperature mode according to the temperature and pressure at each key position, and then control the compressor, each valve, and each water pump according to these control strategies. Moreover, during the control process, the controller can also judge in real time whether the current control strategy meets the requirements of the current temperature mode according to the temperature and pressure at each key position. If not, real-time adjustment can also be performed to try to adjust the temperature and pressure to the current temperature mode.

[0159] Among the aforementioned many pipelines, except for the first pipeline L1 and the second pipeline L2 where the compressor is located, pipelines such as the third pipeline L3 to the seventh pipeline L7, the pipeline between the branch point P1 and the branch point P3, and the pipeline between the branch point P2 and the third end d 33 of the first three-way valve T-valve1, the coolant flowing in them is also called the coolant pipeline. The first pipeline L1 and the second pipeline L2 where the compressor is located are also called refrigerant pipelines for flowing refrigerant, such as the current mainstream refrigerant R134a or R1234yf. The compressor can compress the refrigerant liquid flowing into its inlet into a high-temperature and high-pressure refrigerant gas to achieve the heat pump function. However, when the electric vehicle is in an ultra-low temperature environment of -18°C or -20°C and below, the pressure of the refrigerant is lower than 1 atmosphere, so that the pressure at the inlet of the compressor is lower than 1 atmosphere, and this pressure is lower than the pressure required to start the compressor (about 2 to 3 atmospheres), which in turn causes the compressor to fail to start. That is to say, in an ultra-low temperature environment, the compressor in the thermal management system cannot be directly started to heat the heater core or the battery. Therefore, in order to be able to heat the heater core or the battery in an ultra-low temperature environment, a heater, such as an electric heater, a water heater (Water), or a PTC heater, etc., also needs to be provided in the thermal management system.

[0160] Please continue to refer to Figure 1As shown, the industry places the heater on the third pipeline L3 between the input end of the heater core and the output end of the first water pump EWP_H. When it is determined that the current environment is ultra-low temperature, the heater is used to directly heat the heater core and / or the battery. The specific control logic is as follows:

[0161] Please refer to Figure 2A As shown, it shows the pipeline flow relationship diagram for realizing ultra-low temperature heating of the passenger compartment by using the thermal management system provided by the industry. In specific implementation, after the controller detects that the user turns on the air-conditioning heating mode, it will first obtain the temperature sensor Tp o The temperature of the outlet end d of the second heat exchange pipeline d of the battery cooler collected 23 d 24 of 24 When the temperature is lower than -18°C or -20°C, control the heater and the first water pump EWP_H to start, and control the first end d of the first three-way valve T-valve1 31 and the second end d of the first three-way valve T-valve1 32 to be connected, and control the eighth end a8 of the valve body assembly and the first end a1 of the valve body assembly to be connected. In this way, the coolant output from the outlet end of the first water pump EWP_H flows through the heater for heating and then flows to the heater core to heat the heater core. Then, the ambient air heated by the heater core is blown out to the passenger compartment through the fan 1 to realize the heating of the passenger compartment. After that, the coolant flowing through the heater core passes through the first end d of the first three-way valve T-valve1 31 in sequence, the second end d of the first three-way valve T-valve1 32 the first heat exchange pipeline d of the water-cooled condenser 11 d 12 and the eighth end a8 of the valve body assembly and the first end a1 of the valve body assembly and then flows back to the first water pump EWP_H;

[0162] Please refer to Figure 2B As shown, it shows the pipeline flow relationship diagram for realizing ultra-low temperature heating of the battery by using the thermal management system provided by the industry. In specific implementation, after the controller detects that the user instructs to heat the battery, it also first obtains the temperature sensor Tp o The temperature of the outlet end d of the second heat exchange pipeline d of the battery cooler collected 23 d 24 of 24 When the temperature is lower than -18°C or -20°C, control the heater, the first water pump EWP_H and the third water pump EWP_B to start, and control the first end d of the first three-way valve T-valve1 31 and the third end d of the first three-way valve T-valve1 33Connected, the first end a1 of the control valve body assembly is connected to the fourth end a4 of the valve body assembly. In this way, the coolant output from the outlet end of the first water pump EWP_H flows to the heater for heating and then flows to the heater core. Since the air conditioner is not turned on at this time, the heater core does not work but directly acts as an intermediate pipeline to transfer the heated coolant to the first end d of the first three-way valve T-valve1 31 , and then flows out from the third end d of the first three-way valve T-valve1 33 and enters the third water pump EWP_B. Driven by the third water pump EWP_B, it flows into the battery to heat the battery. The coolant flowing out from the battery outlet end flows back to the first water pump EWP_H after passing through the first end a1 and the fourth end a4 of the valve body assembly in sequence;

[0163] Please refer to Figure 2C as shown, which shows the pipeline flow relationship diagram for realizing ultra-low temperature combined heating of the passenger compartment and the battery using the thermal management system provided by the industry. In specific implementation, after the controller detects that the user turns on the air conditioner heating mode and instructs to heat the battery, it first obtains the temperature sensor Tp o to collect the temperature at the outlet end d of the second heat exchange pipeline d of the battery cooler 23 d 24 . When the temperature is lower than -18°C or -20°C, it controls the heater, the first water pump EWP_H, and the third water pump EWP_B to start, and controls the first end d of the first three-way valve T-valve1 24 31 to be connected to the second end d of the first three-way valve T-valve1 32 and the third end d of the first three-way valve T-valve1 33 respectively, controls the first end a1 of the valve body assembly to be connected to the eighth end a8 of the valve body assembly, and controls the fourth end a4 of the valve body assembly to be connected to the seventh end a7 of the valve body assembly. In this way, the coolant at the outlet end of the first water pump EWP_H flows to the heater for heating and then flows to the heater core to heat the heater core, and then the ambient air heated by the heater core is blown out to the passenger compartment through the fan 1 to realize heating of the passenger compartment. After that, the coolant flowing through the heater core flows into the first end d of the first three-way valve T-valve1 31 , and a part of it flows through the second end d of the first three-way valve T-valve1 32 to flow to the first heat exchange pipeline d of the water-cooled condenser 11 d 12 , and then after passing through the eighth end a8 and the first end a1 of the valve body assembly, it returns to the first water pump EWP_H; another part passes through the third end d of the first three-way valve T-valve1 33 ​Flow to the third water pump EWP_B, then enter the battery to heat the battery. The coolant flowing out from the battery outlet end enters the fourth end a4 of the valve body assembly, and then flows out from the seventh end a7 of the valve body assembly. Part of the coolant flows back to the third water pump EWP_B, and the other part of the coolant passes through the one-way valve V1 and merges into the first heat exchange pipe d of the water-cooled condenser 11 d 12 。

[0164] According to the above analysis, whether heating the passenger compartment alone, heating the battery alone, or heating the passenger compartment and the battery simultaneously, the industry directly uses heaters to heat the passenger compartment and / or the battery to the target temperature. However, simply using heaters to heat obviously requires a large amount of heat, resulting in the need to select large-sized heaters when designing the thermal management system. The power consumption and cost required for large-sized heaters are relatively large, which is obviously not conducive to the design concept of low power consumption and low cost of electric vehicles

[0165] In view of this, the embodiment of the present application provides a thermal management system. The thermal management system sets the heater on the target pipeline that can form a loop with the second heat exchange pipe d of the battery cooler 23 d 24 When it is determined that the current environment is a super-low temperature environment, first, by controlling the connection relationships of the heater, one or more water pumps, and each valve body in the thermal management system, the heater and the second heat exchange pipe of the battery cooler form a loop to heat the second heat exchange pipe of the battery cooler with the heater. Then, during the heating process of the second heat exchange pipe, when it is determined that the temperature of the loop where the second heat exchange pipe of the battery cooler is located is not lower than the starting temperature of the compressor, start the compressor in the thermal management system, so that the compressor, the first heat exchange pipe of the battery cooler, and the second heat exchange pipe of the water-cooled condenser form a loop to heat the second heat exchange pipe of the water-cooled condenser with the compressor. Finally, after controlling the compressor to start, by controlling the connection relationships of each water pump and each valve body in the thermal management system, the device to be heated forms a loop with the first heat exchange pipe of the water-cooled condenser, so as to heat the device to be heated with the heat exchanged from the second heat exchange pipe of the water-cooled condenser by the first heat exchange pipe of the water-cooled condenser

[0166] It can be seen that by adopting the thermal management solution in the embodiments of the present application, in an ultra-low temperature environment, the second heat exchange pipeline of the battery cooler can be heated by the heater first. After heating to a temperature sufficient to start the compressor, heat exchange can be performed between the second heat exchange pipeline and the first heat exchange pipeline of the battery cooler to heat the compressor and start the compressor. After that, the started compressor can be used to assist in heating the heater core and / or the battery. In this way, according to this design idea, the specification of the heater only needs to meet the requirement of starting the compressor, and does not need to be set very large, which helps to reduce the power consumption and cost of the thermal management system.

[0167] It should be noted that the above target pipeline can be any pipeline existing in the thermal management system, such as any pipeline among the first pipeline L1 to the seventh pipeline L7. Alternatively, the above target pipeline can also include at least two pipelines in the thermal management system, that is to say, heaters are respectively arranged on at least two pipelines to jointly improve the heating efficiency of at least two heaters and achieve the purpose of starting the compressor as soon as possible.

[0168] In addition, the thermal management solution in the embodiments of the present application can be divided into a non-preheating thermal management solution and a preheating thermal management solution. Here, the non-preheating and preheating are for the scenario of heating the passenger compartment. The non-preheating thermal management solution means directly using the heater core to assist in heating the passenger compartment, while the preheating thermal management solution means that before using the heater core to assist in heating the passenger compartment, other devices will be used to heat the passenger compartment first. For example, the evaporator is used to perform primary heating on the passenger compartment first, and then the compressor is used to perform secondary heating on the passenger compartment.

[0169] Taking the example of setting a heater on a single pipeline below, several possible non-preheating thermal management solutions and preheating thermal management solutions will be specifically introduced.

[0170] Non-preheating thermal management solution one

[0171] Please refer to Figure 3 As shown, it shows a schematic diagram of the architecture of a non-preheating thermal management system provided by the embodiments of the present application. In addition to the compressor, water-cooled condenser, battery cooler, valve body assembly, first three-way valve T-vavle1, check valve V1, first water pump EWP_H, second water pump EWP_P, and third water pump EWP_B introduced above, the thermal management system may further include a second three-way valve T-valve2, a heater, and a first valve body V3. Among them:

[0172] The second three-way valve T-valve2 is arranged on the seventh pipeline L7, and the first end d of the second three-way valve T-valve2 51 is connected to the output end of the third water pump EWP_B, and the second end d of the second three-way valve T-valve2 52Connect to the input end of the battery, and the third end d of the second three-way valve T-valve2 53 Access the branch point P4 on the seventh pipeline L7 through the eighth pipeline L8. The branch point P4 is located between the output end of the battery on the seventh pipeline L7 and the fourth end a4 of the valve body assembly;

[0173] The heater can be set on the seventh pipeline L7 between the seventh end a7 of the valve body assembly and the first end d of the second three-way valve T-valve2, or on the eighth pipeline L8, or on the seventh pipeline L7 between the branch point P4 and the fourth end a4 of the valve body assembly. There is no specific limitation; 51

[0174] The first valve body V3 is arranged on the first pipeline L1, and the first end of the first valve body V3 is respectively connected to the input end of the compressor and the port d of the battery cooler 22 Figure 3 The second end of the first valve body V3 is connected to the evaporator. Among them, the first valve body V3 can be a control valve, such as a pressure control valve, a solenoid valve or a pneumatic control valve, etc., or a check valve. When it is a check valve, please continue to refer to As shown, the output end of the check valve is the first end of the first valve body V3, and the input end of the check valve is the second end of the first valve body V3.

[0175] Furthermore, a controller can also be set in the thermal management system. The controller is respectively connected to the output ends of the compressor, the heater, the valve body assembly, the first three-way valve T-valve1, the second three-way valve T-valve2, the first water pump EWP_H, the second water pump EWP_P, the third water pump EWP_B, the output ends of each pressure sensor and the output ends of each temperature sensor. And when the first valve body V3 is a control valve, the controller can also be connected to the control end of the first valve body V3. The controller can realize the individual heating mode of the passenger compartment, the individual heating mode of the battery or the combined heating mode of the passenger compartment and the battery in an ultra-low temperature environment by controlling the start of the compressor, the heater and each water pump and the port connection relationship of each valve body. Taking the heater set on the eighth pipeline L8 and the first valve body V3 being a check valve as an example, the specific control logic for realizing each heating mode in the non-preheating thermal management solution one will be introduced in detail below.

[0176] Crew compartment single heating mode

[0177] Please refer to Figure 4A As shown, it shows a pipeline flow relationship diagram for realizing the individual heating mode of the passenger compartment. The entire control logic corresponding to this mode includes the following content:

[0178] When the controller determines that the passenger compartment needs to be heated currently, it first obtains the second heat exchange pipeline d of the battery cooler collected by the temperature sensor Tp o ​23 d 24 The coolant temperature at the outlet end of d. When this temperature is lower than the first temperature threshold (used to indicate an ultra-low temperature environment, usually set to -18°C or -20°C), it means that the current is an ultra-low temperature environment and the compressor cannot be directly started. At this time, the controller can control the heater and the third water pump EWP_B to start, and control the first end d of the second three-way valve T-valve2 51 and the third end d of the second three-way valve T-valve2 53 to be connected, control the third end a3 of the valve body assembly and the fourth end a4 of the valve body assembly to be connected, and control the sixth end a6 of the valve body assembly and the seventh end a7 of the valve body assembly to be connected, so that a loop is formed between the heater and the second heat exchange pipeline d of the battery cooler 23 d 24 Thereby, the coolant output from the outlet end of the third water pump EWP_B passes through the first end d of the second three-way valve T-valve2 51 and the third end d of the second three-way valve T-valve2 53 and then enters the heater. After being heated by the heater, it enters the fourth end a4 of the valve body assembly, then flows out from the third end a3 of the valve body assembly, and enters the second heat exchange pipeline d of the battery cooler 23 d 24 to realize the heating of the second heat exchange pipeline d of the battery cooler 23 d 24 The coolant flowing out from the second heat exchange pipeline d of the battery cooler 23 d 24 returns to the third water pump EWP_B after passing through the sixth end a6 and the seventh end a7 of the valve body assembly in sequence;

[0179] As the second heat exchange pipeline d of the battery cooler 23 d 24 is continuously heated, the controller continues to periodically obtain the coolant temperature at the outlet end of the second heat exchange pipeline d collected by the temperature sensor Tp o When this temperature is not lower than the second temperature threshold (used to indicate the starting temperature of the compressor, usually set to -15°C), it indicates that the current temperature of the second heat exchange pipeline d of the battery cooler 23 d 24 has reached the starting temperature of the compressor, which in turn means that after heat exchange with this second heat exchange pipeline d 23 d 24 the first heat exchange pipeline d of the battery cooler 23 d 24 After heat exchange, the first heat exchange pipeline d of the battery cooler 21 d 22The temperature of the refrigerant flowing out to the inlet end of the compressor is also sufficient to start the compressor. At this time, the controller can control the start of the compressor so that a loop is formed between the compressor and the first heat exchange pipe d of the battery cooler 21 d 22 In this way, the first heat exchange pipe d of the battery cooler 21 d 22 absorbs the heat of the coolant flowing in the second heat exchange pipe d of the battery cooler 23 d 24 After that, the heated refrigerant liquid is obtained. This refrigerant liquid is further compressed by the compressor into a high-temperature and high-pressure refrigerant gas and then flows into the second heat exchange pipe d of the water-cooled condenser 13 d 14 to heat the second heat exchange pipe d of the water-cooled condenser 13 d 14 After that, it returns to the first heat exchange pipe d of the battery cooler 21 d 22 ;

[0180] After controlling the start of the compressor, the controller can also control the start of the first water pump EWP_H and control the connection between the first end d of the first three-way valve T-valve1 31 and the second end d of the first three-way valve T-valve1 32 to connect the eighth end a8 of the valve body assembly and the first end a1 of the valve body assembly, so that a loop is formed between the heater core and the first heat exchange pipe d of the water-cooled condenser 11 d 12 In this way, the first heat exchange pipe d of the water-cooled condenser 11 d 12 absorbs the heat of the refrigerant flowing in the second heat exchange pipe d of the water-cooled condenser 13 d 14 After that, the heated coolant is obtained. This heated coolant flows into the heater core after passing through the eighth end a8 of the valve body assembly, the first end a1 of the valve body assembly and the first water pump EWP_H in sequence to heat the heater core. Furthermore, the fan 1 blows the ambient air heated by the heater core into the passenger compartment to heat the passenger compartment. The coolant flowing through the heater core then passes through the first end d of the first three-way valve T-valve1 31 and the second end d of the first three-way valve T-valve1 32 and then returns to the first heat exchange pipe d of the water-cooled condenser 11 d 12 .

