Whole vehicle thermal management system and control method thereof

Abstract

The invention provides a whole vehicle heat management system and a control method thereof, and belongs to the technical field of vehicle heat management, and the whole vehicle heat management system comprises a battery heat exchange loop, a motor heat exchange loop, a heat pump heat exchange loop, a first switching mechanism and a second switching mechanism. Wherein the heat pump heat exchange loop comprises a first main pipeline, an in-cabin heat exchange branch and a battery heat exchange branch, and the in-cabin heat exchange branch and the battery heat exchange branch are connected to the first main pipeline in parallel; the first switching mechanism enables the first main pipeline to be communicated with the in-cabin heat exchange branch and / or the battery heat exchange branch to form a loop, and guides the heat pump heat exchange loop to be switched between positive circulation and reverse circulation; the second switching mechanism enables the motor heat exchange loop and the battery heat exchange loop to be connected or disconnected. According to the whole vehicle heat management system, integrated heat management of the battery heat exchange loop, the motor heat exchange loop and the heat pump heat exchange loop is achieved, and the energy utilization rate of the vehicle is effectively increased.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle thermal management, and in particular to a whole vehicle thermal management system and a control method thereof. Background Art

[0002] At present, all-terrain mountain vehicles with pure electric drive have air conditioning thermal management systems, motor thermal management systems and battery pack thermal management systems. However, all-terrain mountain vehicles on the market are limited by the body space and do not have integrated vehicle thermal management capabilities. Each heat exchange circuit works independently, resulting in high thermal management power consumption and insufficient efficiency during vehicle driving. For example, the battery heat exchange circuit in an all-terrain mountain vehicle usually adopts natural cooling. In hot weather, the battery pack discharge capacity may decrease due to insufficient heat dissipation, while in cold weather, insufficient insulation affects the discharge performance of the battery pack, and it cannot be supplemented by other heating or heat dissipation circuits, resulting in energy waste.

[0003] Therefore, it is necessary to provide a vehicle thermal management system and a control method thereof to solve the above technical problems. Summary of the invention

[0004] In view of the above problems existing in the prior art, the present invention provides a whole vehicle thermal management system and a control method thereof to improve the technical problem that the existing whole vehicle thermal management system is limited by the body space of the all-terrain mountain vehicle and cannot perform integrated management of the heat exchange process of the battery pack, motor, and heat pump.

[0005] To achieve the above-mentioned object and other related objects, the present invention provides a vehicle thermal management system in a first aspect, the vehicle thermal management system comprising a battery heat exchange circuit, a motor heat exchange circuit, a heat pump heat exchange circuit, a first switching mechanism and a second switching mechanism:

[0006] Among them, the battery heat exchange circuit is connected with the battery pack; the motor heat exchange circuit is connected with the motor assembly; the heat exchange circuit of the heat pump includes a first main circuit, an in-cabin heat exchange branch and a battery heat exchange branch, the in-cabin heat exchange branch and the battery heat exchange branch are connected in parallel to the first main circuit, the in-cabin heat exchange branch is provided with an in-cabin heat exchanger, and the battery heat exchange branch is heat-exchanged with the battery heat exchange circuit; the first switching mechanism is arranged between the first main circuit and the parallel in-cabin heat exchange branch and the battery heat exchange branch, the first switching mechanism connects the first main circuit with the in-cabin heat exchange branch and / or the battery heat exchange branch to form a circuit, and guides the heat exchange circuit of the heat pump to switch between the positive cycle and the reverse cycle; the second switching mechanism is arranged between the battery heat exchange circuit and the motor heat exchange circuit, the second switching mechanism connects or cuts off the motor heat exchange circuit with the battery heat exchange circuit.

[0007] In one example of the present invention, the first switching mechanism includes a first switching module and a second switching module. The first switching module connects the first main circuit with the cabin heat exchange branch and / or the battery heat exchange branch to form a loop, and the second switching module guides the heat pump heat exchange circuit to switch between positive cycle and reverse cycle.

[0008] In one example of the present invention, the first switching module includes a first end, a second end and a third end, the first end is connected to the second end through a first channel, the first end is connected to the third end through a second channel, the first end is connected to the first main line, the second end is connected to the cabin heat exchange branch, the third end is connected to the battery heat exchange branch, a first valve is arranged on the first channel, and a second valve is arranged on the second channel.

[0009] In an example of the present invention, the second valve is a one-way stop valve, and the second valve allows the refrigerant in the positive circulation to pass through.

[0010] In one example of the present invention, the first main circuit includes a first series branch and a second series branch connected in series, a first off-cabin heat exchanger is arranged on the first series branch, and a compressor and a gas-liquid separator are arranged on the second series branch; the second switching module includes a fourth end, a fifth end, a sixth end, a seventh end and an eighth end, the fourth end is connected to the first series branch, the fifth end is connected to one end of the second series branch, the sixth end is connected to the other end of the second series branch, the seventh end is connected to the cabin heat exchange branch, and the eighth end is connected to the battery heat exchange branch; wherein a refrigerant channel is arranged in the second switching module, and under the connection of the refrigerant channel, the fourth end is selected to be connected to the fifth end or the sixth end, the seventh end is connected to the eighth end, and the seventh end and / or the eighth end are selected to be connected to the fifth end or the sixth end.

[0011] In one example of the present invention, when the fourth end is connected with the sixth end, and the fifth end is connected with the seventh end and / or the eighth end, the refrigerant in the heat pump heat exchange circuit circulates positively, and the first off-cabin heat exchanger absorbs and exchanges heat with the in-cabin heat exchange branch and / or the battery heat exchange branch; when the fourth end is connected with the fifth end, and the sixth end is connected with the seventh end and / or the eighth end, the refrigerant in the heat pump heat exchange circuit circulates reversely, and the first off-cabin heat exchanger dissipates and exchanges heat with the in-cabin heat exchange branch and / or the battery heat exchange branch.

[0012] In one example of the present invention, the refrigerant channel includes a fourth channel, a fifth channel, a sixth channel, a seventh channel, and an eighth channel, the two ends of the fourth channel are respectively connected to the fourth end and the fifth end, the two ends of the fifth channel are respectively connected to the seventh end and the eighth end, the two ends of the sixth channel are respectively connected to the fourth channel and the fifth channel, the two ends of the seventh channel are respectively connected to the fourth channel and the fifth channel, one end of the eighth channel is connected to the seventh channel, and the other end of the eighth channel is connected to the sixth end; a fifth valve is provided on the fourth channel, a sixth valve is provided on the fifth channel, a seventh valve is provided on the sixth channel, an eighth valve and a ninth valve are provided on the seventh channel, and the eighth valve and the ninth valve are located on both sides of one end of the eighth channel.

[0013] In one example of the present invention, the motor heat exchange circuit includes a second main line, an off-cabin heat exchange branch and a circulation branch. The second main line is provided with a second suction device and a motor assembly. The off-cabin heat exchange branch and the circulation branch are connected in parallel to the second main line through a third switching mechanism. The off-cabin heat exchange branch is provided with a second off-cabin heat exchanger. The third switching mechanism connects the second main line with the off-cabin heat exchange branch or the circulation branch to form a loop.

[0014] In one example of the present invention, when the second switching mechanism connects the motor heat exchange circuit and the battery heat exchange circuit in series, and the third switching mechanism connects the second main circuit and the circulation branch circuit, the battery heat exchange circuit absorbs waste heat from the motor assembly.

[0015] In one example of the present invention, the second switching mechanism is disposed between the battery heat exchange circuit and the second main circuit, and the second switching mechanism connects the second main circuit to the battery heat exchange circuit in series or cuts off or disconnects the second main circuit.

[0016] In one example of the present invention, the third switching mechanism is a three-way valve, and three interfaces of the three-way valve are respectively connected to the second main line, the off-cabin heat exchange branch and the circulation branch.

[0017] In an example of the present invention, the second switching mechanism is a four-way valve, two interfaces of the four-way valve are connected to the battery heat exchange circuit, and the other two interfaces of the four-way valve are connected to the motor heat exchange circuit.

[0018] In one example of the present invention, the battery heat exchange circuit includes a first suction device, a battery heat exchanger and a battery pack connected in series, and the battery heat exchange branch is connected to the battery heat exchanger for heat exchange.

[0019] In a second aspect, the present invention provides a control method for a whole vehicle thermal management system, wherein the whole vehicle thermal management system comprises a battery heat exchange circuit, a heat pump heat exchange circuit and a first switching mechanism, wherein the battery heat exchange circuit is connected to a battery pack, the heat pump heat exchange circuit comprises a first main circuit, an in-cabin heat exchange branch and a battery heat exchange branch, the in-cabin heat exchange branch and the battery heat exchange branch are connected in parallel to the first main circuit, an in-cabin heat exchanger is provided on the in-cabin heat exchange branch, and the battery heat exchange branch is heat-exchangedly connected to the battery heat exchange circuit; the first switching mechanism is provided between the first main circuit and the in-cabin heat exchange branch and the battery heat exchange branch connected in parallel;

[0020] The control method includes: when the ambient temperature is greater than a first preset temperature and the battery pack needs to be cooled, controlling the first switching mechanism to connect the battery heat exchange branch to the first main circuit along a positive circulation direction, so that the refrigerant absorbs heat from the battery heat exchange circuit and dissipates heat at the first off-cabin heat exchanger.

