Thermal management system and vehicle

Abstract

The embodiment of the invention provides a thermal management system and a vehicle. The heat management system comprises a compressor, a water-cooling condenser, a first throttle valve, a battery heat exchanger and a battery cooler; a refrigerant outlet of the compressor is communicated with an inlet of a refrigerant flow channel of the water-cooled condenser; an outlet of a refrigerant flow channel of the water-cooling condenser is communicated with an inlet of a refrigerant flow channel of the battery cooler through a first throttling valve; an outlet of the cooling liquid flow channel of the water-cooled condenser is communicated with an inlet of the cooling liquid flow channel of the battery heat exchanger; an outlet of the cooling liquid flow channel of the battery heat exchanger communicates with an inlet of the cooling liquid flow channel of the battery cooler. In a low-temperature or extremely-low-temperature environment, a low-temperature and low-pressure liquid refrigerant absorbs heat and evaporates in the battery cooler to form a gaseous refrigerant, so that sufficient gaseous refrigerant is provided for the compressor, and the compressor can continuously perform high-power compression acting heating, so that a heat pump subsystem in the heat management system has relatively high heating capacity; and the thermal requirements of thermal management objects such as power batteries are met as much as possible.

Description

Technical Field

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

[0002] Electric vehicles are equipped with a thermal management system. When the vehicle is powered on, the thermal management system performs thermal management on the power battery to keep it in the optimal charging and discharging temperature range. In the related art, the thermal management system uses a heat pump subsystem heating method to perform thermal management on the power battery. The heat pump subsystem includes a compressor, a water-cooled condenser, a throttle valve, and a refrigerant air heat exchanger. When the indirect heat pump system is working, the compressor compresses the gaseous refrigerant into a high-temperature and high-pressure refrigerant. Then the high-temperature and high-pressure refrigerant flows through the refrigerant flow channel of the water-cooled condenser and transfers heat to the coolant used for power battery heating through heat conduction, turning into a medium-low-temperature and high-pressure refrigerant; then, the medium-low-temperature and high-pressure refrigerant is turned into a low-temperature and low-pressure liquid refrigerant under the throttling action of the throttle valve. The low-temperature and low-pressure refrigerant absorbs heat and evaporates when flowing through the refrigerant air heat exchanger to turn into a gaseous refrigerant and return to the compressor.

[0003] According to the above analysis, the heating capacity of the heat pump subsystem is related to the amount of heat absorbed by the refrigerant in the refrigerant air heat exchanger. As the ambient temperature of the refrigerant air heat exchanger decreases, the amount of heat absorbed by the refrigerant in this component also gradually decreases. When the ambient temperature is too low, the refrigerant cannot fully absorb heat and vaporize, and is in a gas-liquid two-phase state or liquid state. At this time, the compressor cannot work at high power, causing the heat pump subsystem to be unable to use the compression work characteristics of the compressor to generate heat. Summary of the invention

[0004] In order to solve the above technical problems, the embodiments of the present disclosure provide a thermal management system and a vehicle.

[0005] In a first aspect, an embodiment of the present disclosure provides a thermal management system, including a compressor, a water-cooled condenser, a first throttle valve, a battery heat exchanger, and a battery cooler;

[0006] The refrigerant outlet of the compressor is communicated with the inlet of the refrigerant flow channel of the water-cooled condenser; the outlet of the refrigerant flow channel of the water-cooled condenser is communicated with the inlet of the refrigerant flow channel of the battery cooler via the first throttle valve;

[0007] The outlet of the coolant flow channel of the water-cooled condenser is communicated with the inlet of the coolant flow channel of the battery heat exchanger; the outlet of the coolant flow channel of the battery heat exchanger is communicated with the inlet of the coolant flow channel of the battery cooler.

[0008] Optionally, the thermal management system also includes a power unit heat exchanger;

[0009] In the target operating mode, the inlet of the coolant flow channel of the power unit heat exchanger is connected to the outlet of the coolant flow channel of the battery cooler;

[0010] The outlet of the coolant flow channel of the power device heat exchanger is communicated with the inlet of the coolant flow channel of the water-cooled condenser.

[0011] Optionally, the thermal management system further includes a four-way valve;

[0012] The first port of the four-way valve is communicated with the outlet of the refrigerant flow channel of the water-cooled condenser, the second port of the four-way valve is communicated with the inlet of the refrigerant flow channel of the battery heat exchanger, the third port of the four-way valve is communicated with the outlet of the refrigerant flow channel of the battery cooler, and the fourth port of the four-way valve is communicated with the inlet of the refrigerant flow channel of the power unit heat exchanger;

[0013] In the target operation mode, the third port and the fourth port of the four-way valve are connected, so that the inlet of the coolant flow channel of the power device heat exchanger is connected to the outlet of the coolant flow channel of the battery cooler.

[0014] Optionally, the thermal management system further comprises a first three-way valve;

[0015] The first port of the first three-way valve is in communication with the second port of the four-way valve, the second port of the first three-way valve is in communication with the outlet of the coolant flow channel of the battery heat exchanger, and the third port of the first three-way valve is in communication with the inlet of the coolant flow channel of the battery cooler;

[0016] In the target operation mode, the second port and the third port of the first three-way valve are connected, so that the outlet of the coolant flow channel of the battery heat exchanger is connected to the inlet of the coolant flow channel of the battery cooler.

[0017] Optionally, the thermal management system further includes an electric heater;

[0018] The inlet of the electric heater coolant flow channel is communicated with the second port of the four-way valve, and the outlet of the electric heater coolant flow channel is communicated with the first port of the first three-way valve and the inlet of the battery heat exchanger coolant flow channel.

[0019] Optionally, the thermal management system further includes a refrigerant air heat exchanger and a second throttle valve;

[0020] The inlet of the refrigerant flow channel of the refrigerant air heat exchanger is connected to the outlet of the refrigerant flow channel of the water-cooled condenser through the second throttle valve, and the outlet of the refrigerant flow channel of the refrigerant air heat exchanger is connected to the first throttle valve.

[0021] Optionally, the thermal management system further comprises a first bypass valve;

[0022] The refrigerant inlet of the first bypass valve is connected to the refrigerant flow channel inlet of the refrigerant air heat exchanger, and the refrigerant outlet of the first bypass valve is connected to the refrigerant flow channel outlet of the refrigerant air heat exchanger; the first bypass valve is used to open in the target working mode to bypass the refrigerant air heat exchanger.

[0023] Optionally, the thermal management system further comprises a first one-way valve;

[0024] The refrigerant inlet of the first one-way valve is connected to the outlet of the refrigerant flow channel of the refrigerant air heat exchanger; the first one-way valve is used to prevent the refrigerant from flowing back into the refrigerant air heat exchanger when the refrigerant air heat exchanger is bypassed.

[0025] Optionally, the thermal management system also includes a cabin evaporator;

[0026] The refrigerant flow channel inlet of the cabin evaporator is communicated with the refrigerant outlet of the compressor, and the refrigerant flow channel outlet of the cabin evaporator is communicated with the refrigerant flow channel inlet of the water-cooled condenser.

[0027] Optionally, the thermal management system further includes a water-cooled air radiator and a second three-way valve;

[0028] The inlet of the coolant flow channel of the water-cooled air radiator is communicated with the outlet of the coolant flow channel of the water-cooled condenser;

[0029] The first port of the second three-way valve is connected to the outlet of the coolant flow channel of the water-cooled condenser, the second port of the second three-way valve is connected to the outlet of the coolant flow channel of the water-cooled air radiator, and the third port of the second three-way valve is connected to the inlet of the coolant flow channel of the battery heat exchanger.

