Thermal management system, control method, electronic equipment, vehicle and storage medium

Abstract

The invention discloses a thermal management system, a control method, electronic equipment, a vehicle and a storage medium, relates to the technical field of air conditioners, and aims to solve the technical problem that the service life of a battery is affected due to the fact that the temperature of a refrigerant discharged by a compressor is too high. The heat management system comprises a compressor, a heat exchange piece used for conducting heat exchange on a battery and a first air cooler, and the first air cooler is communicated between the output end of the compressor and the first end of the heat exchange piece.

Description

Technical Field

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

[0002] In order to ensure the driving range, lifespan and available power of vehicles, especially electric vehicles and hybrid vehicles, it is necessary to perform temperature management on the battery pack of the vehicle so that the battery pack always operates at an appropriate temperature.

[0003] In the related art, the indoor condenser and the battery cold plate are arranged in parallel between the compressor and the evaporator, and the refrigerant (or coolant) is directly flowed into the cold plate to exchange heat for the battery pack.

[0004] However, the indoor condenser and the battery cold plate are connected in parallel, which is not suitable for the thermal management requirements of some refrigerants in low temperature environments. For example, since CO2 refrigerants are transcritical or subcritical cycles during heating, the temperature glide of the heat release section is large, and the compressor exhaust temperature is about 20°C higher than that of R134a and R1234yf systems, while the inlet temperature of the battery cold plate needs to be lower than about 50°C. This can easily cause the refrigerant temperature discharged from the compressor to be too high, affecting the battery life. Summary of the invention

[0005] The present application provides a thermal management system, a control method, an electronic device, a vehicle and a storage medium, which are used to solve the technical problem that the temperature of the refrigerant discharged by the compressor is too high and affects the service life of the battery.

[0006] In order to achieve the above objectives, this application adopts the following technical solutions: In a first aspect, the present application provides a thermal management system, including a compressor, a heat exchange element for exchanging heat for a battery, and a first air cooler, wherein the first air cooler is connected between an output end of the compressor and a first end of the heat exchange element.

[0007] The thermal management system provided in the embodiment of the present application connects the first air cooler between the output end of the compressor and the first end of the heat exchanger. When both the passenger compartment and the battery pack need to be heated, the refrigerant first flows through the first air cooler to heat the passenger compartment, and then flows through the heat exchanger to heat the battery panel. In this way, the high-temperature and high-pressure gaseous refrigerant discharged by the compressor can first be cooled by the first air cooler before flowing into the heat exchanger, thereby avoiding the refrigerant discharged by the compressor from being too high in temperature and affecting the service life of the battery.

[0008] In some embodiments of the present application, the thermal management system further includes a heat exchanger connected between the second end of the heat exchange element and the input end of the compressor.

[0009] In some embodiments of the present application, the thermal management system further includes a first bypass branch connected in parallel with the heat exchange element, and the first bypass branch is connected between the first air cooler and the heat exchanger.

[0010] In some embodiments of the present application, the thermal management system also includes a first switching device, which is connected between the first air cooler and the heat exchanger, and the first switching device is used to selectively connect the first air cooler with the first bypass branch, or connect the first air cooler with the first end of the heat exchanger.

[0011] In some embodiments of the present application, the first switching device includes a first throttle valve arranged in the first bypass branch and a first on-off valve connected between the first air cooler and the first end of the heat exchanger, and the first on-off valve is arranged in parallel with the first throttle valve.

[0012] In some embodiments of the present application, the thermal management system further includes a second throttle valve connected between the first air cooler and the first end of the heat exchange element.

[0013] In some embodiments of the present application, the second throttle valve is a variable-diameter throttle valve.

[0014] In some embodiments of the present application, the thermal management system further includes a third throttle valve connected between the second end of the heat exchange element and the heat exchanger.

[0015] In some embodiments of the present application, the thermal management system further includes a second bypass branch, which is arranged in parallel with the heat exchanger, and the second bypass branch is connected between the third throttle valve and the input end of the compressor.

[0016] In some embodiments of the present application, the thermal management system also includes a second switching device, which is connected between the second end of the heat exchanger and the input end of the compressor, and the second switching device is used to selectively connect the second end of the heat exchanger to the heat exchanger, or to connect the second end of the heat exchanger to the second bypass branch.

[0017] In some embodiments of the present application, the second switching device includes a second on-off valve and a third on-off valve, the second on-off valve is connected between the second end of the heat exchange element and the heat exchanger; the third on-off valve is arranged on the second bypass branch, and the third on-off valve is arranged in parallel with the second on-off valve.

[0018] In some embodiments of the present application, the thermal management system further includes a fourth on-off valve disposed between the heat exchanger and the input end of the compressor, and the fourth on-off valve is connected in parallel to the second bypass branch.

[0019] In some embodiments of the present application, the fourth on-off valve includes a first one-way valve for allowing the refrigerant in the heat exchanger to flow to the input end of the compressor, or an on-off valve for controlling the connection or disconnection between the heat exchanger and the input end of the compressor.

[0020] In some embodiments of the present application, the thermal management system further includes a gas-liquid separator connected between the heat exchanger and the input end of the compressor.

[0021] In some embodiments of the present application, the thermal management system gas-liquid separator includes a first port and a second port connected to each other, and the first port is connected to the input end of the compressor; the thermal management system also includes a first branch, and the first branch is connected between the second port and the heat exchanger.

[0022] In some embodiments of the present application, the thermal management system further includes a second branch and an evaporator disposed in the second branch, the second branch is connected in parallel with the first branch, and the second branch is connected between the second port and the heat exchanger.

[0023] In some embodiments of the present application, the thermal management system further includes a fourth throttle valve disposed on the second branch, and the fourth throttle valve is connected between the evaporator and the heat exchanger.

[0024] In some embodiments of the present application, the thermal management system further includes a fifth on-off valve disposed on the first branch.

[0025] In some embodiments of the present application, the thermal management system also includes a second air cooler connected between the output end of the compressor and the second bypass branch, and the second air cooler is connected in parallel with the first air cooler; the first end of the heat exchange element is also connected to the input end of the compressor.

[0026] In some embodiments of the present application, the thermal management system further includes a third throttle valve connected between the second end of the heat exchange element and the second bypass branch, and the third throttle valve is a bidirectional expansion valve.

[0027] In some embodiments of the present application, the thermal management system further includes a gas-liquid separator connected between the heat exchanger and the input end of the compressor; the first end of the heat exchange element is connected to the input end of the compressor through the gas-liquid separator.

[0028] In some embodiments of the present application, the gas-liquid separator includes a first port and a second port connected to each other, the first port is connected to the input end of the compressor; the second port is connected to the first end of the heat exchange element.

[0029] In some embodiments of the present application, the thermal management system further includes a sixth on-off valve, which is connected between the second port and the first end of the heat exchange element, and the sixth on-off valve is connected in parallel with the heat exchange element.

[0030] In some embodiments of the present application, the thermal management system further includes a gas-liquid separator connected between the heat exchanger and the input end of the compressor; the second air cooler is connected to the second bypass branch through the gas-liquid separator.

[0031] In some embodiments of the present application, the gas-liquid separator includes a third port and a fourth port connected to each other, the third port is connected to the second bypass branch; the fourth port is connected to the second air cooler.

[0032] In some embodiments of the present application, the thermal management system further includes a second one-way valve disposed between the fourth port and the second air cooler, and the second one-way valve is used to allow the refrigerant flowing out of the second air cooler to flow into the fourth port.

[0033] In some embodiments of the present application, the thermal management system further includes a seventh on-off valve connected between the output end of the compressor and the second air cooler, and the seventh on-off valve is connected in parallel with the first air cooler.

[0034] In some embodiments of the present application, the thermal management system further includes a waste heat utilization circulation channel connected to the heat exchanger, and both ends of the waste heat utilization circulation channel are connected to the heat exchanger.

[0035] In some embodiments of the present application, the thermal management system further includes a water pump and a high-pressure system, and both the high-pressure system and the water pump are arranged on the waste heat utilization circulation channel.

[0036] In some embodiments of the present application, a first heat exchange channel and a second heat exchange channel capable of heat exchange are provided in the heat exchanger, a first inlet and a first outlet connected to the first heat exchange channel are provided on the heat exchanger, and a second inlet and a second outlet connected to the second heat exchange channel are also provided on the heat exchanger, the first inlet is connected to the second end of the heat exchange element, and the first outlet is connected to the input end of the compressor; the two ends of the waste heat utilization circulation channel are respectively connected to the second inlet and the second outlet.

[0037] In some embodiments of the present application, the thermal management system also includes a third branch, a fourth branch and a radiator; the third branch is connected to the third branch between the inlet of the high-pressure system and the second inlet, the fourth branch is connected between the inlet of the high-pressure system and the second inlet, and the radiator is arranged on the fourth branch.

[0038] In some embodiments of the present application, the thermal management system also includes a third switching device, which is arranged between the second inlet and the inlet of the high-pressure system, and the third switching device is used to selectively connect the second inlet with the third branch, or connect the second inlet with the fourth branch.

[0039] In some embodiments of the present application, the third switching device is a multi-way valve.

[0040] In some embodiments of the present application, the thermal management system further includes a fan, and the heat sink is disposed on an air outlet side of the fan.

[0041] In some embodiments of the present application, the thermal management system also includes a water storage device, a accommodating cavity is provided in the water storage device, and the water storage device is provided with an air inlet, an exhaust hole and a drain hole connected to the accommodating cavity, the air inlet is connected to the exhaust port of the high-pressure system, the exhaust hole is connected to the fourth branch and is located between the radiator and the high-pressure system; the drain hole is connected to the water outlet of the high-pressure system.

[0042] In some embodiments of the present application, in a first operating mode, the first on-off valve is opened and the first throttle valve is closed, so that the refrigerant flowing out of the first air cooler passes through the first on-off valve to the heat exchange element.

[0043] In some embodiments of the present application, in the first operating mode, the second throttle valve is fully opened or throttled, so that the refrigerant flowing out of the first air cooler passes through the first opening and closing valve and the second throttle valve to the heat exchange element.

[0044] In some embodiments of the present application, in the first operating mode, the second on-off valve is opened and the third on-off valve is closed, so that the refrigerant flowing out of the first air cooler passes through the first on-off valve, the second throttle valve, the second on-off valve, and the heat exchange element to the heat exchanger.

[0045] In some embodiments of the present application, the thermal management system also includes a seventh on-off valve connected between the output end of the compressor and the second air cooler, and the seventh on-off valve is connected in parallel with the first air cooler; in the first operating mode, the seventh on-off valve is closed to allow the refrigerant flowing out of the compressor to pass through the first air cooler, the first on-off valve, the second throttle valve, the second on-off valve, the heat exchange element to the heat exchanger.

[0046] In some embodiments of the present application, in the second operating mode, the first throttle valve is opened and the first on-off valve is closed, so that the refrigerant flowing out of the first air cooler passes through the first throttle valve to the heat exchanger.

[0047] In some embodiments of the present application, in the third operating mode, the first throttle valve and the first on-off valve are both closed, and the seventh on-off valve is opened, so that the refrigerant flowing out of the compressor passes through the seventh on-off valve to the second air cooler.

[0048] In a second aspect, a control method for a thermal management system is provided, wherein the thermal management system includes a compressor, a heat exchange element for exchanging heat for a battery, and a first air cooler, wherein the first air cooler is connected between an output end of the compressor and a first end of the heat exchange element; the control method includes: controlling the thermal management system to start so that the refrigerant flowing out of the compressor flows to the heat exchange element through the first air cooler.

[0049] In some embodiments of the present application, the control method includes: in a first operating mode, controlling the first on-off valve to open and the first throttle valve to close, so that the refrigerant flowing out of the first air cooler passes through the first on-off valve to the heat exchange element.

[0050] In some embodiments of the present application, in the first operating mode, the second throttle valve is also controlled to be fully open or throttled so that the refrigerant flowing out of the first air cooler passes through the first opening and closing valve and the second throttle valve to the heat exchange element.

[0051] In some embodiments of the present application, in the first operating mode, the second on-off valve is also controlled to be opened and the third on-off valve is controlled to be closed, so that the refrigerant flowing out of the first air cooler passes through the first on-off valve, the second throttle valve, the second on-off valve, and the heat exchange element to the heat exchanger.

[0052] In some embodiments of the present application, in the first operating mode, the seventh on-off valve is also controlled to close so that the refrigerant flowing out of the compressor passes through the first air cooler, the first on-off valve, the second throttle valve, the second on-off valve, the heat exchange element to the heat exchanger.

[0053] In some embodiments of the present application, the control method further includes: in a second operating mode, controlling the first throttle valve to open and the first on-off valve to close, so that the refrigerant flowing out of the first air cooler passes through the first throttle valve to the heat exchanger.