[0021] In one example of the present invention, the control method also includes: when the ambient temperature is greater than a first preset temperature, and both the vehicle cabin and the battery pack require cooling, controlling the first switching mechanism so that the battery heat exchange branch and the cabin heat exchange branch are connected to the first main circuit in a positive circulation direction, so that the refrigerant absorbs heat from the battery heat exchange circuit and the cabin heat exchanger, and dissipates heat at the first outside-cabin heat exchanger.

[0022] In one example of the present invention, the vehicle thermal management system also includes a motor heat exchange circuit and a second switching mechanism; the second switching mechanism is arranged between the battery heat exchange circuit and the motor heat exchange circuit; the motor heat exchange circuit includes a second main circuit, an off-cabin heat exchange branch and a circulation branch, the second main circuit is provided with a motor assembly, the off-cabin heat exchange branch and the circulation branch are connected in parallel to the second main circuit through a third switching mechanism, and a second off-cabin heat exchanger is arranged on the off-cabin heat exchange branch; the control method also includes: when the ambient temperature is lower than the second preset temperature and the battery pack needs to be heated, the second switching mechanism is controlled to connect the battery heat exchange circuit and the second main circuit of the motor heat exchange circuit in series, and the third switching mechanism is controlled to connect the second main circuit and the circulation branch, so that the refrigerant absorbs heat from the motor assembly and dissipates heat at the battery pack.

[0023] The vehicle thermal management system of the present invention effectively integrates the battery heat exchange circuit with the motor heat exchange circuit and the heat pump heat exchange circuit respectively, breaking through the limitations of insufficient efficiency and energy waste of a single heat exchange circuit, and utilizing the heat exchange interaction between the heat exchange circuits to keep the operating temperature of the motor assembly and the battery pack within a reasonable range, thereby ensuring that the power output of the vehicle is always in the best state. For example, when the weather is hot, the heat pump heat exchange circuit is used to participate in the heat exchange of the battery heat exchange circuit to accelerate the scattering of the battery pack, and when the weather is cold, the motor heat exchange circuit is connected in series with the battery heat exchange circuit to use the waste heat of the motor to keep the battery pack warm. The vehicle thermal management system realizes integrated thermal management of the battery heat exchange circuit, the motor heat exchange circuit and the heat pump heat exchange circuit, greatly reducing the cost, weight and occupied volume of the thermal management system, and effectively improving the energy utilization rate of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other embodiments can be obtained based on these drawings without paying creative work.

[0025] Figure 1 A schematic diagram of the three-dimensional structure of a vehicle thermal management system in one embodiment of the present invention;

[0026] Figure 2 A schematic diagram of a circulation structure of a vehicle thermal management system in one embodiment of the present invention;

[0027] Figure 3 is a three-dimensional structural diagram of a first switching module in an embodiment of the present invention;

[0028] Figure 4 This is a schematic diagram of the structure of a first switching module in an embodiment of the present invention;

[0029] Figure 5 is a three-dimensional structural diagram of a second switching module in one embodiment of the present invention;

[0030] Figure 6 This is a schematic diagram of the structure of a second switching module in one embodiment of the present invention;

[0031] Figure 7 A schematic diagram of a cycle mode for independent cooling of a battery pack and a motor in one embodiment of the present invention;

[0032] Figure 8 A schematic diagram of a cycle mode in which a motor is cooled and a battery pack is heated by utilizing waste heat from the motor in one embodiment of the present invention;

[0033] Fig. 9 A schematic diagram of a circulation mode for cooling the passenger compartment in one embodiment of the present invention;

[0034] Fig.10 A schematic diagram of a circulation mode for heating in a passenger compartment according to an embodiment of the present invention;

[0035] Fig.11 A schematic diagram of a circulation mode in which a heat pump heat exchange circuit participates in cooling a battery pack in one embodiment of the present invention;

[0036] Fig.12 A schematic diagram of a circulation mode for simultaneously cooling the passenger compartment and the battery pack in one embodiment of the present invention;

[0037] Fig.13 It is a schematic diagram of a circulation mode in which a heat pump heat exchange circuit participates in heat preservation of a battery pack in one embodiment of the present invention;

[0038] Fig.14 Schematic diagram of a circulation mode for heating the passenger compartment and the battery pack simultaneously in one embodiment of the present invention.

[0039] Component number description

[0040] 810, battery heat exchange circuit; 811, first suction device; 812, battery pack; 813, battery heat exchanger; 820, motor heat exchange circuit; 821, second main circuit; 8211, motor assembly; 8212, second suction device; 822, off-cabin heat exchange branch; 8221, second off-cabin heat exchanger; 823, circulation branch; 830, heat pump heat exchange circuit; 831, first main circuit; 8311, first series branch; 8312, first off-cabin heat exchanger; 8313, second series branch; 8314, compressor; 8315, gas-liquid separator; 832, in-cabin heat exchange branch; 8321, in-cabin heat exchanger; 833, battery heat exchange branch; 840, first switching module; 8401, first end; 8402, second end; 8403, third end; 8404, first channel; 8405, first valve; 8406, second channel; 8407, second valve; 8408, third channel; 8409, third valve; 8410, fourth valve; 850, second switching module; 8501, fourth end; 8502, fifth end; 8503, sixth end; 8504, seventh end; 8505, eighth end; 8506, fourth channel; 8507, fifth valve; 8508, fifth channel; 8509, sixth valve; 8510, sixth channel; 8511, seventh valve; 8512, seventh channel; 8513, eighth valve; 8514, ninth valve; 8515, eighth channel; 860, second switching mechanism; 870, third switching mechanism; 880, cooling fan; 890, blower. DETAILED DESCRIPTION

[0041] The following is an explanation of the embodiments of the present invention by specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the features in the following embodiments and the embodiments can be combined with each other without conflict. It should also be understood that the terms used in the embodiments of the present invention are intended to describe specific embodiments, rather than to limit the scope of protection of the present invention. The test methods for which specific conditions are not specified in the following examples are usually carried out under conventional conditions or according to the conditions recommended by the manufacturers.

[0042] When numerical ranges are given in the embodiments, it should be understood that unless otherwise specified in the present invention, both endpoints of each numerical range and any value between the two endpoints can be selected. Unless otherwise defined, all technical and scientific terms used in the present invention are familiar to those skilled in the art and the description of the present invention, and any method, device and material of the prior art similar or equivalent to the method, device and material in the embodiments of the present invention can also be used to implement the present invention.

[0043] It should be noted that the terms such as "upper", "lower", "left", "right", "middle" and "one" etc. used in this specification are only for the convenience of description and are not intended to limit the scope of implementation of the present invention. Changes or adjustments to their relative relationships, without substantially changing the technical content, should also be regarded as the scope of implementation of the present invention.

[0044] See also Figure 1 and Figure 2 On the one hand, the present invention provides a vehicle thermal management system that realizes the integrated management of the battery heat exchange circuit, the motor heat exchange circuit and the heat pump heat exchange circuit, breaking through the limitations of insufficient efficiency and energy waste of a single heat exchange circuit, and utilizing the heat exchange interaction between the heat exchange circuits to keep the operating temperature of the motor assembly and the battery pack within a reasonable range, thereby ensuring that the power output of the vehicle is always in the best state. The vehicle thermal management system significantly reduces the cost, weight and occupied volume of the thermal management system, while also effectively improving the energy utilization rate of the vehicle.

[0045] See also Figure 1 and Figure 2 The vehicle thermal management system includes a battery heat exchange circuit 810, a motor heat exchange circuit 820, a heat pump heat exchange circuit 830, a first switching mechanism and a second switching mechanism 860.

[0046] See also Figure 1 and Figure 2The battery heat exchange loop 810 is connected to the battery pack 812 for heat exchange, and cools the battery pack 812 through the circulation of the refrigerant. The battery heat exchange loop 810 includes a first suction device 811, a battery pack 812, and a battery heat exchanger 813. The first suction device 811, the battery pack 812, and the battery heat exchanger 813 are connected in series through pipelines to form a loop. The outlet end of the first suction device 811 is connected to the inlet end of the heat exchange pipeline in the battery pack 812, the outlet end of the heat exchange pipeline in the battery pack 812 is connected to the inlet end of the battery heat exchanger 813, and the outlet end of the battery heat exchanger 813 is connected to the inlet end of the first suction device 811. The first suction device 811 can be any device that can provide power for the refrigerant to circulate in the battery heat exchange loop 810. For example, in some embodiments, the refrigerant is water, and the first suction device 811 is an electric water pump.