[0030] Optionally, the thermal management system also includes a cabin evaporator and a third throttle valve;

[0031] The inlet of the cabin evaporator refrigerant flow channel is communicated with the outlet of the water-cooled condenser refrigerant flow channel through the third throttle valve.

[0032] In a second aspect, an embodiment of the present disclosure provides a vehicle, comprising a thermal management system as described above.

[0033] Compared with the prior art, the technical solution provided by the embodiments of the present disclosure has the following advantages:

[0034] When the thermal management system provided by the embodiment of the present disclosure is used to manage battery heating, the temperature of the coolant flowing out of the coolant flow channel of the battery heat exchanger and flowing into the battery cooler is relatively high, and there is a large temperature difference between the coolant and the low-temperature and low-pressure refrigerant in the refrigerant flow channel of the battery cooler. Heat conduction can be formed in the battery cooler, so that heat is transferred from the coolant to the low-temperature and low-pressure liquid refrigerant via the battery cooler, so that the low-temperature and low-pressure liquid refrigerant absorbs heat and evaporates to become a gaseous refrigerant. In a specific implementation, by allowing the refrigerant passing through the battery cooler to continuously become a gaseous refrigerant, a sufficient amount of gaseous refrigerant is allowed to flow to the refrigerant inlet of the compressor. Because there is enough gaseous refrigerant flowing into the compressor through the refrigerant inlet, the compressor can continuously compress and do work at a high power, and can then generate heat through compression work, and transfer the work heat to the refrigerant.

[0035] In other words, by adopting the solution provided by the embodiment of the present disclosure, in a low or ultra-low temperature environment, since there is a sufficient amount of gaseous refrigerant provided to the compressor, the compressor can continuously perform high-power compression to generate heat, so that the heat pump subsystem in the thermal management system has a strong heating capacity and meets the thermal requirements of thermal management objects such as power batteries as much as possible. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0037] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the following briefly introduces the drawings required for use in the embodiments or the prior art description. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative labor, among which:

[0038] Figure 1 is a schematic diagram of the structure of a thermal management system provided by an embodiment of the present disclosure;

[0039] Figure 2 is a schematic structural diagram of a thermal management system provided by another embodiment of the present disclosure;

[0040] Figure 3 is a schematic diagram of the cycle operation of the thermal management system in the power battery cooling mode in some embodiments;

[0041] Figure 4 is a schematic diagram of the cycle operation of the thermal management system in a cabin cooling mode in some embodiments;

[0042] Figure 5 is a schematic diagram of the cycle operation of the thermal management system in the combined cooling mode in some embodiments;

[0043] Figure 6 is a schematic diagram of the cycle operation of the thermal management system in the cabin heating mode in some embodiments;

[0044] Figure 7 is a schematic diagram of the cycle operation of the thermal management system in the heating mode of the heat pump system in some embodiments;

[0045] Figure 8 is a schematic diagram of the cyclic operation of the thermal management system in a cabin dehumidification and heating mode in some embodiments;

[0046] Fig. 9 is a schematic diagram of the cycle operation of the thermal management system in the double steam mode in some embodiments;

[0047] Fig.10 is a schematic diagram of the structure of a control device provided by an embodiment of the present disclosure; DETAILED DESCRIPTION

[0048] Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as being limited to the embodiments described herein, which are instead provided for a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are only for exemplary purposes and are not intended to limit the scope of protection of the present disclosure.

[0049] The term "including" and its variations used in this document are open inclusions, that is, "including but not limited to". The term "based on" means "based at least in part on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one other embodiment"; the term "some embodiments" means "at least some embodiments". Relevant definitions of other terms will be given in the description below. It should be noted that the concepts of "first", "second", etc. mentioned in this disclosure are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0050] It should be noted that the modifications of "one" and "plurality" mentioned in the present disclosure are illustrative rather than restrictive, and those skilled in the art should understand that unless otherwise clearly indicated in the context, it should be understood as "one or more".

[0051] In order to solve the problem that the existing vehicle thermal management system cannot enrich enough heat through the refrigerant in a low or extremely low temperature environment, and thus cannot fully start the compressor to work and generate heat, the disclosed embodiment provides a new thermal management system. The new thermal management system enriches the heat of the coolant flowing out of the battery heat exchanger to achieve full gasification of the refrigerant and ensure the amount of gasified refrigerant, so that the compressor can fully compress and generate heat.

[0052] Figure 1 Schematic diagram of the structure of the thermal management system provided by the embodiment of the present disclosure. Figure 1 As shown, the thermal management system provided by the embodiment of the present disclosure includes a compressor 101, a water-cooled condenser 102, a first throttle valve 103, a battery heat exchanger 104, a battery cooler 105 and a driving water pump (not numbered in the figure).

[0053] The water-cooled condenser 102 is used to cool down the compressed high-temperature and high-pressure refrigerant and transfer the heat of the high-temperature and high-pressure refrigerant to the heat exchanger of the coolant. The water-cooled condenser 102 includes a refrigerant flow channel and a coolant flow channel.

[0054] The battery heat exchanger 104 is used to transfer the heat of the coolant to the power battery to achieve the heat exchanger for heating the power battery. The battery heat exchanger 104 includes a coolant flow channel. In actual applications, depending on the working mode, that is, depending on the ambient temperature and the power battery temperature, the battery heat exchanger 104 may also be used to transfer the heat of the power battery to the coolant, so the battery heat exchanger 104 is not named "battery radiator" here.

[0055] The battery cooler 105 is a heat exchanger used to transfer the heat of the coolant to the refrigerant, thereby evaporating and gasifying the low-temperature and low-pressure refrigerant. The battery cooler 105 includes a refrigerant flow channel and a coolant flow channel.

[0056] The water pump is used to drive the coolant flow.

[0057] In the disclosed embodiment, the compressor 101, the water-cooled condenser 102, the first throttle valve 103 and the battery heat exchanger 104 are connected in series to form a refrigerant circuit. Specifically, the refrigerant outlet of the compressor 101 is connected to the inlet of the refrigerant flow channel of the water-cooled condenser 102 through a connecting pipeline, the outlet of the refrigerant flow channel of the water-cooled condenser 102 is connected to the inlet of the refrigerant flow channel of the battery cooler 105 via the first throttle valve 103, and the outlet of the refrigerant flow channel of the battery cooler 105 is connected to the refrigerant inlet of the compressor 101 through a connecting pipeline.

[0058] During operation, the gaseous refrigerant is compressed by the compressor 101 to form a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant releases heat and cools down when passing through the water-cooled condenser 102, and becomes a medium-low-temperature and high-pressure refrigerant. Subsequently, the medium-low-temperature and high-pressure refrigerant is throttled to a low-temperature and low-pressure refrigerant under the throttling action of the first throttle valve 103 and enters the battery heat exchanger 104, absorbs heat and evaporates in the battery cooler 105, becomes a gaseous refrigerant again and flows back to the compressor 101.

[0059] In the disclosed embodiment, the water-cooled condenser 102 and the battery heat exchanger 104 are connected in series to form a coolant loop. Specifically, the outlet of the coolant flow channel of the water-cooled condenser 102 is connected to the inlet of the coolant flow channel of the battery heat exchanger 104, and the inlet of the coolant flow channel of the water-cooled condenser 102 is connected to the outlet of the coolant flow channel of the battery cooler 105. Driven by the driving water pump, the coolant circulates between the water-cooled condenser 102 and the battery heat exchanger 104. In the disclosed embodiment, the coolant absorbs heat and heats up at the water-cooled condenser 102, and releases heat and cools down at the battery heat exchanger 104.