[0054] In some embodiments of the present application, the control method also includes: in a third operating mode, the first throttle valve and the first on-off valve are both closed, and the seventh on-off valve is opened to allow the refrigerant flowing out of the compressor to pass through the seventh on-off valve to the second air cooler.

[0055] In some embodiments of the present application, in the third operating mode, the second on-off valve is also controlled to close and the third on-off valve is opened, so that the refrigerant flowing out of the compressor passes through the seventh on-off valve, the second air cooler, and the third on-off valve to the heat exchange element.

[0056] In some embodiments of the present application, in the third operating mode, the third throttle valve is also controlled to be fully open or throttled so that the refrigerant flowing out of the compressor passes through the seventh on-off valve, the second air cooler, the third on-off valve, and the third throttle valve to the heat exchange element.

[0057] In a third aspect, an electronic device is provided, comprising a controller and a memory for storing instructions executable by the controller; wherein the controller is configured to execute the instructions so that the electronic device performs the control method as described in the second aspect above.

[0058] In a fourth aspect, a vehicle is provided, which includes the thermal management system described in the first aspect or the electronic device described in the third aspect.

[0059] In a fifth aspect, a storage medium is provided, comprising computer instructions, which, when executed on a computer, enable the computer to execute the control method described in the second aspect.

[0060] It should be noted that the technical effects brought about by the implementation methods of the second, third, fourth and fifth aspects can refer to the technical effects brought about by the corresponding implementation methods in the first aspect, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] The accompanying drawings are used to provide a further understanding of the technical solution of the present invention and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the technical solution of the present invention and do not constitute a limitation on the technical solution of the present invention.

[0062] Figure 1 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application; Figure 2 One of the connection diagrams of a thermal management system provided in an embodiment of the present application; Figure 3 A second connection diagram of a thermal management system provided in an embodiment of the present application; Figure 4 The third connection diagram of a thermal management system provided in an embodiment of the present application.

[0063] Reference numerals: 1000, vehicle; 100, body; 200, wheels; 300, thermal management system; 10. compressor; 101. input end; 102. output end; 11. heat exchanger; 111. first end; 112. second end; 12. first air cooler; 13. PTC heater; 14. heat exchanger; 15. first bypass branch; 16. first switching device; 161. first throttle valve; 162. first opening and closing valve; 17. second throttle valve; 18. third throttle valve; 19. second bypass branch; 20. second switching device; 201. second opening and closing valve; 202. third opening and closing valve; 21. fourth opening and closing valve; 211. first check valve; 22. gas-liquid separator; 23. first branch; 24. second branch; 25. evaporator; 26. fourth branch Flow valve; 27, the fifth opening and closing valve; 28, the second air cooler; 29, the sixth opening and closing valve; 30, the second one-way valve; 31, the seventh opening and closing valve; 32, the waste heat utilization circulation channel; 33, the water pump; 34, the high-pressure system; 35, the third branch; 36, the fourth branch; 37, the radiator; 38, the third switching device; 381, the multi-way valve; 39, the fan; 40, the water storage device; 41, the first temperature and pressure sensor; 42, the second temperature and pressure sensor; 43, the third temperature and pressure sensor; 44, the fourth temperature and pressure sensor; 45, the fifth temperature and pressure sensor; 46, the sixth temperature and pressure sensor; 47, the seventh temperature and pressure sensor; 48, the first temperature sensor; 49, the second temperature sensor. DETAILED DESCRIPTION

[0064] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0065] It should be noted that all directional indications in the embodiments of the present invention (such as up, down, left, right, front, back, etc.) are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0066] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise specified, "plurality" means two or more.

[0067] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "connected" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances. In addition, when describing a pipeline, the "connected" and "connection" used in this application have the meaning of conduction. The specific meaning needs to be understood in conjunction with the context.

[0068] In the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

[0069] In the description of this specification, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0070] The present application provides a vehicle 1000. The vehicle 1000 may be a pure electric vehicle 1000, a hybrid electric vehicle 1000, a plug-in hybrid vehicle 1000, an extended-range electric vehicle 1000, a fuel vehicle, etc. The vehicle 1000 may also be a car, a van, a bus, a truck, a trailer, etc.

[0071] See also Figure 1 , Figure 1 The schematic diagram of the structure of the vehicle provided in some embodiments of the present application, the vehicle 1000 includes a body 100 and wheels 200. A driving space may be formed in the body 100, and the driving space is used for the driver and passengers to sit. The wheels 200 are installed under the body 100, used to carry the body 100, and can roll on the road surface to make the vehicle 100 travel.

[0072] The vehicle 1000 may also include a battery pack and a drive assembly, both of which are arranged on the vehicle body 100. The battery pack is electrically connected to the drive assembly to provide power to the drive assembly. The drive assembly is used to convert electrical energy into mechanical energy and transmit the mechanical energy to the wheels to drive the wheels 200 of the vehicle 1000 to rotate, so that the vehicle 1000 can move.

[0073] The drive assembly can be set in the front cabin of the vehicle 1000 to drive the front wheels of the vehicle 1000 to rotate, or can be set in the rear cabin of the vehicle 1000 to drive the rear wheels of the vehicle 1000 to rotate. The drive assembly can also be set in the front cabin and the rear cabin of the vehicle 1000 to drive the front wheels and the rear wheels simultaneously or selectively.

[0074] The vehicle 1000 may also include a thermal management system 300, which is thermally connected to the battery pack to cool or heat the battery pack to increase the service life of the battery assembly. In addition, the thermal management system 300 may also control the temperature of the driving space to improve the driving comfort of the vehicle 1000.

[0075] In addition, in some embodiments, the thermal management system 300 can also cool the engine, lubricating oil, pressurized air, fuel, electronic devices, and exhaust gas recirculation, so as to ensure that the various components of the vehicle 1000 operate within the optimal operating temperature range, optimize the performance of the vehicle, extend the life of the components, etc.

[0076] See also Figure 2 , Figure 2 A connection diagram of a thermal management system 300 provided in an embodiment of the present application is shown. In some embodiments, the thermal management system 300 may include a compressor 10, a heat exchanger 11 for exchanging heat for the battery, and a first air cooler 12. The heat exchanger 11 is used to thermally conduct with the battery pack, so as to cool or heat the battery pack. The thermal conduction may include heat conduction and heat convection. Heat conduction is the transfer of heat from the higher temperature part of an object along the object to the lower temperature part. Heat conduction may include direct contact heat conduction between the heat exchanger 11 and the battery pack and indirect contact heat conduction. Thermal convection refers to the way in which the heat exchanger 11 and the battery pack transfer heat by the flow of liquid or gas.

[0077] The compressor 10 may include an input end 101 and an output end 102, wherein the input end 101 may be an air intake port, and the output end 102 may be an air exhaust port. The compressor 10 compresses the low-temperature and low-pressure gaseous refrigerant sucked from the input end 101 (air intake port) into a high-temperature and high-pressure gaseous refrigerant, and the high-temperature and high-pressure gaseous refrigerant may be discharged from the output end 102 (air exhaust port).

[0078] Optionally, the compressor 10 can be an electric compressor 10. Since the electric compressor 10 has the advantages of high efficiency, energy saving and low noise, it can meet the requirements of the automobile for high efficiency, energy saving and low noise. Optionally, the compressor 10 can also be a scroll compressor 10, so that the thermal management system 300 can be ensured to work smoothly and with low noise. Optionally, the compressor 10 can also be a piston compressor 10, which is not limited in this application.

[0079] In addition, the heat exchange element 11 may be a battery cold plate, which is a thermal management element that is intended to effectively dissipate the heat generated by the battery pack through heat conduction and / or heat convection to maintain a suitable operating temperature of the battery pack.

[0080] The heat exchanger 11 mainly dissipates heat through heat conduction and heat convection. Heat conduction refers to the transfer of heat from a high-temperature area to a low-temperature area through a solid medium (such as a cold plate material); heat convection refers to the transfer of heat through the flow of a fluid (such as water, ethylene glycol, etc.).

[0081] Exemplarily, the heat exchanger 11 may be a liquid cooling plate, which uses the refrigerant in the refrigerant circulation loop as a cooling medium to absorb the heat generated by the battery through the refrigerant. Exemplarily, the heat exchanger 11 may also be an air cooling plate, which is not limited in the present application.

[0082] Since the heat exchanger 11 has the advantages of efficient heat dissipation and maintaining the temperature of the battery pack, it can ensure effective heat dissipation or heating of the battery pack, thereby significantly improving the working efficiency of the battery pack, reducing the energy loss of the battery pack caused by high temperature, and extending the service life of the battery pack.

[0083] In addition, the first air cooler 12 is connected between the output end 102 of the compressor 10 and the first end 111 of the heat exchange element 11, and the first air cooler 12 is used to reduce the temperature of the refrigerant flowing into the heat exchange element 11. The first air cooler 12 can be connected to the driving and passenger space of the vehicle, so that the heat exchanged by the first air cooler 12 is blown into the driving and passenger space through the fan, thereby heating the driving and passenger space.

[0084] In a possible structural design, when the refrigerant is a refrigerant that can be converted from gas to liquid, the first air cooler 12 can be a condenser, which is used to condense the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 10 into a medium-temperature and high-pressure liquid refrigerant. The working principle of the condenser is based on the principle of thermodynamics, that is, when the gas or steam passes through the condenser, it releases heat and converts into a liquid state. Specifically, the gas passes through a long tube (usually coiled into a solenoid) to dissipate heat into the surrounding air. In order to improve the condensation efficiency, a heat sink with excellent thermal conductivity is often attached to the pipeline to increase the heat dissipation area and accelerate the heat dissipation. At the same time, the air convection is accelerated by a blower (or fan) to take away the heat.

[0085] In another possible structural design, when the refrigerant is a gaseous refrigerant, illustratively, the gaseous refrigerant is a CO2-type gaseous refrigerant, such as R744 refrigerant. The first air cooler 12 can be an air cooler, which can also be called a gas air cooler, which is a device for reducing the temperature of the gas. It uses the principles of thermodynamics to bring the high-temperature gas into contact with the cooling medium so that the gas transfers heat, thereby achieving the purpose of cooling. The working principle of the air cooler is based on the basic laws of thermodynamics. Inside the air cooler, the high-temperature gas exchanges heat with the cooling medium (such as water, liquid nitrogen or other cryogenic liquids and gases). In this process, the gas releases heat to the cooling medium, thereby reducing its own temperature. The cooling medium then takes away the absorbed heat to complete the entire cooling cycle.

[0086] In order to improve the heating efficiency of the thermal management system, in some embodiments, the thermal management system may also include a positive temperature coefficient (PTC) heater 13, which can also be connected to the driving space, and the PTC heater 13 can be used to cooperate with the first air cooler 12 to provide heat to the passenger compartment. The PTC heater 13 is an electric heating device made using the characteristics of PTC materials, which has the functions of automatically controlling temperature and preventing overheating and short circuits. The working principle of the PTC heater 13 is based on the positive temperature coefficient characteristics of the PTC material, that is, when the temperature rises, its resistance value also increases. This characteristic enables the PTC heater 13 to generate heat after power is turned on. As the temperature rises, the resistance increases and the current decreases, thereby automatically adjusting the heating power to avoid overheating.

[0087] The thermal management system provided in the embodiment of the present application connects the first air cooler 12 between the output end 102 of the compressor 10 and the first end 111 of the heat exchange element 11. When both the passenger compartment and the battery pack need to be heated, the refrigerant first flows through the first air cooler 12 to heat the passenger compartment, and then flows through the heat exchange element 11 to heat the battery panel.

[0088] It can be understood that when both the passenger compartment and the battery pack need to be heated, there are two control strategies to control the thermal management system, namely the first control strategy and the second control strategy. The first control strategy is: give priority to meeting the target requirement of the inlet temperature limit of the heat exchanger 11 plate. When the thermal management system in the related art in which the indoor condenser is connected in parallel with the heat exchanger 11 executes the first control strategy, the speed of the compressor 10 will be controlled to be reduced, thereby causing the outlet air temperature of the indoor condenser to decrease, making it difficult to meet the target outlet air temperature requirement, and the refrigerant flow rate flowing into the heat exchanger 11 is reduced, resulting in poor heat exchange capacity between the heat exchanger 11 and the battery pack.

[0089] The second control strategy is: give priority to meeting the target air outlet temperature requirement. When the thermal management system in the related art in which the indoor condenser is connected in parallel with the heat exchanger 11 executes the second control strategy, it is easy for the temperature of the refrigerant flowing into the inlet of the heat exchanger 11 to exceed the temperature limit, and the battery cannot be heated. Even if the temperature of the refrigerant flowing into the inlet of the heat exchanger 11 is close to the temperature limit, the heat exchange of the heat exchanger 11 is mainly based on temperature glide, which leads to poor temperature difference uniformity of the battery pack.