[0047] like Figure 7 As shown, the battery heat exchange loop 810 uses the self-circulation of the refrigerant to cool the battery pack 812. The first suction device 811 drives the refrigerant in the battery heat exchange loop 810 to circulate. The self-circulation route of the refrigerant in the battery heat exchange loop 810 is the first suction device 811→battery pack 812→battery heat exchanger 813→first suction device 811. Among them, the first suction device 811 drives the refrigerant in the pipeline to flow. The flowing refrigerant absorbs the heat of the battery pack 812 when passing through the battery pack 812, and then dissipates the heat to the outside air when passing through the battery heat exchanger 813, and finally returns to the first suction device 811 for the next cycle, thereby completing the continuous cooling of the battery pack 812.

[0048] See also Figure 2 and Figure 7 The motor heat exchange circuit 820 is connected to the motor assembly 8211 for heat exchange, and the motor assembly 8211 is cooled by circulating the refrigerant. The motor heat exchange circuit 820 includes a second suction device 8212, a motor assembly 8211, and a second off-cabin heat exchanger 8221. The second suction device 8212, the motor assembly 8211, and the second off-cabin heat exchanger 8221 are connected in series through pipelines to form a loop. The outlet end of the second suction device 8212 is connected to the inlet end of the heat exchange pipeline on the motor assembly 8211, the outlet end of the heat exchange pipeline on the motor assembly 8211 is connected to the inlet end of the second off-cabin heat exchanger 8221, and the outlet end of the second off-cabin heat exchanger 8221 is connected to the inlet end of the second suction device 8212. The second suction device 8212 can be any device that can provide power for the refrigerant to circulate in the motor heat exchange circuit 820. For example, in some embodiments, the refrigerant is water, and the second suction device 8212 is an electric water pump.

[0049] like Figure 7As shown, the motor heat exchange circuit 820 uses the self-circulation of the refrigerant to cool the motor assembly 8211, and the second suction device 8212 drives the refrigerant in the motor heat exchange circuit 820 to circulate. The self-circulation route of the refrigerant in the motor heat exchange circuit 820 is the second suction device 8212→motor assembly 8211→second off-cabin heat exchanger 8221→second suction device 8212. Among them, the second suction device 8212 drives the refrigerant in the pipeline to flow, and the flowing refrigerant absorbs the heat of the motor assembly 8211 when passing through the motor assembly 8211, and then dissipates the heat to the outside air when passing through the second off-cabin heat exchanger 8221, and finally returns to the second suction device 8212 for the next cycle, thereby completing the continuous cooling of the motor assembly 8211.

[0050] See also Figure 2 and Fig.12 The heat pump heat exchange circuit 830 includes a first main circuit 831, an in-cabin heat exchange branch 832 and a battery heat exchange branch 833. The first main circuit 831 is provided with a compressor 8314, a gas-liquid separator 8315 and a first out-cabin heat exchanger 8312 in series. The in-cabin heat exchange branch 832 is connected in parallel with the battery heat exchange branch 833. The parallel in-cabin heat exchange branch 832 and the battery heat exchange branch 833 are connected in series with the first main circuit 831. The in-cabin heat exchange branch 832 is provided with an in-cabin heat exchanger 8321. The battery heat exchange branch 833 is heat-exchange connected to the battery heat exchange circuit 810. For example, in one embodiment, the battery heat exchange branch 833 is heat-exchange connected to the battery heat exchanger 813.

[0051] See also Figure 2 and Fig.12 The first switching mechanism is arranged between the first main line 831 and the parallel cabin heat exchange branch 832 and the battery heat exchange branch 833. The parallel cabin heat exchange branch 832 and the battery heat exchange branch 833 are connected in series to the first main line 831 through the first switching mechanism. The first switching mechanism enables the first main line 831 to selectively connect to the cabin heat exchange branch 832 or the battery heat exchange branch 833, or to connect to the cabin heat exchange branch 832 and the battery heat exchange branch 833 at the same time. Fig.10 As shown, when the first main line 831 is connected to the cabin heat exchange branch 832, the compressor 8314, the gas-liquid separator 8315, the first off-cabin heat exchanger 8312 and the cabin heat exchanger 8321 are connected in series to form a loop, and the compressor 8314 causes the refrigerant to circulate in the loop formed by the first main line 831 and the cabin heat exchange branch 832. Under the action of the refrigerant circulation, the cabin heat exchanger 8321 exchanges heat with the first off-cabin heat exchanger 8312 to achieve cooling and heating in the passenger cabin. Fig.11As shown, when the first main circuit 831 is connected to the battery heat exchange branch 833, the compressor 8314, the gas-liquid separator 8315, the first off-board heat exchanger 8312 and the battery heat exchanger 813 are connected in series to form a loop, and the compressor 8314 causes the refrigerant to circulate in the loop formed by the first main circuit 831 and the battery heat exchange branch 833. Under the action of the refrigerant circulation, the battery heat exchanger 813 exchanges heat with the first off-board heat exchanger 8312, so that the heat pump heat exchange circuit 830 participates in the cooling and heat preservation process of the battery heat exchange circuit 810 for the battery pack 812.

[0052] See also Figure 2 The first switching mechanism is also used to guide the refrigerant in the heat pump heat exchange circuit 830 to switch between the forward cycle and the reverse cycle.

[0053] like Fig. 9 , Fig.11 and Fig.12 As shown, the heat pump heat exchange circuit 830 uses the positive circulation flow of the refrigerant to cool down the passenger cabin and / or the battery heat exchange circuit 810. The first switching mechanism connects the refrigerant outlets of the battery heat exchanger 813 and the cabin heat exchanger 8321 to the refrigerant inlet of the gas-liquid separator 8315, the refrigerant outlet of the gas-liquid separator 8315 to the refrigerant inlet of the compressor 8314, and the refrigerant outlet of the compressor 8314 to the refrigerant inlet of the first cabin heat exchanger 8312. The above-mentioned connection method can guide the positive circulation of the refrigerant in the heat pump heat exchange circuit 830. The positive circulation flow route of the refrigerant in the heat pump heat exchange circuit 830 is gas-liquid separator 8315→compressor 8314→first off-cabin heat exchanger 8312→in-cabin heat exchanger 8321 / battery heat exchanger 813→gas-liquid separator 8315. Specifically, the compressor 8314 extracts gaseous refrigerant from the gas-liquid separator 8315, compresses the refrigerant into high-temperature and high-pressure steam, and provides power for the entire refrigerant to flow in the loop; when the gaseous refrigerant flows through the first off-cabin heat exchanger 8312, it releases heat to the outside, and is liquefied from high-temperature and high-pressure steam to high-pressure liquid; when the liquid refrigerant flows through the in-cabin heat exchanger 8321 or the battery heat exchanger 813 after pressure relief, it absorbs external heat, evaporates from liquid to gas, and flows into the gas-liquid separator 8315. Under the action of the positive circulation of the refrigerant, the heat of the cabin heat exchanger 8321 and / or the battery heat exchanger 813 is taken away by the refrigerant and released to the outside at the first out-of-cabin heat exchanger 8312, thereby completing the cooling of the battery pack 812 and the passenger compartment.

[0054] like Fig.10 , Fig.13 and Fig.14As shown, the heat pump heat exchange circuit 830 uses the reverse circulation flow of the refrigerant to keep the passenger cabin and / or the battery heat exchange circuit 810 warm. The first switching mechanism connects the refrigerant outlet of the first off-cabin heat exchanger 8312 to the refrigerant inlet of the gas-liquid separator 8315, the refrigerant outlet of the gas-liquid separator 8315 to the refrigerant inlet of the compressor 8314, and the refrigerant outlet of the compressor 8314 to the refrigerant inlets of the battery heat exchanger 813 and the on-cabin heat exchanger 8321. The reverse circulation flow route of the refrigerant in the heat pump heat exchange circuit 830 is gas-liquid separator 8315 → compressor 8314 → in-cabin heat exchanger 8321 / battery heat exchanger 813 → first off-cabin heat exchanger 8312 → gas-liquid separator 8315. Specifically, the compressor 8314 extracts gaseous refrigerant from the gas-liquid separator 8315, compresses the refrigerant into high-temperature and high-pressure steam, and provides power for the entire refrigerant to flow in the loop; when the gaseous refrigerant flows through the in-cabin heat exchanger 8321 or the battery heat exchanger 813, it releases heat to the outside, and is liquefied from high-temperature and high-pressure steam to high-pressure liquid; when the liquid refrigerant flows through the first off-cabin heat exchanger 8312, it absorbs external heat, evaporates from liquid to gas, and flows into the gas-liquid separator 8315. Under the reverse circulation of the refrigerant, the refrigerant absorbs external heat at the first off-cabin heat exchanger 8312 and releases heat at the on-cabin heat exchanger 8321 and / or the battery heat exchanger 813 to complete the heating of the passenger cabin and / or the battery pack 812.