[0181] In summary, when implementing the separate heating mode of the passenger compartment, the heater only needs to use the second heat exchange pipe d of the battery cooler 23 d 24The coolant flowing through can be heated to a temperature not lower than the starting temperature of the compressor, and then the refrigerant temperature at the inlet of the compressor can be heated through the heat exchange operation between the first heat exchange pipe d of the battery cooler 21 d 22 and the second heat exchange pipe d of the battery cooler 23 d 24 to start the compressor. After the compressor starts, the compressor can be used to assist in heating the heater core. It can be seen that this heating method only requires the specification of the heater to meet the requirements for starting the compressor, rather than being set very large. Therefore, it can effectively reduce the specification of the heater required in the thermal management system, and reduce the power and cost of the thermal management system.

[0182] Battery single heating mode

[0183] Please refer to Figure 4B as shown, which shows a pipeline flow relationship diagram for implementing the battery separate heating mode. This mode has exactly the same control logic as the occupant compartment separate heating mode in controlling the start of the compressor and the previous control logic, and is different from the control logic of the occupant compartment separate heating mode in the control logic after the compressor starts. The main differences are as follows:

[0184] After controlling the start of the compressor, if the battery separate heating mode is to be implemented, the controller controls the first end d of the second three-way valve T-valve2 51 and the second end d of the second three-way valve T-valve2 52 to be connected, so that the battery and the heater form a loop. In this way, the heated coolant in the loop where the heater is located flows into the first end d of the second three-way valve T-valve2 through the third water pump EWP_B 51 , and then, a part of it returns to the loop where the heater is located through the third end d of the second three-way valve T-valve2 53 to realize the circulating heating of the coolant by the heater, and another part flows into the battery through the second end d of the second three-way valve T-valve2 52 to heat the battery, and then the coolant flowing out of the battery also returns to the loop where the heater is located at the branch point P4;

[0185] Furthermore, since the specification of the heater in the thermal management system can be small, the heating capacity of the heater is limited, and the battery cannot be fully heated only by the heater. Therefore, after controlling the first end d of the second three-way valve T-valve2 51 and the second end d of the second three-way valve T-valve2 52 to be connected, the controller can also control the first water pump EWP_H to start, and control the first end d of the first three-way valve T-valve1 31 and the third end d of the first three-way valve T-valve133 is connected, and the first end a1 of the control valve body assembly is connected to the eighth end a8 of the valve body assembly. Thus, the first heat exchange pipe d of the water-cooled condenser 11 d 12 absorbs the heat of the refrigerant heated by compression by the compressor flowing in the second heat exchange pipe d of the water-cooled condenser 13 d 14 to obtain heated coolant. The heated coolant flows into the heater core through the eighth end a8 of the valve body assembly, the first end a1 of the valve body assembly, and the first water pump EWP_H in sequence. At this time, since the air conditioner is not turned on, the heater core does not work, but only serves as an intermediate pipeline to transfer the heated coolant to the first end d of the first three-way valve T-valve1 31 , and then flows out from the third end d of the first three-way valve T-valve1 33 and merges into the third water pump EWP_B. The coolant flowing out of the outlet end of the third water pump EWP_B flows into the first end d of the second three-way valve T-valve2 51 , and then a part passes through the third end d of the second three-way valve T-valve2 53 and merges into the loop where the heater is located to jointly realize the circulating heating of the coolant with the heater. Another part passes through the second end d of the second three-way valve T-valve2 52 and flows into the battery to use the compressor and the heater together to perform secondary heating on the battery. After that, the coolant flowing out of the battery and the coolant heated by the heater converge at the branch point P4 and then pass through the fourth end a4 of the valve body assembly, the third end a3 of the valve body assembly, the second heat exchange pipe d of the battery cooler 23 d 24 and the sixth end a6 of the valve body assembly, and then flows out from the seventh end a7 of the valve body assembly. After that, a part returns to the third water pump EWP_B, and another part returns to the first heat exchange pipe d of the water-cooled condenser through the check valve V1 11 d 12 .

[0186] As described above, the first end d of the second three-way valve T-valve2 51 needs to be connected to both the second end d of the second three-way valve T-valve2 52 and the third end d of the second three-way valve T-valve2 53 , that is, the liquid output from the second end d of the second three-way valve T-valve2 52 and the liquid output from the third end d of the second three-way valve T-valve2 53 both come from the first end d of the second three-way valve T-valve2 51 , therefore, the second three-way valve T-valve2 can be configured as a diverter valve.

[0187] In one example, the second end d of the second three-way valve T-valve2 52 and the third end d of the second three-way valve T-valve2 53 The proportion of the coolant divided from the first end d of the second three-way valve T-valve2 51 Specifically, it can be determined by the temperature of the first end d of the second three-way valve T-valve2 51 For example, when the compressor is not started, the controller turns on the heater and controls all the coolant at the first end d of the second three-way valve T-valve2 51 to flow out to the third end d of the second three-way valve T-valve2 53 so as to use all the heating capacity of the heater to start the compressor and accelerate the start of the compressor. When the compressor has just started, the compressor still needs a certain amount of time to heat the loop where it is located. Therefore, the controller can control most of the coolant at the first end d of the second three-way valve T-valve2 51 to flow out to the third end d of the second three-way valve T-valve2 53 and a small part to flow out to the second end d of the second three-way valve T-valve2 52 so as to use part of the heating capacity of the heater to heat the battery, while retaining most of the heating capacity to assist the compressor in starting and heating, so as to initially heat the battery using the power margin of the battery during the start-up of the compressor. After that, after the compressor has started completely, as the compressor continuously circulates and heats, driving the temperature of the coolant at the first end d of the second three-way valve T-valve2 51 to rise continuously. At this time, the controller can gradually reduce the coolant flowing out from the first end d of the second three-way valve T-valve2 51 to the third end d of the second three-way valve T-valve2 53 and at the same time increase the coolant flowing out from the first end d of the second three-way valve T-valve2 51 to the second end d of the second three-way valve T-valve2 52 so as to gradually transfer the heating capacities of the heater and the compressor to the function of heating the battery.

[0188] To sum up, implementing the battery separate heating mode according to the above control logic can not only effectively reduce the specifications of the heaters required in the thermal management system, but also make full use of the heat of the heaters and the compressor during the entire thermal management period, improving the efficiency of battery heating.

[0189] Crew compartment and battery combined heating mode

[0190] Please refer to Figure 4CAs shown, it shows a pipeline flow relationship diagram for implementing the combined heating mode of the passenger compartment and the battery. This mode has the same control logic as the individual heating mode of the passenger compartment and the individual heating mode of the battery in terms of controlling the start of the compressor and the previous control logic, but is different from them in the control logic after the compressor starts. The main differences are as follows:

[0191] After the compressor starts, if the combined heating mode of the passenger compartment and the battery is to be implemented, on the one hand, the controller can control the first water pump EWP_H to start, and control the first end d of the first three-way valve T-valve1 31 and the second end d of the first three-way valve T-valve1 32 to be connected, and control the first end a1 of the valve body assembly and the eighth end a8 of the valve body assembly to be connected, so that the first heat exchange pipeline d of the water-cooled condenser 11 d 12 and the heater core form a loop, and use the first heat exchange pipeline d of the water-cooled condenser 11 d 12 to absorb heat from the second heat exchange pipeline d of the water-cooled condenser 13 d 14 to heat the heater core and achieve heating of the passenger compartment; on the other hand, the controller can also control the first end d of the second three-way valve T-valve2 51 and the second end d of the second three-way valve T-valve2 52 to be connected, so that a loop is formed between the battery and the heater, and the heater is used to initially heat the battery;

[0192] After the first end d of the second three-way valve T-valve2 51 and the second end d of the second three-way valve T-valve2 52 are connected, the controller can also control the first end d of the first three-way valve T-valve1 31 and the third end d of the first three-way valve T-valve1 33 to be connected, so that the heated coolant from the first heat exchange pipeline d of the water-cooled condenser 11 d 12 can be incorporated into the loop where the heater is located as soon as possible after flowing through the heater core. On the one hand, the combined heat production of the compressor and the heater is used to efficiently heat the coolant, and on the other hand, the heat production of the compressor can participate in the heating of the battery as soon as possible, so as to jointly use the compressor and the heater to achieve secondary heating of the battery and improve the heating efficiency of the battery.

[0193] It should be noted that the control logic of the combined heating mode of the occupant compartment and the battery after the compressor is started can be regarded as a combined form of the control logic of the individual heating mode of the occupant compartment and the individual heating mode of the battery. The specific loop flow relationship can refer to the relevant introduction in the above-mentioned individual heating mode of the occupant compartment and the individual heating mode of the battery, and it will not be repeated here one by one.

[0194] In addition, similar to the above-mentioned individual heating mode of the battery, the first end d of the first three-way valve T-valve1 31 needs to be connected to both the second end d of the first three-way valve T-valve1 32 and the third end d of the first three-way valve T-valve1 33 , that is, the liquid output from the second end d of the first three-way valve T-valve1 32 and the liquid output from the third end d of the first three-way valve T-valve1 33 both come from the first end d of the first three-way valve T-valve1 31 . Therefore, the first three-way valve T-valve1 can be configured as a diverter valve.

[0195] In one example, the proportion of the coolant divided from the first end d of the first three-way valve T-valve1 to the second end d of the first three-way valve T-valve1 32 and the third end d of the first three-way valve T-valve1 33 can be specifically determined by the temperature difference between the current temperature and the target temperature of the occupant compartment. For example, when the temperature difference between the current temperature and the target temperature of the occupant compartment is large, the controller can control most of the coolant at the first end d of the first three-way valve T-valve1 31 to flow out to the second end d of the first three-way valve T-valve1 31 , and a small part to flow out to the third end d of the first three-way valve T-valve1 32 , so as to use most of the heating capacity of the compressor for heating the occupant compartment and improve the user's driving experience. As the current temperature of the occupant compartment gradually approaches the target temperature, the controller can gradually reduce the coolant flowing out to the second end d of the first three-way valve T-valve1 33 , and gradually increase the coolant flowing out to the third end d of the first three-way valve T-valve1 32 , so as to transfer most of the heating capacity of the compressor to heating the battery when basically meeting the user's temperature requirement for the occupant compartment and improve the heating effect of the battery. 33

[0196] In the above non-preheating thermal management solution one, the heater is arranged on the battery-related pipeline, for example, on the seventh pipeline L7 where the battery is located, or on the eighth pipeline L8 in parallel with the battery. And, when setting the heater, a second three-way valve T-valve2 and a first valve body V3 are also jointly set. By controlling the second three-way valve T-valve2, the first valve body V3, and the original first three-way valve T-valve1 and valve body assembly in the thermal management system, the compressor can be started by the heater at ultra-low temperature, and then the compressor is combined to assist in heating the passenger compartment and / or the battery.

[0197] Non-preheating thermal management solution two

[0198] Please refer to Figure 5 As shown, it shows a schematic diagram of the architecture of another non-preheating thermal management system provided by an embodiment of the present application. The difference between this thermal management system and the above non-preheating thermal management solution one is that the heater is arranged on the sixth pipeline L6. For example, it can be arranged between the sixth end a6 of the valve body assembly and the port d of the battery cooler 24 or between the port d of the battery cooler 23 and the third end a3 of the valve body assembly.

[0199] In addition, except that the heater is different from the above non-preheating thermal management solution one, the second three-way valve T-valve2, the first valve body V1, the compressor, the water-cooled condenser, the battery cooler, the valve body assembly, the first three-way valve T-vavle1, the one-way valve V1, the first water pump EWP_H, the second water pump EWP_P, and the third water pump EWP_B in the non-preheating thermal management solution two are the same as those in the above non-preheating thermal management solution one, and will not be repeated here.

[0200] And, in an ultra-low temperature environment, the control logic for the non-preheating thermal management solution two to achieve the separate heating mode of the passenger compartment, the separate heating mode of the battery, and the combined heating mode of the passenger compartment and the battery can be the same as that of the above non-preheating thermal management solution one. For the specific introduction of each mode, please refer to the relevant introduction in the above non-preheating thermal management solution one, and will not be repeated here.

[0201] Non-preheating thermal management solution three

[0202] Please refer to Figure 6 As shown, it shows a schematic diagram of the architecture of yet another non-preheating thermal management system provided by an embodiment of the present application. The difference between this thermal management system and the above non-preheating thermal management solution one is that the heater is arranged between the first end a1 of the valve body assembly and the first end d of the first three-way valve T-valve1 31On the third pipeline L3 therebetween, for example, it can be arranged between the first end a1 of the valve body assembly and the input end of the first water pump EWP_H, or between the output end of the first water pump EWP_H and the input end of the heater core, or between the output end of the heater core and the first end d of the first three-way valve T-valve1 31 therebetween.

[0203] In addition, except that the heater is different from the above non-preheating type thermal management solution 1, the second three-way valve T-valve2, the first valve body V1, the compressor, the water-cooled condenser, the battery cooler, the valve body assembly, the first three-way valve T-vavle1, the one-way valve V1, the first water pump EWP_H, the second water pump EWP_P, and the third water pump EWP_B in the non-preheating type thermal management solution 3 are the same as those in the above non-preheating type thermal management solution 1, and will not be repeated here.

[0204] Exemplarily, taking the third pipeline L3 where the heater is arranged between the output end of the first water pump EWP_H and the input end of the heater core as an example, the specific control logics for implementing each heating mode in the non-preheating type thermal management solution 3 will be introduced in detail below.

[0205] Crew compartment single heating mode

[0206] Please refer to Figure 7A as shown, which shows a pipeline flow relationship diagram for implementing the separate heating mode of the passenger compartment. The entire control logic corresponding to this mode can include the following content:

[0207] When the controller detects that the passenger compartment needs to be heated, if it determines that the temperature sensor Tp o collects the coolant temperature at the outlet end of the second heat exchange pipeline d of the battery cooler 23 d 24 is lower than the first temperature threshold, it controls the heater, the first water pump EWP_H, and the third water pump EWP_B to start, and controls the first end d of the first three-way valve T-valve1 31 and the third end d of the first three-way valve T-valve1 33 to be connected, controls the first end d of the second three-way valve T-valve2 51 and the third end d of the second three-way valve T-valve2 53 to be connected, controls the third end a3 and the fourth end a4 of the valve body assembly to be connected, controls the sixth end a6 and the seventh end a7 of the valve body assembly to be connected, controls the first end a1 and the eighth end a8 of the valve body assembly to be connected, so that the heater, the heater core, and the second heat exchange pipeline d of the battery cooler 23 d 24A loop is formed therebetween. In this way, the coolant output from the outlet end of the first water pump EWP_H flows into the heater core after being heated by the heater to heat the heater core, and then the warm air heated by the heater core is blown into the passenger compartment through the fan 1 to achieve the preliminary heating of the passenger compartment. After that, the coolant flowing out of the heater core sequentially passes through the first end d 31 of the first three-way valve T-valve1, the third end d 33 of the first three-way valve T-valve1, the third water pump EWP_B, the first end d 51 of the second three-way valve T-valve2, the third end d 53 of the second three-way valve T-valve2, the third end a3 of the valve body assembly and the fourth end a4 of the valve body assembly, and then flows into the second heat exchange pipe d 23 d 24 of the battery cooler to achieve the heating of the second heat exchange pipe d 23 d 24 of the battery cooler. After that, the coolant flowing out of the second heat exchange pipe d 23 d 24 of the battery cooler enters the sixth end a6 of the valve body assembly, and then flows out from the seventh end a7 of the valve body assembly. Part of it returns to the third water pump EWP_B, and the other part flows into the first heat exchange pipe d 11 d 12 of the water-cooled condenser through the one-way valve V1, and then sequentially passes through the eighth end a8 of the valve body assembly and the first end a1 of the valve body assembly and returns to the first water pump EWP_H;

[0208] During the heating process of the second heat exchange pipe d 23 d 24 of the battery cooler, if the controller determines that the coolant temperature at the outlet end of the second heat exchange pipe d o collected by the temperature sensor Tp 23 d 24 is not lower than the second temperature threshold, it controls the compressor to start, so that a loop is formed between the compressor and the first heat exchange pipe d 21 d 22 of the battery cooler. In this way, after the first heat exchange pipe d 21 d 22 of the battery cooler absorbs the heat of the coolant flowing in the second heat exchange pipe d 23 d 24 of the battery cooler, the heated refrigerant liquid is obtained. This refrigerant liquid is further compressed into a high-temperature and high-pressure refrigerant gas by the compressor and then enters the second heat exchange pipe d 13 d 14 of the water-cooled condenser to achieve the heating of the second heat exchange pipe d 13 d 14After heating, it returns to the first heat exchange pipe d of the battery cooler 21 d 22 ;

[0209] After the controller controls the compressor to start, it can also control the first end d of the first three-way valve T-valve1 31 and the second end d of the first three-way valve T-valve1 32 to be connected, so that a loop is formed between the first heat exchange pipe d of the warm air core and the water-cooled condenser 11 d 12 Between them. In this way, the first heat exchange pipe d of the water-cooled condenser 11 d 12 Absorb the heat of the refrigerant flowing in the second heat exchange pipe d of the water-cooled condenser to obtain heated coolant. The heated coolant sequentially passes through the eighth end a8 of the valve body assembly, the first end a1 of the valve body assembly and the first water pump EWP_H and then flows into the heater. After the heater further heats the coolant that has been heated by the compressor, a higher-temperature coolant is obtained. Then it flows into the warm air core to heat the warm air core, and the warm air of the warm air core jointly heated by the compressor and the heater is blown into the passenger compartment through the fan 1 to realize the secondary heating of the passenger compartment. After that, the coolant flowing out of the warm air core flows into the first end d of the first three-way valve T-valve1 13 d 14 , part of it flows back to the first heat exchange pipe d of the water-cooled condenser through the second end d of the first three-way valve T-valve1 31 , 32 d 11 d 12 , and the other part merges into the third water pump EWP_B through the third end d of the first three-way valve T-valve1 33 .