[0090] In the present application, the first air cooler 12 is connected between the output end 102 of the compressor 10 and the first end 111 of the heat exchanger 11. When the thermal management system of the present application executes the first control strategy, in order to meet the limit value of the inlet temperature of the heat exchanger 11, there is no need to reduce the speed of the compressor 10. Therefore, compared with the related art, the compressor 10 of the present application has a higher speed, the total flow of the refrigerant in the thermal management system is larger, and the flow of the first air cooler 12 and the heat exchanger 11 is higher, thereby improving the heat exchange capacity between the heat exchanger 11 and the battery pack, and the large temperature glide occurs in the first air cooler 12, thereby ensuring that the temperature difference uniformity of the battery pack is better.

[0091] When the thermal management system of the present application executes the second control strategy, compared with the related art, firstly, the heat exchanger 11 has a larger proportion of two-phase heat exchange and a smaller proportion of large temperature glide; secondly, the flow rates of the first air cooler 12 and the heat exchanger 11 branch are both higher; thirdly, the refrigerant flow rate of the heat exchanger 11 branch is larger. Therefore, compared with the related art, the thermal management system of the present application executes the second control strategy, which has better heating performance, better battery heating performance, and better battery temperature difference uniformity.

[0092] In some embodiments of the present application, the thermal management system may further include a heat exchanger 14, which may be connected between the second end 112 of the heat exchange element 11 and the input end 101 of the compressor 10. That is, the heat exchange element 11 is connected to the input end 101 of the compressor 10 through the heat exchanger 14.

[0093] Among them, the heat exchanger 14 can be a heat exchanger 14, which is a high-efficiency heat exchanger 14 formed by stacking a series of metal sheets with a certain corrugated shape. Thin rectangular channels are formed between various plates, and heat exchange is carried out through the plates. The heat exchanger 14 has the characteristics of high heat exchange efficiency, small heat loss, compact and light structure, small footprint, wide application, and long service life. Under the same pressure loss, its heat transfer coefficient is 3-5 times higher than that of the tubular heat exchanger 14, and the occupied area is one-third of the tubular heat exchanger 14. The heat recovery rate can be as high as more than 90%, so it will not take up too much space on the vehicle.

[0094] Thus, by providing the heat exchanger 14, when the refrigerant flows out of the heat exchange element 11, the heat exchanger 14 can evaporate the refrigerant, and then transport the evaporated refrigerant to the input end 101 of the compressor 10, thereby forming a refrigerant circulation loop.

[0095] In some embodiments of the present application, the thermal management system 300 may further include a first bypass branch 15 , which is arranged in parallel with the heat exchange element 11 , and the first bypass branch 15 is connected between the first air cooler 12 and the heat exchanger 14 .

[0096] In a possible structural design, the thermal management system 300 may include a first pipeline, in which a first bypass branch 15 is formed, and two ends of the first pipeline are respectively connected to the first air cooler 12 and the heat exchanger 14.

[0097] In this way, the refrigerant flowing out of the first air cooler 12 can flow directly into the heat exchanger 14 from the first bypass branch 15, or flow into the heat exchanger 14 through the first end 111 of the heat exchange element 11 and the second end 112 of the heat exchange element 11. The thermal management system 300 can realize multiple modes to meet user needs.

[0098] In a possible structural design, the thermal management system 300 may further include a first switching device 16, which is connected between the first air cooler 12 and the heat exchanger 14, and is used to selectively connect the first air cooler 12 with the first bypass branch 15, or connect the first air cooler 12 with the first end 111 of the heat exchange element 11. In this way, the thermal management system 300 can control the flow direction of the refrigerant by controlling the first switching device 16, thereby realizing multi-mode switching of the thermal management system 300.

[0099] Optionally, the first switching device 16 may include a first throttle valve 161 and a first opening and closing valve 162, wherein the first throttle valve 161 may be arranged on the first bypass branch 15, the first opening and closing valve 162 may be connected between the first air cooler 12 and the first end 111 of the heat exchange element 11, and the first opening and closing valve 162 may be arranged in parallel with the first throttle valve 161.

[0100] Exemplarily, the first throttle valve 161 may be an expansion valve, and exemplary may be an electronic expansion valve, which is mainly composed of a stepper motor, a driver, and a valve body. It achieves rapid regulation of the refrigerant flow rate by precisely controlling the valve body. This regulation method is based on an electronic control system, and can quickly respond to system requirements and regulate the refrigerant flow rate to achieve the best refrigeration effect.

[0101] Exemplarily, the first throttle valve 161 may also be a thermal expansion valve, a capillary expansion valve, etc., which is not limited in the present application.

[0102] In addition, the first opening and closing valve 162 can be a solenoid valve, an electric valve, a pneumatic valve or a regulating valve, etc., which is not limited in the present application.

[0103] Thus, when the first switching device 16 is used to connect the first air cooler 12 with the first bypass branch 15, the thermal management system 300 can control the first throttle valve 161 to open and the first on-off valve 162 to close, so that the refrigerant flowing out of the first air cooler 12 can flow through the first throttle valve 161 and flow from the first bypass branch 15 into the heat exchanger 14 for heat exchange. When the first switching device 16 is used to connect the first air cooler 12 with the first end 111 of the heat exchange element 11, the thermal management system 300 can control the first throttle valve 161 to close and the first on-off valve 162 to open, so that the refrigerant flowing out of the first air cooler 12 can flow through the heat exchange element 11.

[0104] In some embodiments, the thermal management system 300 may further include a second throttle valve 17, which may be disposed between the first air cooler 12 and the first end 111 of the heat exchanger 11. The second throttle valve 17 is an on-off valve that adjusts the flow of the fluid by changing the cross-sectional area or length of the channel. The second throttle valve 17 changes the cross-sectional area of ​​the fluid channel by adjusting the size of the throttle port inside the throttle valve 17, thereby achieving control of the flow of the fluid. When the throttle port is reduced, the resistance to the passage of the fluid increases and the flow rate decreases; conversely, when the throttle port is expanded, the resistance to the passage of the fluid decreases and the flow rate increases.

[0105] Optionally, the second throttle valve 17 can be a variable-diameter throttle valve. The variable-diameter throttle valve is a flow control device that can automatically adjust the flow area according to the change of the fluid flow, thereby realizing accurate control of the fluid flow. The variable-diameter throttle valve realizes automatic adjustment of the throttle diameter through a high-precision pressure difference sensor and advanced programmable control technology. Its working principle is based on the real-time monitoring and feedback control of the pressure difference and flow by the pressure difference sensor and the displacement sensor, combined with high-tech electronic control technology to realize automatic flow adjustment. In simple terms, it is to continuously detect the flow change through the electronic sensor connected to the external environment, and automatically control the size of the throttle to achieve the purpose of automatically adjusting the fluid flow.

[0106] In this way, when the passenger compartment is heated, the refrigerant can flow through the heat exchanger 11 and exchange heat with the battery pack: if the battery pack temperature is higher than the upper temperature limit, the opening of the variable-diameter throttle valve is increased to throttle and cool down, and then cool the battery through the heat exchanger 11; if the battery pack temperature is lower than the lower temperature limit, the opening of the variable-diameter throttle valve can be adjusted to heat the battery pack through the heat exchanger 11. Therefore, compared with the related art that sets the indoor condenser and the heat exchanger 11 in parallel, the battery pack can use the residual heat of the refrigerant in the thermal management system 300 (i.e., the residual heat of the refrigerant flowing out of the first air cooler) to continuously, automatically and intelligently cool or heat, improve the battery thermal management performance in low temperature environments, and reduce the battery thermal management energy consumption.

[0107] If the battery is heated and the user does not actively turn on the heating, there may be two control strategies. That is, strategy one can meet the limit of the inlet temperature of the heat exchanger 11 plate by adjusting the speed of the compressor 10 and the opening of the variable-caliber throttle valve. Strategy two is to automatically and intelligently turn on the heating function. In this way, the refrigerant first flows through the first air cooler 12 to heat the passenger compartment, and then flows into the heat exchanger 11 to heat the battery. If the inlet target temperature of the heat exchanger 11 is controlled to be the same, strategy two has at least the following advantages over strategy one. First, the speed of the compressor 10 of strategy two will be higher, and the flow rate of the heat exchanger 11 will be larger, so the heating capacity of the battery pack is stronger. Second, the large temperature slip of strategy two mainly occurs in the first cold zone device, and the two-phase heat exchange of the heat exchanger 11 accounts for a higher proportion and a lower proportion of large temperature slip, so that the temperature difference between the two ends of the heat exchanger 11 can be avoided. Too large, so the temperature difference uniformity of the battery pack is better. Third, strategy two can automatically and intelligently turn on the heating function, so that users have a better thermal comfort evaluation when driving, and have a super smart user experience.

[0108] In summary, when the passenger compartment is heated, after the refrigerant flows through the first air cooler 12, it can selectively flow into the heat exchanger 11, or flow through the first throttle valve 161 to directly enter the heat exchanger 14. If the battery pack has a cooling demand, the refrigerant flowing out of the first air cooler 12 can be throttled by the variable-diameter throttle valve, and after throttling, the battery pack is cooled by the heat exchanger 11. If the battery pack has a heating demand, the refrigerant flowing out of the first air cooler 12 flows through the variable-diameter throttle valve, and the variable-diameter throttle valve adjusts the refrigerant temperature or fully opens, and the temperature-adjusted refrigerant flows through the heat exchanger 11 to heat the battery pack. If the battery pack has no cooling / heating demand, the refrigerant flowing out of the first air cooler 12 can be throttled by the first throttle valve 161 and directly enter the heat exchanger 14 to evaporate or further condense to absorb waste heat.

[0109] In some embodiments of the present application, the thermal management system 300 may also include a third throttle valve 18 and a second bypass branch 19, the third throttle valve 18 is connected between the second end 112 of the heat exchange element 11 and the heat exchanger 14, the second bypass branch 19 is arranged in parallel with the heat exchanger 14, and the second bypass branch 19 is connected between the third throttle valve 18 and the input end 101 of the compressor 10.

[0110] In this way, the refrigerant flowing out from the second end 112 of the heat exchanger 11 can be throttled, reduced in pressure and temperature through the third throttle valve 18, and then the refrigerant can selectively flow along the second bypass branch 19, or flow into the heat exchanger 14. In this way, the thermal management system 300 has multiple modes to meet the needs of users. For the convenience of description, the various modes of the thermal management system 300 can be referred to in the subsequent description, and this application will not describe them here for the time being.

[0111] In some embodiments, the thermal management system 300 may include a second switching device 20, which is connected between the second end 112 of the heat exchanger 11 and the input end 101 of the compressor 10, and the second switching device 20 is used to selectively connect the second end 112 of the heat exchanger 11 with the heat exchanger 14, or connect the second end 112 of the heat exchanger 11 with the second bypass branch 19.

[0112] In a possible structural design, the second switching device 20 may include a second on-off valve 201 and a third on-off valve 202, wherein the second on-off valve 201 is connected between the second end 112 of the heat exchange element 11 and the heat exchanger 14; the third on-off valve 202 is arranged on the second bypass branch 19, and the third on-off valve 202 is arranged in parallel with the second on-off valve 201.

[0113] Thus, when the second switching device 20 is used to connect the second end 112 of the heat exchanger 11 to the heat exchanger 14, the thermal management system 300 can control the second on-off valve 201 to open and the third on-off valve 202 to close, so that the refrigerant flowing out of the heat exchanger 11 can flow through the third throttle valve 18 and then flow into the heat exchanger 14. When the second switching device 20 is used to connect the second end 112 of the heat exchanger 11 to the second bypass branch 19, the thermal management system 300 can control the second on-off valve 201 to close and the third on-off valve 202 to open, so that the refrigerant flowing out of the heat exchanger 11 can flow through the third throttle valve 18 and then flow into the second bypass branch 19.

[0114] In another possible structural design, the second switching device 20 can be a multi-way valve, which includes a first valve port, a second valve port and a third valve port. The first valve port is connected to the second end 112 of the heat exchanger 11 through the third throttle valve 18, the second valve port is connected to the heat exchanger 14, and the third valve port is connected to the second bypass branch 19. The first valve port of the multi-way valve can be selectively connected to the second valve port or the third valve port.

[0115] Since the second bypass branch 19 is connected in parallel with the heat exchanger 14, in order to prevent the refrigerant from flowing back into the heat exchanger 14 when flowing to the input end 101 of the compressor 10 through the second bypass branch 19, resulting in a reduction in the refrigerant flow in the thermal management system 300 and affecting the heat exchange efficiency of the thermal management system 300, in some embodiments, the thermal management system 300 may also include a fourth on-off valve 21 arranged between the heat exchanger 14 and the input end 101 of the compressor 10, and the fourth on-off valve 21 is connected in parallel to the second bypass branch 19.