[0055] See also Figure 2 , Figure 7 and Figure 8 , the second switching mechanism 860 is arranged between the battery heat exchange circuit 810 and the motor heat exchange circuit 820, and the second switching mechanism 860 is used to make the motor heat exchange circuit 820 select to be connected with or cut off from the battery heat exchange circuit 810. When the motor heat exchange circuit 820 and the battery heat exchange circuit 810 are connected in series to form a loop, the motor heat exchange circuit 820 participates in the heat exchange process of the battery heat exchange circuit 810 through the circulation of the refrigerant. For example, when the weather is cold and the battery pack 812 needs to be kept warm, the motor heat exchange circuit 820 and the battery heat exchange circuit 810 are connected in series to form a loop. During the circulation process, the refrigerant absorbs the residual heat of the motor from the motor component 8211, and releases heat at the battery pack 812 to keep the battery pack 812 warm; when the second switching mechanism 860 can also disconnect the motor heat exchange circuit 820 from the battery heat exchange circuit 810, the motor heat exchange circuit 820 and the battery heat exchange circuit 810 perform the refrigerant self-circulation independently.

[0056] like Figure 7 and Figure 8As shown, in some embodiments, the motor heat exchange circuit 820 includes a second main circuit 821, an off-board heat exchange branch 822 and a circulation branch 823. The second main circuit 821 is provided with a second suction device 8212 and a motor assembly 8211 in series. The off-board heat exchange branch 822 and the circulation branch 823 are connected in parallel. The parallel off-board heat exchange branch 822 and the circulation branch 823 are connected in series with the second main circuit 821 through a third switching mechanism 870. The off-board heat exchange branch 822 is provided with a second off-board heat exchanger 8221, and the circulation branch 823 is not provided with a heat exchanger. The second switching mechanism 860 is provided between the second main circuit 821 and the battery heat exchange circuit 810. The second switching mechanism 860 is located at the outlet side of the heat exchange pipeline in the motor assembly 8211 and the inlet side of the heat exchange pipeline in the battery pack 812. The second switching mechanism 860 connects or cuts off the second main circuit 821 and the battery heat exchange circuit 810. The third switching mechanism 870 enables the second main line 821 to selectively connect to the off-cabin heat exchange branch 822 or the circulation branch 823. Figure 7 As shown, when the second main circuit 821 is connected in series with the off-cabin heat exchange branch 822, the second suction device 8212, the motor assembly 8211 and the second off-cabin heat exchanger 8221 are connected in series to form a loop. Under the circulation of the refrigerant, the second off-cabin heat exchanger 8221 absorbs heat and cools the motor assembly 8211. Figure 8 As shown, when the second main line 821 is connected in series with the circulation branch 823 , the second suction device 8212 and the motor assembly 8211 are connected in series, and the motor heat exchange circuit 820 does not dissipate heat for the motor assembly 8211 through the second off-cabin heat exchanger 8221 .

[0057] like Figure 7 and Figure 8 As shown, the second switching mechanism 860 cooperates with the third switching mechanism 870 to switch the series circulation mode and the self-circulation mode of the motor heat exchange circuit 820 and the battery heat exchange circuit 810. Figure 7 As shown, when the motor heat exchange circuit 820 and the battery heat exchange circuit 810 are independently self-circulating, the second switching mechanism 860 independently connects the second main circuit 821 and the battery heat exchange circuit 810, so that the second main circuit 821 is disconnected from the battery heat exchange circuit 810. Figure 8As shown, when the motor heat exchange circuit 820 and the battery heat exchange circuit 810 are in the series circulation mode, the second switching mechanism 860 makes the battery heat exchange circuit 810 connected in series to the second main circuit 821, and the third switching mechanism 870 makes the second main circuit 821 connected to the circulation branch 823. Under the cooperation of the second switching mechanism 860 and the third switching mechanism 870, the second main circuit 821, the battery heat exchange circuit 810 and the circulation branch 823 are connected in series to form a loop, and the circulation flow route of the refrigerant in the series circuit of the motor heat exchange circuit 820 and the battery heat exchange circuit 810 is the second suction device 8212→motor assembly 8211→second switching mechanism 860→battery pack 812→battery heat exchanger 813→first suction device 811→second switching mechanism 860→third switching mechanism 870→second suction device 8212. Specifically, the second suction device 8212 drives the refrigerant in the pipeline to flow, and the flowing refrigerant absorbs the heat of the motor assembly 8211 when passing through the motor assembly 8211; then, the refrigerant flows into the battery heat exchange circuit 810 under the guidance of the second switching mechanism 860, and releases the residual heat absorbed from the motor assembly 8211 when passing through the battery pack 812 to keep the battery pack 812 warm; finally, the refrigerant returns to the second main pipeline 821 under the guidance of the second switching mechanism 860, and returns to the second suction device 8212 through the circulation branch 823 under the guidance of the third switching mechanism 870 for the next cycle. In addition, since the second main pipeline 821 is only connected to the circulation branch 823, it can avoid the waste of the motor residual heat carried by the refrigerant at the second cabin off-board heat exchanger 8221, thereby improving the insulation efficiency of the motor heat exchange circuit 820 and the battery heat exchange circuit 810 for the battery pack 812.

[0058] See also Figures 2 to 6 In some embodiments, the first switching mechanism includes a first switching module 840 and a second switching module 850. The first switching module 840 is arranged at one end of the cabin heat exchange branch 832 and the battery heat exchange branch 833, and the second switching module 850 is arranged at the other end of the cabin heat exchange branch 832 and the battery heat exchange branch 833. The first switching module 840 enables the first main line 831 to select to connect with the cabin heat exchange branch 832 or the battery heat exchange branch 833 to form a loop, or to connect with the cabin heat exchange branch 832 and the battery heat exchange branch 833 to form a loop at the same time. The second switching module 850 guides the refrigerant in the heat pump heat exchange circuit 830 to switch between the positive cycle and the reverse cycle. The second switching module 850 enables the cabin heat exchange branch 832 and / or the battery heat exchange branch 833 to connect to the first main line 831 along the positive cycle direction or the reverse cycle direction of the refrigerant.

[0059] like Figures 2 to 4As shown, in some embodiments, a refrigerant channel and a first end 8401, a second end 8402 and a third end 8403 connected through the refrigerant channel are provided in the first switching module 840, the first end 8401 is connected to the first main line 831, the first end 8401 is connected to the second end 8402 through the first channel 8404, the first end 8401 is connected to the third end 8403 through the second channel 8406, the first channel 8404 and the second channel 8406 are connected in parallel, the second end 8402 is connected to the cabin heat exchange branch 832, and the third end 8403 is connected to the battery heat exchange branch 833. A first valve 8405 is provided on the first channel 8404, and the first valve 8405 can be an electromagnetic expansion valve to simultaneously play the role of throttling pressure relief and controlling on and off. The second channel 8406 is provided with a second valve 8407 , which may be a one-way stop valve. When the second valve 8407 is a one-way stop valve, only the refrigerant flowing in the positive circulation direction is allowed to pass through.

[0060] like Figure 2 and Figure 4 As shown, under the connection of the first switching module 840, one end of the first main line 831 is connected to the cabin heat exchange branch 832 through the first channel 8404, and is connected to the battery heat exchange branch 833 through the second channel 8406. The first switching module 840 controls the first main line 831 to be connected to the cabin heat exchange branch 832 and / or the battery heat exchange branch 833 by adjusting the opening and closing of the first valve 8405 and the second valve 8407. For example, when the first valve 8405 is opened and the second valve 8407 is closed, the first main line 831 is only connected to the cabin heat exchange branch 832; when the second valve 8407 is opened and the first valve 8405 is closed, the first main line 831 is only connected to the battery heat exchange branch 833; when the first valve 8405 and the second valve 8407 are opened at the same time, the first main line 831 is simultaneously connected to the cabin heat exchange branch 832 and the battery heat exchange branch 833.

[0061] In addition, if Figures 2 to 4As shown, in some embodiments, the refrigerant channel of the first switching module 840 also includes a third channel 8408, and the third channel 8408 can be used as a backup channel connecting the first end 8401 and the third end 8403. The two ends of the third channel 8408 are respectively connected to the first channel 8404 and the second channel 8406, and the connecting end of the third channel 8408 and the first channel 8404 is located between the first valve 8405 and the second end 8402, and the connecting end of the third channel 8408 and the second channel 8406 is located between the second valve 8407 and the third end 8403. A third valve 8409 and a fourth valve 8410 are arranged on the third channel 8408. The third valve 8409 can be an electronic expansion valve, and the fourth valve 8410 can be a one-way stop valve. When the fourth valve 8410 is a one-way stop valve, only the refrigerant flowing in the positive circulation direction can be allowed to pass.

