Thermal management system, thermal management system control method, device, vehicle and medium

Abstract

The embodiments of the present disclosure provide a thermal management system, a thermal management system control method, equipment, a vehicle and a medium. The thermal management system comprises a power device coolant circulation branch and a refrigerant circuit, the power device coolant circulation branch is a coolant circulation branch; the power device coolant circulation branch comprises a first outdoor heat exchanger; the power device coolant circulation branch and the refrigerant circuit are in heat exchange through a water-cooled heat exchanger, and an outlet of a coolant flow passage of the water-cooled heat exchanger is in communication with an inlet of a coolant flow passage of the first outdoor heat exchanger. Since an external air heat exchanger for heat dissipation of the refrigerant circuit is not needed, only a water-cooled heat exchanger with a smaller size needs to be arranged, and the problem that it is difficult to reasonably arrange the external air heat exchanger in the power device coolant circulation branch and the external air heat exchanger in the refrigerant circuit heat exchange under the condition that the external space of the vehicle is limited can be solved by adopting the scheme provided in the embodiments of the present disclosure.

Description

Technical Field

[0001] This disclosure relates to the field of thermal management technology, specifically designing a thermal management system, a thermal management system control method, equipment, vehicle, and medium. Background Technology

[0002] To meet the cooling or heating requirements of batteries, power units, and passenger compartments in electric vehicles, related technologies propose deploying battery thermal management circuits, power unit thermal management circuits, and refrigerant circuits for passenger compartment thermal management within the vehicle. The refrigerant circuit can be coupled with the battery thermal management circuit, enabling thermal management of the passenger compartment while simultaneously managing the battery management system in certain operating modes. The power unit thermal management circuit, however, operates independently of both the refrigerant and battery thermal management circuits. Because the power unit thermal management circuit is independent of both the refrigerant and battery thermal management circuits, large external air heat exchangers are required for both circuits. Given the limited external space in the vehicle, rationally arranging the two external air heat exchangers becomes a challenge. Summary of the Invention

[0003] To address the aforementioned technical problems, embodiments of this disclosure provide a thermal management system, a thermal management system control method, equipment, vehicle, and medium.

[0004] In a first aspect, embodiments of this disclosure provide a thermal management system, including a power unit coolant circulation branch and a refrigerant circuit, wherein the power unit coolant circulation branch is a coolant circulation branch;

[0005] The power unit coolant circulation branch includes a first outdoor heat exchanger.

[0006] The power unit coolant circulation branch is coupled to the refrigerant circuit through a water-cooled heat exchanger, and the coolant outlet of the water-cooled heat exchanger is connected to the coolant inlet of the first outdoor heat exchanger.

[0007] Optionally, the thermal management system further includes a battery coolant circulation branch, which is a coolant circulation branch and includes a battery cooler;

[0008] The coolant circulation branch and the refrigerant circuit are coupled through the battery cooler.

[0009] Optionally, the refrigerant circuit may further include an evaporator;

[0010] The refrigerant channel of the evaporator is connected in parallel with the refrigerant channel of the battery cooler.

[0011] Optionally, the refrigerant circuit may further include a second outdoor heat exchanger;

[0012] The refrigerant flow channel of the second outdoor heat exchanger is connected in series with the refrigerant flow channel of the water-cooled heat exchanger.

[0013] Optionally, the second outdoor heat exchanger is connected in series with the water-cooled heat exchanger, specifically:

[0014] The refrigerant inlet of the second outdoor heat exchanger is connected to the refrigerant outlet of the water-cooled heat exchanger.

[0015] Optionally, the refrigerant circuit further includes a first expansion valve;

[0016] The refrigerant inlet of the second outdoor heat exchanger is connected to the refrigerant outlet of the water-cooled heat exchanger through the first expansion valve.

[0017] Optionally, the refrigerant circuit may also include a bypass valve;

[0018] The bypass valve is connected in parallel with the second outdoor heat exchanger and is used to bypass the second outdoor heat exchanger in at least one operating mode.

[0019] Optionally, the refrigerant circuit may further include a condenser;

[0020] The refrigerant outlet of the condenser is connected to the refrigerant inlet of the water-cooled heat exchanger.

[0021] Optionally, the power unit coolant circulation branch further includes a first three-way valve and a four-way valve;

[0022] The first port of the first three-way valve is connected to the coolant flow channel outlet of the first outdoor heat exchanger, and the second port of the first three-way valve is connected to the coolant flow channel outlet of the water-cooled heat exchanger. The first three-way valve is used to bypass the first outdoor heat exchanger in the target working mode.

[0023] The first port of the four-way valve is connected to the third port of the first three-way valve, and the second and third ports of the four-way valve are connected to the battery coolant circulation branch, which is used to connect the battery coolant circulation branch and the power unit coolant circulation branch in series to form a coolant circulation loop in the target working mode.

[0024] Optionally, the battery coolant circulation branch may further include a second three-way valve and a battery heat exchanger;

[0025] The first port of the second three-way valve is connected to the refrigerant outlet of the battery cooler, the second port of the second three-way valve is connected to the refrigerant outlet of the battery heat exchanger, and the third port of the second three-way valve is connected to the fourth port of the four-way valve, for bypassing the battery heat exchanger in at least one operating mode.

[0026] Optionally, the battery coolant circulation branch further includes an electric heater;

[0027] The electric heater is connected in series with the battery cooler and is used to electrically heat the coolant flowing through the battery coolant circulation branch in at least one operating mode.

[0028] Secondly, this disclosure also provides a control method for a thermal management system, applied to a thermal management system, which includes a power unit coolant circulation branch and a refrigerant circuit; the power unit coolant circulation branch includes a first outdoor heat exchanger; the power unit coolant circulation branch and the refrigerant circuit are coupled through a water-cooled heat exchanger, and the coolant flow channel outlet of the water-cooled heat exchanger is connected to the coolant flow channel inlet of the first outdoor heat exchanger.

[0029] The method includes: in a target operating mode, controlling the refrigerant in the refrigerant circuit to release heat at the water-cooled heat exchanger, so that at least a portion of the heat carried by the high-temperature and high-pressure refrigerant formed by the compression of the refrigerant circuit is dissipated into the air through the first outdoor heat exchanger.

[0030] Optionally, the thermal management system further includes a battery coolant circulation branch, which includes a battery cooler; the battery coolant circulation branch is coupled to the refrigerant circuit through the battery cooler.

[0031] The method further includes: in the target operating mode, controlling the refrigerant in the refrigerant circuit to evaporate and absorb heat at the battery cooler, the target operating mode including a combined cooling mode and a battery cooling mode.

[0032] Optionally, the refrigerant circuit further includes a second outdoor heat exchanger; the refrigerant flow channel of the second outdoor heat exchanger is connected in series with the refrigerant flow channel of the water-cooled heat exchanger.

[0033] The method further includes: in the target operating mode, controlling the refrigerant in the refrigerant circuit to dissipate heat at the second outdoor heat exchanger, so that at least a portion of the heat carried by the refrigerant in the refrigerant circuit is dissipated into the air through the second outdoor heat exchanger.

[0034] Thirdly, embodiments of this disclosure provide a control device, including a processor and a memory, the memory being used to store a computer program; when the computer program is loaded by the processor, it causes the processor to execute the control method of the thermal management system as described above.

[0035] Fourthly, embodiments of this disclosure provide a computer-readable storage medium storing a computer program that, when executed by a processor, causes the processor to implement the control method of the thermal management system as described above.

[0036] Fifthly, embodiments of this disclosure also provide a vehicle including the thermal management system described above.

[0037] The technical solution provided in this disclosure has the following advantages compared with the prior art:

[0038] The solution provided in this disclosure uses a water-cooled heat exchanger to couple the power unit coolant circulation branch and the refrigerant circuit for heat exchange. This allows the heat accumulated in the refrigerant circuit to be dissipated into the air using a first outdoor heat exchanger, eliminating the need for an external air heat exchanger for refrigerant circuit heat dissipation. Since the specific heat capacity of coolant is greater than that of air, and the thermal conductivity of coolant is greater than that of air, the water-cooled heat exchanger can be relatively small while still meeting the heat dissipation performance requirements of battery cooling mode. Because no external air heat exchanger for refrigerant circuit heat dissipation is required, only a small water-cooled heat exchanger is needed. Therefore, the solution provided in this disclosure solves the problem of the difficulty in rationally arranging the external air heat exchanger in the power unit coolant circulation branch and the external air heat exchanger in the refrigerant circuit when external space is limited in the vehicle. Attached Figure Description

[0039] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0040] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, those skilled in the art can obtain other drawings based on these drawings without any creative effort, wherein:

[0041] Figure 1 This is a schematic diagram of the structure of the thermal management system provided in an embodiment of this disclosure;

[0042] Figure 2 This is a schematic diagram of the structure of a thermal management system provided in some other embodiments of this disclosure;

[0043] Figure 3 This is a schematic diagram of the structure of a thermal management system provided in some other embodiments of this disclosure;

[0044] Figure 4 These are schematic diagrams illustrating the cyclic operation of the thermal management system in battery cooling mode in some embodiments;

[0045] Figure 5 These are schematic diagrams illustrating the cyclic operation of the thermal management system in the cabin cooling mode in some embodiments;

[0046] Figure 6 These are schematic diagrams illustrating the cyclic operation of the thermal management system in combined cooling mode in some embodiments.