[0116] In a possible structural design, the fourth on-off valve 21 includes a first one-way valve 211 for allowing the refrigerant in the heat exchanger 14 to flow to the input end 101 of the compressor 10. In this way, there is no need to control the first one-way valve 211 to prevent the refrigerant from flowing back into the heat exchanger 14, thereby reducing the control logic complexity of the refrigerant circulation loop.

[0117] In another possible structural design, the fourth on-off valve 21 may include an on-off valve that controls the connection or disconnection between the heat exchanger 14 and the input end 101 of the compressor 10. In this way, when the refrigerant flows to the input end 101 of the compressor 10 through the second bypass branch 19, the fourth on-off valve 21 may be controlled to be closed, and when the refrigerant flows to the input end 101 of the compressor 10 through the heat exchanger 14, the fourth on-off valve 21 may be controlled to be opened to avoid the fourth on-off valve 21 blocking the flow of the refrigerant.

[0118] In order to prevent damage to the compressor 10, the thermal management system 300 provided in the embodiment of the present application may also include a gas-liquid separator 22, which is connected between the heat exchanger 14 and the input end 101 of the compressor 10, and the gas-liquid separator 22 is connected between the second bypass branch 19 and the input end 101 of the compressor 10.

[0119] The gas-liquid separator 22 may include a first port A and a second port B connected to each other, wherein the first port A is connected to the input end 101 of the compressor 10 . The thermal management system 300 may further include a first branch 23 connected between the second port B and the heat exchanger 14 .

[0120] In this way, all components that need to be connected to the input end 101 of the compressor 10 (such as the heat exchanger 14, the second bypass branch 19, etc.) need to pass through the gas-liquid separator 22 before entering the compressor 10. In this way, the refrigerant can first pass through the gas-liquid separator 22 for gas-liquid separation, and the separated gas then flows back into the compressor 10 from the input end 101 of the compressor 10, thereby preventing the compressor 10 from sucking in liquid, that is, preventing liquid refrigerant from entering the compressor 10 and damaging the compressor 10, thereby extending the service life of the compressor 10 and improving the efficiency of the thermal management system 300.

[0121] See also Figure 3 , Figure 3 A connection diagram of a thermal management system provided by an embodiment of the present application is shown. In some embodiments of the present application, the thermal management system 300 may further include a second branch 24, an evaporator 25, and a fourth throttle valve 26. The second branch 24 is connected in parallel with the first branch 23, and the second branch 24 is connected between the second port B and the heat exchanger 14. The evaporator 25 and the fourth throttle valve 26 are both arranged on the second branch 24, and the fourth throttle valve 26 is connected between the evaporator 25 and the heat exchanger 14.

[0122] In addition, the thermal management system 300 may further include a fifth on-off valve 27 disposed on the first branch 23. Thus, by controlling the opening and closing of the fifth on-off valve 27 and the opening and closing of the fourth throttle valve 26, the refrigerant flowing out of the heat exchanger 14 or the second bypass branch 19 can selectively flow through the first branch 23 or through the fourth throttle valve 26 and the evaporator 25 on the second branch 24, so that the thermal management system 300 can achieve multi-mode operation.

[0123] In some embodiments of the present application, a second air cooler 28 is further included, which is connected between the output end 102 of the compressor 10 and the second bypass branch 19, and the second air cooler 28 can be connected to the external environment of the vehicle. The second air cooler 28 is connected in parallel with the first air cooler 12. The first end 111 of the heat exchange element 11 is also connected to the input end 101 of the compressor 10.

[0124] In order to cool the battery pack when the temperature of the battery pack is too high, in a possible structural design, the third throttle valve 18 can be a two-way expansion valve.

[0125] In this way, when the refrigerant discharged from the compressor output end 102 flows through the second air cooler 28 to be cooled and then flows into the second bypass branch 19, the refrigerant then flows through the third throttle valve 18 (two-way expansion valve) to be throttled and cooled and then flows into the heat exchanger 11 from the second end 112 of the heat exchanger 11 to cool the heat exchanger 11, and then the refrigerant flows back to the input end 101 of the compressor 10 through the first end 111 of the heat exchanger 11.

[0126] In some embodiments of the present application, the first end 111 of the heat exchange element 11 is connected to the input end 101 of the compressor 10 through the gas-liquid separator 22. That is, in a possible structural design, the first port A of the gas-liquid separator 22 is connected to the input end 101 of the compressor 10, and the second port B is connected to the first end 111 of the heat exchange element 11.

[0127] In order to prevent the refrigerant from directly flowing back to the compressor 10 through the second port B and the first port A after flowing out of the first air cooler 12, in some embodiments, the thermal management system 300 may further include a sixth on-off valve 29, which is connected between the second port B and the first end 111 of the heat exchange element 11, and the sixth on-off valve 29 is connected in parallel with the heat exchange element 11. In this way, by controlling the opening and closing of the sixth on-off valve 29, the refrigerant can be prevented from directly flowing back to the compressor 10 after flowing out of the first air cooler 12, thereby improving the operating stability of the thermal management system 300.

[0128] In addition, in order to further improve the refrigeration efficiency, in some embodiments, the gas-liquid separator 22 can be a gas-liquid separator 22 with a regenerator, wherein the gas-liquid separator 22 with a regenerator is mainly composed of a tank body, a low-pressure refrigerant inlet pipe, a low-pressure refrigerant outlet pipe, a high-pressure refrigerant inlet pipe, a high-pressure refrigerant outlet pipe, a liquid spray pipe joint, a heat exchange coil, an S-shaped pipe, and a horizontal pipe. The heat exchange coil is made into a spiral shape and placed in the tank body to play the role of a regenerator. The second air cooler 28 is connected to the second bypass branch 19 through the gas-liquid separator 22.

[0129] Optionally, the gas-liquid separator 22 may further include a third port C and a fourth port D that are connected to each other, the third port C is connected to the second bypass branch 19 ; the fourth port D is connected to the second air cooler 28 .

[0130] In this way, when the passenger compartment is cooled or the battery pack is cooled, the enthalpy value entering the evaporator 25 or the heat exchange element 11 can be effectively reduced to ensure a good cooling COP of the thermal management system 300. In addition, it can avoid that the refrigerant flowing out of the evaporator 25 and the heat exchange element 11 is not overheated enough, causing a liquid hammer failure in the compressor 10.

[0131] In some embodiments of the present application, the thermal management system 300 may further include a second one-way valve 30 and a seventh on-off valve 31, wherein the second one-way valve 30 is disposed between the fourth port D and the second air cooler 28, and the second one-way valve 30 is used to allow the refrigerant flowing out of the second air cooler 28 to flow into the fourth port D. The seventh on-off valve 31 is connected between the output end 102 of the compressor 10 and the second air cooler 28, and the seventh on-off valve 31 is connected in parallel with the first air cooler 12.

[0132] In this way, by controlling the opening and closing of the seventh on-off valve 31, the first throttle valve 161 and the first on-off valve 162, the flow direction of the refrigerant can be controlled, that is, the refrigerant can flow through the first air cooler 12 and the first bypass branch 15 in sequence through the output end 102 of the compressor 10, or the refrigerant can flow through the first air cooler 12 and the heat exchange element 11 in sequence through the output end 102 of the compressor 10, or the refrigerant can flow through the second air cooler 28, the second one-way valve 30 and the gas-liquid separator 22 in sequence through the output end 102 of the compressor 10. By arranging the second one-way valve 30 between the fourth port D and the second air cooler 28, it is possible to prevent the refrigerant in the gas-liquid separator 22 from flowing back to the second air cooler 28 in the heating mode, thereby improving the operating stability of the thermal management system 300.

[0133] See also Figure 4 , Figure 4A connection diagram of a thermal management system provided by an embodiment of the present application is shown. In some embodiments of the present application, a first heat exchange channel and a second heat exchange channel capable of heat exchange are provided in the heat exchanger 14. A first inlet E and a first outlet F communicating with the first heat exchange channel are provided on the heat exchanger 14. A second inlet G and a second outlet H communicating with the second heat exchange channel are also provided on the heat exchanger 14. The first inlet E is communicated with the second end 112 of the heat exchange element 11, and the first outlet F is communicated with the input end 101 of the compressor 10. The thermal management system 300 may also include a waste heat utilization circulation channel 32, a water pump 33 and a high-pressure system 34. The high-pressure system 34 and the water pump 33 are both provided on the waste heat utilization circulation channel 32, and the waste heat utilization circulation channel 32 is connected to the second inlet G and the second outlet H. The water pump 33 provided on the waste heat utilization circulation channel 32 provides power for the circulation of the coolant.

[0134] It is understandable that the drive assembly of the vehicle 1000 generates a large amount of heat during operation, and the high-voltage system 34 can be a cooling system for the drive assembly of the vehicle 1000. In this way, the thermal management system 300 can make full use of the heat generated during operation of the vehicle 1000, which is conducive to reducing the energy consumption of the vehicle 1000.

[0135] In some embodiments of the present application, the thermal management system 300 further includes a third branch 35, a fourth branch 36 and a radiator 37. The radiator 37 can be connected to the external environment of the vehicle 1000. The "radiator 37" in the present application functions as a heat exchanger, which can exchange heat with the external environment.

[0136] The third branch 35 is connected between the inlet of the high pressure system 34 and the second inlet G, the fourth branch 36 is connected between the inlet of the high pressure system 34 and the second inlet G, and the radiator 37 is disposed on the fourth branch 36 .

[0137] In addition, in order to enable the coolant to flow selectively to the third branch 35 or to the fourth branch 36, the thermal management system 300 may also include a third switching device 38, which is arranged between the second inlet G and the inlet of the high-pressure system 34. The third switching device 38 is used to selectively connect the second inlet G with the third branch 35, or to connect the second inlet G with the fourth branch 36.

[0138] Exemplarily, the third switching device 38 may be a multi-way valve 381 , and the multi-way valve 381 may be a three-way valve, a four-way valve, a five-way valve, etc., which is not limited in the present application.

[0139] The multi-way valve 381 may include: a first valve hole J, a second valve hole K and a third valve hole L, the first valve hole J is connected to the second inlet, the second valve hole K is connected to the fourth branch 36, and the third valve hole L is connected to the third branch 35.

[0140] In this way, when the temperature of the coolant in the waste heat utilization circulation channel 32 is too high, the coolant can dissipate heat through the fourth branch 36 and the radiator 37 on the fourth branch 36 to avoid the high temperature of the high-pressure system 34 being too high.

[0141] In order to speed up the heat dissipation of the radiator 37 and improve the heat dissipation effect, in some embodiments of the present application, the thermal management system 300 may further include a fan, and the radiator 37 is arranged on the air outlet side of the fan. In this way, the heat dissipation of the radiator 37 can be accelerated. When the temperature of the coolant or the high-pressure system 34 in the waste heat utilization circulation channel 32 is too high and it is necessary to dissipate heat to the external environment, the fan 39 can be turned on to speed up the heat dissipation speed of the radiator 37.

[0142] In addition, in order to maintain the stability of the high-pressure system 34, in some embodiments, the thermal management system 300 may further include a water storage device 40, in which a receiving cavity is provided, and the water storage device is provided with an air inlet M, an air outlet N and a drain hole O in communication with the receiving cavity, the air inlet M is in communication with the exhaust port of the high-pressure system 34, the air outlet N is in communication with the fourth branch 36 and is located between the radiator 37 and the high-pressure system 34; the drain hole O is in communication with the water outlet of the high-pressure system 34. In this way, the gaseous coolant flowing into the high-pressure system 34 can flow back to the fourth branch 36 to ensure the pressure stability of the high-pressure system 34.

[0143] In addition, in some embodiments, the thermal management system 300 may further include a temperature and pressure sensor, wherein the temperature and pressure sensor is used to detect the temperature and pressure of the refrigerant at the location.

[0144] Optionally, the temperature and pressure sensor may include a temperature sensor and a pressure sensor. Optionally, the temperature and pressure sensor may also be an integrated temperature and pressure sensor, which is not limited in the present application.

[0145] It is understandable that the temperature and pressure sensor can be provided with multiple, exemplary, such as Figure 4 As shown, the temperature and pressure sensor may include: a first temperature and pressure sensor 41 arranged between the output end 102 of the compressor 10 and the first air cooler 12, a second temperature and pressure sensor 42 arranged between the second port B and the evaporator 25, a third temperature and pressure sensor 43 arranged between the first port A and the input end 101 of the compressor 10, a fourth temperature and pressure sensor 44 arranged between the third throttle valve 18 and the second end 112 of the heat exchanger 11, a fifth temperature and pressure sensor 45 arranged between the second air cooler 28 and the second one-way valve 30, a sixth temperature and pressure sensor 46 arranged between the first air cooler 12 and the first opening and closing valve 162, and a seventh temperature and pressure sensor 47 arranged between the second throttle valve 17 and the first end 111 of the heat exchanger 11.