[0060] In a low temperature environment, because the ambient temperature is low, the power battery temperature is higher than the ambient temperature and dissipates heat. In order to maintain the temperature of the power battery in the optimal charging and discharging temperature range, the power battery needs to be heated, that is, the coolant is used to heat the power battery.

[0061] According to the law of increasing entropy, heat will spontaneously transfer from a high-temperature object to a low-temperature object. In order to make the temperature of the power battery within the optimal charging and discharging temperature range, and to allow part of the heat in the coolant to be transferred to the power battery through the battery heat exchanger 104, the temperature of the coolant flowing into the battery heat exchanger 104 should be higher than the temperature of the power battery, and the temperature of the coolant flowing out of the battery heat exchanger 104 should be at least equal to the temperature of the power battery. In actual applications, the optimal charging and discharging temperature range of the power battery is a higher temperature range (for example, it can be around 25°C). In other words, the temperature of the coolant flowing out of the battery heat exchanger 104 and into the battery cooler 105 is higher, and the coolant stores more heat.

[0062] Because the temperature of the coolant flowing through the battery cooler 105 is relatively high, there is a large temperature difference between the coolant in the coolant flow channel of the battery cooler 105 and the low-temperature and low-pressure refrigerant in the refrigerant flow channel, so heat conduction is formed in the battery cooler 105, and heat is transferred from the coolant to the low-temperature and low-pressure refrigerant via the battery cooler 105, causing the low-temperature and low-pressure refrigerant to absorb heat and evaporate and become a gaseous refrigerant. When the coolant flowing through the battery cooler 105 continues to maintain a relatively high temperature, the low-temperature and low-pressure refrigerant passing through the battery cooler 105 can continue to absorb heat and evaporate and become a gaseous refrigerant.

[0063] Since the refrigerant can be continuously converted into gaseous refrigerant after passing through the battery cooler 105, a sufficient amount of gaseous refrigerant flows to the refrigerant inlet of the compressor 101. Because there is enough gaseous refrigerant flowing into the compressor 101 through the refrigerant inlet, the compressor 101 can continuously perform high-power compression work, and then can generate heat through compression work, and transfer the work heat to the refrigerant. In other words, using the solution provided by the embodiment of the present disclosure, in a low or extremely low temperature environment, since there is a sufficient amount of gaseous refrigerant provided to the compressor 101, the compressor 101 can continuously perform high-power compression work to generate heat, so that the heat pump subsystem in the thermal management system has a strong heating capacity, and the thermal requirements of thermal management objects such as power batteries are met as much as possible.

[0064] Figure 2 FIG. 1 is a schematic diagram of a thermal management system provided by another embodiment of the present disclosure. Figure 2 As shown, in another embodiment, the thermal management system also includes the components mentioned in the previous embodiment, such as the compressor 101, the water-cooled condenser 102, the first throttle valve 103, the battery heat exchanger 104 and the battery cooler 105, and the aforementioned components can still be connected in the connection manner of the previous embodiment to form a refrigerant circuit and a coolant circuit (it should be noted that when connected in the connection manner of the previous embodiment, some direct connections or direct connections through pipelines may become relay connections through other components). For convenience, the following mainly analyzes the parts of the embodiment of the present disclosure that are different from the previous embodiment in detail, and does not analyze the parts that are the same or substantially the same as the connection relationship of the previous embodiment.

[0065] In addition to the components mentioned above, the embodiment of the present disclosure also includes a power device heat exchanger 106. The power device heat exchanger 106 is a heat exchanger used to achieve heat exchange of the power device. In a specific implementation, the power device heat exchanger 106 may include a drive motor heat exchanger and a controller heat exchanger.

[0066] The power device heat exchanger 106 includes a coolant flow channel, and the coolant realizes heat exchange when flowing through the coolant flow channel. Specifically, when the temperature of the coolant flowing through the power device heat exchanger 106 is lower than the temperature of the power device heat exchanger 106, the power device heat exchanger 106 is a radiator; when the temperature of the coolant flowing through the power device heat exchanger 106 is higher than the temperature of the power device heat exchanger 106, the power device heat exchanger 106 is a heat absorber.

[0067] The inlet of the coolant flow channel of the power unit heat exchanger 106 can be connected to the outlet of the coolant flow channel of the battery cooler 105. When the vehicle drive motor is in certain operating states, such as a high-speed operating state or a locked-rotor operating state, the power unit (that is, the aforementioned drive motor and controller) will generate a large amount of heat. By setting the power unit heat exchanger 106, the coolant flows through the coolant flow channel of the power unit heat exchanger 106, so that the coolant can absorb the heat generated by the operation of the power unit. The heat generated by the operation of the power unit can be used to heat the thermal management components or transferred to the refrigerant. When the heat demand of the thermal management object (such as a power battery) is determined, the heating power of other active heat-generating components in the thermal management system (such as the compressor 101) can be reduced, thereby reducing the power consumption of the entire thermal management system.

[0068] like Figure 2 As shown, in the disclosed embodiment, the inlet of the refrigerant flow channel of the power device heat exchanger 106 is indirectly connected to the outlet of the coolant flow channel of the battery cooler 105 through the four-way valve 107. In the target working mode, that is, when the specific port of the four-way valve 107 is connected, the coolant flows from the battery cooler 105 to the power device heat exchanger 106.

[0069] like Figure 2 As shown, the four-way valve 107 includes four ports, namely, a first port, a second port, a third port and a fourth port. The first port is connected to the outlet of the refrigerant flow channel of the water-cooled condenser 102 (indirect connection here), the second port of the four-way valve 107 is connected to the inlet of the refrigerant flow channel of the battery heat exchanger 104, the third port of the four-way valve 107 is connected to the outlet of the refrigerant flow channel of the battery cooler 105, and the fourth port of the four-way valve 107 is connected to the inlet of the refrigerant flow channel of the power unit heat exchanger 106.

[0070] In the target working mode, the third port and the fourth port of the four-way valve 107 are connected, so that the inlet of the coolant flow channel of the power unit heat exchanger 106 is connected with the outlet of the coolant flow channel of the battery cooler 105. It should be noted that when the third port and the fourth port of the four-way valve 107 are connected, the first port and the second port are also connected at the same time.

[0071] In the disclosed embodiment, the purpose of the thermal management system to set the four-way valve 107 is to be able to form multiple working modes and switch between multiple working modes according to actual conditions. In other embodiments, the thermal management system may not be provided with the aforementioned four-way valve 107, but the inlet of the refrigerant flow channel of the power unit heat exchanger 106 is directly connected to the outlet of the refrigerant flow channel of the battery cooler 105. However, in this case, the thermal management system may only be able to work according to the target working mode and cannot execute other working modes.

[0072] like Figure 2As shown, the thermal management system also includes a first three-way valve 108. The first port of the first three-way valve 108 is connected to the second port of the four-way valve 107, the second port of the first three-way valve 108 is connected to the outlet of the refrigerant flow channel of the battery heat exchanger 104, and the third port of the first three-way valve 108 is connected to the outlet of the refrigerant flow channel of the battery cooler 105. It should be noted that in the embodiment of the present disclosure, the first port of the first three-way valve 108 is indirectly connected to the second port of the four-way valve 107 through the electric heater 109. In the case where the electric heater 109 is not provided, the second port of the first three-way valve 108 can be directly connected to the second port of the four-way valve 107.