[0062] like Figures 2 to 6 as well as Figures 9 to 14 As shown, in some embodiments, the first main circuit 831 includes a first series branch 8311 and a second series branch 8313 connected in series, the first series branch 8311 is provided with a first offboard heat exchanger 8312, the second series branch 8313 is provided with a compressor 8314 and a gas-liquid separator 8315, wherein the refrigerant outlet of the gas-liquid separator 8315 is connected to the refrigerant inlet of the compressor 8314. The first switching module 840 is located between the first series branch 8311, the cabin heat exchange branch 832 and the battery heat exchange branch 833. The first end 8401 of the first switching module 840 is connected to the first series branch 8311, the second end 8402 of the first switching module 840 is connected to the cabin heat exchange branch 832, the third end 8403 of the first switching module 840 is connected to the battery heat exchange branch 833, and a first valve 8405 is provided on the first channel 8404 between the first end 8401 and the second end 8402, and a second valve 8407 is provided on the second channel 8406 between the first end 8401 and the third end 8403. The second switching module 850 is located between the first series branch 8311, the second series branch 8313, the cabin heat exchange branch 832, and the battery heat exchange branch 833. The second switching module 850 is connected to the first series branch 8311 and the second series branch 8313 at one end, and is connected to the cabin heat exchange branch 832 and the battery heat exchange branch 833 at the other end. Figures 10 to 12As shown, the second switching module 850 can guide the cabin heat exchange branch 832 and / or the battery heat exchange branch 833 to connect to the inlet end of the second series branch 8313 (i.e., the refrigerant inlet end connected to the gas-liquid separator 8315), and guide the first series branch 8311 to connect to the outlet end of the second series branch 8313 (i.e., the refrigerant outlet end connected to the compressor 8314), thereby switching the working mode of the heat pump heat exchange loop 830 to the refrigeration and cooling mode of the refrigerant positive circulation, wherein the positive circulation flow route of the refrigerant in the heat pump heat exchange loop 830 is gas-liquid separator 8315→compressor 8314→first off-cabin heat exchanger 8312→cabin heat exchanger 8321 / battery heat exchanger 813→gas-liquid separator 8315. Fig. 9 , Fig.13 and Fig.14 As shown, the second switching module 850 can guide the first series branch 8311 to connect to the inlet end of the second series branch 8313 (i.e., connected to the refrigerant inlet end of the gas-liquid separator 8315), and guide the cabin heat exchange branch 832 and / or the battery heat exchange branch 833 to connect to the outlet end of the second series branch 8313 (i.e., connected to the refrigerant outlet end of the compressor 8314), thereby switching the working mode of the heat pump heat exchange circuit 830 to the heating mode of the refrigerant reverse cycle, wherein the reverse cycle flow route of the refrigerant in the heat pump heat exchange circuit 830 is gas-liquid separator 8315→compressor 8314→cabin heat exchanger 8321 / battery heat exchanger 813→first off-cabin heat exchanger 8312→gas-liquid separator 8315.

[0063] like Figure 2 , Figure 5 and Figure 6As shown, the second switching module 850 is provided with a refrigerant channel and a fourth end 8501, a fifth end 8502, a sixth end 8503, a seventh end 8504 and an eighth end 8505 connected through the refrigerant channel, the fourth end 8501 is configured to be connected to the first series branch 8311, the fifth end 8502 is connected to one end of the second series branch 8313, and the sixth end 8503 is connected to the other end of the second series branch 8313. The fourth end 8501 is selectively connected to the fifth end 8502 or the sixth end 8503 through the refrigerant channel, so that the first series branch 8311 can be selectively connected to the refrigerant inlet or the refrigerant outlet of the second series branch 8313; the seventh end 8504 is configured to be connected to the first series branch 8311, and the fifth end 8502 is connected to one end of the second series branch 8313. It is configured to be connected to the cabin heat exchange branch 832, the eighth end 8505 is configured to be connected to the battery heat exchange branch 833, the seventh end 8504 is connected to the eighth end 8505 through a refrigerant channel, and two branch channels are arranged on the refrigerant channel connecting the seventh end 8504 and the eighth end 8505, and the two branch channels are connected to the fifth end 8502 and the sixth end 8503 one by one, so the seventh end 8504 and / or the eighth end 8505 are selectively connected to the fifth end 8502 or the sixth end 8503 through the refrigerant channel, so that the battery heat exchange branch 833 and / or the cabin heat exchange branch 832 can be selectively connected to the refrigerant inlet or the refrigerant outlet of the second series branch 8313.

[0064] like Figures 9 to 14 As shown, the second switching module 850 switches the refrigerant in the heat pump heat exchange circuit 830 between the forward cycle and the reverse cycle by adjusting the connection relationship between the ports. Figures 10 to 12 As shown, when the second switching module connects the fourth end 8501 with the sixth end 8503 (that is, the first series branch 8311 is connected to the outlet end of the second series branch 8313), and connects the fifth end 8502 with the seventh end 8504 and / or the eighth end 8505 (that is, the cabin heat exchange branch 832 and / or the battery heat exchange branch 833 is connected to the inlet end of the second series branch 8313), the second switching module 850 guides the refrigerant to circulate positively in the heat pump heat exchange circuit 830, wherein, The positive circulation flow route of the refrigerant in the heat pump heat exchange circuit 830 is gas-liquid separator 8315→compressor 8314→first off-cabin heat exchanger 8312→in-cabin heat exchanger 8321 / battery heat exchanger 813→gas-liquid separator 8315. During the positive circulation process, the refrigerant transports the heat absorbed at the in-cabin heat exchanger 8321 and / or the battery heat exchanger 813 to the first off-cabin heat exchanger 8312 and releases it to the outside, thereby completing the cooling of the passenger cabin and / or the battery pack 812. Fig. 9 , Fig.13 and Fig.14As shown, when the second switching module makes the fourth end 8501 connected with the fifth end 8502 (that is, the first series branch 8311 is connected to the inlet end of the second series branch 8313), and makes the sixth end 8503 connected with the seventh end 8504 and / or the eighth end 8505 (that is, the cabin heat exchange branch 832 and / or the battery heat exchange branch 833 is connected to the outlet end of the second series branch 8313), the second switching module 850 guides the refrigerant to circulate in the heat pump heat exchange circuit 830 in reverse order. The reverse circulation flow route of the refrigerant in the heat pump heat exchange circuit 830 is gas-liquid separator 8315→compressor 8314→cabin heat exchanger 8321 / battery heat exchanger 813→first off-cabin heat exchanger 8312→gas-liquid separator 8315. During the reverse circulation process, the refrigerant absorbs external heat at the first off-cabin heat exchanger 8312 and transports it to the cabin heat exchanger 8321 and / or the battery heat exchanger 813 for release, thereby completing the heating of the passenger cabin and / or the battery pack 812.

[0065] like Figures 5 and 6 As shown, the refrigerant channel structure in the second switching module 850 is further described. The refrigerant channel in the second switching module 850 includes a fourth channel 8506, a fifth channel 8508, a sixth channel 8510, a seventh channel 8512 and an eighth channel 8515, the two ends of the fourth channel 8506 are respectively connected to the fourth end 8501 and the fifth end 8502, the two ends of the fifth channel 8508 are respectively connected to the seventh end 8504 and the eighth end 8505, the two ends of the sixth channel 8510 are respectively connected to the fourth channel 8506 and the fifth channel 8508, the two ends of the seventh channel 8512 are respectively connected to the fourth channel 8506 and the fifth channel 8508, one end of the eighth channel 8515 is connected to the seventh channel 8512, and the other end of the eighth channel 8515 is connected to the sixth end 8503. Among them, a fifth valve 8507 is provided on the fourth channel 8506, a sixth valve 8509 is provided on the fifth channel 8508, a seventh valve 8511 is provided on the sixth channel 8510, an eighth valve 8513 and a ninth valve 8514 are provided on the seventh channel 8512, the eighth valve 8513 and the ninth valve 8514 are located on both sides of the eighth channel 8515, the eighth valve 8513 is located between the fourth end 8501 and the eighth channel 8515, and the ninth valve 8514 is located between the seventh end 8504 and the eighth channel 8515.

[0066] like Figures 9 to 14 As shown, the second switching module 850 guides the refrigerant in the heat pump heat exchange circuit 830 to perform positive circulation or reverse circulation by adjusting the opening and closing of the fifth valve 8507, the sixth valve 8509, the seventh valve 8511, the eighth valve 8513, and the ninth valve 8514.