[0146] In addition, in order to monitor the temperature of the coolant in the waste heat utilization circulation channel 32 , the thermal management system 300 may further include a temperature sensor, which may be disposed on the waste heat utilization circulation channel 32 .

[0147] Exemplarily, the temperature sensor may include: a first temperature sensor 48 disposed between the second inlet G and the third switching device 38 , and a second temperature sensor 49 disposed between the water pump 33 and the second outlet G.

[0148] In summary, in order to facilitate understanding of the embodiments of the present application, Figure 4 , describes the various modes that can be implemented by the embodiments of the present application.

[0149] 1. Heating mode of passenger compartment; This scenario is applicable to and is not limited to ambient temperatures between -30°C and 20°C. In this scenario, the passenger compartment is heated, and the PTC can assist in providing heat to the passenger compartment. At ambient temperatures between -30°C and -10°C, the heat source for the refrigerant circulation channel comes from waste heat from the high-pressure system 34, motor stall heating, and heat generated by inefficient driving. At ambient temperatures between -10°C and 20°C, the heat source for the refrigerant circulation channel comes from waste heat from the high-pressure system 34 (the multi-way valve 381 defaults to the first valve hole J flowing into the third valve hole L; if the high-pressure system 34 generates insufficient heat, the first valve hole J flows into the second valve hole K, i.e., heat is absorbed from the external environment).

[0150] During heating, the compressor 10 starts to work, and the compressor 10 compresses the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant flows through the first air cooler 12 to exchange heat with the cold air blown by the air conditioner blower. After PTC auxiliary heating, the required heat is released to the passenger compartment. The medium-temperature and high-pressure refrigerant after heat exchange flows through the first throttle valve 161 to throttle and reduce the pressure to a low-temperature and low-pressure state. The low-temperature and low-pressure refrigerant passes through the first heat exchange channel of the heat exchanger 14. After the low-temperature and low-pressure refrigerant in the heat exchanger 14 absorbs the heat of the high-pressure system 34 coolant and heats and evaporates, it flows through the first one-way valve 211 and the fifth on-off valve 27, enters the gas-liquid separator 22 (the second port B enters and the first port A exits), and then returns to the input end 101 of the compressor 10 for the next cycle.

[0151] The cold air blown out by the blower of the air conditioning box is first heated by the internal air cooler, and then by the PTC auxiliary heating, and can enter the passenger compartment through the air duct and air outlet in the vehicle 1000 to heat the passenger compartment.

[0152] In addition, the coolant in the heat exchanger 14 is cooled after absorbing heat from the coolant in the coolant circulation channel, flows out from the second inlet of the heat exchanger 14, flows through the second temperature sensor 49 and the multi-way valve 381 (the first valve hole J enters and the third valve hole L exits), and then flows into the high-pressure system 34. After being heated by the heat of the high-pressure system 34, the coolant flows through the water pump 33 and the first temperature sensor 48, returns to the second inlet of the heat exchanger 14, and performs the next cycle. The high-pressure system 34 discharges the coolant gaseous back to the water storage device 40 through the exhaust port. The water storage device 40 replenishes the liquid coolant into the inlet of the water pump 33 through the drain hole.

[0153] Among them, the circulation loop of the refrigerant is as follows: compressor 10—first temperature and pressure sensor 41—first air cooler 12—sixth temperature and pressure sensor 46—first throttle valve 161—heat exchanger 14—first check valve 211—fifth on-off valve 27—gas-liquid separator 22—third temperature and pressure sensor 43—compressor 10.

[0154] The circulation loop of the coolant in the high-pressure system 34 is as follows: water pump 33—first temperature sensor 48—heat exchanger 14—second temperature sensor 49—multi-way valve 381 (first valve hole J in and third valve hole L out)—high-pressure system 34—water pump 33.

[0155] The working state of the valve is as follows: the first opening and closing valve 162, the second opening and closing valve 201, the third opening and closing valve 202, the sixth opening and closing valve 29 and the seventh opening and closing valve 31 are all closed, the fifth opening and closing valve 27 is open, the first throttle valve 161 is throttled, the second electronic expansion valve is closed, the second throttle valve 17 and the third throttle valve 18 are all closed, and the first valve hole J of the multi-way valve 381 enters and the third valve hole L exits. The water pump 33, the blower and the compressor 10 are all working.

[0156] 2. Battery heating mode; 2.1, Mode 1; This scenario is mainly applicable to, but not limited to, an ambient temperature of minus 30°C to 10°C, the user does not actively turn on the heating, and the battery is heated. The heat source for battery heating comes from the waste heat of the high-voltage system 34.

[0157] When the battery is heated, the compressor 10 starts to work, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant flows into the first air cooler 12, and enters the heat exchanger 11 through the first opening and closing valve 162 and the second throttle valve 17. The air volume of the blower, the speed of the compressor 10 and the opening of the second throttle valve 17 are adjusted to meet the temperature limit of the refrigerant at the first end 111 of the heat exchanger 11. The refrigerant flowing into the heat exchanger 11 releases heat to the battery to heat the battery. After that, the refrigerant is throttled and reduced in pressure to a low-temperature and low-pressure state through the third throttle valve 18, and the low-temperature and low-pressure refrigerant flows into the heat exchanger 14. The low-temperature and low-pressure refrigerant in the heat exchanger 14 absorbs the heat of the high-pressure system 34 coolant to heat and evaporate, and then flows into the gas-liquid separator 22, and then returns to the compressor 10 for the next cycle.

[0158] The blower in the air conditioner is turned on with a small air volume or turned off, and the refrigerant releases part of its heat through the first air cooler 12 to reduce the temperature and pressure of the refrigerant, thereby adjusting the temperature limit of the refrigerant at the first end 111 of the heat exchange element 11.

[0159] The circulation loop of the refrigerant is as follows: compressor 10—first temperature and pressure sensor 41—first air cooler 12—residence temperature and pressure sensor—first opening and closing valve 162—second throttle valve 17—seventh temperature and pressure sensor 47—heat exchange element 11—fourth temperature and pressure sensor 44—third throttle valve 18—heat exchanger 14—first check valve 211—fifth opening and closing valve 27—gas-liquid separator 22—compressor 10.

[0160] The working state of the valve is as follows: the third opening and closing valve 202, the sixth opening and closing valve 29 and the seventh opening and closing valve 31 are closed, the first opening and closing valve 162, the second opening and closing valve 201 and the fifth opening and closing valve 27 are opened, the first throttle valve 161 and the fourth throttle valve 26 are closed, the second throttle valve 17 is fully opened or throttled, the third throttle valve 18 is throttled, and the first valve hole J of the multi-way valve 381 enters and the third valve hole L exits. The water pump 33 and the compressor 10 are working.

[0161] 2.2, Mode 2; The same as mode 1, but the system automatically and intelligently turns on the heating function, reducing the heating demand when using the car, allowing users to have a better thermal comfort evaluation when driving, and having a super intelligent user experience. Therefore, mode 2 can be the priority mode of the thermal management system 300.

[0162] The refrigerant first flows through the first air cooler 12 to heat the passenger compartment, and the speed of the compressor 10, the opening of the second throttle valve 17 and the air volume of the passenger compartment blower are adjusted to meet the temperature limit of the first end 111 of the heat exchanger 11. The rest is the same as 2. Passenger compartment heating mode, and this application will not repeat it.

[0163] 3. Passenger cabin heating and battery heating working simultaneously; This scenario is applicable to and is not limited to an ambient temperature of minus 30°C to 0°C. The temperature limit of the first end 111 of the heat exchanger 11 is met by adjusting the speed of the compressor 10, the opening of the second throttle valve 17 and the air volume of the passenger compartment blower. The rest is the same as 2.1, mode 1, and this application will not repeat it.

[0164] 4. Passenger compartment cooling mode only; This scenario is mainly applicable to and not limited to ambient temperatures of 5°C to 48°C. In this scenario, the passenger compartment is refrigerated, and the battery refrigerant circuit has no heating or cooling functions. When the first temperature sensor 48 detects that the temperature is lower than the lower limit, the waste heat utilization circulation channel 32 is in the insulation mode (the first valve hole J of the multi-way valve 381 enters the third valve hole L and exits); when the second temperature sensor 49 detects that the temperature is higher than the upper limit, the waste heat utilization circulation channel 32 is in the cooling mode (the first valve hole J of the multi-way valve 381 enters the second valve hole K and exits).

[0165] During cooling, the compressor 10 starts to work, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant flows through the second air cooler 28 through the seventh opening and closing valve 31, and exchanges heat with the airflow sucked by the cooling module of the vehicle 1000, releasing a large amount of heat. After the heat exchange, the medium-temperature and high-pressure refrigerant passes through the second one-way valve 30 in turn, enters the gas-liquid separator 22 (the fourth port D enters and the third port C exits), and then flows into the fourth throttle valve 26 to throttle and reduce the pressure to a low-temperature and low-pressure state. The low-temperature and low-pressure refrigerant continues to flow through the evaporator 25. After the low-temperature and low-pressure refrigerant in the evaporator 25 absorbs the heat in the air-conditioning box and heats and evaporates, it flows into the gas-liquid separator 22 (the second port B enters and the first port A exits), and then returns to the compressor 10 for the next cycle.

[0166] The cold air in the air conditioning box that has undergone heat exchange in the evaporator 25 enters the passenger compartment through the air duct and the air outlet to cool the passenger compartment.

[0167] The circulation circuit of the refrigerant is as follows: compressor 10—first temperature and pressure sensor 41—seventh opening and closing valve 31—second air cooler 28—fifth temperature and pressure sensor 45—second one-way valve 30—gas-liquid separator 22—fourth throttle valve 26—evaporator 25—second temperature and pressure sensor 42—gas-liquid separator 22—third temperature and pressure sensor 43—compressor 10.

[0168] The working state of the valve is as follows: the seventh opening and closing valve 31 is open, the first opening and closing valve 162, the second opening and closing valve 201, the third opening and closing valve 202, the fifth opening and closing valve 27 and the sixth opening and closing valve 29 are all closed, the fourth throttle valve 26 is throttled, the first throttle valve 161 is closed, the second throttle valve 17 and the third throttle valve 18 are closed, the first valve hole J of the multi-way valve 381 enters the second valve hole K and exits, or the first valve hole J of the multi-way valve 381 enters the third valve hole L and exits. The water pump 33, the blower and the compressor 10 are all working.

[0169] 5. Battery cooling mode only; This scenario is mainly applicable to, but not limited to, an ambient temperature of 0° C. to 48° C. In this scenario, the waste heat utilization circulation channel 32 is in a cooling mode (consistent with the flow direction of the above cooling mode).

[0170] When the battery is cooled, the compressor 10 starts to work, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant flows through the second air cooler 28 through the seventh opening and closing valve 31, and exchanges heat with the airflow sucked into the cooling module of the vehicle 1000, releasing a large amount of heat. After the heat exchange, the medium-temperature and high-pressure refrigerant passes through the second one-way valve 30 in turn, enters the gas-liquid separator 22, flows through the third opening and closing valve 202, enters the third throttle valve 18, throttles and reduces the pressure to a low-temperature and low-pressure state, and the refrigerant continues to flow through the heat exchange component 11, absorbs the heat of the battery pack, heats and evaporates, and then flows through the second throttle valve 17. The refrigerant flows through the sixth opening and closing valve 29, flows into the gas-liquid separator 22, and finally flows back to the compressor 10 for the next cycle.

[0171] The circulation circuit of the refrigerant is as follows: compressor 10—first temperature and pressure sensor 41—seventh opening and closing valve 31—second air cooler 28—fifth temperature and pressure sensor 45—second one-way valve 30—gas-liquid separator 22—third opening and closing valve 202—third throttle valve 18—fourth temperature and pressure sensor 44—heat exchange element 11—seventh temperature and pressure sensor 47—second throttle valve 17—sixth opening and closing valve 29—gas-liquid separator 22—third temperature and pressure sensor 43—compressor 10.

[0172] The working status of the valves is as follows: the seventh on-off valve 31, the sixth on-off valve 29, and the third on-off valve 202 are open, the first on-off valve 162, the second on-off valve 201, and the fifth on-off valve 27 are closed, the second throttle valve 17 is fully open, the fourth throttle valve 26 and the first throttle valve 161 are closed, the third throttle valve 18 is throttled, and the first valve hole J of the multi-way valve 381 enters and the second valve hole K exits. The water pump 33 is working. The blower is not working, and the compressor 10 is working.