[0047] Figure 7 These are schematic diagrams illustrating the cyclic operation of the thermal management system in the carriage heating mode in some embodiments;

[0048] Figure 8 These are schematic diagrams illustrating the cyclic operation of the thermal management system in waste heat recovery mode in some embodiments;

[0049] Figure 9 These are schematic diagrams of the cyclic operation of the thermal management system in the first ultra-low temperature heating mode in some embodiments;

[0050] Figure 10 These are schematic diagrams of the cyclic operation of the thermal management system in the second ultra-low temperature heating mode in some embodiments;

[0051] Figure 11 These are schematic diagrams illustrating the cyclic operation of the thermal management system in single-evaporation dehumidification mode in some embodiments;

[0052] Figure 12 These are schematic diagrams of the cyclic operation of the thermal management system in dual evaporation and humidification mode in some embodiments;

[0053] Figure 13 This is a schematic diagram of the structure of the control device provided in the embodiments of this disclosure. Detailed Implementation

[0054] Embodiments of this disclosure will now be described in more detail with reference to the accompanying drawings. While some embodiments of this disclosure are shown in the drawings, it should be understood that this disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this disclosure. It should be understood that the accompanying drawings and embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of protection of this disclosure.

[0055] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to". The term "based on" means "at least partially based on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first", "second", etc., mentioned in this disclosure are used only to distinguish different devices, modules, or units, and are not intended to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0056] It should be noted that the terms "a" and "a plurality of" used in this disclosure are illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0057] To address the issue that existing vehicles require external air heat exchangers for both the power unit thermal management circuit and the refrigerant circuit, which are independent of the refrigerant circuit, this disclosure provides a novel thermal management system.

[0058] Figure 1 This is a schematic diagram of the structure of the thermal management system provided in an embodiment of this disclosure. Figure 1 As shown, the thermal management system provided in this embodiment includes a power unit coolant circulation branch 100 and a refrigerant circuit 200.

[0059] The power unit coolant circulation branch 100 is a branch used for thermal management of the power unit. In this embodiment, the power unit coolant circulation branch 100 is a coolant circulation flow branch. Please note that in this embodiment, "power unit coolant circulation branch" is described as a single branch. In specific implementations, the power unit coolant circulation branch 100 can be an independent coolant circulation loop or part of a larger coolant circulation loop (i.e., as part of a circulation loop). Whether the power unit coolant circulation branch 100 is an independent coolant circulation loop or part of a larger coolant circulation loop will be explained in detail in the following analysis of the operating modes.

[0060] See Figure 1 The power unit coolant circulation branch 100 includes a water-cooled heat exchanger 101, a first outdoor heat exchanger 102, a first water pump 103, a power unit heat exchanger, and the water-cooled heat exchanger 101 connected in series. The power unit heat exchanger may include a first sub-heat exchanger 104 disposed within a motor controller and a second sub-heat exchanger 105 disposed within a drive motor. Driven by the first water pump 103, the coolant can circulate among the water-cooled heat exchanger 101, the first outdoor heat exchanger 102, and the power unit heat exchanger, achieving thermal management of the power unit. Furthermore, to improve the heat exchange efficiency at the first outdoor heat exchanger 102, the power unit coolant circulation branch 100 may also include a guide fan disposed at the first outdoor heat exchanger 102.

[0061] It should be noted that in certain operating modes, although the coolant in the power unit coolant circulation branch 100 circulates, the circulation is not for thermal management of the power unit, that is, not for heat exchange at the first sub-heat exchanger 104 and the second sub-heat exchanger 105, but for other functions. Please refer to the analysis of the operating modes later for relevant details.

[0062] A refrigerant circuit is a loop that manages the heat of target equipment by changing the gas-liquid and pressure states of the refrigerant and utilizing the heat absorption and release characteristics generated by these changes. As the name suggests and as explained above, a refrigerant circuit is a loop in which the refrigerant circulates.

[0063] See Figure 1 The refrigerant circuit 200 includes a compressor 201, a water-cooled heat exchanger 101, an evaporator throttling valve 202, a refrigerant evaporator 203, and a gas-liquid separator 204. When the compressor 201 is operating, the refrigerant circulates between the water-cooled heat exchanger 101, the refrigerant evaporator 203, and the gas-liquid separator 204, achieving heat exchange. Specifically, the gaseous refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant when passing through the compressor 201. This high-temperature, high-pressure gaseous refrigerant then flows through the water-cooled heat exchanger 101 to dissipate heat, becoming a medium-temperature, high-pressure liquid refrigerant. Subsequently, the medium-temperature, high-pressure liquid refrigerant is throttled by the throttling valve 202 into a low-temperature, low-pressure liquid refrigerant, which flows through the refrigerant evaporator 203 and evaporates, absorbing heat to become a low-temperature, low-pressure gas-liquid mixture. This low-temperature, low-pressure gas-liquid mixture flows back to the gas-liquid separator 204 for gas-liquid separation, and the gaseous refrigerant then flows back to the compressor 201 to complete one cycle.

[0064] It should be noted that the aforementioned high-temperature and high-pressure gaseous refrigerant, medium-temperature and high-pressure liquid refrigerant, low-temperature and low-pressure liquid refrigerant, and low-temperature and low-pressure gas-liquid mixed refrigerant are refrigerant states under ideal conditions. In actual applications, due to environmental characteristics or the limitations of the working characteristics of the refrigerant circuit 200, the refrigerant may not be able to fully achieve the aforementioned ideal state, but this does not affect the realization of the function of the refrigerant circuit 200 in various working modes.

[0065] Analysis of the power unit coolant circulation branch 100 and refrigerant circuit 200 in the thermal management system reveals that they share a water-cooled heat exchanger 101. In other words, the power unit coolant circulation branch 100 and refrigerant circuit 200 exchange heat through the water-cooled heat exchanger 101.

[0066] Using the thermal management system provided in this embodiment, in certain operating modes, the low-temperature, low-pressure gaseous refrigerant, after passing through the gas-liquid separator 204 for gas-liquid separation, is compressed by the compressor 201 into a high-temperature, high-pressure gaseous refrigerant. Subsequently, the high-temperature, high-pressure gaseous refrigerant flows through the refrigerant channel of the water-cooled heat exchanger 101, releasing heat and transferring it through the heat exchanger tube wall to the coolant in the power unit coolant circulation branch 100, causing the coolant to heat up. The coolant, having absorbed heat and heated up by flowing through the water-cooled heat exchanger 101, then flows through the coolant channel of the first outdoor heat exchanger 102, releasing heat and cooling down at the first outdoor heat exchanger 102, dissipating the heat into the air.

[0067] The thermal management system provided in this embodiment uses a water-cooled heat exchanger 101 to couple the power unit coolant circulation branch 100 and the refrigerant circuit 200 for heat exchange. This allows the heat accumulated in the refrigerant circuit 200 to be dissipated into the air using a first outdoor heat exchanger 102, eliminating the need for an external air heat exchanger for the refrigerant circuit 200. Since the specific heat capacity of the coolant is greater than that of air, and the thermal conductivity of the coolant is greater than that of air, the water-cooled heat exchanger 101 can still meet the heat dissipation performance requirements of the battery cooling mode even with a relatively small size. Because an external air heat exchanger for the refrigerant circuit 200 is not required, only a small water-cooled heat exchanger 101 is needed. Therefore, the solution provided in this embodiment solves the problem of the difficulty in rationally arranging the external air heat exchanger in the power unit coolant circulation branch 100 and the external air heat exchanger in the refrigerant circuit 200 when the vehicle's external space is limited.

[0068] Figure 2 This is a schematic diagram of the structure of a thermal management system provided in some other embodiments of this disclosure. For example... Figure 2 As shown, in addition to the power unit coolant circulation branch 100 and the refrigerant circuit 200, the thermal management system in this embodiment of the present disclosure also includes a battery coolant circulation branch 300.

[0069] The battery coolant circulation branch 300 is a branch used for thermal management of the battery pack. In this embodiment, the battery coolant circulation branch 300 is also a coolant circulation flow branch. In this embodiment, "battery coolant circulation branch 300" is referred to as a branch. In specific implementations, the battery coolant circulation branch 300 can be a coolant circulation loop or a part of a cooling circulation loop (that is, as part of a circulation loop), and the corresponding content will be further explained in the working mode analysis below.