[0210] In summary, when implementing the single heating mode of the passenger compartment, first heat the warm air core through the heater, and at the same time use the heater to heat the second heat exchange pipe of the battery cooler to start the compressor. After that, after the compressor starts, use the compressor to assist the heater to heat the warm air core for the second time. In this way, the limited heat of the heater can be fully utilized and the heating efficiency can be improved.

[0211] Battery single heating mode

[0212] Please refer to Figure 7B As shown, it shows a pipeline flow relationship diagram for realizing the single heating mode of the battery. This mode has the same control logic as the single heating mode of the passenger compartment in controlling the start of the compressor and the previous control logic, and is different from the control logic of the single heating mode of the passenger compartment in the control logic after controlling the start of the compressor. The main differences are as follows:

[0213] After the compressor is controlled to start, if the battery single heating mode is to be realized, the controller controls the first end d of the second three-way valve T-valve2 51 and the third end d of the second three-way valve T-valve2 53 to be connected, so that the coolant heated by heat generated during compression by the compressor and entering the first end d of the second three-way valve T-valve2 51 partially flows out from the third end d of the second three-way valve T-valve2 53 and participates in the loop for compressor heating, and the other part flows out from the third end d of the second three-way valve T-valve2 53 and heats the battery.

[0214] It should be noted that when the battery single heating mode is realized, in the control logic before the compressor is controlled to start, although the coolant heated by the heater flows through the heater core, since the air conditioner is not turned on, the heater core only serves as an intermediate pipeline to transfer the coolant and will not be used to heat the passenger compartment.

[0215] Crew compartment and battery combined heating mode

[0216] Please refer to Figure 7C as shown, which shows a pipeline flow relationship diagram for realizing the combined heating mode of the passenger compartment and the battery. This mode has the same control logic as the passenger compartment single heating mode and the single heating battery mode in terms of controlling the compressor to start and the previous control logic, and is different from the control logic of the passenger compartment single heating mode and the single heating battery mode in the control logic after the compressor is controlled to start. The main differences are as follows:

[0217] After the compressor is controlled to start, if the combined heating mode of the passenger compartment and the battery is to be realized, on the one hand, the controller can control the first end d of the first three-way valve T-valve1 31 and the second end d of the first three-way valve T-valve1 32 to be connected to heat the heater core with the heated coolant obtained by heat exchange with the loop where the compressor is located, so as to realize the heating of the passenger compartment. On the other hand, the controller can also control the first end d of the second three-way valve T-valve2 51 and the third end d of the second three-way valve T-valve2 53 to be connected to heat the battery with the heated coolant obtained by heat exchange with the loop where the compressor is located.

[0218] In the above non-preheating thermal management solution three, although the heater is also arranged on the third pipeline L3 where the heater core is located as in the prior art, a first valve body V3 and a second three-way valve T-valve2 are also arranged in the thermal management system. By controlling the second three-way valve T-valve2, the first valve body V3 and other valve body components in the thermal management system, the technical effect of starting the compressor before heating the passenger compartment and / or the battery and then using the started compressor to assist in heating is achieved, and the power demand for the heater can also be reduced.

[0219] Non-preheating thermal management solution four

[0220] Please refer to Figure 8 As shown in the figure, it shows a schematic structural diagram of another non-preheating thermal management system provided by an embodiment of the present application. The difference between this thermal management system and the above non-preheating thermal management solution one is that: the second three-way valve T-valve2 is arranged on the common pipeline of the fourth pipeline L4 and the fifth pipeline L5 (that is, on the fourth pipeline L4 or the fifth pipeline L5 between the ninth end a9 of the valve body assembly and the branch point P0), and the first end d of the second three-way valve T-valve2 51 is respectively connected to the cooler and the electric drive, the second end d of the second three-way valve T-valve2 52 is connected to the ninth end a9 of the valve body assembly, and the third end d of the second three-way valve T-valve2 53 is connected to the branch point P4 on the fourth pipeline L4 through the ninth pipeline L9, and the ninth pipeline L9 flows through the heater.

[0221] In addition, except that the heater and the second three-way valve T-valve2 are different from those in the above non-preheating thermal management solution one, the first valve body V1, the compressor, the water-cooled condenser, the battery cooler, the valve body assembly, the first three-way valve T-vavle1, the one-way valve V1, the first water pump EWP_H, the second water pump EWP_P and the third water pump EWP_B in the non-preheating thermal management solution four are the same as those in the above non-preheating thermal management solution one, and will not be repeated here.

[0222] Next, the specific control logic for implementing each heating mode in the non-preheating thermal management solution four will be introduced in detail.

[0223] Crew compartment single heating mode

[0224] Please refer to Figure 9A As shown in the figure, it shows a pipeline flow relationship diagram for implementing the single heating mode of the passenger compartment. The entire control logic corresponding to this mode can include the following content:

[0225] When the controller detects that the passenger compartment needs to be heated, if it is determined that the temperature sensor Tp o collects the second heat exchange pipeline d of the battery cooler23 d 24 If the coolant temperature at the outlet end of the second heat exchange pipe d of the battery cooler is lower than the first temperature threshold, control the heater and the second water pump EWP_P to start, and control the second end d of the second three-way valve T-valve2 52 to be respectively communicated with the first end d of the second three-way valve T-valve2 51 and the third end d of the second three-way valve T-valve2 53 to communicate the second end a2 and the third end a3 of the valve body assembly, and communicate the sixth end a6 and the ninth end a9 of the valve body assembly, so that a loop is formed between the heater and the second heat exchange pipe d of the battery cooler 23 d 24 After that, the coolant heated by the heater flows into the second end a2 of the valve body assembly driven by the second water pump EWP_P, then flows out from the third end a3 of the valve body assembly and enters the second heat exchange pipe d of the battery cooler 23 d 24 to heat the second heat exchange pipe d of the battery cooler 23 d 24 After that, the coolant flowing out from the second heat exchange pipe d of the battery cooler 23 d 24 flows into the second end d of the second three-way valve T-valve2 through the sixth end a6 and the ninth end a9 of the valve body assembly 52 After that, a part of it flows out from the first end d of the second three-way valve T-valve2 51 for cooling the electric drive, and the other part flows out from the third end d of the second three-way valve T-valve2 53 and returns to the heater. The coolant flowing out from the electric drive and the coolant flowing out from the heater converge and then return to the second water pump EWP_P

[0226] During the heating process of the second heat exchange pipe d of the battery cooler 23 d 24 if the controller determines that the coolant temperature at the outlet end of the second heat exchange pipe d collected by the temperature sensor Tp o is not lower than the second temperature threshold, control the compressor to start, so that a loop is formed between the compressor and the first heat exchange pipe d of the battery cooler 23 d 24 to heat the refrigerant flowing in the second heat exchange pipe d of the water-cooled condenser by the compressor 21 d 22 ; 13 d 14

[0227] ​After controlling the compressor to start, the controller can also control the first water pump EWP_H to start, and control the first end d of the first three-way valve T-valve1 31 and the second end d of the first three-way valve T-valve1 32 to be connected, and control the first end a1 of the valve body assembly and the eighth end a8 of the valve body assembly to be connected, so that a loop is formed between the first heat exchange pipe d of the heater core and the water-cooled condenser 11 d 12 In this way, the first heat exchange pipe d of the water-cooled condenser 11 d 12 absorbs the heat of the refrigerant flowing in the second heat exchange pipe d of the water-cooled condenser 13 d 14 to obtain heated coolant. The heated coolant flows into the heater core after passing through the eighth end a8 of the valve body assembly, the first end a1 of the valve body assembly and the first water pump EWP_H in sequence, so as to heat the heater core, and the warm air heated by the heater core is blown into the passenger compartment through the fan 1 to realize the heating of the passenger compartment. After that, the coolant flowing out of the heater core passes through the first end d of the first three-way valve T-valve1 31 and the second end d of the first three-way valve T-valve1 32 and then returns to the first heat exchange pipe d of the water-cooled condenser 11 d 12 .

[0228] In summary, even if the heater is arranged in the electric drive related pipeline, when realizing the separate heating mode of the passenger compartment, it is also possible to realize the heating of the second heat exchange pipe of the battery cooler by the heater by controlling the connection between the electric drive related pipeline and the second heat exchange pipe of the battery cooler, so as to start the compressor as soon as possible, and use the started compressor to assist in heating the passenger compartment, reducing the power demand for the heater.

[0229] Battery single heating mode

[0230] In an alternative implementation, please refer to Figure 9B as shown, which shows a pipeline flow relationship diagram for realizing the separate heating mode of the battery. This mode has the same control logic as the separate heating mode of the passenger compartment in controlling the compressor to start and the previous control logic, and is different from the control logic of the separate heating mode of the passenger compartment in the control logic after controlling the compressor to start. The main differences are as follows:

[0231] After controlling the compressor to start, if the separate heating mode of the battery is to be realized, the controller controls the first water pump EWP_H and the third water pump EWP_B to start, and controls the first end d of the first three-way valve T-valve1 31 and the third end d of the first three-way valve T-valve1 33are connected, the first end a1 of the control valve body assembly is connected to the eighth end a8 of the valve body assembly, and the fourth end a4 of the control valve body assembly is connected to the seventh end a7 of the valve body assembly, so that a loop is formed between the battery and the first heat exchange pipe d of the water-cooled condenser. In this way, the first heat exchange pipe d of the water-cooled condenser 11 d 12 absorbs the heat of the refrigerant flowing in the second heat exchange pipe d of the water-cooled condenser to obtain heated coolant. The heated coolant flows into the heater core through the eighth end a8 of the valve body assembly, the first end a1 of the valve body assembly and the first water pump EWP_H in sequence. Since the air conditioner is not turned on, the heater core only serves as a transfer part to transfer the heated coolant to the first end d 11 d 12 of the first three-way valve T-valve1, and then flows out from the third end d 13 d 14 of the first three-way valve T-valve1 to the third water pump EWP_B. The coolant flowing out from the third water pump EWP_B flows into the battery to heat the battery, then flows out from the battery and enters the fourth end a4 of the valve body assembly, and flows out from the seventh end a7 of the valve body assembly. Then a part returns to the third water pump EWP_B, and another part flows back to the first heat exchange pipe d of the water-cooled condenser through the check valve V1 31 , 33 d 11 d 12 .

[0232] In another alternative implementation, please refer to Figure 9C as shown, which shows another pipeline flow relationship diagram for realizing the battery single heating mode. The difference between the control logic in this implementation and the control logic in the above implementation is that:

[0233] After controlling the compressor to start, the controller controls the first water pump EWP_H and the third water pump EWP_B to start, and controls the first end d 31 of the first three-way valve T-valve1 and the second end d 32 of the first three-way valve T-valve1 to be connected, controls the first end a1 of the valve body assembly to be connected to the fourth end a4 of the valve body assembly, and controls the seventh end a7 of the valve body assembly to be connected to the eighth end a8 of the valve body assembly, so that a loop is formed between the battery and the first heat exchange pipe d of the water-cooled condenser 11 d 12 . In this way, the first heat exchange pipe d of the water-cooled condenser 11 d 12 absorbs the heat of the refrigerant flowing in the second heat exchange pipe d of the water-cooled condenser 13 d 14The heat of the refrigerant flowing therein is used to heat the coolant. After the heated coolant flows into the eighth end a8 of the valve body assembly, it flows out from the seventh end a7 of the valve body assembly. Then, part of the coolant directly returns to the first heat exchange pipe d of the water-cooled condenser after passing through the one-way valve V1 11 d 12 , and another part of the coolant flows through the third water pump EWP_B and then into the battery to heat the battery. The coolant flowing out of the battery sequentially passes through the fourth end a4 of the valve body assembly, the first end a1 of the valve body assembly, and the first water pump EWP_H and then flows into the heater core. Since the air conditioner is not turned on, the heater core only serves as a transfer part to transfer the coolant to the first end d of the first three-way valve T-valve1 31 , and then flows back to the first heat exchange pipe d of the water-cooled condenser from the second end d of the first three-way valve T-valve1 32 11 d 12 .

[0234] It should be understood that the above only exemplarily gives two control logics for separately heating the battery. Any solution that can connect the battery and the first heat exchange pipe d of the water-cooled condenser after the compressor is started by controlling the port connection relationship of the valve body assembly 11 d 12 is within the protection scope of the embodiments of the present application, and the embodiments of the present application will not list them one by one

[0235] Crew compartment and battery combined heating mode

[0236] In an optional implementation manner, please refer to Figure 9D as shown, which shows a pipeline flow relationship diagram of a combined heating mode of the passenger compartment and the battery. The control logic corresponding to this mode is different from the above Figure 9B shown control logic of the battery separate heating mode in that: after the compressor is started, in addition to controlling the compressor to heat the battery according to the control logic in the battery separate heating mode shown above Figure 9B shown, it will also control the first end d of the first three-way valve T-valve1 31 and the second end d of the first three-way valve T-valve1 32 to communicate, so as to use the heated coolant obtained by heat exchange in the loop where the compressor is located to heat the heater core, and realize the heating of the passenger compartment while heating the battery

[0237] In another optional implementation manner, please refer to Figure 9E as shown, which shows another pipeline flow relationship diagram for realizing the combined heating mode of the passenger compartment and the battery. The control logic corresponding to this mode is different from the above Figure 9C ​The difference in the control logic of the battery single heating mode shown is that after starting the compressor, in addition to controlling the compressor to heat the battery according to the control logic in the battery single heating mode shown above Figure 9C it will also control the first end d of the first three-way valve T-valve1 31 and the third end d of the first three-way valve T-valve1 33 to be connected, so that the heated coolant obtained by heat exchange in the loop where the compressor is located can be incorporated into the loop where the battery is located as soon as possible, improving the speed of heating the battery.

[0238] In the above non-preheating type thermal management solution four, the heater and the second three-way valve T-valve2 are arranged in the electric drive related pipeline. By controlling the second three-way valve T-valve2 and other valve body components in the thermal management system, the compressor can also be started before heating the occupant compartment and / or the battery, so as to use the compressor to assist in heating and reduce the power demand for the heater.

[0239] Non-preheating type thermal management solution five

[0240] Please refer to Figure 10 as shown, which shows a schematic diagram of the architecture of another non-preheating type thermal management system provided by an embodiment of the present application. The difference between this thermal management system and the above non-preheating type thermal management solution one is that the second three-way valve T-valve2 is arranged on the fifth pipeline L5, and the first end d of the second three-way valve T-valve2 51 is connected to the cooler, the second end d of the second three-way valve T-valve2 52 is connected to the fifth end a5 of the valve body assembly, and the third end d of the second three-way valve T-valve2 53 is incorporated into the branch point P4 on the fourth pipeline L4 through the ninth pipeline L9, and the ninth pipeline L9 flows through the heater.

[0241] In addition, except that the heater and the second three-way valve T-valve2 are different from the above non-preheating type thermal management solution one, the first valve body V1, compressor, water-cooled condenser, battery cooler, valve body assembly, first three-way valve T-vavle1, check valve V1, first water pump EWP_H, second water pump EWP_P, and third water pump EWP_B in the non-preheating type thermal management solution four are the same as those in the above non-preheating type thermal management solution one, and will not be repeated here.

[0242] Next, the specific control logic for realizing each heating mode in the non-preheating type thermal management solution five will be introduced in detail.