[0067] like Fig. 9 , Fig.13and Fig.14 As shown, when the fifth valve 8507 and the ninth valve 8514 are opened, and the sixth valve 8509, the seventh valve 8511, and the eighth valve 8513 are closed, the fourth end 8501 is connected to the fifth end 8502 through the fourth channel 8506, so that the first series branch 8311 is connected to the inlet end of the second series branch 8313, and the seventh end 8504 is connected to the sixth end 8503 through the fifth channel 8508, the seventh channel 8512, and the eighth channel 8515, so that the cabin heat exchange branch 832 is connected to the outlet end of the second series branch 8313. Under the connection relationship of the refrigerant channels, the first series branch 8311, the second series branch 8313, and the cabin heat exchange branch 832 are connected in series along the refrigerant reverse circulation direction to form a loop. In addition, when the sixth valve 8509 is opened, the eighth end 8505 is also connected to the sixth end 8503 through the fifth channel 8508, the seventh channel 8512 and the eighth channel 8515, and the cabin heat exchange branch 832 and the battery heat exchange branch 833 are simultaneously connected to the outlet end of the second series branch 8313, so that the first series branch 8311, the second series branch 8313 and the parallel cabin heat exchange branch 832 and the battery heat exchange branch 833 are connected in series along the reverse circulation direction of the refrigerant to form a loop.

[0068] like Figures 10 to 12 As shown, when the seventh valve 8511 and the eighth valve 8513 are opened, and the fifth valve 8507, the sixth valve 8509, and the ninth valve 8514 are closed, the fourth end 8501 is connected to the sixth end 8503 through the fourth channel 8506, the seventh channel 8512, and the eighth channel 8515, so that the first series branch 8311 is connected to the outlet end of the second series branch 8313, and the eighth end 8505 is connected to the fifth end 8502 through the fifth channel 8508, the sixth channel 8510, and the fourth channel, so that the battery heat exchange branch 833 is connected to the inlet end of the second series branch 8313. Under the connection relationship of the refrigerant channels, the first series branch 8311, the second series branch 8313, and the battery heat exchange branch 833 are connected in series along the refrigerant positive circulation direction to form a loop. In addition, when the sixth valve 8509 is opened, the seventh end 8504 is connected to the fifth end 8502 through the fifth channel 8508, the sixth channel 8510 and the fourth channel, and the cabin heat exchange branch 832 and the battery heat exchange branch 833 are simultaneously connected to the inlet end of the second series branch 8313, so that the first series branch 8311, the second series branch 8313 and the parallel cabin heat exchange branch 832 and the battery heat exchange branch 833 are connected in series along the positive circulation direction of the refrigerant to form a loop.

[0069] like Fig. 9As shown, when the first valve 8405, the fifth valve 8507, and the ninth valve 8514 are opened, and the second valve 8407, the sixth valve 8509, the seventh valve 8511, and the eighth valve 8513 are closed, the first end 8401 is connected to the second end 8402 through the first channel 8404, so that the first series branch 8311 is connected to the cabin heat exchange branch 832; the fourth end 8501 is connected to the fifth end 8502 through the fourth channel 8506, so that the first series branch 8311 is connected to the inlet end of the second series branch 8313; the seventh end 8504 is connected to the sixth end 8503 through the fifth channel 8508, the seventh channel 8512, and the eighth channel 8515, so that the cabin heat exchange branch 832 is connected to the outlet end of the second series branch 8313. At this time, the first main channel 831 is connected in series with the cabin heat exchange branch 832 to form a loop, and guides the refrigerant to flow in the heat pump heat exchange loop 830 in a reverse cycle. The reverse circulation flow route of the refrigerant in the heat pump heat exchange circuit 830 is the second series branch 8313 (gas-liquid separator 8315, compressor 8314) → the eighth channel 8515 → the seventh channel 8512 → the fifth channel 8508 → the cabin heat exchange branch 832 (cabin heat exchanger 8321) → the first channel 8404 (the first valve 8405) → the first series branch 8311 (the first cabin heat exchanger 8312) → the fourth channel 8506 → the second series branch 8313. In the reverse circulation process, the refrigerant absorbs external heat at the first cabin heat exchanger 8312 and transports it to the cabin heat exchanger 8321 for release, thereby completing the heating of the passenger cabin.

[0070] like Fig.13As shown, when the second valve 8407, the fifth valve 8507, the sixth valve 8509, and the ninth valve 8514 are opened, and the first valve 8405, the seventh valve 8511, and the eighth valve 8513 are closed, the first end 8401 is connected to the third end 8403 through the second channel 8406, so that the first series branch 8311 is connected to the battery heat exchange branch 833; the fourth end 8501 is connected to the fifth end 8502 through the fourth channel 8506, so that the first series branch 8311 is connected to the inlet end of the second series branch 8313; the eighth end 8505 is connected to the sixth end 8503 through the fifth channel 8508, the seventh channel 8512, and the eighth channel 8515, so that the battery heat exchange branch 833 is connected to the outlet end of the second series branch 8313. At this time, the first main channel 831 is connected in series with the battery heat exchange branch 833 to form a loop, and guides the refrigerant to flow in the heat pump heat exchange loop 830 in a reverse cycle. The reverse circulation flow route of the refrigerant in the heat pump heat exchange circuit 830 is the second series branch 8313 (gas-liquid separator 8315, compressor 8314) → the eighth channel 8515 → the seventh channel 8512 → the fifth channel 8508 → the battery heat exchange branch 833 (battery heat exchanger 813) → the second channel 8406 (the second valve 8407) → the first series branch 8311 (the first off-cabin heat exchanger 8312) → the fourth channel 8506 → the second series branch 8313. In the reverse circulation process, the refrigerant absorbs external heat at the first off-cabin heat exchanger 8312 and transports it to the battery heat exchanger 813 for release. Then, the refrigerant in the battery heat exchange circuit 810 transports the heat released by the heat pump heat exchange circuit 830 to the battery pack 812 to heat and keep the battery pack 812 warm.

[0071] like Fig.14As shown, when the first valve 8405, the second valve 8407, the fifth valve 8507, the sixth valve 8509, and the ninth valve 8514 are opened, and the seventh valve 8511 and the eighth valve 8513 are closed, the first end 8401 is connected to the second end 8402 through the first channel 8404, and the first end 8401 is connected to the third end 8403 through the second channel 8406, so that the first series branch 8311 is connected to the cabin heat exchange branch 832 and the battery heat exchange branch 833; the fourth end 8501 is connected to the fourth The channel 8506 is connected to the fifth end 8502, so that the first series branch 8311 is connected to the inlet end of the second series branch 8313; the seventh end 8504 is connected to the sixth end 8503 through the fifth channel 8508, the seventh channel 8512 and the eighth channel 8515, and the eighth end 8505 is connected to the sixth end 8503 through the fifth channel 8508, the seventh channel 8512 and the eighth channel 8515, so that the cabin heat exchange branch 832 and the battery heat exchange branch 833 are connected to the outlet end of the second series branch 8313. At this time, the first main channel 831 is connected in series with the cabin heat exchange branch 832 and the battery heat exchange branch 833 to form a loop, and guides the refrigerant to flow in the heat pump heat exchange loop 830 in a reverse cycle. The reverse circulation flow route of the refrigerant in the heat pump heat exchange circuit 830 is the second series branch 8313 (gas-liquid separator 8315, compressor 8314) → the eighth channel 8515 → the seventh channel 8512 → the fifth channel 8508 → the cabin heat exchange branch 832 (cabin heat exchanger 8321) → the first channel 8404 (the first valve 8405) → the first series branch 8311 (the first cabin heat exchanger 8312) → the fourth channel 8506 → The second series branch 8313, and the second series branch 8313 (gas-liquid separator 8315, compressor 8314) → the eighth channel 8515 → the seventh channel 8512 → the fifth channel 8508 → the battery heat exchange branch 833 (battery heat exchanger 813) → the second channel 8406 (the second valve 8407) → the first series branch 8311 (the first off-cabin heat exchanger 8312) → the fourth channel 8506 → the second series branch 8313. In the reverse cycle process, the refrigerant absorbs external heat at the first off-cabin heat exchanger 8312 and transports it to the cabin heat exchanger 8321 and the battery heat exchanger 813 for release, thereby completing the heating of the passenger cabin and the insulation of the battery pack 812.