[0173] 6. The passenger compartment cooling and battery cooling work simultaneously; This scenario is mainly applicable to and not limited to an ambient temperature of 18° C. to 48° C. In this scenario, the passenger compartment is cooled, the battery is cooled, and the waste heat circulation channel 32 is in cooling mode (consistent with the aforementioned flow direction).

[0174] When the passenger compartment cooling and battery cooling work at the same time, the compressor 10 starts to work, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant flows through the second air cooler 28 through the seventh opening and closing valve 31, and performs heat exchange with the airflow sucked by the cooling module of the vehicle 1000, releasing a large amount of heat. After the heat exchange, the medium-temperature and high-pressure refrigerant passes through the second one-way valve 30 in turn, enters the gas-liquid separator 22, and then is divided into two paths. One path flows into the fourth throttle valve 26 to throttle and reduce the pressure to a low-temperature and low-pressure state. The low-temperature and low-pressure refrigerant continues to flow through the evaporator 25 and absorbs the heat of the hot air flow in the passenger compartment to heat and evaporate. The other path flows through the third throttle valve 18 to throttle and reduce the pressure to a low-temperature and low-pressure state. The low-temperature and low-pressure refrigerant continues to flow through the heat exchange element 11, then flows through the second throttle valve 17, and finally flows out through the sixth opening and closing valve 29, and flows into the gas-liquid separator 22 together with the low-temperature and low-pressure refrigerant at the outlet of the evaporator 25, and then returns to the compressor 10 for the next cycle.

[0175] The cold air in the air conditioning box that has undergone heat exchange in the evaporator 25 enters the passenger compartment through the air duct and the air outlet to cool the passenger compartment.

[0176] The circulation loop of the refrigerant is as follows: compressor 10—first temperature and pressure sensor 41—seventh opening and closing valve 31—second air cooler 28—fifth temperature and pressure sensor 45—second one-way valve 30—gas-liquid separator 22—(fourth throttle valve 26—evaporator 25—second temperature and pressure sensor 42) and (third opening and closing valve 202—third throttle valve 18—fourth temperature and pressure sensor 44—heat exchange element 11—seventh temperature and pressure sensor 47—second throttle valve 17—sixth opening and closing valve 29)—gas-liquid separator 22—third temperature and pressure sensor 43—compressor 10.

[0177] The working states of the valves are as follows: the seventh on-off valve 31, the sixth on-off valve 29, and the third on-off valve 202 are open, the first on-off valve 162, the second on-off valve 201, and the fifth on-off valve 27 are closed, the fourth throttle valve 26 and the third throttle valve 18 are throttled, the first throttle valve 161 is closed, the second throttle valve 17 is fully open, the first valve hole J of the multi-way valve 381 enters and the second valve hole K exits, or the first valve hole J of the multi-way valve 381 enters and the third valve hole L exits.

[0178] The blower and compressor 10 are working.

[0179] 7. The passenger compartment heating and passenger compartment cooling work simultaneously; 7.1 Mode 1; This scenario is mainly applicable to, but not limited to, passenger compartment heating and dehumidification at an ambient temperature of 5°C to 20°C. In this scenario, passenger compartment heating and cooling work simultaneously. The heat source in the refrigerant circulation loop comes from the waste heat of the high-pressure system 34 (the multi-way valve 381 defaults to the first valve hole J in and the third valve hole L out; if the high-pressure system 34 generates insufficient heat, the first valve hole J in and the second valve hole K out, that is, heat is absorbed from the external environment), the humid air in the evaporator 25, and the heat of the battery pack (when the heat exchanger 11 cools the battery).

[0180] During heating and dehumidification, the compressor 10 starts to work, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant flows through the first air cooler 12, exchanges heat with the cold air blown by the air conditioner blower, and releases a large amount of heat. After the heat exchange, the medium-temperature and high-pressure refrigerant flows through the heat exchanger 11. If the refrigerant temperature of the heat exchanger 11 is higher than the battery temperature, the battery is heated; if the refrigerant temperature of the heat exchanger 11 is lower than the battery temperature, the battery is cooled. The refrigerant is throttled and reduced to a low-temperature and low-pressure state through the third throttle valve 18. The low-temperature and low-pressure refrigerant passes through the heat exchanger 14. After absorbing the heat from the high-pressure system 34 water source in the heat exchanger 14, the low-temperature and low-pressure refrigerant flows into the fourth throttle valve 26 for throttling again. The low-temperature and low-pressure refrigerant flows through the evaporator 25 and absorbs the heat of the air in the air conditioner to heat and evaporate, and then flows into the gas-liquid separator 22, returns to the compressor 10, and performs the next cycle. The first valve hole J of the multi-way valve 381 enters the third valve hole L and exits, or the first valve hole J enters the second valve hole K and exits.

[0181] The cold air in the air-conditioning box that has passed through the evaporator 25 for heat exchange is heated by the indoor air condenser and then enters the passenger compartment through the air duct and the air outlet to heat and dehumidify the passenger compartment.

[0182] The circulation loop of the refrigerant is as follows: compressor 10—first temperature and pressure sensor 41—first air cooler 12—sixth temperature and pressure sensor 46—first opening and closing valve 162—second throttle valve 17—seventh temperature and pressure sensor 47—heat exchanger 11—fourth temperature and pressure sensor 44—third throttle valve 18—second opening and closing valve 201—heat exchanger 14—first check valve 211—fourth throttle valve 26—evaporator 25—second temperature and pressure sensor 42—gas-liquid separator 22—third temperature and pressure sensor 43—compressor 10.

[0183] The working status of the valves is as follows: the seventh on-off valve 31, the sixth on-off valve 29, the fifth on-off valve 27, and the third on-off valve 202 are all closed, the second on-off valve 201 and the first on-off valve 162 are open, the fourth throttle valve 26 and the third throttle valve 18 are throttled, the first throttle valve 161 is closed, the second throttle valve 17 is fully open or throttled, and the first valve hole J of the multi-way valve 381 enters and the third valve hole L exits. The water pump 33 is working, and the blower and the compressor 10 are both working.

[0184] 7.2 Mode 2; This scenario is applicable to, but not limited to, passenger compartment heating and dehumidification at an ambient temperature of 5°C to 20°C. In this scenario, passenger compartment heating and cooling work simultaneously. The heat source in the refrigerant circulation loop comes from the humid air in the evaporator 25 and the heat of the battery pack.

[0185] During heating and dehumidification, the compressor 10 starts to work, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant flows through the first air cooler 12, exchanges heat with the cold air blown by the air conditioner blower, and releases a large amount of heat. The medium-temperature and high-pressure refrigerant after heat exchange flows through the heat exchange element 11. If the refrigerant temperature of the heat exchange element 11 is higher than the battery temperature, the battery is heated; if the refrigerant temperature of the heat exchange element 11 is lower than the battery temperature, the battery is cooled. The low-temperature and low-pressure refrigerant flows into the fourth throttle valve 26 through the third opening and closing valve 202 to throttle and reduce the pressure to a low-temperature and low-pressure state. The low-temperature and low-pressure refrigerant flows through the evaporator 25 and absorbs the heat of the air in the air conditioner to heat and evaporate, then flows into the gas-liquid separator 22, and then returns to the compressor 10 for the next cycle.

[0186] The circulation loop of the refrigerant is as follows: compressor 10—first temperature and pressure sensor 41—first air cooler 12—sixth temperature and pressure sensor 46—first opening and closing valve 162—second throttle valve 17—seventh temperature and pressure sensor 47—heat exchange element 11—fourth temperature and pressure sensor 44—third opening and closing valve 202—fourth throttle valve 26—evaporator 25—second temperature and pressure sensor 42—gas-liquid separator 22—third temperature and pressure sensor 43—compressor 10.

[0187] The working status of the valves is as follows: the seventh on-off valve 31, the sixth on-off valve 29, the fifth on-off valve 27, and the second on-off valve 201 are closed, the first on-off valve 162 and the third on-off valve 202 are opened, the fourth throttle valve 26 is throttled, the first throttle valve 161 is closed, the second throttle valve 17 is fully open or throttled, the third throttle valve 18 is fully open, the first valve hole J of the multi-way valve 381 enters the second valve hole K and exits, or the first valve hole J of the multi-way valve 381 enters the third valve hole L and exits. The water pump 33 is working, and the compressor 10 and the blower are working.

[0188] 7.3 Mode 3; This scenario is applicable to, but not limited to, passenger compartment heating and dehumidification at an ambient temperature of 5°C to 20°C. In this scenario, passenger compartment heating and cooling work simultaneously. The heat source of the refrigerant circulation loop comes from the heat of the humid air in the evaporator 25 and the waste heat of the high-pressure system 34 (the multi-way valve 381 defaults to the first valve hole J in and the third valve hole L out; if the high-pressure system 34 does not generate enough heat, the first valve hole J in and the second valve hole K out, that is, heat is absorbed from the external environment).

[0189] During heating and dehumidification, the compressor 10 starts to work, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant flows through the first air cooler 12, exchanges heat with the cold air blown by the blower of the air conditioner, and releases a large amount of heat. The medium-temperature and high-pressure refrigerant after heat exchange enters the first throttle valve 161 for throttling, enters the heat exchanger 14 to absorb heat, and flows into the fourth throttle valve 26 for throttling again after passing through the first check valve 211. The low-temperature and low-pressure refrigerant flows through the evaporator 25 and absorbs the heat of the air in the air conditioner to heat and evaporate, then flows into the gas-liquid separator 22, and then returns to the compressor 10 for the next cycle.

[0190] The circulation loop of the refrigerant is as follows: compressor 10—first temperature and pressure sensor 41—first air cooler 12—sixth temperature and pressure sensor 46—first throttle valve 161—heat exchanger 14—first check valve 211—fourth throttle valve 26—evaporator 25—second temperature and pressure sensor 42—gas-liquid separator 22—third temperature and pressure sensor 43—compressor 10.

[0191] The working state of the valve is as follows: the seventh on-off valve 31, the sixth on-off valve 29, the fifth on-off valve 27, the third on-off valve 202, the second on-off valve 201 and the first on-off valve 162 are all closed, the fourth throttle valve 26 and the first throttle valve 161 are throttled, the second throttle valve 17 and the third throttle valve 18 are closed, the first valve hole J of the multi-way valve 381 enters and the second valve hole K exits, or the first valve hole J of the multi-way valve 381 enters and the third valve hole L exits. The water pump 33 is working, and the compressor 10 and the blower are working.

[0192] 8. Simultaneous operation mode of passenger compartment cooling and battery heating; 8.1 Mode 1; This scenario is applicable to and is not limited to an ambient temperature of 5°C to 10°C. In this scenario, the passenger compartment is cooled and the battery is heated. The heat source for battery heating comes from the waste heat of the high-pressure system 34 (the multi-way valve 381 defaults to the first valve hole J in and the third valve hole L out; if the high-pressure system 34 does not generate enough heat, the first valve hole J in and the second valve hole K out, that is, heat is absorbed from the external environment) and the heat absorbed from the evaporator 25.

[0193] When the passenger compartment is cooled and the battery is heated at the same time, the compressor 10 starts to work, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant flows through the first air cooler 12, and the speed of the compressor 10 and the opening of the second throttle valve 17 are adjusted to meet the temperature limit and target requirements of the refrigerant at the inlet of the heat exchanger 11. The refrigerant flows through the heat exchanger 11, and the heat is released to the battery pack to heat the battery pack. The refrigerant continues to flow through the heat exchanger 14 to absorb the heat from the water source of the high-pressure system 34, and then flows through the fourth throttle valve 26 to throttle again. The refrigerant flows through the evaporator 25 and absorbs the heat from the air in the air conditioning box to heat and evaporate. Then it flows into the gas-liquid separator 22 and returns to the compressor 10 for the next cycle.

[0194] The circulation loop of the refrigerant is as follows: compressor 10—first temperature and pressure sensor 41—first air cooler 12—first opening and closing valve 162—second throttle valve 17—seventh temperature and pressure sensor 47—heat exchange element 11—fourth temperature and pressure sensor 44—second opening and closing valve 201—heat exchanger 14—first check valve 211—fourth throttle valve 26—evaporator 25—second temperature and pressure sensor 42—gas-liquid separator 22—compressor 10.

[0195] The working state of the valve is as follows: the third on-off valve 202, the fifth on-off valve 27, the sixth on-off valve 29 and the seventh on-off valve 31 are closed, the second on-off valve 201 and the first on-off valve 162 are open, the fourth throttle valve 26 and the third throttle valve 18 are throttled, the first throttle valve 161 is closed, the second throttle valve 17 is fully open, the first valve hole J of the multi-way valve 381 enters and the third valve hole L exits. The water pump 33 is working, and the blower and the compressor 10 are working.