[0243] Crew compartment single heating mode

[0244] Please refer to Figure 11AAs shown, it shows a pipeline flow relationship diagram for implementing the individual heating mode of the occupant compartment. The entire control logic corresponding to this mode may include the following:

[0245] When the controller detects that the occupant compartment needs to be heated, if it determines that the coolant temperature at the outlet end of the second heat exchange pipeline d of the battery cooler collected by the temperature sensor Tp o is lower than the first temperature threshold, it controls the heater and the second water pump EWP_P to start, and controls the second end d of the second three-way valve T-valve2 23 d 24 to communicate with the third end d of the second three-way valve T-valve2, controls the second end a2 and the third end a3 of the valve body assembly to communicate, and controls the sixth end a6 of the valve body assembly to communicate with the fifth end a5 and the ninth end a9 of the valve body assembly respectively. In this way, the coolant heated by the heater flows into the second end a2 of the valve body assembly driven by the second water pump EWP_P, and then flows out from the third end a3 of the valve body assembly and enters the second heat exchange pipeline d of the battery cooler 52 d 53 to achieve heating of the second heat exchange pipeline d of the battery cooler 23 d 24 d 23 d 24 d 23 d 24 The coolant flowing out of the second heat exchange pipeline d of the battery cooler enters the sixth end a6 of the valve body assembly, and then a part flows out through the ninth end a9 of the valve body assembly to cool the electric drive, and the other part flows out through the fifth end a5 of the valve body assembly and enters the second end d of the second three-way valve T-valve2 52 d 53 and then flows back to the heater after flowing out from the third end d of the second three-way valve T-valve2. The coolant flowing out of the electric drive and the coolant flowing out of the heater converge and then enter the second water pump EWP_P.

[0246] During the process of heating the second heat exchange pipeline d of the battery cooler 23 d 24 if the controller determines that the coolant temperature at the outlet end of the second heat exchange pipeline d collected by the temperature sensor Tp o is not lower than the second temperature threshold, it controls the compressor to start, so that a loop is formed between the compressor and the first heat exchange pipeline d of the battery cooler 23 d 24 to achieve heating of the refrigerant flowing in the second heat exchange pipeline d of the water-cooled condenser by the compressor 21 d 22 d 13 d 14 ;

[0247] After controlling the compressor to start, the controller can also control the first water pump EWP_H to start, and control the first end of the first three-way valve T-valve1 to start. 31 and the second end d of the first three-way valve T-valve1 32 The first end a1 of the control valve assembly is connected to the eighth end a8 of the valve assembly, so that the first heat exchange pipe d1 of the heater core and the water-cooled condenser is connected. 11 d 12 A loop is formed between them, using the first heat exchange pipe d of the water-cooled condenser 11 d 12 From the second heat exchange pipe d of the water-cooled condenser 13 d 14 The absorbed heat heats the heater core, and the warm air heated by the heater core is blown to the passenger compartment through the fan 1, thereby heating the passenger compartment.

[0248] To sum up, even if the heater is set in another electric drive-related pipeline, when the separate heating mode of the passenger compartment is realized, the connection between the electric drive-related pipeline and the second heat exchange pipeline of the battery cooler can be controlled to achieve the heating of the second heat exchange pipeline of the battery cooler by the heater, so as to start the compressor as soon as possible, and use the started compressor to assist in heating the passenger compartment, thereby reducing the power demand for the heater.

[0249] Battery single heating mode

[0250] In an optional implementation, please refer to Figure 11B As shown, it shows a pipeline flow relationship for realizing a battery heating mode. The control logic of this mode is exactly the same as that of the passenger compartment heating mode in terms of the control logic before and after the compressor is started, but it is different from that of the passenger compartment heating mode in terms of the control logic after the compressor is started. The main differences are:

[0251] After the compressor is controlled to start, if the battery heating mode is realized, the controller controls the first water pump EWP_H and the third water pump EWP_B to start, and controls the first end of the first three-way valve T-valve1 to close. 31 and the third end d of the first three-way valve T-valve1 33 The first end a1 of the control valve assembly is connected to the eighth end a8 of the control valve assembly, and the fourth end a4 of the control valve assembly is connected to the seventh end a7 of the control valve assembly, so that the first heat exchange pipe d1 of the battery and the water-cooled condenser is connected. 11 d 12 A loop is formed between them to utilize the first heat exchange pipe d of the water-cooled condenser 11 d 12 From the second heat exchange pipe d of the water-cooled condenser 13 d14 The absorbed heat heats the battery.

[0252] In another alternative implementation, please refer to Figure 11C as shown, which shows a pipeline flow relationship diagram for another implementation of the battery's separate heating mode. The difference in the control logic in this implementation from the control logic in the above implementation is that:

[0253] After controlling the compressor to start, the controller controls the first water pump EWP_H and the third water pump EWP_B to start, and controls the first end d of the first three-way valve T-valve1 31 and the second end d of the first three-way valve T-valve1 32 to be connected, controls the first end a1 of the valve body assembly and the fourth end a4 of the valve body assembly to be connected, and controls the seventh end a7 of the valve body assembly and the eighth end a8 of the valve body assembly to be connected, so that a loop is formed between the battery and the first heat exchange pipeline d of the water-cooled condenser, in order to use the first heat exchange pipeline d of the water-cooled condenser 11 d 12 to heat the battery with the heat absorbed from the second heat exchange pipeline d of the water-cooled condenser 11 d 12 from the second heat exchange pipeline d of the water-cooled condenser 13 d 14 The absorbed heat heats the battery.

[0254] It should be noted that the difference control logic for separately heating the battery in the non-preheating thermal management solution five is the same as the difference control logic for separately heating the battery in the above non-preheating thermal management solution four. You can directly refer to the above introduction content and it will not be repeated here.

[0255] Crew compartment and battery combined heating mode

[0256] In an alternative implementation, please refer to Figure 11D as shown, which shows a pipeline flow relationship diagram for a combined heating mode of the passenger compartment and the battery. The difference in the control logic corresponding to this mode from the control logic of the battery's separate heating mode shown above Figure 11B is that after starting the compressor, in addition to controlling the compressor to heat the battery according to the control logic in the battery's separate heating mode shown above Figure 11B , it will also control the first end d of the first three-way valve T-valve1 31 and the second end d of the first three-way valve T-valve1 32 to be connected, so as to use the heated coolant obtained by heat exchange in the loop where the compressor is located to heat the heater core, and realize the heating of the passenger compartment while heating the battery.

[0257] And, in another alternative implementation, please refer to Figure 11EAs shown, it shows another pipeline flow relationship diagram for realizing the combined heating mode of the passenger compartment and the battery. The control logic corresponding to this mode is different from that of the battery-only heating mode shown above Figure 11C in that: after starting the compressor, in addition to controlling the compressor to heat the battery according to the control logic in the battery-only heating mode shown above Figure 11C , it will also control the first end d of the first three-way valve T-valve1 31 and the third end d of the first three-way valve T-valve1 33 to be connected, so that the heated coolant obtained by heat exchange in the loop where the compressor is located can be incorporated into the loop where the battery is located as soon as possible, improving the speed of heating the battery.

[0258] In the above non-preheating thermal management solution five, the heater and the second three-way valve T-valve2 are also arranged in the electric drive-related pipeline. By controlling the second three-way valve T-valve2 and other valve body components in the thermal management system, the compressor can also be started before heating the passenger compartment and / or the battery, so as to use the compressor to assist in heating and reduce the power demand for the heater.

[0259] To sum up, in the above non-preheating thermal management solutions, the heater can be arranged in any one of the battery-related pipeline, the warm air-related pipeline or the electric drive-related pipeline. By setting the second three-way valve T-valve2 and the first valve body V3, the connection relationship of these valve bodies can be controlled to connect the heater arranged in any relevant pipeline to the second heat exchange pipeline of the battery cooler, so as to combine the compressor to assist in heating and reduce the power and cost of heating with the heater.

[0260] In addition, the above non-preheating thermal management solutions are all introduced with the first valve body V3 as a one-way valve. This one-way valve can automatically close or disconnect according to the flow direction of the liquid in the pipeline without additional control by the controller. However, in other embodiments, if the first valve body V3 is a control valve, after the controller controls the compressor to start, it is also necessary to control the first valve body V3 to disconnect to ensure that the compressor only forms a loop with the first heat exchange pipeline d of the battery cooler 21 d 22 to ensure that all the heating capacity of the compressor is used to heat the battery cooler.

[0261] The above mainly introduces the non-preheating thermal management solution. Next, the preheating thermal management solution will be introduced.

[0262] Preheating Thermal Management Solution One

[0263] Please refer to Figure 12As shown, it shows a schematic diagram of the architecture of a preheating type thermal management system provided by an embodiment of the present application. In addition to including the second three-way valve T-valve2, heater, and first valve body V3, compressor, water-cooled condenser, battery cooler, valve body assembly, first three-way valve T-vavle1, check valve V1, first water pump EWP_H, second water pump EWP_P, and third water pump EWP_B in the above non-preheating type thermal management solution one, it further includes a second valve body V2 and a third valve body V4, and a tenth pipeline L is provided between the second end of the first valve body V3 and the port d of the battery cooler 21 and 10 Among them, the second valve body V2 is arranged on the tenth pipeline L 10 and the first end of the second valve body V2 is respectively connected to the second end of the first valve body V3 and the evaporator, and the second end of the second valve body V2 is respectively connected to the port d of the battery cooler 21 and the first end of the third valve body V4. The third valve body V4 is arranged on the second pipeline L2, and the first end of the third valve body V4 is respectively connected to the second end of the second valve body V2 and the port d of the battery cooler 21 , and the second end of the third valve body V4 is respectively connected to the evaporator and the port d of the water-cooled condenser 14 .

[0264] In some embodiments, the first valve body V3 and the third valve body V4 are solenoid valves, and the second valve body V2 can be a solenoid valve or a check valve. When the second valve body V2 is a check valve, please continue to refer to Figure 12 As shown, the input end of the check valve is the first end of the second valve body V2, and the output end of the check valve is the second end of the second valve body V2

[0265] Taking the heater being arranged on the eighth pipeline L8 and the second valve body V2 being a check valve as an example, the specific control logic for implementing each heating mode in the preheating type thermal management solution one will be introduced in detail below

[0266] Crew compartment single heating mode

[0267] Please refer to Figure 13A As shown, it shows a pipeline flow relationship diagram for implementing the separate heating mode of the passenger compartment. The entire control logic corresponding to this mode includes the following content

[0268] When the controller detects that the passenger compartment needs to be heated, if it determines that the coolant temperature at the outlet end of the second heat exchange pipeline d o of the battery cooler collected by the temperature sensor Tp 23 d 24 is lower than the first temperature threshold, it controls the heater and the third water pump EWP_B to start, and controls the first end d 51and the third end d of the second three-way valve T-valve2 53 are connected to connect the third end a3 of the control valve body assembly and the fourth end a4 of the valve body assembly, and to connect the sixth end a6 of the control valve body assembly and the seventh end a7 of the valve body assembly, so as to heat the coolant flowing in the second heat exchange pipe d of the battery cooler through the heater 23 d 24 ;

[0269] During the heating of the second heat exchange pipe d of the battery cooler 23 d 24 if the controller determines that the coolant temperature at the outlet end of the second heat exchange pipe d o collected by the temperature sensor Tp 23 d 24 is not lower than the second temperature threshold, it controls the compressor to start and at the same time controls the first valve body V3 and the third valve body V4 to disconnect. In this way, the first heat exchange pipe d of the battery cooler 21 d 22 absorbs the heat of the coolant flowing in the second heat exchange pipe d of the battery cooler 23 d 24 and then obtains heated refrigerant liquid. After this refrigerant liquid is further compressed into high-temperature and high-pressure refrigerant gas by the compressor, it enters the second heat exchange pipe d of the water-cooled condenser 13 d 14 to heat the second heat exchange pipe d of the water-cooled condenser 13 d 14 , and then the refrigerant flowing out of the second heat exchange pipe d of the water-cooled condenser 13 d 14 flows into the evaporator, and its heat is dissipated into the passenger compartment through the evaporator to achieve the primary heating of the passenger compartment. After that, the refrigerant flowing out of the evaporator returns to the first heat exchange pipe d of the battery cooler through the second valve body V2 21 d 22 ;

[0270] After controlling the compressor to start, the controller can also control the first water pump EWP_H to start and control the first end d of the first three-way valve T-valve1 31 and the second end d of the first three-way valve T-valve1 32 to be connected, and control the first end a1 of the control valve body assembly and the eighth end a8 of the valve body assembly to be connected, so as to use the first heat exchange pipe d of the water-cooled condenser 11 d 12 to absorb the heat from the second heat exchange pipe d of the water-cooled condenser 13 d 14 to heat the heater core, so that the fan 1 blows the ambient air heated by the heater core into the passenger compartment to achieve the heating of the passenger compartment.

[0271] Adopting the above-mentioned preheating type thermal management solution 1 can not only reduce the specification requirements for the heater, but also, during the process of heating the passenger compartment, first initially heat the passenger compartment through the evaporator before the compressor starts, and then use the compressor to perform secondary heating on the passenger compartment after the compressor starts. This heating method can heat the passenger compartment faster and helps improve the user's riding experience.

[0272] Battery single heating mode

[0273] Please refer to Figure 13B as shown, which shows a pipeline flow relationship diagram for implementing the battery separate heating mode. The control logic of this mode before and during the start of the compressor is exactly the same as that of the passenger compartment separate heating mode, and the control logic after the start of the compressor is different from that of the passenger compartment separate heating mode. The main differences are as follows:

[0274] After controlling the start of the compressor and disconnecting the first valve body V3 and the third valve body V4, if it is necessary to implement the battery separate heating mode, the controller controls the first end d 51 of the second three-way valve T-valve2 52 and the second end d

[0275] of the second three-way valve T-valve2 51 to be connected, so that the battery and the heater form a loop to achieve the initial heating of the battery; 52 After controlling the connection of the first end d 31 of the first three-way valve T-valve1 and the third end d 33 of the first three-way valve T-valve1, and controlling the connection of the first end a1 of the valve body assembly and the eighth end a8 of the valve body assembly, the first heat exchange pipeline d 11 d 12 of the water-cooled condenser is incorporated into the loop where the heater is located, and the heater and the compressor are combined to achieve the secondary heating of the battery.

[0276] It should be noted that the above differential control logic is the same as the differential control logic of the battery separate heating mode in the non-preheating type thermal management solution 1. For specific details, please refer to the relevant introduction in the non-preheating type thermal management solution 1, and it will not be repeated here.

[0277] In addition, the second three-way valve T-valve2 can be a flow dividing valve. When the ambient temperature is not sufficient to start the compressor, first turn on the heater and let the first end d 51All the outflowing coolant flows into the third end d of the second three-way valve T-valve2 53 , to start the compressor as soon as possible. After that, let a part of the coolant flowing out from the first end d of the second three-way valve T-valve2 51 be diverted to the second end d of the second three-way valve T-valve2 52 , to heat the battery by using the power margin of the battery during the startup of the compressor. Finally, after the compressor is fully started, let all the coolant flowing out from the first end d of the second three-way valve T-valve2 51 flow into the third end d of the second three-way valve T-valve2 53 , to heat the battery by using the compressor and the heater together. In this way, this heating method can not only effectively reduce the specification of the heater required in the thermal management system, but also make full use of the heat of the heater and the compressor during the whole thermal management period, improving the efficiency of battery heating.

[0278] Crew compartment and battery combined heating mode

[0279] Please refer to Figure 13C as shown, which shows a pipeline flow relationship diagram for realizing the combined heating mode of the occupant compartment and the battery. This mode has exactly the same control logic as the separate heating mode of the occupant compartment and the separate heating mode of the battery in controlling the startup of the compressor and the previous control logic, and is different from the control logic of the separate heating mode of the occupant compartment and the separate heating mode of the battery in the control logic after controlling the startup of the compressor. The main differences are as follows:

[0280] After controlling the startup of the compressor and disconnecting the first valve body V3 and the third valve body V4, if the combined heating mode of the occupant compartment and the battery is realized, on the one hand, the controller can control the first end d 51 and the second end d 52 of the second three-way valve T-valve2 to be connected, so that a loop is formed between the battery and the heater to initially heat the battery by using the heater. On the other hand, the controller can also control the first water pump EWP_H to start, and control the first end d 31 and the second end d 32 of the first three-way valve T-valve1 to be connected, control the first end a1 of the valve body assembly and the eighth end a8 of the valve body assembly to be connected, so that the first heat exchange pipeline d 11 d 12 between the water-cooled condenser and the heater core forms a loop, and use the first heat exchange pipeline d 11 d 12 from the second heat exchange pipeline d 13 d 14The heat absorbed by the heater heats the heater core to heat the passenger compartment.