[0073] In the target working mode, the second port and the third port of the first three-way valve 108 are connected, so that the outlet of the coolant flow channel of the battery heat exchanger 104 is connected with the inlet of the coolant flow channel of the battery cooler 105. In other working modes, the first port and the third port of the first three-way valve 108 are connected, so that the coolant no longer flows through the battery heat exchanger 104, and the battery heat exchanger 104 is bypassed. In specific applications, when the ambient temperature and the heat generated by the power battery make the power battery temperature in the optimal working temperature range, and the power battery has no direct thermal management requirements, the first port and the third port of the first three-way valve 108 can be controlled to be connected to bypass the battery heat exchanger 104. In the target working mode, the second port and the third port of the first three-way valve 108 are connected, so that the coolant absorbs or releases heat when flowing through the battery heat exchanger 104.

[0074] As previously analyzed and Figure 2 , the thermal management system in the embodiment of the present disclosure also includes an electric heater 109. The inlet of the coolant flow channel of the electric heater 109 is connected to the second port of the four-way valve 107, and the outlet of the coolant flow channel of the electric heater 109 is connected to the first port of the first three-way valve 108 and the inlet of the coolant flow channel of the battery heat exchanger 104. The electric heater is used to generate heat and heat the coolant in certain working modes. For example, under certain extremely low temperature conditions, even if the compressor 101 is in the maximum power output state and the power unit is working in the maximum heat generation mode, the heat generated by the compressor 101 and the power unit cannot meet the thermal demand of the thermal management object or the compressor 101 cannot maintain the maximum power output state subsequently. At this time, the electric heater 109 can be operated to generate heat, thereby heating the coolant.

[0075] Of course, in some embodiments, for example, when the maximum power work heat generation of the compressor 101 and the heat release of the power device can meet the aforementioned heat demand, the aforementioned electric heater 109 may not be provided.

[0076] See further Figure 2In the disclosed embodiment, the thermal management system further includes a refrigerant-air heat exchanger 110 and a second throttle valve 111. The refrigerant-air heat exchanger 110 is a heat exchanger for realizing heat exchange between the refrigerant and the air. The heat exchange between the refrigerant and the air can be that the refrigerant releases heat to the air, or that the refrigerant absorbs heat from the air.

[0077] like Figure 2 As shown, the inlet of the refrigerant flow channel of the refrigerant air heat exchanger 110 is connected to the outlet of the refrigerant flow channel of the water-cooled condenser 102 through the second throttle valve 111, and the outlet of the refrigerant flow channel of the refrigerant air heat exchanger 110 is connected to the first throttle valve 103. In some working modes, for example, when the ambient temperature is not particularly low but the thermal management object has a heating demand, the high-pressure refrigerant flowing out of the refrigerant flow channel of the water-cooled condenser 102 is throttled to a low-temperature and low-pressure refrigerant through the second throttle valve 111 to enter the refrigerant air heat exchanger 110, and the low-temperature and low-pressure refrigerant can absorb the heat of the hot air and evaporate in the refrigerant air heat exchanger 110, and at least part of the low-temperature and low-pressure refrigerant can become a gaseous refrigerant. In other words, in some working modes, the thermal management system can enrich heat from the air, so that the working power of components such as the compressor 101 or the electric heater 109 can be reduced, and the power consumption of the thermal management system can be reduced.

[0078] Please continue to see Figure 2 In some embodiments, the thermal management system may further include a first bypass valve 112. The refrigerant inlet of the first bypass valve 112 is connected to the refrigerant flow channel inlet of the refrigerant air heat exchanger 110, and the refrigerant outlet of the first bypass valve 112 is connected to the refrigerant flow channel outlet of the refrigerant air heat exchanger 110. The first bypass valve 112 is used to open in the target working mode to bypass the refrigerant air heat exchanger 110 to prevent the high-pressure refrigerant from flowing through the refrigerant air heat exchanger 110. For example, under extremely low temperature working conditions, the temperature of the high-pressure refrigerant passing through the water-cooled condenser is higher than the ambient temperature. In this way, the high-pressure refrigerant flowing out of the water-cooled condenser 102 flows through the refrigerant air heat exchanger 110, which will cause the heat of the high-pressure refrigerant to be dissipated into the air, causing the heat loss of the entire thermal management system. By setting the first bypass valve 112 and using the first bypass valve 112 to bypass the refrigerant air heat exchanger 110 under the aforementioned working conditions, the heat loss of the thermal management system can be reduced.

[0079] See further Figure 2The thermal management system further includes a first one-way valve 113. The refrigerant inlet of the first one-way valve 113 is connected to the outlet of the refrigerant flow channel of the refrigerant air heat exchanger 110; the first one-way valve 113 is used to prevent the refrigerant from flowing back into the refrigerant air heat exchanger 110 when the refrigerant air heat exchanger 110 is bypassed. By setting the first one-way valve 113, in the aforementioned extremely low temperature environment, it is possible to prevent the high-pressure refrigerant from flowing back into the refrigerant air heat exchanger 110 to cause insufficient available refrigerant, thereby avoiding the problem that the compressor 101 cannot work at full power due to insufficient refrigerant.

[0080] Please see further Figure 2 In some embodiments, the thermal management system further includes a cabin condenser 116. The cabin condenser 116 is disposed in the vehicle cabin and is a heat exchanger for dissipating the high-temperature and high-pressure refrigerant compressed by the compressor 101. The cabin condenser 116 is installed in the vehicle cabin and can heat the cabin air. The refrigerant flow channel inlet of the cabin condenser 116 is connected to the refrigerant outlet of the compressor 101, and the refrigerant flow channel outlet of the cabin condenser 116 is connected to the refrigerant flow channel inlet of the water-cooled condenser 102.

[0081] As analyzed above, in the disclosed embodiment, the cabin condenser 116 is used to heat the cabin to achieve thermal management of the cabin. In other embodiments, when there is no person in the vehicle cabin and the cabin does not need to be heated, the cabin condenser 116 may not be provided.

[0082] Please see further Figure 2 In some embodiments, the thermal management system further includes a water-cooled air radiator 114 and a second three-way valve 115. The water-cooled air radiator 114 is a radiator used to dissipate the heat in the coolant into the air to cool the coolant, and is used to dissipate the heat of the coolant in at least one other working mode except the target working mode. In the aforementioned target working mode, the ambient temperature is low or extremely low, and it is not desired for the coolant to flow through the water-cooled air radiator 114 to dissipate heat. In order to be compatible with the aforementioned target working mode and other working modes at the same time, the thermal management system is also provided with the aforementioned second three-way valve 115.

[0083] like Figure 2As shown, the inlet of the coolant flow channel of the water-cooled air radiator 114 is connected to the outlet of the coolant flow channel of the water-cooled condenser 102; the first port of the second three-way valve 115 is connected to the outlet of the coolant flow channel of the water-cooled condenser 102, the second port of the second three-way valve 115 is connected to the outlet of the coolant flow channel of the water-cooled air radiator 114, and the third port of the second three-way valve 115 is connected to the inlet of the coolant flow channel of the battery heat exchanger 104 through the four-way valve 107 and the electric heater 109. In the target working mode, the first port and the third port of the second three-way valve 115 are connected, so that the water-cooled air radiator 114 is bypassed, and the coolant does not flow through the water-cooled air radiator 114. In other working modes, the second port and the third port of the first three-way valve 108 are connected, and the coolant needs to flow through the water-cooled condenser to flow to the four-way valve 107.