[0072] like Fig.10As shown, when the first valve 8405, the sixth valve 8509, the seventh valve 8511, and the eighth valve 8513 are opened, and the second valve 8407, the fifth valve 8507, and the ninth valve 8514 are closed, the first end 8401 is connected to the second end 8402 through the first channel 8404, so that the first series branch 8311 is connected to the cabin heat exchange branch 832; the fourth end 8501 is connected to the sixth end 8503 through the fourth channel 8506, the seventh channel 8512, and the eighth channel 8515, so that the first series branch 8311 is connected to the outlet end of the second series branch 8313; the seventh end 8504 is connected to the fifth end 8502 through the fifth channel 8508, the sixth channel 8510, and the fourth channel 8506, so that the cabin heat exchange branch 832 is connected to the inlet end of the second series branch 8313. At this time, the first main line 831 and the cabin heat exchange branch 832 are connected in series to form a loop, and guide the refrigerant to flow in the heat pump heat exchange circuit 830 in a positive circulation. The positive circulation flow route of the refrigerant in the heat pump heat exchange circuit 830 is the second series branch 8313 (gas-liquid separator 8315, compressor 8314) → the eighth channel 8515 → the seventh channel 8512 → the fourth channel 8506 → the first series branch 8311 (the first off-cabin heat exchanger 8312) → the first channel 8404 (the first valve 8405) → the cabin heat exchange branch 832 (cabin heat exchanger 8321) → the fifth channel 8508 → the sixth channel 8510 → the fourth channel 8506 → the second series branch 8313. In the positive circulation process, the refrigerant absorbs heat at the cabin heat exchanger 8321 and transports it to the first off-cabin heat exchanger 8312 for release, so as to complete the refrigeration and cooling of the passenger cabin.

[0073] like Fig.11As shown, when the second valve 8407, the seventh valve 8511, and the eighth valve 8513 are opened, and the first valve 8405, the fifth valve 8507, the sixth valve 8509, and the ninth valve 8514 are closed, the first end 8401 is connected to the third end 8403 through the second channel 8406, so that the first series branch 8311 is connected to the battery heat exchange branch 833; the fourth end 8501 is connected to the sixth end 8503 through the fourth channel 8506, the seventh channel 8512, and the eighth channel 8515, so that the first series branch 8311 is connected to the outlet end of the second series branch 8313; the eighth end 8505 is connected to the fifth end 8502 through the fifth channel 8508, the sixth channel 8510, and the fourth channel 8506, so that the battery heat exchange branch 833 is connected to the inlet end of the second series branch 8313. At this time, the first main circuit 831 and the battery heat exchange branch 833 are connected in series to form a loop, and guide the refrigerant to flow in the heat pump heat exchange circuit 830 in a positive cycle. The positive cycle flow route of the refrigerant in the heat pump heat exchange circuit 830 is the second series branch 8313 (gas-liquid separator 8315, compressor 8314) → the eighth channel 8515 → the seventh channel 8512 → the fourth channel 8506 → the first series branch 8311 (the first off-board heat exchanger 8312) → the second channel 8406 (the second valve 8407) → the battery heat exchange branch 833 (battery heat exchanger 813) → the fifth channel 8508 → the sixth channel 8510 → the fourth channel 8506 → the second series branch 8313. In the positive cycle, the refrigerant absorbs heat at the battery heat exchanger 813 and transports it to the first off-board heat exchanger 8312 for release, so as to participate in the battery heat exchange circuit 810 to refrigerate and cool the battery pack 812.

[0074] like Fig.12As shown, when the first valve 8405, the second valve 8407, the sixth valve 8509, the seventh valve 8511, and the eighth valve 8513 are opened, and the fifth valve 8507 and the ninth valve 8514 are closed, the first end 8401 is connected to the second end 8402 through the first channel 8404, and the first end 8401 is connected to the third end 8403 through the second channel 8406, so that the first series branch 8311 is connected to the cabin heat exchange branch 832 and the battery heat exchange branch 833; the fourth end 8501 is connected to the fourth channel 8506, the seventh valve 8511, and the eighth valve 8513 are opened, and the fifth valve 8507 and the ninth valve 8514 are closed. The channel 8512 and the eighth channel 8515 are connected to the sixth end 8503, so that the first series branch 8311 is connected to the outlet end of the second series branch 8313; the seventh end 8504 is connected to the fifth end 8502 through the fifth channel 8508, the sixth channel 8510 and the fourth channel 8506, and the eighth end 8505 is connected to the fifth end 8502 through the fifth channel 8508, the sixth channel 8510 and the fourth channel 8506, so that the cabin heat exchange branch 832 and the battery heat exchange branch 833 are connected to the inlet end of the second series branch 8313. At this time, the first main channel 831 is connected in series with the cabin heat exchange branch 832 and the battery heat exchange branch 833 to form a loop, and guides the refrigerant to circulate in the heat pump heat exchange loop 830. The positive circulation flow route of the refrigerant in the heat pump heat exchange circuit 830 is the second series branch 8313 (gas-liquid separator 8315, compressor 8314) → the eighth channel 8515 → the seventh channel 8512 → the fourth channel 8506 → the first series branch 8311 (the first off-cabin heat exchanger 8312) → the first channel 8404 (the first valve 8405) → the in-cabin heat exchange branch 832 (the in-cabin heat exchanger 8321) → the fifth channel 8508 → the sixth channel 8510 → the fourth channel 8506 → The second series branch 8313, and the second series branch 8313 (gas-liquid separator 8315, compressor 8314) → the eighth channel 8515 → the seventh channel 8512 → the fourth channel 8506 → the first series branch 8311 (the first off-cabin heat exchanger 8312) → the second channel 8406 (the second valve 8407) → the battery heat exchange branch 833 (the battery heat exchanger 813) → the fifth channel 8508 → the sixth channel 8510 → the fourth channel 8506 → the second series branch 8313. In the positive cycle, the refrigerant absorbs heat at the cabin heat exchanger 8321 and the battery heat exchanger 813 and transports it to the first off-cabin heat exchanger 8312 for release, so as to simultaneously complete the cooling of the passenger cabin and the battery pack 812.

[0075] like Figure 2 , Figure 7 and Fig.13As shown, in some embodiments, the second switching mechanism 860 is a four-way valve, and the second switching mechanism 860 includes a first interface, a second interface, a third interface and a fourth interface. The motor heat exchange circuit 820 is connected to the first interface and the second interface of the second switching mechanism 860, and the battery heat exchange circuit 810 is connected to the third interface and the fourth interface of the second switching mechanism 860. When the battery heat exchange circuit 810 and the motor heat exchange circuit 820 are cut off, the second switching mechanism 860 adjusts the connection relationship of the internal refrigerant channel so that the first interface is connected to the second interface, and the third interface is connected to the fourth interface. When the battery heat exchange circuit 810 and the motor heat exchange circuit 820 are switched from the cut-off state to the series connection state, the second switching mechanism 860 adjusts the connection relationship of the internal refrigerant channel so that the first interface is connected to the third interface, and the second interface is connected to the fourth interface, so that the battery heat exchange circuit 810 and the motor heat exchange circuit 820 are connected in series.

[0076] like Figure 2 As shown, in some embodiments, the third switching mechanism 870 is a three-way valve, and the third switching mechanism 870 includes a fifth interface, a sixth interface, and a seventh interface, the fifth interface is connected to the second main line 821, the sixth interface is connected to the off-board heat exchange branch 822, and the sixth interface is connected to the circulation branch 823. The third switching mechanism 870 switches the communication relationship between the fifth interface and the sixth interface or the seventh interface to enable the second main line 821 to selectively communicate with the off-board heat exchange branch 822 or the circulation branch 823.

[0077] like Figure 1 and Figure 2 As shown, in some implementations, the first off-cabin heat exchanger 8312 and the second off-cabin heat exchanger 8221 are located at the same position on the vehicle, and the first off-cabin heat exchanger 8312 and the second off-cabin heat exchanger 8221 are arranged in parallel. The vehicle thermal management system further includes a first cooling fan 880, which is arranged on one side of the first off-cabin heat exchanger 8312 and the second off-cabin heat exchanger 8221, and the air outlet or air intake of the first cooling fan 880 faces the first off-cabin heat exchanger 8312 and the second off-cabin heat exchanger 8221. The first cooling fan 880 can improve the heat exchange efficiency between the first off-cabin heat exchanger 8312 and the second off-cabin heat exchanger 8221 and the outside world.

[0078] like Figure 2 As shown, in some embodiments, a blower 890 is provided on one side of the cabin heat exchanger 8321, and the blowing port or the suction port of the blower 890 is toward the cabin heat exchanger 8321 to improve the heat exchange efficiency between the cabin heat exchanger 8321 and the passenger compartment.

[0079] See also Figures 2 to 14 On the other hand, the present invention also provides a control method for a vehicle thermal management system.