[0281] In controlling the first end of the second three-way valve T-valve2 51 and the second end d of the second three-way valve T-valve2 52 After the connection, the controller can also control the first end d of the first three-way valve T-valve1 31 and the third end d of the first three-way valve T-valve1 33 In this way, the coolant flowing out of the heater core flows into the first end d of the first three-way valve T-valve1. 31 , and then a portion of the first three-way valve T-valve1 from the second end d 32 The first heat exchange pipe d flowing back to the water-cooled condenser 11 d 12 The other part is incorporated into the third water pump EWP_B, and together with the heater, the battery is heated.

[0282] It should be noted that the above-mentioned distinguishing control logic is the same as the distinguishing control logic of the passenger compartment and battery joint heating mode in the non-preheating thermal management solution 1. For details, please refer to the relevant introduction in the non-preheating thermal management solution 1, which will not be repeated here. In addition, the above-mentioned first three-way valve T-valve1 can also be a diverter valve. When the first end d of the first three-way valve T-valve1 21 and their second ends d 32 and the third end d 23 After connection, the second end d 32 and the third end d 23 From its first end 21 The proportion of the coolant distributed can be determined by the temperature difference between the current temperature of the passenger compartment and the target temperature. For the relevant introduction of the flow diversion of the first three-way valve T-valve1, please refer to the non-preheating thermal management solution 1, which will not be repeated here.

[0283] The adoption of the above-mentioned preheating thermal management solution 1 can not only reduce the power demand for the heater, but also the evaporator can participate in the heating of the passenger compartment. It serves as a carrier for the initial heating of the passenger compartment to preheat the passenger compartment, and then combines with the heater core to heat the passenger compartment, thereby improving the efficiency of heating the passenger compartment.

[0284] Preheating thermal management solution 2

[0285] Please refer to Figure 14As shown, it shows a schematic diagram of the architecture of another preheating type thermal management system provided by an embodiment of the present application. The difference between this thermal management system and the above-mentioned preheating type thermal management solution one is that the heater is arranged on the sixth pipeline L6. For example, it can be arranged between the sixth end a6 of the valve body assembly and the second heat exchange pipeline d 23 d 24 of the port d 24 between them, or it can also be arranged between the port d 23 of the battery cooler and the third end a3 of the valve body assembly.

[0286] In addition, except that the heater is different from the above-mentioned preheating type thermal management solution one, the second three-way valve T-valve2, the first valve body V3, the second valve body V2, the third valve body V4, the compressor, the water-cooled condenser, the battery cooler, the valve body assembly, the first three-way valve T-vavle1, the one-way valve V1, the first water pump EWP_H, the second water pump EWP_P and the third water pump EWP_B in the preheating type thermal management solution two are the same as those in the above-mentioned preheating type thermal management solution one, and will not be repeated here.

[0287] Moreover, in an ultra-low temperature environment, the control logics for realizing the separate heating mode of the passenger compartment, the separate heating mode of the battery, and the combined heating mode of the passenger compartment and the battery in the preheating type thermal management solution two are also the same as those in the above-mentioned preheating type thermal management solution one. For specific details, please refer to the relevant introductions of each mode in the above-mentioned preheating type thermal management solution one, and will not be repeated here.

[0288] Preheating type thermal management solution three

[0289] Please refer to Figure 15 As shown, it shows a schematic diagram of the architecture of yet another preheating type thermal management system provided by an embodiment of the present application. The difference between this thermal management system and the above-mentioned preheating type thermal management solution one is that the heater is arranged on the third pipeline L3 between the first end a1 of the valve body assembly and the first end d 31 of the first three-way valve T-valve1. For example, it can be arranged between the first end a1 of the valve body assembly and the input end of the first water pump EWP_H, or it can also be arranged between the output end of the first water pump EWP_H and the input end of the heater core, or it can also be arranged between the output end of the heater core and the first end d 31 of the first three-way valve T-valve1.

[0290] In addition, except for the difference between the heater and the above-mentioned preheating type thermal management solution 1, the second three-way valve T-valve2, the first valve body V3, the second valve body V2, the third valve body V4, the compressor, the water-cooled condenser, the battery cooler, the valve body assembly, the first three-way valve T-vavle1, the check valve V1, the first water pump EWP_H, the second water pump EWP_P, and the third water pump EWP_B in the preheating type thermal management solution 2 are the same as those in the above-mentioned preheating type thermal management solution 1, and will not be repeated here.

[0291] Exemplarily, taking the third pipeline L3 where the heater is arranged between the output end of the first water pump EWP_H and the input end of the heater core as an example, the specific control logics for implementing each heating mode in the preheating type thermal management solution 3 will be introduced in detail below.

[0292] Crew compartment single heating mode

[0293] Please refer to Figure 16A as shown, which shows a pipeline flow relationship diagram for implementing the separate heating mode of the passenger compartment. The entire control logic corresponding to this mode may include the following content:

[0294] When the controller detects that the passenger compartment needs to be heated, if it determines that the coolant temperature at the outlet end of the second heat exchange pipeline d of the battery cooler collected by the temperature sensor Tp o is lower than the first temperature threshold, it controls the heater, the first water pump EWP_H, and the third water pump EWP_B to start, and controls the first end d of the first three-way valve T-valve1 23 d 24 and the third end d of the first three-way valve T-valve1 31 to be connected, controls the first end d of the second three-way valve T-valve2 33 and the third end d of the second three-way valve T-valve2 51 to be connected, controls the third end a3 and the fourth end a4 of the valve body assembly to be connected, controls the sixth end a6 and the seventh end a7 of the valve body assembly to be connected, and controls the first end a1 and the eighth end a8 of the valve body assembly to be connected. In this way, the coolant flowing out from the output end of the first water pump EWP_H is heated by the heater and then enters the heater core. After the heater core initially heats the passenger compartment, the coolant flows into the first end d of the first three-way valve T-valve1 53 and then flows out from the third end d of the first three-way valve T-valve1 31 , and then flows through the third water pump EWP_B into the first end d of the second three-way valve T-valve2 33 and flows out from the third end d of the second three-way valve T-valve2 51 and 53 ​The heat exchange pipe d of the battery cooler flows out through the third end a3 of the valve body assembly and the fourth end a4 of the valve body assembly in turn. 23 d 24 , to heat the second heat exchange pipe d of the battery cooler 23 d 24 , then flows from the sixth end a6 of the valve body assembly into the seventh end a7 of the valve body assembly, and after flowing out from the seventh end a7 of the valve body assembly, a part of it is combined with the third end d of the first three-way valve T-valve1 33 The outflowing coolant is combined with the third water pump EWP_B, and the other part flows into the first heat exchange pipe d of the water-cooled condenser through the one-way valve V1. 11 d 12 , then enters the eighth end a8 of the valve body assembly, and after flowing out from the first end a1 of the valve body assembly, returns to the first water pump EWP_H;

[0295] In the second heat exchange pipe d of the battery cooler 23 d 24 During the heating process, if the controller determines that the temperature sensor Tp o The second heat exchange pipe d collected 23 d 24 If the temperature at the outlet of the water-cooled condenser is not lower than the second temperature threshold, the compressor is controlled to start, and the first valve body V3 and the third valve body V4 are controlled to be disconnected, so as to use the compressor to cool the second heat exchange pipe d of the water-cooled condenser. 13 d 14 The evaporator heats the passenger compartment and dissipates the heat into the passenger compartment to achieve secondary heating of the passenger compartment.

[0296] After controlling the compressor to start and controlling the first valve body V3 and the third valve body V4 to disconnect, the controller can also control the first end of the first three-way valve T-valve1 to 31 and the second end d of the first three-way valve T-valve1 32 Thus, the first heat exchange pipe d of the water-cooled condenser 11 d 12 The second heat exchange pipe d of the absorption water-cooled condenser 13 d 14 The heated coolant is obtained by absorbing the heat of the refrigerant flowing in the valve body, and the heated coolant flows into the heater core through the eighth end a8 of the valve body assembly, the first end a1 of the valve body assembly, the first water pump EWP_H and the heater in sequence, and the heated warm air is blown to the passenger compartment through the heater core, thus achieving the third heating of the passenger compartment. After that, the coolant flowing out of the heater core flows into the first end d of the first three-way valve T-valve1. 31 , part of which passes through the second end d of the first three-way valve T-valve1 32 The first heat exchange pipe d flowing back to the water-cooled condenser11 d 12 Another part passes through the third end d of the first three-way valve T-valve1 33 and is incorporated into the third water pump EWP_B.

[0297] In summary, when heating the passenger compartment alone, by directly installing the heater on the pipeline where the heater core is located, when heating the passenger compartment according to the above control logic, first, the heater core is directly heated by the heater to achieve the initial heating of the passenger compartment, then the compressor is used to compress and generate heat to achieve the secondary heating of the passenger compartment by the evaporator, and finally the compressor is used to compress and generate heat to achieve the tertiary heating of the passenger compartment by the heater core. This heating method can heat the passenger compartment faster and helps improve the user's riding experience.

[0298] Battery single heating mode

[0299] Please refer to Figure 16B as shown, which shows a pipeline flow relationship diagram of a battery single heating mode. The entire control logic corresponding to this mode may include the following content:

[0300] First, when the controller detects that the battery needs to be heated, if it is determined that the coolant temperature at the outlet end of the second heat exchange pipeline d of the battery cooler collected by the temperature sensor Tp o is lower than the first temperature threshold, the heater, the first water pump EWP_H, and the third water pump EWP_B are controlled to start, and the first end d of the first three-way valve T-valve1 23 d 24 is controlled to communicate with the third end d of the first three-way valve T-valve1, the first end d of the second three-way valve T-valve2 31 is controlled to communicate with the third end d of the second three-way valve T-valve2, the third end a3 of the valve body assembly is controlled to communicate with the fourth end a4 of the valve body assembly, the sixth end a6 of the valve body assembly is controlled to communicate with the seventh end a7 of the valve body assembly, and the first end a1 of the valve body assembly is controlled to communicate with the eighth end a8 of the valve body assembly, so that a loop is formed between the heater and the second heat exchange pipeline d of the battery cooler 33 51 d 53 dto realize the heating of the second heat exchange pipeline d of the battery cooler by the heater. 23 d 24 It should be noted that during this process, although the coolant heated by the heater flows through the heater core, since the air conditioner is not turned on, the heater core only serves as an intermediate pipeline to transfer the coolant and will not be used to heat the passenger compartment. 23 d 24 by the heater.

[0301] It should be noted that during this process, although the coolant heated by the heater flows through the heater core, since the air conditioner is not turned on, the heater core only serves as an intermediate pipeline to transfer the coolant and will not be used to heat the passenger compartment.

[0302] After that, after the controller determines that the temperature of the second heat exchange pipe d o collected by the temperature sensor Tp 23 d 24 at the outlet end of is not lower than the second temperature threshold, the controller controls the compressor to start and controls the first valve body V3 and the third valve body V4 to disconnect, so that a loop is formed between the compressor and the first heat exchange pipe d 21 d 22 of the battery cooler, and the compressor heats the refrigerant flowing in the second heat exchange pipe d 13 d 14 in the water-cooled condenser.

[0303] It should be noted that during this process, although the coolant heated by the compressor flows through the evaporator, since the air conditioner is not turned on, the evaporator only serves as an intermediate pipeline to transfer the coolant and will not be used to heat the passenger compartment.

[0304] Furthermore, the controller can also control the first end d 51 of the second three-way valve T-valve2 and the third end d 53 of the second three-way valve T-valve2 to communicate, so that after the coolant heated by the compressor enters the first end d 51 of the second three-way valve T-valve2, a part of it flows out from the second end d 53 of the second three-way valve T-valve2 and participates in the loop of the compressor heating, and another part flows out from the third end d 53 of the second three-way valve T-valve2 to heat the battery.

[0305] To sum up, when heating the battery alone, first use all the heat generated by the heater to start the compressor to accelerate the starting speed of the compressor, and then connect the first end d 51 of the second three-way valve T-valve2 and the second end d 52 of the second three-way valve T-valve2 after the compressor starts, so as to jointly heat the battery with the heat generated by the compressor and the heater, and improve the heating speed of the battery.

[0306] However, it should be understood that the above control logic is only an optional implementation method. In another implementation method, the first end d 51 of the second three-way valve T-valve2 and the second end d 52 of the second three-way valve T-valve2 can also be connected before the compressor starts. In this way, the heat generated by the heater is used to initially heat the battery on the one hand and to start the compressor on the other hand. After the compressor starts, the heat generated by the compressor and the heater is used to heat the battery twice, so that the battery can be preheated.

[0307] Crew compartment and battery combined heating mode

[0308] Please refer to Figure 16C as shown, which shows a pipeline flow relationship diagram of a combined heating mode of the passenger compartment and the battery. This mode is exactly the same as the control logic of the individual heating mode of the passenger compartment and the individual heating mode of the battery in terms of controlling the start of the compressor and the previous control logic, and is different from the control logic of the individual heating mode of the passenger compartment and the individual heating mode of the battery in terms of the control logic after controlling the start of the compressor. The main differences are as follows:

[0309] After controlling the start of the compressor and disconnecting the first valve body V3 and the third valve body V4, on the one hand, the controller can control the first end d 31 of the first three-way valve T-valve1 and the second end d 52 of the first three-way valve T-valve1 to be connected, so as to use the heated coolant obtained by heat exchange with the loop where the compressor is located to heat the heater core. On the other hand, the controller can also control the first end d 51 of the second three-way valve T-valve2 and the third end d 53 of the second three-way valve T-valve2 to be connected, so as to use the heated coolant obtained by heat exchange with the loop where the compressor is located to heat the battery.

[0310] In the above preheating type thermal management solution three, although the heater is also arranged on the third pipeline L3 where the heater core is located as in the prior art, a second three-way valve T-valve2, a first valve body V3, a second valve body V2 and a third valve body V4 are also arranged in the preheating type thermal management system. By controlling these valve bodies and other valve body components in the thermal management system, a solution of using the compressor to assist in heating the passenger compartment and / or the battery can also be realized, reducing the power demand for the heater.

[0311] Preheating type thermal management solution four

[0312] Please refer to Figure 17 as shown, which shows a schematic diagram of the architecture of another preheating type thermal management system provided by the embodiment of the present application. The difference between this preheating type thermal management system and the above preheating type thermal management solution one is that: the second three-way valve T-valve2 is arranged on the common pipeline of the fourth pipeline L4 and the fifth pipeline L5 (that is, on the fourth pipeline L4 or the fifth pipeline L5 between the ninth end a9 of the valve body assembly and the branch point P0), and the first end d 51 of the second three-way valve T-valve2 is respectively connected to the cooler and the electric drive, the second end d 52 of the second three-way valve T-valve2 is connected to the ninth end a9 of the valve body assembly, and the third end d 53 of the second three-way valve T-valve2 accesses the branch point P4 on the fourth pipeline L4 through the ninth pipeline L9, and the ninth pipeline L9 flows through the heater.

[0313] In addition, except for the differences between the heater and the second three-way valve T-valve2 and the above-mentioned preheating type thermal management solution 1, the first valve body V3, the second valve body V2, the third valve body V4, the compressor, the water-cooled condenser, the battery cooler, the valve body assembly, the first three-way valve T-vavle1, the one-way valve V1, the first water pump EWP_H, the second water pump EWP_P, and the third water pump EWP_B in the preheating type thermal management solution 4 are the same as those in the above-mentioned preheating type thermal management solution 1, and will not be repeated here.

[0314] The following will introduce in detail the specific control logic for realizing each heating mode in the preheating type thermal management solution 4.

[0315] Crew compartment single heating mode

[0316] Please refer to Figure 18A As shown, it shows a pipeline flow relationship diagram for realizing the separate heating mode of the passenger compartment. The entire control logic corresponding to this mode can include the following content:

[0317] When the controller detects that the passenger compartment needs to be heated, if it determines that the temperature sensor Tp o collects the coolant temperature at the outlet end of the second heat exchange pipeline d 23 d 24 of the battery cooler is lower than the first temperature threshold, it controls the heater and the second water pump EWP_P to start, and controls the second end d 52 of the second three-way valve T-valve2 to be respectively connected to the first end d 51 and the third end d 53 of the second three-way valve T-valve2, controls the second end a2 and the third end a3 of the valve body assembly to be connected, and controls the sixth end a6 and the ninth end a9 of the valve body assembly to be connected, so that the heater and the second heat exchange pipeline d 23 d 24 of the battery cooler form a loop to realize the heating of the second heat exchange pipeline d 23 d 24 of the battery cooler;

[0318] During the heating process of the second heat exchange pipeline d 23 d 24 of the battery cooler, if the controller determines that the temperature at the outlet end of the second heat exchange pipeline d o collected by the temperature sensor Tp 23 d 24 is not lower than the second temperature threshold, it controls the compressor to start and controls the first valve body V3 and the third valve body V4 to be disconnected, so that the compressor and the second heat exchange pipeline d 13 d14 Form a loop to enable the compressor to heat the second heat exchange pipe d of the water-cooled condenser 13 d 14 Heat, and at the same time enable the evaporator to initially heat the passenger compartment;

[0319] After controlling the compressor to start and controlling the first valve body V3 and the third valve body V4 to disconnect, the controller can also control the first water pump EWP_H to start, and control the first end d of the first three-way valve T-valve1 31 and the second end d of the first three-way valve T-valve1 32 to be connected, control the first end a1 of the valve body assembly and the eighth end a8 of the valve body assembly to be connected, so that the first heat exchange pipe d of the water-cooled condenser 11 d 12 forms a loop with the heater core to realize the secondary heating of the passenger compartment by the heater core.