[0084] See further Figure 2 In some embodiments, the thermal management system further includes a cabin evaporator 117 and a third throttle valve 118. The inlet of the refrigerant flow channel of the cabin evaporator 117 is connected to the outlet of the refrigerant flow channel of the refrigerant air heat exchanger 110 through the third throttle valve 118, and the outlet of the refrigerant flow channel of the cabin evaporator 117 is connected to the refrigerant inlet of the compressor 101 through the gas-liquid separator 120. In some working modes, after the high-pressure refrigerant passing through the water-cooled condenser 102 and the refrigerant air heat exchanger 110 is throttled to a low-temperature and low-pressure refrigerant by the third throttle valve 118, the low-temperature and low-pressure refrigerant absorbs heat and evaporates in the cabin evaporator 117 to cool the cabin air.

[0085] Continue analysis Figure 2 , the cabin evaporator 117 and the battery cooler 105 are in parallel. In some working modes, such as the working mode where the ambient temperature is high but the battery needs to be cooled, the refrigerant only needs to flow through the battery cooler 105 and does not need to flow through the cabin evaporator 117. However, the refrigerant flowing through the battery cooler 105 will flow back into the cabin evaporator 117. In order to avoid this problem, a second one-way valve 119 is also provided at the outlet of the refrigerant flow channel of the cabin evaporator 117.

[0086] like Figure 2 As shown, in order to allow the coolant to circulate in the corresponding circuit, the driving water pump includes a first water pump 121 and a second water pump 122. In addition, in order to detect the temperature of the power battery, cabin, coolant, refrigerant and other components, the thermal management system will also set a temperature sensor at a certain position. Since the location of the temperature sensor is a conventional technology in the field, Figure 2 The specific location of the temperature sensor is not marked.

[0087] As analyzed above, the thermal management system in the embodiment of the present disclosure can work in various working modes, where the working modes include power battery cooling mode, cabin cooling mode, combined cooling mode, cabin heating mode, heat pump system heating mode, etc. The following analyzes how the thermal management system works in various working modes. Figure 2 The thermal management system shown is implemented.

[0088] 1. Power battery cooling mode

[0089] Figure 3 The figure is a schematic diagram of the cycle operation of the thermal management system in the power battery cooling mode in some embodiments. The power battery cooling mode is an operating mode in which the power battery is cooled when the power battery temperature is higher than the upper limit of the optimal charge and discharge temperature range, so that the power battery temperature is reduced to the optimal charge and discharge temperature range as much as possible.

[0090] like Figure 3 As shown, in the battery cooling mode: (1) the second port and the third port in the four-way valve 107 are connected, and the first port and the fourth port are connected, so that the coolant circulation pipeline is divided into a battery coolant circulation loop and a power unit coolant circulation loop; (2) the second port and the third port of the first three-way valve 108 are connected; (3) the first bypass valve 112 is closed, and the refrigerant flows through the water-cooled air radiator 114; (4) the second port and the third port of the second three-way valve 115 are connected.

[0091] Driven by the first water pump 121, the coolant in the battery coolant circulation loop absorbs heat through the battery heat exchanger 104, and then enters the battery cooler 105 through the first three-way valve 108. In the battery cooler 105, the coolant exchanges heat with the refrigerant, and transfers the heat to the low-temperature and low-pressure liquid refrigerant flowing through the battery cooler 105. Subsequently, the coolant after heat dissipation flows back to the battery cooler 105 through the four-way valve 107, the first water pump 121, and the electric heater 109.

[0092] Driven by the second water pump 122, the coolant in the power unit coolant circulation loop flows through the power unit heat exchanger 106, and then flows through the water-cooled condenser 102 to absorb the heat of the high-temperature and high-pressure refrigerant to become high-temperature coolant. The high-temperature coolant flows through the refrigerant air heat exchanger 110 to dissipate heat. The coolant after heat dissipation flows back to the power unit heat exchanger 106 via the first three-way valve 108, the four-way valve 107, and the second water pump 122.

[0093] After the gaseous refrigerant is compressed into a high-temperature and high-pressure gaseous refrigerant by the compressor 101, the high-temperature and high-pressure gaseous refrigerant flows through the cabin condenser 116 and then passes through the water-cooled condenser 102, where heat exchange is performed and part of the heat is transferred to the coolant. Subsequently, the high-temperature and high-pressure gaseous refrigerant passes through the second throttle valve 111 and enters the water-cooled air radiator 114, where heat is dissipated to form a low-temperature and high-pressure liquid refrigerant; subsequently, the low-temperature and high-pressure liquid refrigerant flows through the first throttle valve 103, and under the throttling effect of the first throttle valve 103, it becomes a low-temperature and low-pressure liquid refrigerant and enters the battery cooler 105. The low-temperature and low-pressure liquid refrigerant evaporates and absorbs heat in the battery cooler 105 to become a low-temperature and low-pressure gaseous refrigerant. Afterwards, the low-temperature and low-pressure gaseous refrigerant flowing out of the battery cooler 105 passes through the gas-liquid separator 120 and flows back to the compressor 101 for compression. The water-cooled condenser 102 and the water-cooled air radiator 114 are used as condensers to achieve the condensation of high-temperature and high-pressure gaseous refrigerant, and transfer heat to the coolant in the power unit coolant circuit and the outdoor air respectively.

[0094] It should be noted that the power battery cooling mode may be a cooling mode during the battery heat release process when the vehicle is running, or a cooling mode during the battery charging process when the vehicle is stopped, and the embodiments of the present disclosure are not limited thereto.

[0095] 2. Cabin cooling mode

[0096] Figure 4 The following is a schematic diagram of the cycle operation of the thermal management system in the cabin cooling mode in some embodiments. The cabin cooling mode can be executed when the vehicle is driving or when the vehicle is parked. The core of the mode is to cool the cabin air through the refrigerant so that the cabin temperature is within the set temperature range.

[0097] like Figure 4 As shown, in the cabin cooling mode: (1) the first port and the fourth port in the four-way valve 107 are connected, and the second port and the third port are connected, so that the coolant circulation pipeline is divided into a battery coolant circulation loop and a power unit coolant circulation loop; at this time, the first water pump 121 in the battery coolant circulation loop does not work, and the coolant therein does not circulate; (2) the first bypass valve 112 is closed, and the refrigerant flows through the water-cooled air radiator 114; (3) the second port and the third port of the first three-way valve 108 are connected.

[0098] In the cabin cooling mode, after the gaseous refrigerant is compressed into a high-temperature and high-pressure gaseous refrigerant by the compressor 101, the high-temperature and high-pressure gaseous refrigerant flows through the cabin condenser 116 and the water-cooled condenser 102 (in some cases, especially when the cabin is at a high temperature, the heat in the high-temperature and high-pressure gaseous refrigerant may also be transferred to the coolant in the power unit coolant circulation loop through the water-cooled condenser 102), and then enters the water-cooled air radiator 114 through the second throttle valve 111, and dissipates heat at the water-cooled air radiator 114 to form a medium-temperature and high-pressure liquid refrigerant. Subsequently, the medium-temperature and high-pressure refrigerant flows through the third throttle valve 118, and under the throttling action of the third throttle valve 118, it becomes a low-temperature and low-pressure liquid refrigerant and enters the cabin evaporator 117 to evaporate and absorb heat, becoming a low-temperature and low-pressure gaseous refrigerant; then, the low-temperature and low-pressure gaseous refrigerant flowing out of the cabin evaporator 117 passes through the gas-liquid separator 120 and flows back to the compressor 101 for compression. The water-cooled air radiator 114 is used as a radiator (in some cases, the water-cooled condenser 102 is also used as a radiator) to achieve cooling of the high-temperature and high-pressure gaseous refrigerant.