[0070] See Figure 2 The battery coolant circulation branch 300 includes a battery cooler 301, a battery heat exchanger 302, and a second water pump 303. Driven by the second water pump 303, the coolant can circulate between the battery cooler 301 and the battery heat exchanger 302 to achieve heat exchange, which is to achieve thermal management of the battery pack. Correspondingly, the refrigerant evaporator in the refrigerant circuit 200 is the battery cooler 301.

[0071] Based on the function of the battery cooler 301 and its location in the thermal management system, it can be seen that the battery cooler 301 is a refrigerant evaporator (equivalent to) in this embodiment of the present disclosure. Figure 1(203 in the text). The coolant flowing through the evaporator (including the evaporator) in the battery coolant circulation branch 300 absorbs heat and rises in temperature. It then releases heat as it flows through the battery cooler 301, transferring the heat through the heat exchange tube wall of the battery cooler 301 to the low-temperature, low-pressure liquid refrigerant. This causes the low-temperature, low-pressure liquid refrigerant to absorb heat and evaporate, becoming a low-temperature, low-pressure gaseous refrigerant. Note that to achieve heat absorption during refrigerant evaporation at the battery cooler 301, an expansion valve 304 for refrigerant throttling needs to be installed on the refrigerant flow channel inlet side of the battery cooler 301.

[0072] The thermal management system provided in this embodiment uses a battery cooler 301 to exchange heat between the battery coolant circulation branch 300 and the refrigerant circuit 200, and a water-cooled heat exchanger 101 to exchange heat between the power unit coolant circulation branch 100 and the refrigerant circuit 200. The heat generated by the battery operation can be dissipated into the air using the first outdoor heat exchanger 102.

[0073] In this embodiment, the thermal management system uses water-cooled heat exchange for battery thermal management, specifically using the battery coolant circulation branch 300. In other embodiments, the thermal management system can also use a refrigerant direct-flow method to the battery cold plate for thermal management. This method involves directly introducing the refrigerant used for thermal management into the refrigerant channel of the battery cold plate, utilizing the refrigerant's heat release or absorption to achieve battery thermal management. When using refrigerant for direct heating management, the high-temperature refrigerant flowing from the compressor refrigerant outlet flows into the battery cold plate to release heat, thus heating the battery. When using refrigerant for direct cooling management, the low-temperature, high-pressure liquid refrigerant, after heat dissipation treatment, is throttled by the expansion valve into a low-temperature, low-pressure liquid refrigerant. This low-temperature, low-pressure liquid refrigerant then absorbs heat and evaporates within the refrigerant channel of the battery cold plate, thus cooling the battery.

[0074] Figure 3 This is a schematic diagram of the structure of a thermal management system provided in some other embodiments of this disclosure. For example... Figure 3 As shown, the overall architecture of the thermal management system in this embodiment is the same as that in the previous embodiment. Figure 2 Unlike the thermal management system shown, the refrigerant circuit 200 in this embodiment further includes a second outdoor heat exchanger 205, and the refrigerant flow channel in the second outdoor heat exchanger 205 is connected in series with the refrigerant flow channel in the water-cooled heat exchanger 101.

[0075] The second outdoor heat exchanger 205 is used to enable direct heat exchange between the refrigerant in the refrigerant circuit 200 and the air. Based on its function, by adding the second outdoor heat exchanger 205 to the existing water-cooled heat exchanger 101 in the refrigerant circuit 200, the heat exchange efficiency and / or heat exchange power between the refrigerant circuit 200 and the outside air can be further improved in certain operating modes. In specific implementations, at least the heat exchange power between the refrigerant circuit 200 and the outside air can be improved in battery cooling mode, which will be analyzed later.

[0076] like Figure 3 As shown in this embodiment, the second outdoor heat exchanger 205 can be located downstream of the water-cooled heat exchanger 101, meaning the refrigerant inlet of the second outdoor heat exchanger 205 is connected to the refrigerant outlet of the water-cooled heat exchanger 101. In practical applications, the temperature of the high-temperature, high-pressure gaseous refrigerant obtained by the compressor 201 compressing the gaseous refrigerant is much higher than the air temperature, but not significantly different from the temperature of the coolant in the power unit coolant circulation branch 100.

[0077] By placing the second outdoor heat exchanger 205 downstream of the water-cooled heat exchanger 101, in certain operating modes (e.g., in battery cooling mode), the temperature difference between the coolant in the water-cooled heat exchanger 101 and the high-temperature, high-pressure gaseous refrigerant can be utilized to transfer heat to the coolant in the power unit coolant circulation branch 100 as much as possible, thereby achieving sufficient heat dissipation using the second outdoor heat exchanger 205.

[0078] Of course, in some other embodiments, the second outdoor heat exchanger 205 may not be located downstream of the water-cooled heat exchanger 101, but may be located upstream of the water-cooled heat exchanger 101, that is, the refrigerant flow channel outlet of the second outdoor heat exchanger 205 is connected to the refrigerant flow channel outlet of the water-cooled heat exchanger 101.

[0079] See also Figure 3 In this embodiment, the refrigerant circuit 200 may further include a first expansion valve 206. The first expansion valve 206 is disposed between the refrigerant inlet of the second outdoor heat exchanger 205 and the refrigerant outlet of the water-cooled heat exchanger 101, and is used to control the flow state of the refrigerant between the water-cooled heat exchanger 101 and the second outdoor heat exchanger 205. Based on the flow-limiting function of the expansion valve, by providing the first expansion valve 206 between the water-cooled heat exchanger 101 and the second outdoor heat exchanger 205, the refrigerant flow rate to the second outdoor heat exchanger 205 can be controlled according to the temperature of the second outdoor heat exchanger 205, thereby achieving reasonable heat exchange at the second outdoor heat exchanger 205.

[0080] Please continue reading Figure 3In some embodiments of this disclosure, the refrigerant circuit 200 may further include a bypass valve connected in parallel with the second outdoor heat exchanger 205, used to bypass the second outdoor heat exchanger 205 in certain operating modes. The aforementioned operating modes may be those where the outside temperature is too low to allow for heat absorption and heating via an external air heat exchanger, including a first ultra-low temperature heating mode and a second ultra-low temperature heating mode. How the thermal management system operates in the first and second ultra-low temperature heating modes will be analyzed later.

[0081] In this embodiment, the bypass valve used is a second expansion valve 207. The branch containing the second expansion valve 207 is connected in parallel with the branch formed by the first expansion valve 206 and the second outdoor heat exchanger 205, so as to realize the bypass of the second outdoor heat exchanger 205 in a specific operating mode. In other embodiments, the bypass valve may also be other types of valves, such as a three-way valve. In this case, the inlet end of the bypass valve should be connected to the outlet end of the first expansion valve 206, so that the refrigerant flow through the bypass valve is controlled by the first expansion valve 206 when the second outdoor heat exchanger 205 is bypassed.

[0082] With the second expansion valve 207 installed and the second outdoor heat exchanger 205 bypassed through the second expansion valve 207, a problem may arise where the refrigerant flowing through the second expansion valve 207 flows backward into the second outdoor heat exchanger 205 from its refrigerant channel outlet. In both the first and second ultra-low temperature heating modes, if the refrigerant flows backward into the second outdoor heat exchanger 205, the second outdoor air exchanger will actually become a heat sink, leading to heat loss and refrigerant accumulation in the thermal management system.

[0083] To avoid the problems mentioned above, in some embodiments of this disclosure, a first one-way valve 208 may be provided at the refrigerant flow channel outlet of the second outdoor heat exchanger 205. The first one-way valve 208 is used to prevent refrigerant from flowing back into the second outdoor heat exchanger 205 from the refrigerant flow channel outlet of the second outdoor heat exchanger 205.

[0084] Please continue reading Figure 3 In some embodiments of this disclosure, the refrigerant circuit 200 may further include a condenser 209. The refrigerant inlet of the condenser 209 is connected to the refrigerant outlet of the refrigerant compressor 201, and the refrigerant outlet of the condenser 209 is connected to the refrigerant inlet of the water-cooled heat exchanger 101. The condenser 209 is a heat exchanger that dissipates heat from the high-temperature, high-pressure refrigerant compressed by the compressor 201; it is installed inside the vehicle's passenger compartment to heat the air inside the compartment.

[0085] In practice, the carriage is equipped with a heating and ventilation fan and a first air duct regulating damper. When it is necessary to use the condenser 209 to heat the air in the carriage, the heating and ventilation fan and the first air duct regulating damper are opened, allowing the air in the carriage to flow through the condenser 209 and absorb heat.

[0086] Of course, in other embodiments of this disclosure, the refrigerant circuit 200 may not have a condenser 209. Accordingly, the thermal management system will not have the function of heating the passenger compartment.

[0087] Please continue reading Figure 3 In some embodiments of this disclosure, the refrigerant circuit 200 may further include an evaporator 210. The refrigerant flow path of the evaporator 210 is connected in parallel with the refrigerant flow path of the battery cooler 301. In order to throttle the medium-temperature, high-pressure liquid refrigerant into a low-temperature, low-pressure liquid refrigerant for evaporation and heat absorption in the evaporator 210, a fourth throttling valve 212 is also provided at the inlet end of the refrigerant flow path of the evaporator 210.