[0320] Battery single heating mode

[0321] In an alternative embodiment, please refer to Figure 18B as shown, which shows a pipeline flow relationship diagram for realizing the battery single heating mode. The control logic of this mode is exactly the same as that of the passenger compartment single heating mode in controlling the compressor to start and the previous control logic, and is different from the control logic of the passenger compartment single heating mode in the control logic after controlling the compressor to start. The main differences are as follows:

[0322] After controlling the compressor to start and controlling the first valve body V3 and the third valve body V4 to disconnect, if the battery single heating mode is to be realized, the controller controls the first water pump EWP_H and the third water pump EWP_B to start, and controls the first end d of the first three-way valve T-valve1 31 and the third end d of the first three-way valve T-valve1 33 to be connected, control the first end a1 of the valve body assembly and the eighth end a8 of the valve body assembly to be connected, control the fourth end a4 of the valve body assembly and the seventh end a7 of the valve body assembly to be connected, so that a loop is formed between the battery and the first heat exchange pipe d of the water-cooled condenser 11 d 12 to heat the battery by using the started compressor.

[0323] In another alternative embodiment, please refer to Figure 18C as shown, which shows another pipeline flow relationship diagram for realizing the battery single heating mode. The difference between the control logic in this embodiment and the control logic in the above embodiment is as follows:

[0324] After controlling the start of the compressor and disconnecting the first valve body V3 and the third valve body V4, if the battery single heating mode is to be realized, the controller controls the start of the first water pump EWP_H and the third water pump EWP_B, and controls the first end d of the first three-way valve T-valve1 31 and the second end d of the first three-way valve T-valve1 32 to be connected, controls the first end a1 of the valve body assembly and the fourth end a4 of the valve body assembly to be connected, and controls the seventh end a7 of the valve body assembly and the eighth end a8 of the valve body assembly to be connected, so that a loop is formed between the battery and the first heat exchange pipe d of the water-cooled condenser 11 d 12 to heat the battery by using the started compressor.

[0325] For the specific implementation of the above differential control logic, refer to the relevant introduction in the above non-preheating control solution four, which will not be repeated here.

[0326] Crew compartment and battery combined heating mode

[0327] In an alternative embodiment, please refer to Figure 18D as shown, which shows a pipeline flow relationship diagram for realizing the combined heating mode of the passenger compartment and the battery. The control logic corresponding to this mode is different from that of the battery single heating mode shown above Figure 18B in that: after controlling the start of the compressor and disconnecting the first valve body V3 and the third valve body V4, in addition to controlling the compressor to heat the battery according to the control logic in the battery single heating mode shown above Figure 18B it also controls the first end d of the first three-way valve T-valve1 31 and the second end d of the first three-way valve T-valve1 32 to be connected, so as to heat the heater core with the heated coolant obtained by heat exchange in the loop where the compressor is located, and realize the heating of the passenger compartment while heating the battery.

[0328] In another alternative embodiment, please refer to Figure 18E as shown, which shows a pipeline flow relationship diagram for realizing the combined heating mode of the passenger compartment and the battery. The control logic corresponding to this mode is different from that of the battery single heating mode shown above Figure 18C in that: after starting the compressor, in addition to controlling the compressor to heat the battery according to the control logic in the battery single heating mode shown above Figure 18C it also controls the first end d of the first three-way valve T-valve1 31 and the third end d of the first three-way valve T-valve1 33Connected to enable the heated coolant obtained by heat exchange in the loop where the compressor is located to be incorporated into the loop where the battery is located as soon as possible, thereby increasing the speed of heating the battery.

[0329] In the above-mentioned preheating type thermal management solution four, the heater and the second three-way valve T-valve2 are arranged on the pipeline related to the pipeline where the electric drive is located. By controlling the second three-way valve T-valve2 and other valve body components in the thermal management system, not only can the compressor be used to assist in heating the passenger compartment and / or the battery, reducing the power demand for the heater, but also the passenger compartment can be preheated by the evaporator before the compressor heats the passenger compartment, improving the efficiency of heating the passenger compartment.

[0330] Preheating type thermal management solution five

[0331] Please refer to Figure 19 As shown, it shows a schematic diagram of the architecture of another preheating type thermal management system provided by an embodiment of the present application. The difference between this thermal management system and the above-mentioned preheating type thermal management solution one is that: the second three-way valve T-valve2 is arranged on the fifth pipeline L5, and the first end d of the second three-way valve T-valve2 51 is connected to the cooler, the second end d of the second three-way valve T-valve2 52 is connected to the fifth end a5 of the valve body assembly, and the third end d of the second three-way valve T-valve2 53 is incorporated into the branch point P4 on the fourth pipeline L4 through the ninth pipeline L9, and the ninth pipeline L9 flows through the heater.

[0332] In addition, except that the heater and the second three-way valve T-valve2 are different from the above-mentioned preheating type thermal management solution one, the first valve body V3, the second valve body V2, the third valve body V4, the compressor, the water-cooled condenser, the battery cooler, the valve body assembly, the first three-way valve T-vavle1, the one-way valve V1, the first water pump EWP_H, the second water pump EWP_P, and the third water pump EWP_B in the preheating type thermal management solution five are the same as those in the above-mentioned preheating type thermal management solution one, and will not be repeated here.

[0333] Exemplarily, Figure 20A shows the pipeline flow relationship diagram for realizing the separate heating mode of the passenger compartment in the preheating type thermal management solution five, Figure 20B shows a pipeline flow relationship diagram for realizing the separate heating mode of the battery in the preheating type thermal management solution five, Figure 20C shows another pipeline flow relationship diagram for realizing the separate heating mode of the battery in the preheating type thermal management solution five, Figure 20D shows a pipeline flow relationship diagram for realizing the combined heating mode of the passenger compartment and the battery in the preheating type thermal management solution five, Figure 20EAnother pipeline flow relationship diagram showing the realization of the combined heating mode of the occupant compartment and the battery in the fifth preheating thermal management solution. Please refer to it together Figures 20A to 20E As shown, compared with the corresponding modes in the above-mentioned fourth preheating thermal management solution Figures 18A to 18E The difference in the control logic in is:

[0334] When the controller determines that the coolant temperature at the outlet end of the second heat exchange pipeline d of the battery cooler collected by the temperature sensor Tp o is lower than the first temperature threshold, it controls the heater and the second water pump EWP_P to start, and controls the second end d of the second three-way valve T-valve2 23 d 24 to communicate with the third end d of the second three-way valve T-valve2, controls the second end a2 of the valve body assembly to communicate with the third end a3 of the valve body assembly, and controls the sixth end a6 of the valve body assembly to communicate with the fifth end a5 and the ninth end a9 of the valve body assembly respectively. In this way, the coolant heated by the heater flows into the second end a2 of the valve body assembly after passing through the second water pump EWP_P, and then flows out from the third end a3 of the valve body assembly and enters the second heat exchange pipeline d of the battery cooler 52 d 53 to realize the heating of the second heat exchange pipeline d of the battery cooler. After that, the coolant flowing out from the second heat exchange pipeline d of the battery cooler 23 d 24 enters the sixth end a6 of the valve body assembly. A part flows out through the ninth end a9 of the valve body assembly and is used to cool the electric drive, and the other part flows out through the fifth end a5 of the valve body assembly and enters the second end d of the second three-way valve T-valve2 23 d 24 Then it flows out from the third end d of the second three-way valve T-valve2 23 d 24 and returns to the heater. The coolant flowing out from the electric drive and the coolant flowing out from the heater converge and then enter the second water pump EWP_P. 52 d 53 flows out and then returns to the heater. The coolant flowing out from the electric drive and the coolant flowing out from the heater converge and then enter the second water pump EWP_P.

[0335] It should be noted that Figures 20A to 20E The other control logics shown are exactly the same as those in the above-mentioned fourth preheating thermal management solution Figures 18A to 18E and will not be repeated here one by one.

[0336] In the above-mentioned preheating type thermal management solution five, the heater and the second three-way valve T-valve2 are also arranged on the electric drive-related pipeline. By controlling the second three-way valve T-valve2 and other valve body components in the thermal management system, the compressor can also be used to assist in heating the passenger compartment and / or the battery, reducing the power demand for the heater. At the same time, the evaporator can be used to preheat the passenger compartment before the compressor heats the passenger compartment, improving the heating efficiency of the passenger compartment.

[0337] In summary, in the above-mentioned various preheating type thermal management solutions, the heater can be arranged in any one of the battery-related pipeline, the warm air-related pipeline or the electric drive-related pipeline. By setting the second three-way valve T-valve2, the first valve body V3, the second valve body V2 and the third valve body V4, the connection relationship of these valve bodies can also be controlled to connect the heater arranged in any relevant pipeline to the second heat exchange pipeline of the battery cooler, so as to jointly use the compressor to assist in heating, reducing the power and cost of heating with the heater. In addition, when heating the passenger compartment in the above-mentioned various preheating type thermal management solutions, the evaporator is first used to preheat the passenger compartment, and then the warm air core is used to perform secondary heating on the passenger compartment, so that the low-temperature heating rate of the passenger compartment can also be improved.

[0338] In addition, the above-mentioned various preheating type thermal management solutions are all introduced with the second valve body V2 as a one-way valve. This one-way valve can automatically close or disconnect according to the flow direction of the liquid in the pipeline without additional control by the controller. However, in other embodiments, if the second valve body V2 is a control valve, after the controller controls the compressor to start, it is also necessary to control the second valve body V2 to open to ensure that the compressor can smoothly connect to the first heat exchange pipeline d of the battery cooler through the opened second valve body V2 21 d 22 to form a loop to ensure that the heating capacity of the compressor is used to heat the battery cooler.

[0339] It should be noted that the above-mentioned non-preheating type thermal management solutions one to five and preheating type thermal management solutions one to five all introduce how to heat the passenger compartment and / or the battery in an ultra-low temperature environment. The embodiments of the present application also provide a solution for heating the passenger compartment and / or the battery in a non-ultra-low temperature environment. The following takes the non-preheating type thermal management system and the preheating type thermal management system shown above Figure 3 as an example to introduce the specific control logic for realizing various heating modes in a non-ultra-low temperature environment from the two perspectives of the non-preheating type thermal management solution and the preheating type thermal management solution respectively. Figure 12

[0340] Non-preheating type thermal management solution in non-ultra-low temperature

[0341] Figure 21A ​Shows a pipeline flow relationship diagram for achieving non-ultra-low temperature heating of the occupant compartment in a non-preheating thermal management solution, Figure 21B Shows a pipeline flow relationship diagram for achieving non-ultra-low temperature heating of the battery in a non-preheating thermal management solution, Figure 21C Shows a pipeline flow relationship diagram for achieving non-ultra-low temperature heating of both the occupant compartment and the battery in a non-preheating thermal management solution, Figure 21D Shows another pipeline flow relationship diagram for achieving non-ultra-low temperature heating of the occupant compartment in a non-preheating thermal management solution, Figure 21E Shows another pipeline flow relationship diagram for achieving non-ultra-low temperature heating of the battery in a non-preheating thermal management solution, Figure 21F Shows another pipeline flow relationship diagram for achieving non-ultra-low temperature heating of both the occupant compartment and the battery in a non-preheating thermal management solution. Please refer to it together with Figures 21A to 21F as shown:

[0342] When the controller implements any heating mode, if it determines that the temperature sensor Tp o collects the coolant temperature at the outlet end of the second heat exchange pipeline d 23 d 24 of the battery cooler is not lower than the second temperature threshold (i.e., -15°C), it indicates that the current ambient temperature has exceeded the starting temperature threshold of the compressor, and the compressor can be directly started. Therefore, please refer to Figures 21A to 21C as shown, the controller can directly control the compressor to start without first using the heater to heat the second heat exchange pipeline d 23 d 24 of the battery cooler before starting the compressor. 13 d 14 In this way, since the ambient temperature is sufficient to start the compressor, after the compressor starts, it will directly compress the refrigerant liquid at its inlet into a high-temperature and high-pressure refrigerant gas and input it into the second heat exchange pipeline d 13 d 14 of the water-cooled condenser to achieve heating of the second heat exchange pipeline d 13 d 14 of the water-cooled condenser. Then, the refrigerant output from the second heat exchange pipeline d 21 d 22 of the water-cooled condenser returns to the compressor after passing through the first heat exchange pipeline d

[0343] Furthermore, after controlling the compressor to start, if it is necessary to implement the individual heating mode of the occupant compartment, then refer to Figure 21A as shown, the controller then controls the first water pump EWP_H to turn on and controls the first end d 31 and the second end d 32Connected, the eighth end a8 of the control valve body assembly is connected to the first end a1 of the valve body assembly to utilize the first heat exchange pipe d of the water-cooled condenser 11 d 12 From the second heat exchange pipe d 13 d 14 The heat absorbed is used to heat the heater core to achieve heating of the passenger compartment.

[0344] Alternatively, after the compressor is controlled to start, if it is necessary to implement the battery-only heating mode, then refer to Figure 21B As shown, the controller then controls the first water pump EWP_H and the third water pump EWP_B to turn on, and controls the first end d of the first three-way valve T-valve1 31 And the third end d of the first three-way valve T-valve1 33 Connected, control the first end d of the second three-way valve T-valve2 51 And the second end d of the second three-way valve T-valve2 52 Connected, control the eighth end a8 of the valve body assembly to be connected to the first end a1, and control the fourth end a4 of the valve body assembly to be connected to the seventh end a7. In this way, the first heat exchange pipe d of the water-cooled condenser 11 d 12 From the second heat exchange pipe d 13 d 14 The heated coolant obtained after absorbing heat passes through the eighth end a8 of the valve body assembly, the first end a1 of the valve body assembly, the first water pump EWP_H, the heater core, the first end d of the first three-way valve T-valve1 31 、The third end d of the first three-way valve T-valve1 33 、The third water pump EWP_B, the first end d of the second three-way valve T-valve2 51 、The second end d of the second three-way valve T-valve2 52 And then flows into the battery to heat the battery. After that, the coolant flowing out of the battery enters the fourth end a4 of the valve body assembly, and then flows out of the seventh end a7 of the valve body assembly. Part of it is incorporated into the third water pump EWP_B, and the other part returns to the first heat exchange pipe d of the water-cooled condenser 11 d 12 .

[0345] Alternatively, after the compressor is controlled to start, if it is necessary to implement the combined heating mode of the passenger compartment and the battery, then refer to Figure 21C As shown, the difference between this control logic and Figure 21B The battery-only heating mode shown is that in addition to controlling according to the Figure 21B The shown control logic, the controller also controls the first end d of the first three-way valve T-valve1 31 And the second end d of the first three-way valve T-valve132 are connected so that the first heat exchange pipe d of the water-cooled condenser 11 d 12 The heated coolant obtained by heat exchange can also be used to heat the heater core to realize the heating of the passenger compartment.

[0346] Conversely, when the temperature sensor Tp o collects the coolant temperature at the outlet end of the second heat exchange pipe d of the battery cooler 23 d 24 is not lower than the first temperature threshold (i.e., -18 °C or -20 °C), but lower than the second temperature threshold (i.e., -15 °C), although the current ambient temperature is not ultra-low, it is still slightly short of the starting temperature threshold of the compressor, and only a slight heating is required to start the compressor. At this time, there is no need to waste energy using the heater, but instead, the heat generation capacity during the operation of the electric drive can be utilized, and the heat in the loop where the electric drive is located can be used to assist in starting the compressor. Specifically, please refer to Figures 22D to 22F As shown, the controller can control the second water pump EWP_P to start, control the second end a2 and the third end a3 of the valve body assembly to be connected, and control the sixth end a6 and the fifth end a5 of the valve body assembly to be connected. In this way, the coolant heated by the electric drive sequentially flows through the second water pump EWP_P, the second end a2 and the third end a3 of the valve body assembly, and then enters the second heat exchange pipe d of the battery cooler 23 d 24 to heat the second heat exchange pipe d of the battery cooler 23 d 24 and then flows out to the sixth end a6 of the valve body assembly, and flows out from the fifth end a5 of the valve body assembly and enters the cooler. After heat exchange with the ambient temperature through the cooler, it returns to the electric drive to cool the electric drive.