[0196] 8.2 Mode 2; Mode 2 differs from Mode 1 in that the heat source for heating the battery pack comes from the heat absorbed by the evaporator 25 , and the refrigerant does not flow through the heat exchanger 14 .

[0197] The circulation loop of the refrigerant is as follows: compressor 10—first temperature and pressure sensor 41—first air cooler 12—first opening and closing valve 162—second throttle valve 17—seventh temperature and pressure sensor 47—heat exchange element 11—fourth temperature and pressure sensor 44—third throttle valve 18—third opening and closing valve 202—fourth throttle valve 26—evaporator 25—second temperature and pressure sensor 42—gas-liquid separator 22—compressor 10.

[0198] The working state of the valve is as follows: the second opening and closing valve 201, the fifth opening and closing valve 27, the sixth opening and closing valve 29, and the seventh opening and closing valve 31 are closed, the first opening and closing valve 162 and the third opening and closing valve 202 are open, the fourth throttle valve 26 and the third throttle valve 18 are throttled, the first throttle valve 161 is closed, the second throttle valve 17 is fully open, and the first valve hole J of the multi-way valve 381 enters and the third valve hole L exits. The water pump 33 is working, and the blower and the compressor 10 are working.

[0199] 9. The passenger compartment heating and battery pack cooling work simultaneously; 9.1 Mode 1; This scenario is applicable to and is not limited to an ambient temperature of 0°C to 20°C. In this scenario, the passenger compartment is heated and the battery pack is cooled. The heat source of the refrigerant circulation loop comes from the waste heat of the high-voltage system 34 and the heat of the battery pack. The refrigerant first flows through the heat exchanger 14 and then flows through the heat exchange element 11.

[0200] During heating, the compressor 10 starts working, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant flows through the first air cooler 12, exchanges heat with the cold air blown out by the air-conditioning box blower, and releases a large amount of heat. The medium-temperature and high-pressure refrigerant after the heat exchange is throttled and reduced in pressure and temperature through the first throttle valve 161 to become a low-temperature and low-pressure refrigerant, and then flows through the heat exchanger 14 to absorb heat. The refrigerant flows through the first one-way valve 211 and the third on-off valve 202 to enter the third throttle valve 18, and is throttled again. The low-temperature and low-pressure refrigerant absorbs heat again through the heat exchange element 11, passes through the second throttle valve 17 and the sixth on-off valve 29, and flows into the gas-liquid separator 22, and then returns to the compressor 10 for the next cycle.

[0201] The circulation loop of the refrigerant is as follows: compressor 10—first temperature and pressure sensor 41—first air cooler 12—sixth temperature and pressure sensor 46—first throttle valve 161—heat exchanger 14—first check valve 211—third on-off valve 202—third throttle valve 18—fourth temperature and pressure sensor 44—heat exchange element 11—seventh temperature and pressure sensor 47—second throttle valve 17—sixth on-off valve 29—gas-liquid separator 22—third temperature and pressure sensor 43—compressor 10.

[0202] The working state of the valve is as follows: the first opening and closing valve 162, the second opening and closing valve 201, the fifth opening and closing valve 27, the sixth opening and closing valve 29 and the seventh opening and closing valve 31 are closed, the third opening and closing valve 202 and the sixth opening and closing valve 29 are opened, the first throttle valve 161 is throttled, the fourth throttle valve 26 is closed, the second throttle valve 17 is fully open, the first valve hole J of the multi-way valve 381 enters and the third valve hole L exits. The water pump 33 is working, and the blower and the compressor 10 are working.

[0203] 9.2 Mode 2; This scenario is applicable to and is not limited to an ambient temperature of 0°C to 20°C. In this scenario, the passenger compartment is heated and the battery pack is cooled. The heat source of the refrigerant circulation loop comes from the waste heat of the high-voltage system 34 and the heat of the battery pack. The difference from mode 9.1 is that the refrigerant first flows through the heat exchange element 11 and then flows through the heat exchanger 14.

[0204] During heating, the compressor 10 starts working, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant flows through the first air cooler 12, exchanges heat with the cold air blown out by the air-conditioning box blower, and releases a large amount of heat. The medium-temperature and high-pressure refrigerant after the heat exchange is throttled and reduced in pressure and temperature through the second throttle valve 17 to become a low-temperature and low-pressure refrigerant, and then flows through the heat exchange element 11 to absorb heat, and then passes through the third throttle valve 18 and is throttled again. The low-temperature and low-pressure refrigerant enters the heat exchanger 14 through the second on-off valve 201 to absorb heat again, and flows into the gas-liquid separator 22 through the first one-way valve 211 and the fifth on-off valve 27, and then returns to the compressor 10 for the next cycle.

[0205] The circulation loop of the refrigerant is as follows: compressor 10—first temperature and pressure sensor 41—first air cooler 12—first opening and closing valve 162—second throttle valve 17—seventh temperature and pressure sensor 47—heat exchange element 11—fourth temperature and pressure sensor 44—third throttle valve 18—second opening and closing valve 201—heat exchanger 14—first check valve 211—fifth opening and closing valve 27—gas-liquid separator 22—compressor 10.

[0206] The working state of the valve is as follows: the first opening and closing valve 162, the second opening and closing valve 201, the fifth opening and closing valve 27, and the seventh opening and closing valve 31 are all open, the third opening and closing valve 202 and the sixth opening and closing valve 29 are all closed, the fourth throttle valve 26 and the first throttle valve 161 are closed, the second throttle valve 17 is throttled, the third throttle valve 18 is fully open or throttled, and the first valve hole J of the multi-way valve 381 enters and the third valve hole L exits. The water pump 33 is working, and the blower and the compressor 10 are working.

[0207] 9.3 Mode 3; This scenario is applicable to and is not limited to an ambient temperature of 0°C to 20°C. In this scenario, the passenger compartment is heated and the battery is cooled. The high-pressure system 34 coolant temperature is lower than the refrigerant temperature in the heat exchanger 11 and cannot release heat to the refrigerant. The heat source of the heat pump comes from the heat of the battery pack.

[0208] During heating, the compressor 10 starts working, compressing the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant flows through the first air cooler 12, exchanges heat with the cold air blown out by the air-conditioning box blower, and releases a large amount of heat. The medium-temperature and high-pressure refrigerant after the heat exchange is throttled and reduced in pressure and temperature through the second throttle valve 17 to become a low-temperature and low-pressure refrigerant, then flows through the heat exchange element 11 to absorb heat, and then flows into the gas-liquid separator 22 through the third throttle valve 18, the third on-off valve 202 and the fifth on-off valve 27, and then returns to the compressor 10 for the next cycle.

[0209] The circulation circuit of the refrigerant is as follows: compressor 10—first temperature and pressure sensor 41—first air cooler 12—first opening and closing valve 162—second throttle valve 17—seventh temperature and pressure sensor 47—heat exchange element 11—fourth temperature and pressure sensor 44—third throttle valve 18—third opening and closing valve 202—fifth opening and closing valve 27—gas-liquid separator 22—compressor 10.

[0210] The working state of the valve is as follows: the second opening and closing valve 201, the sixth opening and closing valve 29, and the seventh opening and closing valve 31 are closed, the first opening and closing valve 162, the third opening and closing valve 202, and the fifth opening and closing valve 27 are opened, the fourth throttle valve 26 and the first throttle valve 161 are closed, the second throttle valve 17 is throttled, the third throttle valve 18 is fully open, and the first valve hole J of the multi-way valve 381 enters and the third valve hole L exits. The water pump 33 is working, and the blower and the compressor 10 are working.

[0211] 10. Simultaneous operation mode of passenger compartment heating, cooling and battery cooling; This scenario is applicable to, but not limited to, passenger compartment heating and dehumidification and battery cooling at an ambient temperature of 5°C to 20°C. In this scenario, passenger compartment heating and cooling work simultaneously, and the battery is cooled. The heat source of the refrigerant circulation loop comes from the waste heat of the high-voltage system 34, humid air and battery pack heat.

[0212] The second throttle valve 17 throttles down the temperature to cool the battery. When the dehumidification demand is small, its operation mode can be consistent with 7.1 Mode 1; when the dehumidification demand is large, the operation method can be consistent with 7.2 Mode 2.

[0213] 11. Simultaneous operation mode of passenger compartment heating, cooling and battery pack heating; This scenario can be applicable to and is not limited to passenger compartment heating and dehumidification and battery heating at an ambient temperature of 5°C to 10°C. In this scenario, passenger compartment heating and cooling work simultaneously, and the battery pack heating function is provided. The heat source of the heat pump comes from the waste heat of the high-voltage system 34 and the heat of the humid air in the evaporator 25.

[0214] The temperature limit of the heat exchanger 11 is met by adjusting the opening of the second throttle valve 17 to heat the battery. When the dehumidification demand is small, the operation mode can be consistent with 7.1 Mode 1; when the dehumidification demand is large, the operation mode can be consistent with 7.2 Mode 2, which will not be described in detail in this application.

[0215] In the case of implementing the functions of the above-mentioned integrated modules in the form of hardware, the embodiment of the present disclosure provides another possible structure of the communication device involved in the above-mentioned embodiment. The electronic device includes: a controller and a bus. Optionally, the electronic device may also include a memory; optionally, the electronic device may also include a communication interface.

[0216] The controller may be a device that implements or executes various exemplary logic blocks, modules, and circuits described in conjunction with the embodiments of the present disclosure. The controller may be a central processing unit, a general-purpose processor, a digital signal processor, an application-specific integrated circuit, a field programmable gate array, or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It may implement or execute various exemplary logic blocks, modules, and circuits described in conjunction with the embodiments of the present disclosure. The controller may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, and the like.

[0217] The communication interface is used to connect with other devices through a communication network. The communication network can be Ethernet, wireless access network, wireless local area network (WLAN), etc.

[0218] The memory may be a read-only memory (ROM) or other type of static storage device that can store static information and instructions, a random access memory (RAM) or other type of dynamic storage device that can store information and instructions, an electrically erasable programmable read only memory (EEPROM), a magnetic disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited to these.

[0219] As a possible implementation, the memory can exist independently of the controller, and the memory can be connected to the controller via a bus to store instructions or program codes. When the controller calls and executes the instructions or program codes stored in the memory, the control method of the thermal management system provided in the embodiment of the present disclosure can be implemented.

[0220] In another possible implementation, the memory may also be integrated with the controller.

[0221] The bus may be an extended industry standard architecture (EISA) bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc.

[0222] In some embodiments, executable instructions are stored in the memory. When the controller executes the executable instructions, the electronic device executes the thermal management control method as described in any of the above embodiments.

[0223] Some embodiments of the present disclosure provide a readable storage medium (for example, a non-transitory computer-readable storage medium), in which computer program instructions are stored. When the computer program instructions are executed on a computer, the computer executes the control method described in any of the above embodiments.

[0224] Exemplarily, the above-mentioned computer-readable storage media may include, but are not limited to: magnetic storage devices (e.g., hard disks, floppy disks, or magnetic tapes, etc.), optical disks (e.g., compact disks (CDs), digital versatile disks (DVDs), etc.), smart cards, and flash memory devices (e.g., erasable programmable read only memories (EPROMs), cards, sticks, or key drives, etc.). The various computer-readable storage media described in the present disclosure may represent one or more devices and / or other machine-readable storage media for storing information. The term "machine-readable storage medium" may include, but is not limited to, wireless channels and various other media capable of storing, containing, and / or carrying instructions and / or data.

[0225] In understanding the scope of the present invention, the term "comprise" and its derivatives as used herein are intended to be open terms, which specify the existence of recorded features, elements, components, groups, wholes and / or steps, but do not exclude the existence of other unrecorded features, elements, components, groups, wholes and / or steps. This concept also applies to words with similar meanings, such as the terms "include", "have" and their derivatives.

[0226] The terms "attached" or "attached" as used herein include: a configuration where an element is directly secured to another element by directly securing the element to the other element; a configuration where an element is indirectly secured to another element by securing the element to an intermediate member which in turn is secured to the other element; and a configuration where one element is integral with the other element, i.e., one element is substantially a part of the other element. This definition also applies to words with similar meanings such as "connect," "connect," "couple," "mount," "bond," "fix," and their derivatives. Finally, terms of degree such as "substantially," "approximately," and "approximately" as used herein represent the amount of deviation that modifies the term such that the end result will not be significantly changed.

[0227] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as those generally understood by those skilled in the art of the present invention. The terms used herein are only for describing specific implementation purposes and are not intended to limit the present invention. The features described herein in one embodiment may be applied to another embodiment individually or in combination with other features, unless the feature is not applicable or otherwise specified in the other embodiment.