[0099] In the cabin cooling mode, the heat exchange process of the power unit coolant circulation loop is as follows: driven by the second water pump 122, the coolant in the power unit coolant circulation loop flows through the power unit heat exchanger 106 and then flows through the water-cooled condenser 102 (when the temperature of the refrigerant flowing through the water-cooled condenser 102 is very high, the coolant will absorb the heat of the refrigerant and heat up), and then the coolant flows through the refrigerant air heat exchanger 110 to dissipate heat, and the coolant after heat dissipation flows back to the power unit heat exchanger 106 via the second three-way valve 115, the four-way valve 107, and the second water pump 122. In a specific implementation, if the vehicle is in a driving state and the power unit is in a high temperature state in the cabin cooling mode, the power unit coolant circulation loop can simultaneously achieve heat dissipation of the power unit.

[0100] 3. Combined cooling mode

[0101] As analyzed above, the combined cooling mode is a mode that cools the cabin and the battery at the same time. Figure 5 Schematic diagram of the cycle operation of the thermal management system in the combined cooling mode in some embodiments. The combined cooling mode can be executed when the vehicle is driving or when the vehicle is parked. The core of the combined cooling mode is to cool the battery cooler 105 and the cabin air at the same time through the refrigerant, so that the battery temperature and the cabin temperature are in the corresponding set temperature range at the same time.

[0102] like Figure 5As shown, compared with the aforementioned power battery cooling mode, the combined cooling mode is only to make the medium-temperature high-pressure liquid refrigerant throttled to low-temperature low-pressure liquid refrigerant through the third throttle valve 118 in the power battery cooling mode and then in the cabin evaporator 117. For convenience, the combined cooling mode will not be analyzed here, and the relevant content can be referred to the aforementioned power battery cooling mode and cabin cooling mode.

[0103] 4. Cabin heating mode

[0104] The cabin heating mode is a mode that absorbs heat from the outside air and heats the cabin air when the ambient temperature is not too low. The cabin heating mode can be executed when the vehicle is driving or parked, and can also be executed when the battery is charging under certain special environmental conditions (for example, when the ambient temperature is low and the battery is slowly charged).

[0105] Figure 6 FIG. 1 is a schematic diagram of the cycle operation of the thermal management system in the cabin heating mode in some embodiments. Figure 6 As shown, in some embodiments, in the cabin heating mode, the first water pump 121 in the battery coolant circulation loop and the second water pump 122 in the power unit coolant circulation loop do not work, and accordingly the coolant therein does not circulate.

[0106] In the cabin heating mode, after the gaseous refrigerant is compressed into a high-temperature and high-pressure gaseous refrigerant by the compressor 101, the high-temperature and high-pressure gaseous refrigerant heats the air flowing through the cabin condenser 116 when flowing through the cabin condenser 116, thereby heating the air in the cabin and turning into a medium-temperature and high-pressure liquid refrigerant. The medium-temperature and high-pressure refrigerant then passes through the water-cooled condenser 102, at which point the water-cooled condenser 102 only serves as a refrigerant channel and does not participate in heat exchange. After passing through the water-cooled condenser 102, the high-pressure and medium-temperature refrigerant is transformed into a low-temperature and low-pressure liquid refrigerant under the throttling action of the second throttle valve 111 and passes through the water-cooled air radiator 114. The low-temperature and low-pressure liquid refrigerant evaporates and absorbs heat in the water-cooled air radiator 114 to become a low-temperature and low-pressure gaseous refrigerant. The low-temperature and low-pressure gaseous refrigerant then passes through the first throttle valve 103 and the battery cooler 105, at which point the battery cooler 105 only serves as a channel and does not transfer heat. Finally, the low-temperature and low-pressure gaseous refrigerant flowing out of the battery cooler 105 flows through the gas-liquid separator 120 and then returns to the compressor 101 .

[0107] 5.Heat pump system heating mode

[0108] The heat pump system heating mode is a working mode in which the compressor 101 in the heat pump system performs work to generate heat, so as to heat the cabin and the battery. The heat pump system heating mode is a heating mode when the ambient temperature is low or too low. In the heat pump system heating mode, the power battery must be heated, and the cabin may need to be heated depending on the actual temperature and the set temperature. The following is an explanation of the embodiment of the present disclosure assuming that the power battery and the cabin need to be heated at the same time.

[0109] Figure 7 FIG. 1 is a schematic diagram of the cycle operation of the thermal management system in the heating mode of the heat pump system in some embodiments. Figure 7 As shown, in the heating mode of the heat pump system: (1) the first port and the second port of the four-way valve 107 are connected, and the third port and the fourth port are connected; (2) the second port and the third port of the first three-way valve 108 are connected to allow the coolant to flow through the battery heat exchanger 104; (3) the first port and the third port of the second three-way valve 115 are connected to allow the water-cooled air radiator 114 to be bypassed; (4) the first bypass valve 112 is opened to allow the refrigerant air heat exchanger 110 to be bypassed.

[0110] In the heating mode of the heat pump system: the coolant heat exchange process is as follows: driven by the second water pump 122 and / or the first water pump 121, the coolant flows through the first water pump 121 and the electric heater 109. At this time, the heating function of the electric heater 109 is turned off, and the electric heater 109 is only a coolant channel. Then the coolant passes through the battery heat exchanger 104 to release heat and cool down, and enters the battery cooler 105 through the first three-way, and further cools down in the battery cooler 105. Then the coolant passes through the four-way valve 107 and the second water pump 122 and flows through the power device heat exchanger 106. When the coolant passes through the power device heat exchanger 106, the heat absorption and release characteristics of the coolant will be different depending on the heat generation and temperature of the power device. If the power device generates heat to make its temperature higher (for example, high-speed rotation or stalled), the coolant will absorb heat and heat up; if the power device temperature is lower, the coolant may also release heat; but under the condition of vehicle operation, the coolant can generally absorb heat and heat up at the power device heat exchanger 106. The coolant then flows through the water-cooled condenser 102 to continue absorbing heat and increasing in temperature, and after flowing through the second three-way valve 115 , flows back to the first water pump 121 , completing the circulation in the coolant circulation loop.

[0111] In the heating mode of the heat pump system, the heat exchange process of the refrigerant circuit is as follows: After the gaseous refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 101, the high-temperature and high-pressure gaseous refrigerant heats the air flowing through the cabin condenser 116 when flowing through the cabin condenser 116, thereby heating the air in the cabin and turning into a medium-temperature and high-pressure liquid refrigerant. The medium-temperature and high-pressure liquid refrigerant further dissipates heat through the water-cooled condenser 102 to increase the degree of supercooling. The refrigerant then flows through the first bypass valve 112 and turns into a low-pressure and low-temperature liquid refrigerant under the throttling action of the first throttle valve 103. The low-temperature and low-pressure liquid refrigerant absorbs heat from the air when passing through the battery cooler 105 and turns into a low-temperature and low-pressure gaseous refrigerant. After the low-temperature and low-pressure gaseous refrigerant passes through the gas-liquid separator 120, it returns to the compressor 101 to complete the cycle.