[0088] In practice, the carriage is equipped with a heating and ventilation fan and a second air duct regulating damper. When it is necessary to use the evaporator 210 to cool down the air in the carriage, the heating and ventilation fan and the second air duct regulating damper are opened, allowing the air in the carriage to flow through the evaporator 210 and release heat.

[0089] As analyzed above, because the evaporator 210 and the battery cooler 301 are connected in parallel, in some operating modes, the refrigerant flowing through the battery cooler 301 may flow backward from the refrigerant outlet of the evaporator 210 into the evaporator 210 for evaporation and heat dissipation, as well as refrigerant accumulation, thus affecting the normal operation of the system. To avoid this problem, such as... Figure 3 As shown in this embodiment, a second one-way valve 211 is also provided at the refrigerant channel outlet of the evaporator 210. The second one-way valve 211 is used to prevent refrigerant from flowing back into the evaporator 210 from the refrigerant channel outlet.

[0090] In the aforementioned embodiment, an evaporator 210 is provided in the refrigerant circuit 200. In other embodiments of this disclosure, the refrigerant circuit 200 may not have an evaporator 210. Accordingly, the thermal management system will not have the function of cooling the vehicle compartment.

[0091] Please continue to participate. Figure 3 In some further embodiments of this disclosure, the power unit coolant circulation branch 100 may also include a first three-way valve 106 and a four-way valve 107.

[0092] The first port of the first three-way valve 106 is connected to the coolant outlet of the first outdoor heat exchanger 102, the second port of the first three-way valve 106 is connected to the coolant outlet of the water-cooled heat exchanger 101, and the outlet of the first three-way valve 106 is connected to the first port of the four-way valve 107. The first three-way valve 106 is used to bypass the first outdoor heat exchanger 102 in the target operating mode, and no longer uses the first outdoor heat exchanger 102 to exchange heat with the air. In specific implementation, the aforementioned target operating mode includes a waste heat recovery mode and a second ultra-low temperature heating mode.

[0093] The first port of the four-way valve 107 is connected to the outlet of the first three-way valve 106, and the second and third ports of the four-way valve 107 are connected to the battery management branch, which is used to connect the battery management branch and the power unit coolant circulation branch 100 in series as a coolant circulation loop in the target working mode.

[0094] In other words, under the target operating mode, the water-cooled heat exchanger 101, the second water pump 303, the battery cooler 301, the battery heat exchanger, the first water pump 103, and the power unit heat exchanger (including the aforementioned first three-way valve 106 and four-way valve 107) form a coolant circulation loop. By connecting the power unit coolant circulation branch 100 and the battery coolant circulation branch 300 in series to form a circulation loop under the target operating mode, the refrigerant compression function in the refrigerant circuit 200 can be fully utilized, and the heat generated by the battery or power unit during operation can be fully recovered. This will be explained further when analyzing the specific operating mode later.

[0095] Please continue reading Figure 3 In some embodiments, the battery coolant circulation branch 300 may further include a second three-way valve 305. The first port of the second three-way valve 305 is connected to the refrigerant outlet of the battery cooler 301, the second port of the second three-way valve 305 is connected to the refrigerant outlet of the battery heat exchanger 302, and the outlet of the second three-way valve 305 is connected to the first port of the four-way valve 107, for bypassing the battery heat exchanger 302 in at least one operating mode. The aforementioned operating mode is either a first ultra-low temperature heating mode or a second ultra-low temperature heating mode. In the first ultra-low temperature heating mode and the second ultra-low temperature heating mode, because the ambient temperature is too low, the heat generated during battery discharge is only sufficient to maintain its own temperature within a reasonable operating range. Therefore, the coolant is no longer allowed to flow through the battery pack radiator, but the battery pack radiator is directly bypassed.

[0096] It should be noted that when the battery coolant circulation branch 300 bypasses the battery heat exchanger 302 using the second three-way valve 305, the coolant in the battery coolant circulation branch 300 circulates, but does not flow through the battery heat exchanger 302. In other words, it is not for battery thermal management, but for other functions. Please refer to the analysis of the operating mode later for related details.

[0097] Please continue reading Figure 3 In some embodiments of this disclosure, the battery coolant circulation branch 300 may further include an electric heater 306. The electric heater 306 is connected in series with the battery cooler 301 and is used to electrically heat the coolant flowing through the battery coolant circulation branch 300 in at least one operating mode. In certain operating modes, the heat generated during battery operation and / or power unit operation is insufficient to meet the heat requirements of the entire thermal management system. In this case, by using the electric heater 306 to heat the coolant, sufficient heat energy can be provided to the entire thermal management system, ensuring that the thermal management system meets the vehicle's heating needs.

[0098] As analyzed above, the thermal management system in this embodiment can operate in various modes, including battery cooling mode (specifically, battery fast charging and cooling mode under battery fast charging), vehicle compartment cooling mode, combined cooling mode (i.e., simultaneously cooling the vehicle compartment and battery), vehicle compartment heating mode, waste heat recovery mode, first ultra-low temperature heating mode, second ultra-low temperature heating mode, single-evaporation dehumidification mode, and dual-evaporation dehumidification mode. The following analysis examines how the thermal management system operates under these various modes. Figure 3 The thermal management system shown is executed. Of course, some of its operating modes can also be... Figure 2 Or by Figure 3 It is executed in other thermal management systems composed of some components of the central thermal management system.

[0099] 1. Battery cooling mode

[0100] Figure 4 These are schematic diagrams illustrating the cyclic operation of the thermal management system in battery cooling mode in some embodiments. Battery cooling mode can be used during vehicle operation when the battery is releasing heat, or during vehicle parking when the battery is charging. Its core function is to cool the battery and control it within a set operating temperature range.

[0101] like Figure 4As shown, in battery cooling mode: (1) Ports AB and CD of the four-way valve 107 are connected, so that the battery coolant circulation branch 300 and the power unit coolant circulation branch 100 form two independent coolant circulation loops; (2) The inlet B (second port) of the second three-way valve 305 is connected to the outlet C; (3) The second expansion valve 207 is closed, and the refrigerant flows through the second outdoor heat exchanger 205; (4) The inlet A and outlet C of the first three-way valve 106 are connected.

[0102] In battery cooling mode, the heat exchange process of the coolant in the battery coolant circulation branch 300 is as follows: Driven by the second water pump 303, the coolant in the battery coolant circulation branch 300 absorbs heat through the battery heat exchanger 302, and then flows into the battery cooler 301 after passing through the second three-way valve 305, the four-way valve 107, the second water pump 303, and the electric heater 306. In the battery cooler 301, the coolant and the refrigerant exchange heat, transferring the heat to the low-temperature, low-pressure liquid refrigerant flowing through the battery cooler 301.

[0103] In battery cooling mode, the heat exchange process of refrigerant circuit 200 is as follows: After the gaseous refrigerant is compressed into high-temperature and high-pressure gaseous refrigerant by compressor 201, the high-temperature and high-pressure gaseous refrigerant flows through condenser 209 and then through water-cooled heat exchanger 101, where heat exchange occurs, transferring some of the heat to the coolant in the power unit coolant circulation branch 100; subsequently, the high-temperature and high-pressure gaseous refrigerant enters the second outdoor heat exchanger 205 after passing through the first expansion valve 206, and in the second The outdoor heat exchanger 205 dissipates heat, forming a low-temperature, high-pressure liquid refrigerant. This low-temperature, high-pressure liquid refrigerant then flows through the third expansion valve 213 and, after being throttled by the third throttling valve, becomes a low-temperature, low-pressure liquid refrigerant, which enters the battery cooler 301. In the battery cooler 301, the low-temperature, low-pressure liquid refrigerant evaporates and absorbs heat, becoming a low-temperature, low-pressure gaseous refrigerant. Then, the low-temperature, low-pressure gaseous refrigerant exiting the battery cooler 301 passes through the gas-liquid separator 204 and flows back to the compressor 201 for compression. In the refrigerant circuit 200, the water-cooled heat exchanger 101 and the second outdoor heat exchanger 205 function as condensers, achieving the condensation of the high-temperature, high-pressure gaseous refrigerant and transferring heat to the power unit coolant circulation branch 100 and the outdoor air, respectively.

[0104] In battery cooling mode, the heat exchange process of the power unit coolant circulation branch 100 is as follows: Driven by the first water pump 103, the coolant in the power unit coolant circulation branch 100 flows through the first sub-heat exchanger 104 (motor controller heat exchanger) and the second sub-heat exchanger 105 (drive motor heat exchanger), and then flows through the water-cooled heat exchanger 101 to absorb the heat of the high-temperature and high-pressure refrigerant and become high-temperature coolant. The high-temperature coolant flows through the first outdoor heat exchanger 102 to dissipate heat, and the cooled coolant flows back to the first sub-heat exchanger 104 through the first three-way valve 106, the four-way valve 107 and the first water pump 103.