[0347] During the heating process using the electric drive, the controller can also monitor the temperature at the outlet end of the cooler collected by the temperature sensor Tp i and the temperature at the outlet end of the battery cooler collected by the temperature sensor Tp o When the temperature collected by Tp o is lower than the temperature collected by Tp i it indicates that the coolant temperature flowing through the battery cooler is still lower than the ambient temperature. At this time, the connection between the sixth end a6 and the fifth end a5 of the valve body assembly can be maintained to first utilize the relatively higher ambient temperature obtained by heat exchange through the cooler and then use the electric drive to heat the coolant to increase the coolant temperature at the output end of the electric drive. Conversely, when the temperature collected by Tp o is higher than the temperature collected by Tp iWhen collecting the temperature, it indicates that the temperature of the coolant flowing through the battery cooler is higher than the ambient temperature. At this time, the sixth end a6 of the valve body assembly and the fifth end a5 of the valve body assembly can be controlled to disconnect, and the sixth end a6 of the valve body assembly and the ninth end a9 of the valve body assembly can be controlled to communicate, so as to directly flow the coolant higher than the ambient temperature passing through the battery cooler into the electric drive for heating, and improve the coolant temperature at the output end of the electric drive. It can be seen that by adopting this control logic, the electric drive can heat the higher temperature among the ambient temperature and the temperature flowing through the battery cooler to quickly heat up to the temperature required to start the compressor and start the compressor as soon as possible.

[0348] Further, in the second heat exchange pipeline d of the battery cooler 23 d 24 During the heating process, the controller can also monitor the temperature at the outlet end of the battery cooler collected by the temperature sensor Tpo. When this temperature is no longer lower than the second temperature threshold (i.e., -15 °C), it indicates that the temperature of the loop where the electric drive is located is sufficient to start the compressor. At this time, the controller can control the compressor to start, so that the compressor, the first heat exchange pipeline d of the battery cooler 21 d 22 and the second heat exchange pipeline d of the water-cooled condenser 13 d 14 form a loop to use the high-temperature refrigerant obtained by heat exchange in the first heat exchange pipeline d of the battery cooler 21 d 22 to successfully start the compressor, and use the compression and heating operation of the compressor to heat the second heat exchange pipeline d of the water-cooled condenser 13 d 14 .

[0349] After starting the compressor, if it is necessary to implement the separate heating mode for the passenger compartment, as shown in Figure 21D , the controller then controls the first water pump EWP_H to start, and controls the first end d of the first three-way valve T-valve1 31 and the second end d 32 to communicate, and controls the eighth end a8 of the valve body assembly and the first end a1 to communicate, so as to use the first heat exchange pipeline d of the water-cooled condenser 11 d 12 to absorb heat from the second heat exchange pipeline d 13 d 14 to heat the heater core and realize the heating of the passenger compartment.

[0350] Or, after starting the compressor, if it is necessary to implement the separate heating mode for the battery, as shown in Figure 21E , the controller then controls the first water pump EWP_H and the third water pump EWP_B to start, and controls the first end d of the first three-way valve T-valve1 31and the third end d of the first three-way valve T-valve1 33 are connected to control the first end d of the second three-way valve T-valve2 51 and the second end d of the second three-way valve T-valve2 52 are connected to control the eighth end a8 of the valve body assembly to be connected to the first end a1 of the valve body assembly, and control the fourth end a4 of the valve body assembly to be connected to the seventh end a7 of the valve body assembly, so as to utilize the first heat exchange pipe d of the water-cooled condenser 11 d 12 to heat the battery with the heat absorbed from the second heat exchange pipe d 13 d 14 and realize the heating of the battery.

[0351] Alternatively, after starting the compressor, if it is necessary to implement the combined heating mode of the passenger compartment and the battery, then refer to Figure 21F as shown, the controller further controls the first water pump EWP_H and the third water pump EWP_B to be turned on, and controls the first end d of the first three-way valve T-valve1 31 to be respectively connected to the second end d 32 and the third end d of the first three-way valve T-valve1 33 are connected to control the first end d of the second three-way valve T-valve2 51 and the second end d of the second three-way valve T-valve2 52 are connected to control the eighth end a8 of the valve body assembly to be connected to the first end a1 of the valve body assembly, and control the fourth end a4 of the valve body assembly to be connected to the seventh end a7 of the valve body assembly, so as to utilize the first heat exchange pipe d of the water-cooled condenser 11 d 12 to heat the heater core and the battery simultaneously with the heat absorbed from the second heat exchange pipe d 13 d 14 and realize the combined heating of the passenger compartment and the battery.

[0352] It should be noted that after the compressor is started, the second heat exchange pipe d of the battery cooler 23 d 24 exchanges heat with the first heat exchange pipe d of the loop where the compressor is located 21 d 22 so that the temperature of the second heat exchange pipe d of the battery cooler 23 d 24 suddenly decreases. If this temperature drops below the first temperature threshold, it will affect the subsequent braking of the compressor. Therefore, after starting the compressor, the controller can also monitor the temperature at the outlet end of the battery cooler collected by the temperature sensor Tpo. When this temperature suddenly drops below the first temperature threshold, the controller can disconnect the electric drive from the second heat exchange pipe d of the battery cooler 23 d 24connection, and according to the control logics in the above non-preheating thermal management solutions 1 to 5, use the heater to heat the second heat exchange pipe d of the battery cooler 23 d 24 , to ensure that the temperature obtained by the loop where the compressor is located can continuously start the compressor.

[0353] Non-ultra-low-temperature preheating thermal management solution

[0354] Figure 22A Shows a pipeline flow relationship diagram for realizing non-ultra-low-temperature heating of the passenger compartment in the preheating thermal management solution, Figure 22B Shows a pipeline flow relationship diagram for realizing non-ultra-low-temperature heating of the battery in the preheating thermal management solution, Figure 22C Shows a pipeline flow relationship diagram for realizing non-ultra-low-temperature heating of the passenger compartment and the battery in the preheating thermal management solution, Figure 22D Shows another pipeline flow relationship diagram for realizing non-ultra-low-temperature heating of the passenger compartment in the preheating thermal management solution, Figure 22E Shows another pipeline flow relationship diagram for realizing non-ultra-low-temperature heating of the battery in the preheating thermal management solution, Figure 22F Shows another pipeline flow relationship diagram for realizing non-ultra-low-temperature heating of the passenger compartment and the battery in the preheating thermal management solution. Please Figures 22A to 22F Compare with the above Figures 21A to 21F one by one. The control logic of this preheating thermal management solution for starting the compressor and the previous control logic is exactly the same as that of the above non-preheating thermal management solution, and the control logic after starting the compressor is different from that of the above non-preheating thermal management solution. The main differences are as follows:

[0355] When the controller controls the start of the compressor, it will simultaneously control the first valve body V3 and the third valve body V4 to disconnect, so that the compressor, the second heat exchange pipe d of the water-cooled condenser 13 d 14 , the evaporator, the second valve body V2, and the first heat exchange pipe d of the battery cooler 21 d 22 form a loop, and use the heat generated by the compression of the compressor to heat the second heat exchange pipe d of the water-cooled condenser 13 d 14 . At the same time, if the separate heating mode of the passenger compartment or the combined heating mode of the passenger compartment and the battery is realized, this control operation will also use the evaporator to initially heat the passenger compartment.

[0356] In summary, whether it is a non-preheating thermal management solution or a preheating thermal management solution, when the ambient temperature is not lower than the starting temperature of the compressor, the compressor can be directly started to heat the passenger compartment and / or the battery. When the ambient temperature is lower than the starting temperature of the compressor but not lower than the temperature of the ultra-low temperature environment, the heating function of the electric drive can be used to start the compressor. In this way, heating can be performed using the original electric drive in the thermal management system in scenarios where it is not necessary to use a heater, thereby saving the power loss of the system.

[0357] In some embodiments, the liquid storage tank and the water-cooled condenser can be connected in a subcooled manner. The liquid storage tank and the water-cooled condenser connected in this way are also referred to as a subcooled water-cooled condenser. Exemplarily, please refer to Figure 23 as shown, which shows a schematic diagram of the connection method of a subcooled water-cooled condenser provided by an embodiment of the present application. In this connection method, the refrigerant from port d of the water-cooled condenser 13 first enters the liquid storage tank. After being stored in the liquid storage tank, the remaining refrigerant flows out from port d of the water-cooled condenser 14 . By adopting the connection setting of the subcooled water-cooled condenser, the cold energy flowing out of the water-cooled condenser can be recovered, the vaporization rate of the refrigerant flowing out of the water-cooled condenser can be reduced, and the condensation performance of the water-cooled condenser can be improved.

[0358] In some embodiments, the liquid storage tank can also be replaced by a gas-liquid separator. For example, taking the Figure 12 thermal management system shown as an example, Figure 24 shows a schematic diagram of the architecture of another thermal management system provided by an embodiment of the present application. In this example, the gas-liquid separator is arranged on the common pipeline of the first pipeline L1 and the second pipeline L2, and the input end of the gas-liquid separator is respectively connected to the first valve body V3 and port d of the battery cooler 22 , and the output end of the gas-liquid separator is connected to the input end of the compressor. Among them, the gas-liquid separator can separate the refrigerant gas and the refrigerant liquid flowing into its input end, and then let the refrigerant gas flow into the compressor and retain the refrigerant liquid inside the gas-liquid separator. In this way, by setting a gas-liquid separator before the input end of the compressor, the compressor can receive pure refrigerant gas, improving the compression effect of the compressor.

[0359] In some embodiments, the components in the thermal management system are divided into heat exchanger components and non - heat exchanger components. The heat exchanger components may include the water - cooled condenser, battery cooler, heater, compressor, and gas - liquid separator introduced above. The non - heat exchanger components may include the valve body assembly, first three - way valve T - valve1, second three - way valve T - valve2, one - way valve V1, first valve body V3, second valve body V2, third valve body V4, throttle valve EXV_H, throttle valve EXV_B, first water pump EWP_H, second water pump EWP_P, third water pump EWP_B, and water kettle introduced above. To save the occupied space of the thermal management system, the heat exchanger components and / or non - heat exchanger components can also be modularly designed in an integrated manner. For example, the heat exchanger components and / or non - heat exchanger components that are relatively close in position can be integrated into an integrated unit, or the required heat exchanger components and / or non - heat exchanger components can be integrated into an integrated unit according to actual needs, so that the structure of the entire thermal management system is more compact, meeting the design concept of miniaturization of electric vehicles.

[0360] To introduce the integration solution more clearly, the specific implementation of the integration solution will be further introduced below from the perspectives of the non - pre - heating thermal management system and the pre - heating thermal management system respectively.

[0361] Taking Figure 3 the non - pre - heating thermal management system shown as an example, please refer to Figure 25 shown in the figure, which shows a schematic diagram of the integration method of a non - pre - heating thermal management system provided by an embodiment of the present application. In this example, the water - cooled condenser, battery cooler, valve body assembly, first valve body V1, first three - way valve T - valve1, second three - way valve T - valve2, first water pump EWP_H, second water pump EWP_P, third water pump EWP_B, and throttle valve EXV_B are integrated together. In this way, by integrating the components that are close to each other, the distance between the components that are close to each other can be further shortened, and then the pipeline routing between the components that are close to each other can be shortened, which is convenient for reducing the pressure loss when the liquid circulates along the pipeline and improving the refrigeration efficiency or heating efficiency of the thermal management system.

[0362] It should be noted that since the position of the second three - way valve T - valve2 is also different in different non - pre - heating thermal management solutions, in order to make the integrated module applicable to various scenarios, the second three - way valve T - valve2 and its related pipelines (i.e., Figure 25 the dotted - line part in the figure) may not be integrated. In this way, even if the second three - way valve T - valve2 needs to be set at different positions in different scenarios, this module can be directly used to connect the second three - way valve T - valve2 to improve the versatility of the module.

[0363] Correspondingly, taking Figure 12Taking the preheating type thermal management system shown as an example, please refer to Figure 26 As shown, it shows a schematic diagram of the integration method of a preheating type thermal management system provided by an embodiment of the present application. This example integrates a water-cooled condenser, a battery cooler, a valve body assembly, a check valve V1, a second valve body V2, a first three-way valve T-valve1, a second three-way valve T-valve2, a first water pump EWP_H, a second water pump EWP_P, a third water pump EWP_B, and a throttle valve EXV_B that are close to each other to shorten the pipeline routing between the components that are close to each other and improve the refrigeration efficiency or heating efficiency of the thermal management system.

[0364] It should be noted that since the position of the second three-way valve T-valve2 is also different in different preheating type thermal management schemes, therefore, the second three-way valve T-valve2 and its related pipelines (i.e., Figure 26 the dotted line part in) may not be integrated. In addition, since the second valve body V2 can be a check valve or a solenoid valve, the second valve body V2 can also not be integrated, so that in actual application, the required type of second valve body V2 can be selected according to the scenario requirements to connect the integrated module, further improving the versatility of the module.

[0365] In the above embodiment, by integrating multiple components in the thermal management system, it not only helps to reduce the structural complexity of the thermal management system and the occupied space, but also can shorten the routing between each component through this compact structural arrangement. In this way, when the coolant or refrigerant circulates in this short circulation link, the pressure loss of the coolant or refrigerant during the circulation process becomes smaller, which thus helps to improve the efficiency of the refrigerant circuit. In addition, this integration method can be made into modular components, which is also convenient for maintenance and carrying.

[0366] It should be noted that the above is only an exemplary introduction to several possible implementation schemes of the thermal management system. However, it should be understood that any scheme that uses the heater to heat and start the compressor before heating the passenger compartment and / or the battery, and then uses the started compressor to assist the heater to heat the passenger compartment and / or the battery together, is within the protection scope of the embodiments of the present application. For example, when the heater is arranged on the sixth pipeline L6, the above thermal management scheme realizes the heating of the coolant flowing on the sixth pipeline L6 by the heater on the sixth pipeline L6 by controlling the connection relationship of each valve body so that the third water pump EWP_B is communicated with the sixth pipeline L6 to drive the coolant on the sixth pipeline L6 to flow through the third water pump EWP_B. However, some deformations can also be made to this scheme. For example, by controlling the connection relationship of each valve body, any one of the first water pump EWP_H or the second water pump EWP_P is communicated with the sixth pipeline L6 to drive the coolant on the sixth pipeline L6 to flow through the first water pump EWP_H or the second water pump EWP_P, so as to realize the heating of the coolant flowing on the sixth pipeline L6 by the heater on the sixth pipeline L6.

[0367] In addition, the above embodiments only introduce the possible applications of the thermal management system by taking electric vehicles as an example. The thermal management system can also be applied to any other movable device that can be driven by electric energy, such as but not limited to electric ships, electric airplanes, electric tricycles, electric robots, and electric motorcycles. Or, it can also be applied to other fields other than movable devices, such as the smart home field or the industrial remote control field, etc. The embodiments of the present application do not make specific limitations on this.

[0368] In addition, with the evolution of the system architecture and the emergence of new scenarios, the thermal management system provided by the embodiments of the present application is equally applicable to similar technical problems, and the embodiments of the present application do not make specific limitations on this either.

[0369] According to the thermal management system provided by the embodiments of the present application, the embodiments of the present application also provide a control method, which is executed by the aforementioned controller. The controller is used to realize one or more of the passenger compartment single heating mode, the battery single heating mode, and the combined heating mode of the passenger compartment and the battery by controlling the start of each component in the thermal management system and the port connection relationship of each valve body.

[0370] According to the thermal management system provided by the embodiments of the present application, the embodiments of the present application also provide an electric movable device, which includes the aforementioned thermal management system. Some examples of movable devices include but are not limited to: automobiles, ships, drones, trains, trucks, lorries, etc.

[0371] As described above, it is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should all be covered within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims described above.

Claims

1. A thermal management system, characterized in that, It includes a heating component, a compressor, a water-cooled condenser, a battery cooler, a valve body assembly, a first three-way valve, a check valve, a first water pump, a second water pump, and a third water pump; A first pipeline is used to connect between the output end and the input end of the compressor, and the first pipeline flows through the second heat exchange pipeline of the water-cooled condenser and the evaporator in the occupant compartment air conditioner box; A second pipeline is also used to connect between the output end and the input end of the compressor, and the second pipeline flows through the second heat exchange pipeline of the water-cooled condenser and the first heat exchange pipeline of the battery cooler; A third pipeline is used to connect between the first end and the eighth end of the valve body assembly, and the third pipeline flows through the first water pump, the heater core in the occupant compartment air conditioner box, the first end of the first three-way valve, the second end of the first three-way valve, and the first heat exchange pipeline of the water-cooled condenser; A fourth pipeline is used to connect between the second end and the ninth end of the valve body assembly, and the fourth pipeline flows through the electric drive and the second water pump; A fifth pipeline is used to connect between the fifth end and the ninth end of the valve body assembly, and the fifth pipeline flows through the front-end cooling module; A sixth pipeline is used to connect between the third end and the sixth end of the valve body assembly, and the sixth pipeline flows through the second heat exchange pipeline of the battery cooler; A seventh pipeline is used to connect between the seventh end and the fourth end of the valve body assembly, and the seventh pipeline flows through the third water pump and the battery. The seventh end of the valve body assembly is also connected to the third end of the first three-way valve, and is also connected to the second end of the first three-way valve and the first heat exchange pipeline of the water-cooled condenser through the check valve; The heating component is arranged on a target pipeline, and the target pipeline is a pipeline that enables the heating component to communicate with the second heat exchange pipeline of the battery cooler by controlling the port connection relationship of the valve body assembly and the first three-way valve.