[0228] The invention has been described through the above-mentioned embodiments, but it should be understood that the above-mentioned embodiments are only for the purpose of example and description, and are not intended to limit the invention to the scope of the described embodiments. In addition, it can be understood by those skilled in the art that the invention is not limited to the above-mentioned embodiments, and more variations and modifications can be made according to the teachings of the invention, and these variations and modifications all fall within the scope of the protection claimed by the invention.

Claims

1. A thermal management system, characterized in that: It comprises a compressor (10), a heat exchange element (11) for exchanging heat for a battery, and a first air cooler (12), wherein the first air cooler (12) is connected between an output end (102) of the compressor (10) and a first end (111) of the heat exchange element (11).

2. The thermal management system according to claim 1, characterized in that: It also includes a heat exchanger (14) connected between the second end (112) of the heat exchange element (11) and the input end (101) of the compressor (10).

3. The thermal management system according to claim 2, characterized in that: It also comprises a first bypass branch (15) connected in parallel with the heat exchange element (11), wherein the first bypass branch (15) is connected between the first air cooler (12) and the heat exchanger (14).

4. The thermal management system according to claim 3, characterized in that: The heat exchanger (14) further comprises a first switching device (16), wherein the first switching device (16) is connected between the first air cooler (12) and the heat exchanger (14), and the first switching device (16) is used to selectively connect the first air cooler (12) to the first bypass branch (15), or to connect the first air cooler (12) to the first end (111) of the heat exchange element (11).

5. The thermal management system according to claim 4, characterized in that: The first switching device (16) comprises a first throttle valve (161) arranged in the first bypass branch (15) and a first on-off valve (162) connected between the first air cooler (12) and the first end (111) of the heat exchange element (11), wherein the first on-off valve (162) is arranged in parallel with the first throttle valve (161).

6. The thermal management system according to claim 1, characterized in that: It also includes a second throttle valve (17) connected between the first air cooler (12) and the first end (111) of the heat exchange element (11).

7. The thermal management system according to claim 6, characterized in that: The second throttle valve (17) is a variable-diameter throttle valve.

8. The thermal management system according to claim 5, characterized in that: It also includes a third throttle valve (18) connected between the second end (112) of the heat exchange element (11) and the heat exchanger (14).

9. The thermal management system according to claim 8, characterized in that: The compressor (10) further comprises a second bypass branch (19), wherein the second bypass branch (19) is arranged in parallel with the heat exchanger (14), and the second bypass branch (19) is connected between the third throttle valve (18) and the input end (101) of the compressor (10).

10. The thermal management system according to claim 9, characterized in that: The compressor (10) further comprises a second switching device (20), the second switching device (20) being connected between the second end (112) of the heat exchange element (11) and the input end (101) of the compressor (10), the second switching device (20) being used to selectively connect the second end (112) of the heat exchange element (11) to the heat exchanger (14), or to connect the second end (112) of the heat exchange element (11) to the second bypass branch (19).

11. The thermal management system according to claim 10, characterized in that: The second switching device (20) comprises a second on-off valve (201) and a third on-off valve (202); the second on-off valve (201) is connected between the second end (112) of the heat exchange element (11) and the heat exchanger (14); the third on-off valve (202) is arranged on the second bypass branch (19), and the third on-off valve (202) is arranged in parallel with the second on-off valve (201).

12. The thermal management system according to claim 9, characterized in that: It also includes a fourth on-off valve (21) disposed between the heat exchanger (14) and the input end (101) of the compressor (10), the fourth on-off valve (21) being connected in parallel to the second bypass branch (19).

13. The thermal management system according to claim 12, characterized in that: The fourth on-off valve (21) comprises a first one-way valve (211) for allowing the refrigerant in the heat exchanger (14) to flow to the input end (101) of the compressor (10), or an on-off valve for controlling the connection or disconnection between the heat exchanger (14) and the input end (101) of the compressor (10).

14. The thermal management system according to claim 2, characterized in that: It also includes a gas-liquid separator (22) connected between the heat exchanger (14) and the input end (101) of the compressor (10).

15. The thermal management system according to claim 14, characterized in that: The gas-liquid separator (22) comprises a first port (A) and a second port (B) which are connected to each other, and the first port (A) is connected to the input end (101) of the compressor (10); The thermal management system further comprises a first branch (23), wherein the first branch (23) is connected between the second port (B) and the heat exchanger (14).

16. The thermal management system according to claim 15, characterized in that: It also includes a second branch (24) and an evaporator (25) arranged on the second branch (24), the second branch (24) being connected in parallel with the first branch (23), and the second branch (24) being connected between the second port (B) and the heat exchanger (14).

17. The thermal management system according to claim 16, characterized in that: It also includes a fourth throttle valve (26) arranged on the second branch (24), and the fourth throttle valve (26) is connected between the evaporator (25) and the heat exchanger (14).

18. The thermal management system according to claim 15, characterized in that: It also includes a fifth on-off valve (27) arranged on the first branch (23).

19. The thermal management system according to claim 9, characterized in that: It also includes a second air cooler (28) connected between the output end (102) of the compressor (10) and the second bypass branch (19), the second air cooler (28) being connected in parallel with the first air cooler (12); and the first end (111) of the heat exchange element (11) is also connected to the input end (101) of the compressor (10).

20. The thermal management system according to claim 19, characterized in that: It also includes a third throttle valve (18) connected between the second end (112) of the heat exchange element (11) and the second bypass branch (19), wherein the third throttle valve (18) is a two-way throttle valve.

21. The thermal management system according to claim 19, characterized in that: It also comprises a gas-liquid separator (22) connected between the heat exchanger (14) and the input end (101) of the compressor (10); the first end (111) of the heat exchange element (11) is connected to the input end (101) of the compressor (10) via the gas-liquid separator (22).

22. The thermal management system according to claim 21, characterized in that: The gas-liquid separator (22) comprises a first port (A) and a second port (B) which are connected to each other, the first port (A) being connected to an input end (101) of the compressor (10); and the second port (B) being connected to a first end (111) of the heat exchange element (11).

23. The thermal management system according to claim 22, characterized in that: The heat exchanger (11) further comprises a sixth on-off valve (29), the sixth on-off valve (29) being connected between the second port (B) and the first end (111) of the heat exchanger (11), and the sixth on-off valve (29) being connected in parallel with the heat exchanger (11).

24. The thermal management system according to claim 19, characterized in that It also includes a gas-liquid separator (22) connected between the heat exchanger (14) and the input end (101) of the compressor (10); the second air cooler (28) is connected to the second bypass branch (19) via the gas-liquid separator (22).

25. The thermal management system according to claim 24, characterized in that The gas-liquid separator (22) comprises a third port (C) and a fourth port (D) which are connected to each other; the third port (C) is connected to the second bypass branch (19); and the fourth port (D) is connected to the second air cooler (28).

26. The thermal management system according to claim 25, characterized in that It also includes a second one-way valve (30) arranged between the fourth port (D) and the second air cooler (28), wherein the second one-way valve (30) is used to allow the refrigerant flowing out of the second air cooler (28) to flow into the fourth port (D).

27. The thermal management system of claim 19, wherein: It also includes a seventh on-off valve (31) connected between the output end (102) of the compressor (10) and the second air cooler (28), and the seventh on-off valve (31) is connected in parallel with the first air cooler (12).

28. The thermal management system according to any one of claims 2 to 5, characterized in that: It also comprises a waste heat utilization circulation channel (32) connected to the heat exchanger (14), and both ends of the waste heat utilization circulation channel (32) are connected to the heat exchanger (14).

29. The thermal management system according to claim 28, characterized in that It also includes a water pump (33) and a high-pressure system (34), wherein the high-pressure system (34) and the water pump (33) are both arranged on the waste heat utilization circulation channel (32).

30. The thermal management system according to claim 29, characterized in that The heat exchanger (14) is provided with a first heat exchange channel and a second heat exchange channel capable of heat exchange, the heat exchanger (14) is provided with a first inlet (E) and a first outlet (F) in communication with the first heat exchange channel, the heat exchanger (14) is also provided with a second inlet (G) and a second outlet (H) in communication with the second heat exchange channel, the first inlet (E) is connected to the second end (112) of the heat exchange element (11), and the first outlet (F) is connected to the input end (101) of the compressor (10); Both ends of the waste heat utilization circulation channel (32) are respectively connected to the second inlet (G) and the second outlet (H).

31. The thermal management system according to claim 30, characterized in that It also includes a third branch (35), a fourth branch (36) and a radiator (37); the third branch (35) is connected to the third branch (35) between the inlet of the high-pressure system (34) and the second inlet (G), the fourth branch (36) is connected between the inlet of the high-pressure system (34) and the second inlet (G), and the radiator (37) is arranged on the fourth branch (36).

32. The thermal management system according to claim 31, characterized in that The system further comprises a third switching device (38), wherein the third switching device (38) is arranged between the second inlet (G) and the inlet of the high-pressure system (34), and the third switching device (38) is used to selectively connect the second inlet (G) to the third branch (35), or to connect the second inlet (G) to the fourth branch (36).

33. The thermal management system according to claim 32, characterized in that The third switching device (38) is a multi-way valve (381).

34. The thermal management system of claim 31, wherein: It also includes a fan (39), and the heat sink (37) is arranged on the air outlet side of the fan (39).

35. The thermal management system of claim 31, wherein: The invention also comprises a water storage device (40), wherein a receiving cavity is provided in the water storage device (40), and the water storage device (40) is provided with an air inlet (M), an air outlet (N) and a water drain hole (O) which are in communication with the receiving cavity, wherein the air inlet (M) is in communication with the air outlet of the high-pressure system (34), the air outlet (N) is in communication with the fourth branch (36), and is located between the radiator (37) and the high-pressure system (34); and the water drain hole (O) is in communication with the water outlet of the high-pressure system (34).

36. The thermal management system of claim 11, wherein: In a first operating mode, the first on-off valve (162) is opened and the first throttle valve (161) is closed, so that the refrigerant flowing out of the first air cooler (12) passes through the first on-off valve (162) to the heat exchange element (11).

37. The thermal management system of claim 36, wherein: The thermal management system further comprises a second throttle valve (17) connected between the first air cooler (12) and the first end (111) of the heat exchange element (11); In the first operating mode, the second throttle valve (17) is fully opened or throttled, so that the refrigerant flowing out of the first air cooler (12) passes through the first on-off valve (162) and the second throttle valve (17) to the heat exchange element (11).

38. The thermal management system of claim 37, wherein: In the first operating mode, the second on-off valve (201) is opened and the third on-off valve (202) is closed, so that the refrigerant flowing out of the first air cooler (12) passes through the first on-off valve (162), the second throttle valve (17), the second on-off valve (201), the heat exchange element (11) to the heat exchanger (14).

39. The thermal management system according to claim 38, characterized in that The thermal management system further comprises a seventh on-off valve (31) connected between the output end (102) of the compressor (10) and the second air cooler (28), the seventh on-off valve (31) being connected in parallel with the first air cooler (12); In the first operating mode, the seventh on-off valve (31) is closed so that the refrigerant flowing out of the compressor (10) passes through the first air cooler (12), the first on-off valve (162), the second throttle valve (17), the second on-off valve (201), the heat exchange element (11) to the heat exchanger (14).

40. The thermal management system of claim 11, wherein: In the second operating mode, the first throttle valve (161) is opened and the first on-off valve (162) is closed, so that the refrigerant flowing out of the first air cooler (12) passes through the first throttle valve (161) to the heat exchanger (14).

41. The thermal management system of claim 27, wherein: In a third operating mode, the first throttle valve (161) and the first on-off valve (162) are both closed, and the seventh on-off valve (31) is opened, so that the refrigerant flowing out of the compressor (10) passes through the seventh on-off valve (31) to the second air cooler (28).

42. A control method for a thermal management system, characterized in that: The thermal management system comprises a compressor (10), a heat exchange element (11) for exchanging heat for a battery, and a first air cooler (12); the first air cooler (12) is connected between an output end (102) of the compressor (10) and a first end (111) of the heat exchange element (11); The control method comprises: controlling the thermal management system to start up so that the refrigerant flowing out of the compressor (10) flows to the heat exchange element (11) through the first air cooler (12).

43. An electronic device, characterized in that: comprising a controller and a memory for storing executable instructions of the controller; Wherein, the controller is configured to execute the instructions so that the electronic device performs the control method as claimed in claim 42.

44. A vehicle, characterized in that: Includes the thermal management system according to any one of claims 1 to 41 or the electronic device according to claim 43.

45. A storage medium, characterized in that Contains computer instructions, which, when executed on a computer, cause the computer to execute the control method as claimed in claim 42.

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