[0112] As analyzed above, the heating function of the electric heater 109 is turned off in the heating mode of the heat pump system. This is a control strategy when the heat generated by the work of the compressor 101 and the heat released by the power unit can meet the heat requirements of the cabin and the power battery. If the heat generated by the work of the compressor 101 and the heat released by the power unit cannot meet the heating requirements of the cabin and the power battery, the electric heater 109 can still be powered on to heat the coolant and provide more heat for the thermal management system.

[0113] 6. Cabin dehumidification and heating mode

[0114] The cabin dehumidification and heating mode is a working mode for dehumidifying and heating the air in the cabin when the ambient temperature is not particularly low and the air humidity is high. Figure 8 FIG. 1 is a schematic diagram of the cycle operation of the thermal management system in the cabin dehumidification and heating mode in some embodiments. Figure 8 As shown, under the single steam dehumidification model: (1) the first water pump 121 and the second water pump 122 do not work, that is, the coolant does not circulate. (2) The first bypass valve 112 is closed, and the refrigerant flows through the external air heat exchanger. (3) The first throttle valve 103 is closed; (4) The second throttle valve 111 is fully opened; (3) The third throttle valve 118 is opened for throttling.

[0115] In the cabin dehumidification and heating mode, the refrigerant heat exchange process is as follows: after the gaseous refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 101, the high-temperature and high-pressure gaseous refrigerant heats the air flowing through the cabin condenser 116 when flowing through the cabin condenser 116, thereby heating the air in the cabin; then the high-temperature and high-pressure gaseous refrigerant flows through the water-cooled condenser 102, at which time the water-cooled condenser 102 is only used as a channel. Then the high-temperature and high-pressure refrigerant passes through the second throttle valve 111 and the water-cooled air radiator 114, and continues to release heat at the water-cooled air radiator 114, becoming a medium-temperature and high-pressure liquid refrigerant. Thereafter, the medium-temperature and high-pressure liquid refrigerant is transformed into a low-temperature and low-pressure liquid refrigerant under the throttling action of the third throttle valve 118 and passes through the cabin evaporator 117. The low-temperature and low-pressure liquid refrigerant evaporates and absorbs heat in the cabin evaporator 117 and becomes a low-temperature and low-pressure gaseous refrigerant, thereby cooling and dehumidifying the air passing through the cabin evaporator 117. After passing through the gas-liquid separator 120, the low-temperature and low-pressure gaseous refrigerant returns to the electric compressor 101 to complete the cycle.

[0116] It should be noted that in the cabin dehumidification and heating mode, the air in the cabin first flows through the cabin evaporator 117 to be cooled and dehumidified, and then passes through the cabin condenser 116 to absorb heat and heat up.

[0117] 7. Cabin dehumidification and heating + battery cooling mode

[0118] The cabin dehumidification and heating + battery cooling mode is used to dehumidify and heat the air in the cabin and cool the battery when the ambient temperature is not particularly low and the air humidity is high.

[0119] Fig. 9 Schematic diagram of the cycle operation of the thermal management system in the double evaporation mode in some embodiments. Fig. 9 As shown, (1) the first port and the second port of the four-way valve 107 are connected, and the third port and the fourth port are connected; (2) the second port and the third port of the first three-way valve 108 are connected, and the battery heat exchanger 104 is not bypassed; (3) the first bypass valve 112 is closed, and the refrigerant air heat exchanger 110 is not bypassed; (4) the second port and the third port of the second three-way valve 115 are connected, and the water-cooled air radiator 114 is not bypassed.

[0120] In the cabin dehumidification heating + battery cooling mode, the refrigerant heat exchange process of the refrigerant circuit 200 is as follows: After the gaseous refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 101, the high-temperature and high-pressure gaseous refrigerant heats the air flowing through the cabin condenser 116 when flowing through the cabin condenser 116, thereby heating the air in the cabin. Subsequently, the high-temperature and high-pressure refrigerant flows through the water-cooled condenser 102 to release heat. After that, the high-temperature and high-pressure gaseous refrigerant passes through the second throttle valve 111 and then passes through the water-cooled air radiator 114, and continues to release heat at the water-cooled air radiator 114, becoming a medium-temperature and high-pressure liquid refrigerant. Afterwards, part of the medium-temperature and high-pressure liquid refrigerant is transformed into low-temperature and low-pressure liquid refrigerant under the throttling action of the third throttle valve 118 and passes through the cabin evaporator 117, where it evaporates and absorbs heat to become low-temperature and low-pressure gaseous refrigerant, thereby achieving cooling and dehumidification of the air passing through the cabin evaporator 117; part of the low-temperature and high-pressure liquid refrigerant passes through the battery cooler 105 under the throttling action of the first throttle valve 103, where it evaporates and absorbs the heat of the coolant in the battery coolant circulation loop to become low-temperature and low-pressure gaseous refrigerant. Finally, the low-temperature and low-pressure gaseous refrigerant passes through the gas-liquid separator 120 and returns to the electric compressor 101 to complete the cycle.

[0121] In the cabin dehumidification heating + battery cooling mode, the coolant heat exchange process is as follows: driven by the first water pump 121, the coolant flows through the electric heater 109, at which time the electric heater 109 does not work and only serves as a channel. Subsequently, the coolant flows through the battery heat exchanger 104 to heat up and absorb heat. After that, the coolant passes through the first three-way valve 108 and enters the battery heat exchanger 104 to release heat and cool down. Finally, the cooled coolant passes through the four-way valve 107 and the second water pump 122 and flows through the power unit heat exchanger 106. When flowing through the power unit heat exchanger 106, the coolant may heat up or cool down, which needs to be confirmed according to the working heat generation of the power unit. Subsequently, the coolant absorbs heat and heats up through the water-cooled condenser 102, and dissipates heat and cools down when flowing through the water-cooled air radiator 114. Finally, the coolant flows back to the electric heater 109 through the second three-way valve 115, the four-way valve 107, and the first water pump 121.

[0122] In addition, the thermal management system in the embodiment of the present disclosure may also execute other working modes known in the art, which will not be analyzed in detail here.

[0123] In addition to providing the aforementioned thermal management system, the embodiment of the present disclosure further provides a thermal management system control device, which includes a mode determination unit and a control unit. The mode determination unit obtains the detected temperature and determines the target operating mode according to the detected temperature. The control unit controls the thermal management system according to the control strategy of the target operating mode so that the thermal management system is in the target operating mode.

[0124] An embodiment of the present disclosure also provides a control device, which includes a processor and a memory, wherein a computer program is stored in the memory. When the computer program is executed by the processor, the operating mode of the thermal management system can be determined according to the status of the temperature sensor of the thermal management system, and the management system can be controlled to operate according to the operating mode. Fig.10 Schematic diagram of the structure of the control device provided by the embodiment of the present disclosure. Fig.10 , which shows a schematic diagram of the structure of a control device suitable for implementing the embodiments of the present disclosure. Fig.10 The control device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present disclosure.

[0125] like Fig.10 As shown, the control device 1000 may include a processing device (e.g., a central processing unit, a graphics processing unit, etc.) 1001, which can perform various appropriate actions and processes according to a program stored in a read-only memory ROM 1002 or a program loaded from a storage device 1008 to a random access memory RAM 1003. Various programs and data required for the operation of the control device 1000 are also stored in the RAM 1003. The processing device 1001, the ROM 1002, and the RAM 1003 are connected to each other via a bus 1004. An input / output I / O interface 1005 is also connected to the bus 1004.