[0105] It should be noted that the battery cooling mode can be a cooling mode during the battery's heat dissipation process while the vehicle is in motion, or a cooling mode during the battery's charging process while the vehicle is stationary; this disclosure does not limit the specific implementation. In practice, if the vehicle is in motion and the power unit is at a high temperature while in battery cooling mode, the power unit coolant circulation branch 100 can simultaneously dissipate heat from the power unit. If the vehicle is charging and the ambient temperature is low, the power unit in the power unit coolant circulation branch 100 can also act as a heat source to dissipate heat to the outside.

[0106] The cooling mode of the thermal management system provided in this embodiment uses a water-cooled heat exchanger 101 to transfer some of the heat from the refrigerant circuit 200 to the power unit coolant circulation branch 100. The first outdoor heat exchanger 102 of the power unit coolant circulation branch 100 then dissipates the heat into the air, solving the problem of insufficient heat dissipation caused by the size limitation of the second external air radiator. This increases the overall thermal management system's efficiency in cooling the battery. Especially when the battery is in fast charging mode, the thermal management system ensures that the battery temperature remains within a reasonable range, thereby maintaining a high current during fast charging and improving the fast charging power.

[0107] 2. Car compartment cooling mode

[0108] Figure 5 This is a schematic diagram illustrating the cyclic operation of the thermal management system in the passenger compartment cooling mode in some embodiments. The passenger compartment cooling mode can be executed when the vehicle is in motion or when the vehicle is parked. Its core function is to cool the air in the passenger compartment using refrigerant, so that the passenger compartment temperature is within the set temperature range.

[0109] like Figure 5As shown, in the vehicle compartment cooling mode: (1) the CD port in the four-way valve 107 is connected, so that the battery coolant circulation branch 300 and the power unit coolant circulation branch 100 form two independent coolant circulation loops; however, at this time, the second water pump 303 in the battery coolant circulation branch 300 does not work, and the coolant in it does not circulate; (2) the second expansion valve 207 is closed, and the refrigerant flows through the second outdoor heat exchanger 205; (3) the inlet A and outlet C of the first three-way valve 106 are connected.

[0110] In the vehicle compartment cooling mode, the heat exchange process of the refrigerant circuit 200 is as follows: After the gaseous refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 201, the high-temperature, high-pressure gaseous refrigerant flows through the condenser 209 and the water-cooled heat exchanger 101 (in some cases, especially when the vehicle compartment is in a high-temperature state, the heat in the high-temperature, high-pressure gaseous refrigerant may also be transferred to the coolant in the power unit coolant circulation branch 100 through the water-cooled heat exchanger 101), and then enters the second outdoor heat exchanger 205 through the first expansion valve 206, where it dissipates heat and forms a medium-temperature, high-pressure liquid refrigerant. Subsequently, the medium-temperature, high-pressure refrigerant flows through the fourth throttle valve 212, and under the throttling action of the fourth expansion valve, it becomes a low-temperature, low-pressure refrigerant and enters the evaporator 210 to evaporate and absorb heat; then, the low-temperature, low-pressure gaseous refrigerant flowing out of the evaporator 210 passes through the gas-liquid separator 204 and flows back to the compressor 201 for compression. In the refrigerant circuit 200, the second outdoor heat exchanger 205 is used as a radiator (in some cases, the water-cooled heat exchanger 101 is also used as a radiator), which realizes the cooling of the high-temperature and high-pressure gaseous refrigerant.

[0111] In the cabin cooling mode, the heat exchange process of the power unit coolant circulation branch 100 is as follows: Driven by the first water pump 103, the coolant in the power unit coolant circulation branch 100 flows through the first sub-heat exchanger 104 (motor controller heat exchanger) and the second sub-heat exchanger 105 (drive motor heat exchanger), and then flows through the water-cooled heat exchanger 101 (when the refrigerant temperature flowing through the water-cooled heat exchanger 101 is very high, the coolant will absorb heat from the refrigerant and rise in temperature). The coolant then flows through the first outdoor heat exchanger 102 for heat dissipation. After heat dissipation, the coolant returns to the first sub-heat exchanger 104 via the first three-way valve 106, the four-way valve 107, and the first water pump 103. In specific implementations, if the vehicle is in motion and the power unit is at a high temperature in the cabin cooling mode, the power unit coolant circulation branch 100 can simultaneously dissipate heat from the power unit.

[0112] 3. Combined cooling mode

[0113] As analyzed earlier, the combined cooling mode is a mode that cools both the passenger compartment and the battery simultaneously. Figure 6These are schematic diagrams illustrating the cyclic operation of the thermal management system in combined cooling mode in some embodiments. Combined cooling mode can be implemented when the vehicle is in motion or when the vehicle is parked. Its core principle is to simultaneously cool the battery cooler 301 and the cabin air using refrigerant, so that the battery temperature and the cabin temperature are both within their respective set temperature ranges.

[0114] like Figure 6 As shown, compared to the aforementioned battery cooling mode, the combined cooling mode simply means that, in the battery cooling mode, the medium-temperature, high-pressure liquid refrigerant is throttled through the fourth expansion valve to become a low-temperature, low-pressure liquid refrigerant before entering the evaporator 210. For convenience, the combined cooling mode will not be analyzed in detail here; relevant content can be found in the aforementioned battery cooling mode and vehicle compartment cooling mode.

[0115] 4. Carriage heating mode

[0116] The cabin heating mode is used when the ambient temperature is not too low, utilizing the refrigerant circuit 200 to absorb heat and heat the cabin air. The cabin heating mode can be activated while the vehicle is in motion, when the vehicle is parked, and under certain special environmental conditions, it can also be activated while the battery is charging (e.g., when the ambient temperature is low and the battery is charging slowly).

[0117] Figure 7 These are schematic diagrams illustrating the cyclic operation of the thermal management system in the carriage heating mode in some embodiments. For example... Figure 7 As shown, in some embodiments, under the vehicle compartment heating mode, the second water pump 303 in the battery coolant circulation branch 300 and the first water pump 103 in the power unit coolant circulation branch 100 do not work, and the coolant therein does not circulate.

[0118] In the vehicle's heating mode, the heat exchange process of the refrigerant circuit 200 is as follows: After the gaseous refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 201, it heats the air flowing through the condenser 209, thus heating the air inside the vehicle and transforming into a medium-temperature, high-pressure liquid refrigerant. The medium-temperature, high-pressure refrigerant then passes through the water-cooled heat exchanger 101, where it only acts as a refrigerant flow path and does not participate in heat exchange. After passing through the water-cooled heat exchanger 101, the high-pressure, medium-temperature refrigerant, under the throttling action of the first expansion valve 206, becomes a low-temperature, low-pressure liquid refrigerant and passes through the second outdoor heat exchanger 205. In the second outdoor heat exchanger 205, the low-temperature, low-pressure liquid refrigerant evaporates and absorbs heat, becoming a low-temperature, low-pressure gaseous refrigerant. The low-temperature, low-pressure gaseous refrigerant then passes through the third expansion valve 213 and the battery cooler 301, where it only acts as a flow path and does not perform heat transfer. Finally, the low-temperature, low-pressure gaseous refrigerant flowing out of the battery cooler 301 returns to the compressor 201 after passing through the gas-liquid separator 204.

[0119] 5. Waste heat recovery mode

[0120] Waste heat recovery mode is a mode that recovers the heat generated during the operation of the battery and power unit, and uses the recovered heat to heat the air in the vehicle cabin. Waste heat recovery mode is mostly used during vehicle operation.

[0121] Figure 8 These are schematic diagrams illustrating the cyclic operation of the thermal management system in waste heat recovery mode in some embodiments. For example... Figure 8 As shown, in the waste heat recovery mode: (1) the AD port and BC port of the four-way valve 107 are connected, and the battery coolant circulation branch 300 and the power unit coolant circulation branch 100 are connected in series to form a large coolant circulation loop; (2) the BC port of the second three-way valve 305 is connected; (3) the BC port of the first three-way valve 106 is connected; (4) the second expansion valve 207 is closed; (5) the fourth expansion valve 212 is closed.

[0122] In waste heat recovery mode, the coolant heat exchange process in the coolant circulation loop is as follows: Driven by the first water pump 103 and / or the second water pump 303, the coolant flows through the second water pump 303 and the electric heater 306. At this time, the heating function of the electric heater 306 is turned off, and the electric heater 306 is only a coolant flow channel. The coolant flowing through the electric heater 306 enters the battery cooler 301 and releases heat, transferring the heat to the refrigerant. The coolant flowing out of the battery cooler 301 then enters the battery heat exchanger 302, where it absorbs heat and heats up. The coolant flowing out of the battery heat exchanger 302 passes through the BC port of the second three-way valve 305, the AD port of the four-way valve 107, and the first water pump 103, and continues to absorb heat and heat up when it flows through the first sub-heat exchanger 104 (motor controller heat exchanger) and the second sub-heat exchanger 105 (drive motor heat exchanger). The coolant then flows through the water-cooled heat exchanger 101 to continue absorbing heat and increasing its temperature. After flowing through the BC port of the first three-way valve 106 and the CB port of the four-way valve 107, it flows back to the second water pump 303, completing the circulation in the coolant circulation loop.