2. The thermal management system according to claim 1, wherein, The heating component includes a second three-way valve, a heater, and a first valve body; The second three-way valve is arranged on the seventh pipeline. The first end of the second three-way valve is connected to the output end of the third water pump. The second end of the second three-way valve is connected to the input end of the battery. The third end of the second three-way valve is connected to a branch point between the input end of the battery and the fourth end of the valve body assembly on the seventh pipeline through an eighth pipeline; The heater is arranged on the sixth pipeline, or on the seventh pipeline between the seventh end of the valve body assembly and the first end of the second three-way valve, or on the eighth pipeline, or on the seventh pipeline between the branch point and the fourth end of the valve body assembly; The first valve body is arranged on the first pipeline. The first end of the first valve body is respectively connected to the input end of the compressor and the first heat exchange pipeline of the battery cooler. The second end of the first valve body is connected to the evaporator.

3. The thermal management system according to claim 1, wherein, The heating component includes a second three-way valve, a heater, and a first valve body; The second three-way valve is disposed on the seventh pipeline. The first end of the second three-way valve is connected to the output end of the third water pump. The second end of the second three-way valve is connected to the input end of the battery. The third end of the second three-way valve accesses a branch point between the input end of the battery on the seventh pipeline and the fourth end of the valve body assembly through an eighth pipeline; The heater is disposed on the third pipeline between the first end of the valve body assembly and the first end of the first three-way valve; The first valve body is disposed on the first pipeline. The first end of the first valve body is respectively connected to the input end of the compressor and the first heat exchange pipeline of the battery cooler. The second end of the first valve body is connected to the evaporator.

4. The thermal management system according to claim 1, wherein The heating component includes a second three-way valve, a heater, and a first valve body; The second three-way valve is disposed on the common pipeline of the fourth pipeline and the fifth pipeline. The first end of the second three-way valve is respectively connected to the front-end cooling module and the electric drive. The second end of the second three-way valve is connected to the ninth end of the valve body assembly. The third end of the second three-way valve accesses a branch point between the second water pump and the electric drive on the fourth pipeline through a ninth pipeline; The heater is disposed on the ninth pipeline; The first valve body is disposed on the first pipeline. The first end of the first valve body is respectively connected to the input end of the compressor and the first heat exchange pipeline of the battery cooler. The second end of the first valve body is connected to the evaporator.

5. The thermal management system according to claim 1, wherein The heating component includes a second three-way valve, a heater, and a first valve body; The second three-way valve is disposed on the fifth pipeline. The first end of the second three-way valve is connected to the front-end cooling module. The second end of the second three-way valve is connected to the fifth end of the valve body assembly. The third end of the second three-way valve accesses a branch point between the second water pump and the electric drive on the fourth pipeline through a ninth pipeline; The heater is disposed on the ninth pipeline; The first valve body is disposed on the first pipeline. The first end of the first valve body is respectively connected to the input end of the compressor and the first heat exchange pipeline of the battery cooler. The second end of the first valve body is connected to the evaporator.

6. The thermal management system according to any one of claims 2 to 5, wherein The first valve body is a control valve; or, The first valve body is a check valve. The input end of the first valve body is the second end of the first valve body, and the output end of the first valve body is the first end of the first valve body.

7. The thermal management system according to any one of claims 2 to 5, wherein The heating component further includes a second valve body and a third valve body; A tenth pipeline is used for connecting between the second end of the first valve body and the first heat exchange pipeline of the battery cooler; The second valve body is arranged on the tenth pipeline. The first end of the second valve body is respectively connected to the second end of the first valve body and one end of the evaporator, and the second end of the second valve body is respectively connected to the first heat exchange pipeline of the battery cooler and the first end of the third valve body; The third valve body is arranged on the second pipeline. The first end of the third valve body is respectively connected to the second end of the second valve body and the first heat exchange pipeline of the battery cooler, and the second end of the third valve body is respectively connected to the other end of the evaporator and the second heat exchange pipeline of the water-cooled condenser.

8. The thermal management system according to claim 7, wherein The first valve body and the third valve body are control valves; The second valve body is a control valve, or the second valve body is a check valve. The input end of the second valve body is the first end of the second valve body, and the output end of the second valve body is the second end of the second valve body.

9. The thermal management system according to any one of claims 1 to 5, characterized in that The thermal management system further includes a liquid storage tank. The liquid storage tank is arranged outside the output end of the second heat exchange pipeline of the water-cooled condenser, and the liquid storage tank and the water-cooled condenser form a subcooled water-cooled condenser.

10. The thermal management system according to any one of claims 1 to 5, characterized in that The thermal management system further includes a gas-liquid separator. The gas-liquid separator is arranged at the inlet end of the compressor.

11. The thermal management system according to any one of claims 1 to 5, characterized in that, The thermal management system integrally designs at least two of the following components and their connecting pipelines: The water-cooled condenser, the battery cooler, the valve body assembly, the check valve, the first three-way valve, the first water pump, the second water pump, the third water pump, the liquid storage tank, the second three-way valve, the first valve body, the second valve body, the third valve body.

12. A control method, characterized in that, Applicable to the thermal management system according to any one of claims 1 to 11, the method includes: When it is determined that the ambient temperature is lower than the first temperature threshold, by controlling the heater and one or more water pumps in the thermal management system to start, and controlling the port connection relationship of each valve body in the thermal management system, so that the heater and the second heat exchange pipeline of the battery cooler form a loop. The first temperature threshold is used to indicate an ultra-low temperature environment; After it is determined that the temperature at the output end of the second heat exchange pipeline of the battery cooler is not lower than the second temperature threshold, by controlling the compressor in the thermal management system to start, so that the compressor, the first heat exchange pipeline of the battery cooler and the second heat exchange pipeline of the water-cooled condenser form a loop. The second temperature threshold is used to indicate the starting temperature of the compressor; By controlling the port connection relationship of each valve body in the thermal management system, and / or controlling one or more water pumps in the thermal management system to start, so that the device to be heated forms a loop with the first heat exchange pipeline of the water-cooled condenser.

13. The method according to claim 12, characterized in that, In the case where the thermal management system includes a second three-way valve, the heater and the first valve body: When the first valve body is a control valve, after controlling the compressor in the thermal management system to start, it further includes: Controlling the first valve body to disconnect.

14. The method according to claim 12, wherein In the case where the thermal management system includes a second three-way valve, the heater, the first valve body, the second valve body and the third valve body: After controlling the compressor in the thermal management system to start, it further includes: Control the disconnection of the first valve body and the third valve body; And, when the second valve body is a control valve, after controlling the compressor in the thermal management system to start, it further includes: Control the disconnection of the second valve body.

15. The method according to any one of claims 12 to 14, characterized in that In the case where the thermal management system includes a second three-way valve, the heater, and the first valve body, and the heater is arranged in the sixth pipeline, the seventh pipeline, or the eighth pipeline: By controlling the start of the heater and one or more water pumps in the thermal management system, and controlling the port connection relationships of the respective valve bodies in the thermal management system, so that the second heat exchange pipeline of the heater and the battery cooler forms a loop, it includes: Control the start of the heater and the third water pump, control the first end and the third end of the second three-way valve to communicate, control the third end and the fourth end of the valve body assembly to communicate, and control the sixth end and the seventh end of the valve body assembly to communicate.

16. The method according to claim 15, wherein When the device to be heated is the occupant compartment: By controlling the start of one or more water pumps in the thermal management system, and / or, controlling the port connection relationships of the respective valve bodies in the thermal management system, so that the device to be heated and the first heat exchange pipeline of the water-cooled condenser form a loop, it includes: Control the start of the first water pump, control the first end and the second end of the first three-way valve to communicate, and control the first end and the eighth end of the valve body assembly to communicate.

17. The method according to claim 15, wherein When the device to be heated is the battery: By controlling the start of one or more water pumps in the thermal management system, and / or, controlling the port connection relationships of the respective valve bodies in the thermal management system, so that the device to be heated and the first heat exchange pipeline of the water-cooled condenser form a loop, it includes: Control the start of the first water pump, control the first end and the third end of the first three-way valve to communicate, control the first end and the second end of the second three-way valve to communicate, and control the first end and the eighth end of the valve body assembly to communicate.

18. The method according to claim 15, wherein When the devices to be heated are the occupant compartment and the battery: By controlling the start of one or more water pumps in the thermal management system, and / or, controlling the port connection relationships of the respective valve bodies in the thermal management system, so that the devices to be heated and the first heat exchange pipeline of the water-cooled condenser form a loop, it includes: Control the start of the first water pump, control the first end of the first three-way valve to communicate with the second end and the third end of the first three-way valve respectively, control the first end and the second end of the second three-way valve to communicate, and control the first end and the eighth end of the valve body assembly to communicate.

19. The method according to any one of claims 12 to 14, characterized in that In the case where the heater is arranged in the third pipeline: By controlling the start of the heater and one or more water pumps in the thermal management system, and controlling the port connection relationships of the respective valve bodies in the thermal management system, so that the second heat exchange pipeline of the heater and the battery cooler forms a loop, it includes: Start the heater, the first water pump, and the third water pump, control the first end and the third end of the first three-way valve to be connected, control the first end and the third end of the second three-way valve to be connected, control the third end and the fourth end of the valve body assembly to be connected, control the sixth end and the seventh end of the valve body assembly to be connected, and control the first end and the eighth end of the valve body assembly to be connected.

20. The method according to claim 19, wherein When the device to be heated is the occupant compartment: By controlling one or more water pumps in the thermal management system to start, and / or controlling the port connection relationships of the respective valve bodies in the thermal management system, such that the device to be heated and the first heat exchange pipe of the water-cooled condenser form a loop, including: Control the first end and the second end of the first three-way valve to be connected.

21. The method according to claim 19, wherein When the device to be heated is the battery: By controlling one or more water pumps in the thermal management system to start, and / or controlling the port connection relationships of the respective valve bodies in the thermal management system, such that the device to be heated and the first heat exchange pipe of the water-cooled condenser form a loop, including: Control the first end and the third end of the second three-way valve to be connected.

22. The method according to claim 19, wherein When the device to be heated is the occupant compartment and the battery: By controlling one or more water pumps in the thermal management system to start, and / or controlling the port connection relationships of the respective valve bodies in the thermal management system, such that the device to be heated and the first heat exchange pipe of the water-cooled condenser form a loop, including: Control the first end and the second end of the first three-way valve to be connected, and control the first end and the third end of the second three-way valve to be connected.

23. The method according to any one of claims 12 to 14, characterized in that, In the case where the thermal management system includes a second three-way valve, the heater, and a first valve body, and the second three-way valve is provided in the common pipe of the fourth pipe and the fifth pipe, and the heater is provided in the ninth pipe: By controlling the heater and one or more water pumps in the thermal management system to start, and controlling the port connection relationships of the respective valve bodies in the thermal management system, such that the heater and the second heat exchange pipe of the battery cooler form a loop, including: Control the heater and the second water pump to start, control the second end of the second three-way valve to be respectively connected to the first end and the third end of the second three-way valve, control the second end and the third end of the valve body assembly to be connected, and control the sixth end and the ninth end of the valve body assembly to be connected.

24. The method according to any one of claims 12 to 14, characterized in that In the case where the thermal management system includes a second three-way valve, the heater, and a first valve body, and the second three-way valve is provided in the fifth pipe, and the heater is provided in the ninth pipe: By controlling the heater and one or more water pumps in the thermal management system to start, and controlling the port connection relationships of the respective valve bodies in the thermal management system, such that the heater and the second heat exchange pipe of the battery cooler form a loop, including: Control the heater and the second water pump to start, control the second end of the second three-way valve to communicate with the third end of the second three-way valve, control the second end and the third end of the valve body assembly to communicate, and control the sixth end of the valve body assembly to communicate with the fifth end and the ninth end of the valve body assembly respectively.

25. The method according to claim 23, wherein When the device to be heated is the occupant compartment: By controlling one or more water pumps in the thermal management system to start, and / or controlling the port connection relationships of the various valve bodies in the thermal management system, enabling the device to be heated to form a loop with the first heat exchange pipeline of the water-cooled condenser, including: Control the first water pump to start, control the first end of the first three-way valve to communicate with the second end of the first three-way valve, and control the first end and the eighth end of the valve body assembly to communicate.

26. The method according to claim 23, wherein When the device to be heated is the battery: By controlling one or more water pumps in the thermal management system to start, and / or controlling the port connection relationships of the various valve bodies in the thermal management system, enabling the device to be heated to form a loop with the first heat exchange pipeline of the water-cooled condenser, including: Control the first water pump and the third water pump to start, control the first end of the first three-way valve to communicate with the third end of the first three-way valve, control the first end and the eighth end of the valve body assembly to communicate, and control the fourth end and the seventh end of the valve body assembly to communicate.

27. The method according to claim 23, wherein When the device to be heated is the battery: By controlling one or more water pumps in the thermal management system to start, and / or controlling the port connection relationships of the various valve bodies in the thermal management system, enabling the device to be heated to form a loop with the first heat exchange pipeline of the water-cooled condenser, including: Control the first water pump and the third water pump to start, control the first end of the first three-way valve to communicate with the second end of the first three-way valve, control the first end and the fourth end of the valve body assembly to communicate, and control the seventh end and the eighth end of the valve body assembly to communicate.

28. The method according to claim 23, wherein When the devices to be heated are the occupant compartment and the battery: By controlling one or more water pumps in the thermal management system to start, and / or controlling the port connection relationships of the various valve bodies in the thermal management system, enabling the devices to be heated to form a loop with the first heat exchange pipeline of the water-cooled condenser, including: Control the first water pump and the third water pump to start, control the first end of the first three-way valve to communicate with the second end and the third end of the first three-way valve respectively, control the first end and the eighth end of the valve body assembly to communicate, and control the fourth end and the seventh end of the valve body assembly to communicate.

29. The method according to claim 23, wherein When the devices to be heated are the occupant compartment and the battery: By controlling one or more water pumps in the thermal management system to start, and / or controlling the port connection relationships of the various valve bodies in the thermal management system, enabling the devices to be heated to form a loop with the first heat exchange pipeline of the water-cooled condenser, including: Control the first water pump and the third water pump to start, control the first end of the first three-way valve to communicate with the second end and the third end of the first three-way valve respectively, control the first end and the fourth end of the valve body assembly to communicate, and control the seventh end and the eighth end of the valve body assembly to communicate.

30. The method according to any one of claims 12 to 14, characterized in that, Before determining that the temperature at the output end of the second heat exchange pipeline of the battery cooler is not lower than the second temperature threshold, it further includes: If it is determined that the ambient temperature is not lower than the first temperature threshold and lower than the second temperature threshold, then by controlling one or more water pumps in the thermal management system to start, and controlling the port connection relationships of each valve body in the thermal management system, a loop is formed by the electric drive and the second heat exchange pipeline of the battery cooler.

31. The method according to claim 30, wherein The step of forming a loop by the electric drive and the second heat exchange pipeline of the battery cooler by controlling one or more water pumps in the thermal management system to start and controlling the port connection relationships of each valve body in the thermal management system includes: Control the second water pump to start, control the second end and the third end of the valve body assembly to communicate, and control the sixth end and the fifth end of the valve body assembly to communicate.

32. The method according to claim 31, wherein After controlling the sixth end and the fifth end of the valve body assembly to communicate, it further includes: If it is determined that the temperature at the output end of the second heat exchange pipeline of the battery cooler is not lower than the temperature at the inlet end of the electric drive, then control the sixth end and the fifth end of the valve body assembly to be disconnected, and control the sixth end and the ninth end of the valve body assembly to communicate.

33. A controller, characterized in that, It includes at least one processor and an interface circuit, the interface circuit is used to provide data or code instructions for the at least one processor, and the at least one processor is used to implement the method according to any one of claims 12 to 32 through logic circuits or by executing code instructions.

34. An electric vehicle, characterized in that, It includes a controller and the thermal management system according to any one of claims 1 to 11, and the controller is used to control each component in the thermal management system to implement one or more of the occupant compartment single heating mode, the battery heating mode, and the combined heating mode of the occupant compartment and the battery.

35. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, and when the computer program is run, it executes the method according to any one of claims 12 to 32.

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