[0126] Typically, the following devices may be connected to the I / O interface 1005: input devices 1006 including, for example, a touch screen, a touch pad, a camera, a microphone, an accelerometer, a gyroscope, etc.; output devices 1007 including, for example, a liquid crystal display, a speaker, a vibrator, etc.; storage devices 1008 including, for example, a magnetic tape, a hard disk, etc.; and communication devices 1009. The communication devices 1009 may allow the control device 1000 to communicate with other devices wirelessly or by wire to exchange data. Although Fig.10 The control device 1000 having various devices is shown, but it should be understood that it is not required to implement or have all the devices shown. More or fewer devices may be implemented or have instead.

[0127] In particular, according to an embodiment of the present disclosure, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present disclosure includes a computer program product, which includes a computer program carried on a non-transitory computer-readable medium, and the computer program contains program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device 1009, or installed from a storage device 1008, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment of the present disclosure are executed.

[0128] It should be noted that the computer-readable medium disclosed above may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present disclosure, a computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in combination with an instruction execution system, device or device. In the present disclosure, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, in which a computer-readable program code is carried. This propagated data signal may take a variety of forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination of the above. The computer readable signal medium may also be any computer readable medium other than a computer readable storage medium, which may send, propagate or transmit a program for use by or in conjunction with an instruction execution system, apparatus or device. The program code contained on the computer readable medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (radio frequency), etc., or any suitable combination of the above.

[0129] In some embodiments, the client and the server may communicate using any currently known or future developed network protocol such as HTTP (Hypertext Transfer Protocol), and may be interconnected with any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include a local area network ("LAN"), a wide area network ("WAN"), an internet (e.g., the Internet), and a peer-to-peer network (e.g., an ad hoc peer-to-peer network), as well as any currently known or future developed network.

[0130] The computer-readable medium may be included in the control device, or may exist independently without being assembled into the control device.

[0131] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present disclosure. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some implementations as replacements, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated system based on hardware that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0132] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0133] In the context of the present disclosure, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection according to one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0134] The embodiments of the present disclosure also provide a computer-readable storage medium, in which a computer program is stored. When the computer program is executed by a processor, the method of any of the above method embodiments can be implemented. The execution method and beneficial effects are similar and will not be repeated here.

[0135] The disclosed embodiments also provide a vehicle, the vehicle including the aforementioned thermal management system, and the corresponding thermal management working modes can be realized by controlling the thermal management system according to the aforementioned control methods under various working modes.

[0136] It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0137] The above are only specific embodiments of the present disclosure, so that those skilled in the art can understand or implement the present disclosure. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure will not be limited to the embodiments described herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A thermal management system, characterized in that: including a compressor, a water-cooled condenser, a first throttle valve, a battery heat exchanger and a battery cooler; The refrigerant outlet of the compressor is communicated with the inlet of the refrigerant flow channel of the water-cooled condenser; the outlet of the refrigerant flow channel of the water-cooled condenser is communicated with the inlet of the refrigerant flow channel of the battery cooler via the first throttle valve; The outlet of the coolant flow channel of the water-cooled condenser is communicated with the inlet of the coolant flow channel of the battery heat exchanger; the outlet of the coolant flow channel of the battery heat exchanger is communicated with the inlet of the coolant flow channel of the battery cooler.

2. The thermal management system according to claim 1, characterized in that: Also included is a power unit heat exchanger; In the target operating mode, the inlet of the coolant flow channel of the power unit heat exchanger is connected to the outlet of the coolant flow channel of the battery cooler; The outlet of the coolant flow channel of the power device heat exchanger is communicated with the inlet of the coolant flow channel of the water-cooled condenser.

3. The thermal management system according to claim 2, characterized in that: Also included is a four-way valve; The first port of the four-way valve is communicated with the outlet of the refrigerant flow channel of the water-cooled condenser, the second port of the four-way valve is communicated with the inlet of the refrigerant flow channel of the battery heat exchanger, the third port of the four-way valve is communicated with the outlet of the refrigerant flow channel of the battery cooler, and the fourth port of the four-way valve is communicated with the inlet of the refrigerant flow channel of the power unit heat exchanger; In the target operation mode, the third port and the fourth port of the four-way valve are connected, so that the inlet of the coolant flow channel of the power device heat exchanger is connected to the outlet of the coolant flow channel of the battery cooler.

4. The thermal management system according to claim 3, characterized in that: Also included is a first three-way valve; The first port of the first three-way valve is in communication with the second port of the four-way valve, the second port of the first three-way valve is in communication with the outlet of the coolant flow channel of the battery heat exchanger, and the third port of the first three-way valve is in communication with the inlet of the coolant flow channel of the battery cooler; In the target operation mode, the second port and the third port of the first three-way valve are connected, so that the outlet of the coolant flow channel of the battery heat exchanger is connected to the inlet of the coolant flow channel of the battery cooler.

5. The thermal management system according to claim 4, characterized in that: Also included is an electric heater; The inlet of the electric heater coolant flow channel is communicated with the second port of the four-way valve, and the outlet of the electric heater coolant flow channel is communicated with the first port of the first three-way valve and the inlet of the battery heat exchanger coolant flow channel.

6. The thermal management system according to any one of claims 1 to 5, characterized in that: Also includes a refrigerant air heat exchanger and a second throttle valve; The inlet of the refrigerant flow channel of the refrigerant air heat exchanger is connected to the outlet of the refrigerant flow channel of the water-cooled condenser through the second throttle valve, and the outlet of the refrigerant flow channel of the refrigerant air heat exchanger is connected to the first throttle valve.

7. The thermal management system according to claim 6, characterized in that: Also included is a first bypass valve; The refrigerant inlet of the first bypass valve is connected to the refrigerant flow channel inlet of the refrigerant air heat exchanger, and the refrigerant outlet of the first bypass valve is connected to the refrigerant flow channel outlet of the refrigerant air heat exchanger; the first bypass valve is used to open in the target working mode to bypass the refrigerant air heat exchanger.

8. The thermal management system according to claim 7, characterized in that: Also included is a first one-way valve; The refrigerant inlet of the first one-way valve is connected to the outlet of the refrigerant flow channel of the refrigerant air heat exchanger; the first one-way valve is used to prevent the refrigerant from flowing back into the refrigerant air heat exchanger when the refrigerant air heat exchanger is bypassed.

9. The thermal management system according to any one of claims 1 to 5, characterized in that: Also included is the cabin evaporator; The refrigerant flow channel inlet of the cabin evaporator is communicated with the refrigerant outlet of the compressor, and the refrigerant flow channel outlet of the cabin evaporator is communicated with the refrigerant flow channel inlet of the water-cooled condenser.

10. The thermal management system according to any one of claims 1 to 5, characterized in that: Also included is a water-cooled air radiator and a second three-way valve; The inlet of the coolant flow channel of the water-cooled air radiator is communicated with the outlet of the coolant flow channel of the water-cooled condenser; The first port of the second three-way valve is connected to the outlet of the coolant flow channel of the water-cooled condenser, the second port of the second three-way valve is connected to the outlet of the coolant flow channel of the water-cooled air radiator, and the third port of the second three-way valve is connected to the inlet of the coolant flow channel of the battery heat exchanger.

11. The thermal management system according to any one of claims 1 to 5, characterized in that: Also included are the cabin evaporator and third throttle valve; The inlet of the cabin evaporator refrigerant flow channel is communicated with the outlet of the water-cooled condenser refrigerant flow channel through the third throttle valve.

12. A vehicle, characterized in that: Comprising a thermal management system as claimed in any one of claims 1 to 11.

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