[0123] In waste heat recovery mode, the heat exchange process of refrigerant circuit 200 is as follows: After the gaseous refrigerant is compressed into high-temperature and high-pressure refrigerant by compressor 201, the high-temperature and high-pressure gaseous refrigerant heats the air flowing through condenser 209, thereby heating the air inside the vehicle compartment and becoming medium-temperature and high-pressure liquid refrigerant. The medium-temperature and high-pressure liquid refrigerant further dissipates heat through water-cooled heat exchanger 101, increasing subcooling, and becomes low-pressure and low-temperature liquid refrigerant under the throttling action of first expansion valve 206. The low-temperature and low-pressure liquid refrigerant absorbs heat from the air when passing through second outdoor heat exchanger 205. At this time, third expansion valve 213 is fully open, and the low-temperature and low-pressure liquid refrigerant or mixed refrigerant enters battery cooler 301 to absorb heat, becoming low-temperature and low-pressure gaseous refrigerant. After passing through gas-liquid separator 204, the low-temperature and low-pressure gaseous refrigerant returns to electric compressor 201, completing the cycle.

[0124] 6. First ultra-low temperature heating mode

[0125] The first ultra-low temperature heating mode is a working mode in which the vehicle compartment is heated by absorbing heat generated by the electric heater 306 when the ambient temperature is too low (e.g., below -10℃) to absorb heat from the air using the first outdoor heat exchanger 102 and / or the second outdoor heat exchanger 205. The first ultra-low temperature heating mode can be used when the vehicle is parked.

[0126] Figure 9 These are schematic diagrams illustrating the cyclic operation of the thermal management system in the first ultra-low temperature heating mode in some embodiments. For example... Figure 9 As shown, in the first ultra-low temperature heating mode: (1) the first water pump 103 in the coolant circulation branch 100 of the power unit does not work, and the coolant in the corresponding power unit coolant circulation branch 100 does not circulate; (2) the AB port in the four-way valve 107 is connected; (3) the AC port of the second three-way valve 305 is connected to realize the bypass of the battery heat exchanger 302; (4) the second expansion valve 207 is opened, the first expansion valve 206 is closed, and the second outdoor heat exchanger 205 in the refrigerant circuit 200 is bypassed.

[0127] In the first ultra-low temperature heating mode, the heat exchange process of the coolant in the battery coolant circulation branch 300 is as follows: Driven by the second water pump 303, when the coolant flows through the electric heater 306, it absorbs the heat generated by the operation of the electric heater 306 and its temperature rises; then, the cooling heat flows through the battery cooler 301 and releases heat in the battery cooler 301, releasing the heat to the refrigerant in the refrigerant circuit 200 through the battery cooler 301; then the coolant flows back to the second water pump 303 through the AC port of the second three-way valve 305 and the AB port of the four-way valve 107, completing one cycle.

[0128] In the first ultra-low temperature heating mode, the refrigerant heat exchange process in the refrigerant circuit 200 is as follows: After the gaseous refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 201, the high-temperature, high-pressure gaseous refrigerant heats the air flowing through the condenser 209, thereby heating the air inside the vehicle compartment, and then becomes a medium-temperature, high-pressure liquid refrigerant. The medium-temperature, high-pressure liquid refrigerant flows through the water-cooled heat exchanger 101 and the second expansion valve 207, and under the throttling action of the third expansion valve 213, it becomes a low-temperature, low-pressure liquid refrigerant and enters the battery cooler 301. The low-temperature, low-pressure liquid refrigerant absorbs heat at the battery cooler 301 and becomes a low-temperature, low-pressure gaseous refrigerant; then, the low-temperature, low-pressure gaseous refrigerant passes through the gas-liquid separator 204 and returns to the compressor 201, completing the cycle.

[0129] 7. Second ultra-low temperature heating mode

[0130] The second ultra-low temperature heating mode is a working mode in which the vehicle compartment is heated by absorbing heat generated by the electric heater 306 and / or the power unit when the ambient temperature is too low (e.g., below -10℃) to absorb heat from the air using the first outdoor heat exchanger 102 and / or the second outdoor heat exchanger 205. The second ultra-low temperature heating mode can be used when the vehicle is in motion (especially at high speeds).

[0131] Figure 10 These are schematic diagrams illustrating the cyclic operation of the thermal management system in the second ultra-low temperature heating mode in some embodiments. For example... Figure 10 As shown, in the second ultra-low temperature heating mode; (1) the BC port and AD port of the four-way valve 107 are connected, so that the battery coolant circulation branch 300 and the power unit coolant circulation branch 100 are connected in series to form a coolant circulation loop; (2) the AC port of the second three-way valve 305 is connected to realize the bypass of the battery heat exchanger 302; (3) the second expansion valve 207 is opened and the first expansion valve 206 is closed, so that the second outdoor heat exchanger 205 in the refrigerant circuit 200 is bypassed; (4) the BC port of the first three-way valve 106 is connected to realize the bypass of the first external air radiator.

[0132] In the second ultra-low temperature heating mode, the coolant heat exchange process in the coolant circulation loop is as follows: Driven by the first water pump 103 and / or the second water pump 303, the coolant flows through the second water pump 303 and the electric heater 306. Depending on the working heat release state of the power system, the electric heater 306 may not be in a working state, may be in a low-power heat release state, or may be in a high-power heat release state. Correspondingly, the coolant may absorb heat and rise in temperature when passing through the electric heater 306, or it may not absorb heat and rise in temperature. Subsequently, the coolant flows through the AC port of the second three-way valve 305 and the AD port of the four-way valve 107, and sequentially flows through the first sub-heat exchanger 104 (motor controller heat exchanger) and the second sub-heat exchanger 105 (drive motor heat exchanger) to absorb heat and rise in temperature. Subsequently, the coolant flows through the water-cooled heat exchanger 101 to continue absorbing heat and increasing its temperature; then, the cooling heat flows through the BC port of the first three-way valve 106 and the CB port of the four-way valve 107 before flowing back to the second water pump 303, completing the circulation in the coolant circulation loop.

[0133] In the second ultra-low temperature heating mode, the refrigerant heat exchange process in the refrigerant circuit 200 is as follows: After the gaseous refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 201, the high-temperature, high-pressure gaseous refrigerant heats the air flowing through the condenser 209, thereby heating the air inside the vehicle compartment, and then becomes a medium-temperature, high-pressure liquid refrigerant. The medium-temperature, high-pressure liquid refrigerant flows through the water-cooled heat exchanger 101 and the second expansion valve 207, and under the throttling action of the third expansion valve 213, it becomes a low-temperature, low-pressure liquid refrigerant and then enters the battery cooler 301, where it absorbs heat and becomes a low-temperature, low-pressure gaseous refrigerant; subsequently, the low-temperature, low-pressure gaseous refrigerant passes through the gas-liquid separator 204 and returns to the electric compressor 201, completing the cycle.

[0134] Since the heating of the carriage can be achieved by absorbing the heat generated when the power unit is working in the second ultra-low temperature heating mode, the heating power of the electric heater 306 can be reduced, thereby improving the utilization efficiency of battery power.

[0135] 8. Single-steam dehumidification mode

[0136] The single-evaporation dehumidification mode is used to dehumidify and heat the air inside the vehicle when the ambient temperature is not particularly low and the air humidity is high. The single-evaporation dehumidification mode can be used while the electric vehicle is in motion (mostly at low speeds), or it can be used when the electric vehicle is parked or even charging (it should be noted that the single-evaporation dehumidification mode is not used in most fast charging modes).

[0137] Figure 11 These are schematic diagrams illustrating the cyclic operation of the thermal management system in single-evaporation dehumidification mode in some embodiments. For example... Figure 11As shown, under the single-evaporation dehumidification model: (1) the first water pump 103 does not work, and the coolant in the corresponding power unit coolant circulation branch 100 does not circulate; (2) the second water pump 303 does not work, and the coolant in the corresponding battery coolant circulation branch 300 does not circulate; (3) the second expansion valve 207 is closed, and the second outdoor heat exchanger 205 is not bypassed.

[0138] In single-evaporation dehumidification mode, the refrigerant heat exchange process in refrigerant circuit 200 is as follows: After the gaseous refrigerant is compressed into high-temperature and high-pressure refrigerant by compressor 201, the high-temperature and high-pressure gaseous refrigerant heats the air flowing through condenser 209, thereby heating the air inside the vehicle compartment; then the high-temperature and high-pressure gaseous refrigerant flows through water-cooled heat exchanger 101, at which time water-cooled heat exchanger 101 is only used as a flow channel. Then the high-temperature and high-pressure refrigerant passes through the first expansion valve 206 and the second outdoor heat exchanger 205, and continues to release heat at the second outdoor heat exchanger 205, becoming medium-temperature and high-pressure liquid refrigerant. Then, the medium-temperature, high-pressure liquid refrigerant is transformed into a low-temperature, low-pressure liquid refrigerant by the throttling action of the fourth expansion valve. It passes through the evaporator 210, where it evaporates and absorbs heat to become a low-temperature, low-pressure gaseous refrigerant, thereby cooling and dehumidifying the air flowing through the evaporator 210. After passing through the gas-liquid separator 204, the low-temperature, low-pressure gaseous refrigerant returns to the electric compressor 201, completing the cycle.

[0139] It should be noted that in single-evaporation dehumidification mode, the air in the carriage first flows through the evaporator 210 to be cooled and dehumidified before passing through the condenser 209 to absorb heat and be heated.

[0140] 9. Dual-steam dehumidification mode

[0141] Dual-evaporation dehumidification mode is used when the ambient temperature is not particularly low but the air humidity is high. It dehumidifies and heats the air inside the vehicle while simultaneously cooling the battery. Dual-evaporation dehumidification mode is often used when the vehicle is in motion and the battery is discharging at high power, generating excessive heat.

[0142] Figure 12 These are schematic diagrams illustrating the cyclic operation of the thermal management system in dual evaporation and humidification mode in some embodiments. For example... Figure 12 As shown, (2) the AB port of the four-way valve 107 is connected; (3) the BC port of the second three-way valve 305 is connected, and the battery heat exchanger 302 is not bypassed; (4) the second expansion valve 207 is closed, and the second outdoor heat exchanger 205 is not bypassed.

[0143] In dual-evaporation dehumidification mode, the refrigerant heat exchange process in refrigerant circuit 200 is as follows: After the gaseous refrigerant is compressed into high-temperature and high-pressure refrigerant by compressor 201, the high-temperature and high-pressure gaseous refrigerant heats the air flowing through condenser 209, thereby heating the air inside the vehicle compartment. Subsequently, the high-temperature and high-pressure refrigerant flows through water-cooled heat exchanger 101, at which time water-cooled heat exchanger 101 is only used as a flow channel. Then, the high-temperature and high-pressure gaseous refrigerant passes through the first expansion valve 206 and then through the second outdoor heat exchanger 205, where it continues to release heat and becomes medium-temperature and high-pressure liquid refrigerant. Next, a portion of the medium-temperature, high-pressure liquid refrigerant, under the throttling effect of the fourth expansion valve, becomes a low-temperature, low-pressure liquid refrigerant and passes through the evaporator 210. Within the evaporator 210, it evaporates and absorbs heat, becoming a low-temperature, low-pressure gaseous refrigerant, thus cooling and dehumidifying the air flowing through the evaporator 210. Another portion of the low-temperature, high-pressure liquid refrigerant, under the throttling effect of the third expansion valve 213, passes through the battery cooler 301 and evaporates within it, absorbing heat from the coolant in the battery coolant circulation branch 300, becoming a low-temperature, low-pressure gaseous refrigerant. Finally, the low-temperature, low-pressure gaseous refrigerant passes through the gas-liquid separator 204 and returns to the electric compressor 201, completing the cycle.

[0144] In the dual-evaporation dehumidification mode, the heat exchange process of the coolant in the battery coolant circulation branch 300 is as follows: Driven by the second water pump 303, the coolant flows through the electric heater 306. At this time, the electric heater 306 is not working; it only serves as a flow channel. Subsequently, the coolant flows through the battery cooler 301 to release heat and cool down. Then, the cooled coolant flows through the battery heat exchanger 302 to absorb heat and heat up. Finally, the heated coolant flows back to the second water pump 303 through the BC port of the second expansion valve 207 and the AB port of the four-way valve 107, completing one heat exchange cycle.

[0145] In addition to providing the aforementioned control method for a thermal management system, this disclosure also provides a control method for a thermal management system. This control method can be applied to the control of at least one thermal management system described in the foregoing embodiments.

[0146] In some embodiments, the thermal management control method includes controlling the refrigerant in the refrigerant circuit 200 to evaporate and dissipate heat at the water-cooled heat exchanger 101. By controlling the refrigerant to release heat at the water-cooled heat exchanger 101, at least a portion of the heat carried by the high-temperature, high-pressure refrigerant formed by the compression of the refrigerant circuit 200 can be dissipated into the air through the first outdoor heat exchanger 102.

[0147] In some embodiments, the thermal management system further includes a battery coolant circulation branch 300, which includes a battery cooler 301; the coolant circulation branch and the refrigerant circuit 200 exchange heat through the battery cooler 301. The corresponding control method also includes controlling the refrigerant in the refrigerant circuit 200 to evaporate and absorb heat at the battery cooler 301 under a target operating mode. The target operating mode includes a combined cooling mode or a battery cooling mode. For specific heat dissipation methods in the combined cooling mode and battery cooling mode, please refer to the preceding analysis of the combined cooling mode and battery cooling mode.

[0148] In some embodiments, when the thermal management system includes a second outdoor heat exchanger 205, the thermal management control method further controls the refrigerant in the refrigerant circuit 200 to dissipate heat at the second outdoor heat exchanger in the target operating mode, so that at least a portion of the heat carried by the refrigerant in the refrigerant circuit 200 is dissipated into the air through the second outdoor heat exchanger 205.

[0149] In some embodiments, the thermal management system further includes an evaporator 210. The thermal management control method achieves a vehicle compartment cooling mode by controlling the refrigerant to release heat at the water-cooled heat exchanger 101 and the second external control heat exchanger, and controlling the refrigerant to absorb heat at the evaporator 210.

[0150] In some embodiments, the thermal management system further includes a condenser 209. The thermal management control method achieves a vehicle cabin heating mode by controlling the heat dissipation of the high-temperature, high-pressure refrigerant at the condenser 209 and controlling the evaporation and heat absorption of the low-temperature, low-pressure refrigerant in the second outdoor heat exchanger 205.

[0151] In some embodiments, the thermal management control method implements the waste heat recovery mode by performing the following operations: (1) controlling the BC port and AD port of the four-way valve 107 to connect, so that the battery coolant circulation branch 300 and the power unit coolant circulation branch 100 are connected in series to form a coolant circulation loop; (2) controlling the inlet B (second port) of the second three-way valve 305 to connect with the outlet C; (3) controlling the second expansion valve 207 to close; (4) controlling the inlet B and outlet C of the first three-way valve 106 to connect; (5) controlling the coolant to absorb heat at the battery heat exchanger 302, the first sub-heat exchanger 104, the second sub-heat exchanger 105 and the water-cooled heat exchanger 101, and to release heat at the battery cooler 301; (6) controlling the refrigerant to release heat at the condenser 209, and controlling the refrigerant to release heat at the water-cooled heat exchanger 101, and to absorb heat in the second outdoor heat exchanger 205 and the battery cooler 301.

[0152] In some embodiments, the thermal management control method implements a first ultra-low temperature heating mode by performing the following operations: (1) controlling the AB port of the four-way valve 107 to be connected and the AC port of the second three-way valve 305 to be connected to bypass the battery heat exchanger 302; (2) controlling the second expansion valve 207 to be opened and the first expansion valve 206 to be closed; (3) controlling the electric heater 306 to work, controlling the refrigerant in the battery coolant circulation branch 300 to absorb heat at the electric heater and release heat at the battery cooler 301; (4) controlling the refrigerant to release heat at the condenser 209 and controlling the refrigerant to absorb heat at the battery cooler 301.

[0153] In some embodiments, the thermal management control method implements the second ultra-low temperature heating mode by performing the following operations: (1) controlling the BC port and AD port of the four-way valve 107 to connect, so that the battery coolant circulation branch 300 and the power unit coolant circulation branch 100 are connected in series to form a coolant circulation loop; (2) controlling the AC connection of the second three-way valve 305 to bypass the battery heat exchanger 302; (3) controlling the second expansion valve 207 to open and the first expansion valve 206 to close; (4) controlling the BC port of the first three-way valve 106 to connect, so as to bypass the first external air radiator; (5) controlling the coolant battery heater to work, controlling the coolant to absorb heat at the first sub-heat exchanger 104 and the second sub-heat exchanger 105 and absorb heat at the water-cooled heat exchanger 101, and release heat at the battery cooler 301; (6) controlling the refrigerant to release heat at the condenser 209 and controlling the refrigerant to absorb heat at the battery cooler 301.

[0154] This disclosure also provides a control device, which includes a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, it can implement the control method of the thermal management system of any of the above embodiments.

[0155] Figure 13 This is a schematic diagram of the control device provided in an embodiment of this disclosure. See below for details. Figure 13 It shows a schematic diagram of a structure suitable for implementing the control device in the embodiments of this disclosure. Figure 13 The control device shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments disclosed herein.

[0156] like Figure 13As shown, the control device 1300 may include a processing unit 1301 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in the read-only memory ROM 1302 or a program loaded from the storage device 1308 into the random access memory RAM 1303. The RAM 1303 also stores various programs and data required for the operation of the control device 1300. The processing unit 1301, ROM 1302, and RAM 1303 are interconnected via a bus 1304. An input / output (I / O) interface 1305 is also connected to the bus 1304.

[0157] Typically, the following devices can be connected to I / O interface 1305: input devices 1306 including, for example, a touchscreen, touchpad, camera, microphone, accelerometer, gyroscope, etc.; output devices 1307 including, for example, a liquid crystal display, speaker, vibrator, etc.; storage devices 1308 including, for example, magnetic tape, hard disk, etc.; and communication devices 1309. Communication device 1309 allows control device 1300 to exchange data with other devices wirelessly or via wired communication. Although Figure 13 A control device 1300 with various devices is shown; however, it should be understood that it is not required to implement or have all of the devices shown. More or fewer devices may be implemented or have alternatively.

[0158] In particular, according to embodiments of this disclosure, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this disclosure include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication device 1309, or installed from storage device 1308, or installed from ROM 1302. When the computer program is executed by processing device 1301, it performs the functions defined in the methods of embodiments of this disclosure.

[0159] It should be noted that the computer-readable medium described in this disclosure can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this disclosure, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in connection with an instruction execution system, apparatus, or device. In this disclosure, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium can be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wires, optical fibers, RF (radio frequency), etc., or any suitable combination thereof.

[0160] In some implementations, clients and servers may communicate using any currently known or future-developed network protocol such as HTTP (Hypertext Transfer Protocol), and may interconnect with digital data communication (e.g., communication networks) of any form or medium. Examples of communication networks include local area networks (“LANs”), wide area networks (“WANs”), the Internet (e.g., the Internet of Things), and peer-to-peer networks (e.g., ad hoc peer-to-peer networks), as well as any currently known or future-developed networks.

[0161] The aforementioned computer-readable medium may be included in the aforementioned control device; or it may exist independently and not assembled into the control device.

[0162] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0163] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0164] In the context of this disclosure, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include, based on electrical connections of one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0165] This disclosure also provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it can implement the methods of any of the above method embodiments. The execution method and beneficial effects are similar, and will not be described again here.

[0166] This disclosure also provides a vehicle that includes the aforementioned thermal management system. By controlling the thermal management system according to the control methods described in the various operating modes, the corresponding thermal management operating modes can be realized.

[0167] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0168] The above are merely specific embodiments of this disclosure, enabling those skilled in the art to understand or implement this disclosure. Various modifications to these embodiments will be readily 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 this disclosure. Therefore, this disclosure is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A thermal management system, characterized by: The power device cooling liquid circulation branch, the refrigerant circuit and the battery cooling liquid circulation branch; The battery cooling liquid circulation branch includes a battery cooler; the battery cooling liquid circulation branch is coupled with the refrigerant circuit through the battery cooler; The power device cooling liquid circulation branch includes a first outdoor heat exchanger, a first three-way valve and a four-way valve; The power device cooling liquid circulation branch is coupled with the refrigerant circuit through a water-cooled heat exchanger, and an outlet of a cooling liquid flow passage of the water-cooled heat exchanger is communicated with an inlet of a cooling liquid flow passage of the first outdoor heat exchanger; A first port of the first three-way valve is communicated with an outlet of a cooling liquid flow passage of the first outdoor heat exchanger, a second port of the first three-way valve is communicated with an outlet or an inlet of a cooling liquid flow passage of the water-cooled heat exchanger, and the first three-way valve is used for bypassing the first outdoor heat exchanger in a target working mode; A first port of the four-way valve is communicated with a third port of the first three-way valve, and a second port and a third port of the four-way valve are communicated with the battery cooling liquid circulation branch, so as to connect the battery cooling liquid circulation branch and the power device cooling liquid circulation branch in series as a cooling liquid circulation loop in the target working mode.

2. The system of claim 1, wherein, The refrigerant circuit further includes an evaporator; A refrigerant flow passage of the evaporator is connected in parallel with a refrigerant flow passage of the battery cooler.

3. The system of claim 1 or 2, wherein: The refrigerant circuit further includes a second outdoor heat exchanger; A refrigerant flow passage of the second outdoor heat exchanger is connected in series with a refrigerant flow passage of the water-cooled heat exchanger.

4. The system of claim 3, wherein, The refrigerant flow passage of the second outdoor heat exchanger is connected in series with the refrigerant flow passage of the water-cooled heat exchanger, specifically: An inlet of the refrigerant flow passage of the second outdoor heat exchanger is communicated with an outlet of the refrigerant flow passage of the water-cooled heat exchanger.

5. The system of claim 4, wherein, The refrigerant circuit further includes a first expansion valve; An inlet of the refrigerant flow passage of the second outdoor heat exchanger is communicated with an outlet of the refrigerant flow passage of the water-cooled heat exchanger through the first expansion valve.

6. The system of claim 3, wherein, The refrigerant circuit further includes a bypass valve; The bypass valve is connected in parallel with the second outdoor heat exchanger, and is used for bypassing the second outdoor heat exchanger in at least one working mode.

7. The system of claim 3, wherein, The refrigerant circuit further includes a condenser; An outlet of a refrigerant flow passage of the condenser is communicated with an inlet of a refrigerant flow passage of the water-cooled heat exchanger.

8. The system of claim 1, wherein, The battery cooling liquid circulation branch further includes a second three-way valve and a battery heat exchanger; A first port of the second three-way valve is communicated with an outlet of a refrigerant flow passage of the battery cooler, a second port of the second three-way valve is communicated with an outlet of a refrigerant flow passage of the battery heat exchanger, and a third port of the second three-way valve is communicated with a fourth port of the four-way valve, so as to bypass the battery heat exchanger in at least one working mode.

9. The system of claim 8, wherein, The battery cooling liquid circulation branch further includes an electric heater; The electric heater is connected in series with the battery cooler, and is used for electrically heating the cooling liquid flowing through the battery cooling liquid circulation branch in at least one working mode.

10. A control method of a thermal management system, characterized by, The heat management system comprises a power device coolant circulation branch, a refrigerant circuit and a battery coolant circulation branch; the battery coolant circulation branch comprises a battery cooler; the battery coolant circulation branch is coupled with the refrigerant circuit through the battery cooler; the power device coolant circulation branch comprises a first outdoor heat exchanger, a first three-way valve and a four-way valve; the power device coolant circulation branch is coupled with the refrigerant circuit through a water-cooled heat exchanger, an outlet of a coolant flow passage of the water-cooled heat exchanger is in communication with an inlet of a coolant flow passage of the first outdoor heat exchanger; a first port of the first three-way valve is in communication with an outlet of a coolant flow passage of the first outdoor heat exchanger, a second port of the first three-way valve is in communication with an outlet or an inlet of a coolant flow passage of the water-cooled heat exchanger, a first port of the four-way valve is in communication with a third port of the first three-way valve, second and third ports of the four-way valve are in communication with the battery coolant circulation branch, for connecting the battery coolant circulation branch and the power device coolant circulation branch in series as a coolant circulation loop in a target working mode; The method comprises: in the target working mode, controlling the first three-way valve to bypass the first outdoor heat exchanger, and controlling refrigerant in the refrigerant circuit to release heat at the water-cooled heat exchanger, so that high-temperature and high-pressure refrigerant compressed in the refrigerant circuit carries at least part of the heat and dissipates to air through the first outdoor heat exchanger.

11. The method of claim 10, wherein, In the target working mode, the refrigerant in the refrigerant circuit is controlled to evaporate and absorb heat at the battery cooler, and the target working mode comprises a combined refrigeration mode and a battery refrigeration mode.

12. The method of claim 10, wherein, The refrigerant circuit further comprises a second outdoor heat exchanger; a refrigerant flow passage of the second outdoor heat exchanger is in series communication with a refrigerant flow passage of the water-cooled heat exchanger; The method further comprises: in the target working mode, controlling the refrigerant in the refrigerant circuit to release heat at the second outdoor heat exchanger, so that at least part of the heat carried by the refrigerant in the refrigerant circuit is dissipated to air through the second outdoor heat exchanger.

13. A control device characterized by comprising: The heat management system comprises a processor and a memory, the memory is used to store a computer program; the computer program, when loaded by the processor, causes the processor to execute the control method of the heat management system according to any one of claims 10-12.

14. A computer-readable storage medium, characterized in that, The storage medium stores a computer program, when the computer program is executed by the processor, the processor realizes the control method of the heat management system according to any one of claims 10-12.

15. A vehicle characterized by comprising: The heat management system comprises the heat management system according to any one of claims 1-9.

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