[0080] The vehicle thermal management system includes a battery heat exchange loop 810, a motor heat exchange loop 820, a heat pump heat exchange loop 830, a first switching mechanism and a second switching mechanism 860. The battery heat exchange loop 810 includes a first suction device 811, a battery pack 812 and a battery heat exchanger 813, which are connected in series through pipelines to form a loop. The motor heat exchange circuit 820 includes a second main line 821, an off-cabin heat exchange branch 822 and a circulation branch 823. The second main line 821 is provided with a second suction device 8212 and a motor assembly 8211 in series. The off-cabin heat exchange branch 822 is connected in parallel with the circulation branch 823. The parallel off-cabin heat exchange branch 822 and the circulation branch 823 are connected in series with the second main line 821 via a third switching mechanism 870. The off-cabin heat exchange branch 822 is provided with a second off-cabin heat exchanger 8221, and the circulation branch 823 is not provided with a heat exchanger. The heat pump heat exchange circuit 830 includes a first main circuit 831, an in-cabin heat exchange branch 832 and a battery heat exchange branch 833. The first main circuit 831 is provided with a compressor 8314, a gas-liquid separator 8315 and a first out-cabin heat exchanger 8312 in series. The in-cabin heat exchange branch 832 is connected in parallel with the battery heat exchange branch 833. The parallel in-cabin heat exchange branch 832 and the battery heat exchange branch 833 are connected in series with the first main circuit 831. The in-cabin heat exchange branch 832 is provided with an in-cabin heat exchanger 8321. The battery heat exchange branch 833 is heat-exchange connected to the battery heat exchange circuit 810. For example, in one embodiment, the battery heat exchange branch 833 is heat-exchange connected to the battery heat exchanger 813.

[0081] The first switching mechanism is arranged between the first main line 831 and the parallel cabin heat exchange branch 832 and the battery heat exchange branch 833. The parallel cabin heat exchange branch 832 and the battery heat exchange branch 833 are connected in series to the first main line 831 through the first switching mechanism. The first switching mechanism enables the first main line 831 to selectively communicate with the cabin heat exchange branch 832 and / or the battery heat exchange branch 833; and is used to guide the refrigerant in the heat exchange circuit 830 of the heat pump to switch between the positive cycle and the reverse cycle. The second switching mechanism 860 is arranged between the battery heat exchange circuit 810 and the motor heat exchange circuit 820. The second switching mechanism 860 is used to enable the motor heat exchange circuit 820 to selectively communicate with or be cut off from the battery heat exchange circuit 810.

[0082] like Fig.11 As shown, the control method of the vehicle thermal management system includes:

[0083] When the ambient temperature is greater than the first preset temperature, and only the battery pack 812 needs to be cooled (i.e., when the cabin cooling mode is not turned on), the battery heat exchange branch 833 is connected to the first main line 831 in the positive circulation direction by adjusting the first switching mechanism. The positive circulation flow route of the refrigerant in the heat pump heat exchange circuit 830 is gas-liquid separator 8315→compressor 8314→first cabin heat exchanger 8312→battery heat exchanger 813→gas-liquid separator 8315. The refrigerant in the heat pump heat exchange circuit 830 flows in a positive circulation to absorb heat at the battery heat exchange circuit 810 (i.e., absorb heat at the battery heat exchanger 813), and dissipate heat at the first cabin heat exchanger 8312, thereby continuously cooling the battery pack 812 during the positive circulation process.

[0084] like Fig.10 As shown, the control method of the vehicle thermal management system also includes:

[0085] When the ambient temperature is greater than the first preset temperature, and only the vehicle passenger compartment needs to be cooled, the cabin heat exchange branch 832 is connected to the first main line 831 in the positive circulation direction by adjusting the first switching mechanism. The positive circulation flow route of the refrigerant in the heat pump heat exchange circuit 830 is gas-liquid separator 8315→compressor 8314→first cabin heat exchanger 8312→cabin heat exchanger 8321→gas-liquid separator 8315. The refrigerant in the heat pump heat exchange circuit 830 flows in a positive circulation to absorb heat at the cabin heat exchanger 8321 and dissipate heat at the first cabin heat exchanger 8312, thereby continuously cooling the passenger compartment during the positive circulation process.

[0086] like Fig. 9 As shown, the control method of the vehicle thermal management system also includes:

[0087] When the ambient temperature is lower than the second preset temperature and the vehicle passenger compartment needs to be heated, the first switching mechanism is adjusted to connect the cabin heat exchange branch 832 to the first main line 831 in the reverse circulation direction. The reverse circulation flow route of the refrigerant in the heat pump heat exchange circuit 830 is gas-liquid separator 8315→compressor 8314→cabin heat exchanger 8321→first cabin heat exchanger 8312→gas-liquid separator 8315. The refrigerant in the heat pump heat exchange circuit 830 flows in a reverse circulation to absorb heat from the outside at the first cabin heat exchanger 8312 and release heat at the cabin heat exchanger 8321, thereby continuously heating the passenger compartment during the reverse circulation process.

[0088] like Fig.12 As shown, in some embodiments, the control method of the vehicle thermal management system further includes:

[0089] When the ambient temperature is greater than the first preset temperature, and both the vehicle passenger compartment and the battery pack 812 need to be cooled (i.e., when the cabin cooling mode is turned on), the battery heat exchange branch 833 and the cabin heat exchange branch 832 are connected to the first main line 831 in the positive circulation direction by adjusting the first switching mechanism. The positive circulation flow route of the refrigerant in the heat pump heat exchange circuit 830 is gas-liquid separator 8315→compressor 8314→first cabin heat exchanger 8312→cabin heat exchanger 8321 / battery heat exchanger 813→gas-liquid separator 8315. The refrigerant in the heat pump heat exchange circuit 830 flows in a positive circulation to absorb heat in the cabin heat exchanger 8321 and in the battery heat exchange circuit 810 (i.e., in the battery heat exchanger 813), and dissipate heat at the first cabin heat exchanger 8312, thereby continuously cooling the battery pack 812 and the passenger compartment during the positive circulation process.

[0090] like Figure 8 As shown, in some embodiments, the control method of the vehicle thermal management system further includes:

[0091] When the ambient temperature is lower than the second preset temperature and the battery pack 812 needs to be heated, the battery heat exchange circuit 810 is connected to the second main circuit 821 of the motor heat exchange circuit 820 by adjusting the second switching mechanism 860, and the third switching mechanism 870 is adjusted to connect the second main circuit 821 and the circulation branch 823. Under the cooperation of the second switching mechanism 860 and the third switching mechanism 870, the second main circuit 821, the battery heat exchange circuit 810 and the circulation branch 823 are connected in series to form a loop, and the circulation flow route of the refrigerant in the series circuit of the motor heat exchange circuit 820 and the battery heat exchange circuit 810 is the second suction device 8212→motor assembly 8211→second switching mechanism 860→battery pack 812→battery heat exchanger 813→first suction device 811→second switching mechanism 860→third switching mechanism 870→second suction device 8212. During the circulation of the refrigerant in the series circuit of the motor heat exchange circuit 820 and the battery heat exchange circuit 810, the motor assembly 8211 absorbs the waste heat from the motor work and releases the absorbed waste heat at the battery pack 812 to keep the battery pack 812 warm in a cold environment.

[0092] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed by the present invention shall still be covered by the claims of the present invention.

Claims

1. A vehicle thermal management system, characterized in that: include: A battery heat exchange circuit, which is connected to the battery pack; A motor heat exchange circuit, which is connected to the motor assembly; A heat pump heat exchange circuit, comprising a first main circuit, an in-cabin heat exchange branch and a battery heat exchange branch, wherein the in-cabin heat exchange branch and the battery heat exchange branch are connected in parallel to the first main circuit, the in-cabin heat exchange branch is provided with an in-cabin heat exchanger, and the battery heat exchange branch is heat-exchange connected to the battery heat exchange circuit; a first switching mechanism, which is arranged between the first main line and the cabin heat exchange branch and the battery heat exchange branch connected in parallel, the first switching mechanism connects the first main line with the cabin heat exchange branch and / or the battery heat exchange branch to form a loop, and guides the heat pump heat exchange loop to switch between a forward cycle and a reverse cycle; A second switching mechanism is provided between the battery heat exchange circuit and the motor heat exchange circuit, and the second switching mechanism connects or disconnects the motor heat exchange circuit with the battery heat exchange circuit.

2. The vehicle thermal management system according to claim 1, characterized in that: The first switching mechanism includes a first switching module and a second switching module. The first switching module connects the first main line with the cabin heat exchange branch and / or the battery heat exchange branch to form a loop. The second switching module guides the heat pump heat exchange loop to switch between a positive cycle and a reverse cycle.

3. The vehicle thermal management system according to claim 2, characterized in that: The first switching module includes a first end, a second end and a third end, the first end is connected to the second end through a first channel, the first end is connected to the third end through a second channel, the first end is connected to the first main pipeline, the second end is connected to the cabin heat exchange branch, the third end is connected to the battery heat exchange branch, a first valve is provided on the first channel, and a second valve is provided on the second channel.

4. The vehicle thermal management system according to claim 3, characterized in that: The second valve is a one-way stop valve, and the second valve allows the refrigerant in the positive circulation to pass through.

5. The vehicle thermal management system according to claim 2, characterized in that: The first main circuit includes a first series branch and a second series branch connected in series, a first off-cabin heat exchanger is provided on the first series branch, and a compressor and a gas-liquid separator are provided on the second series branch; the second switching module includes a fourth end, a fifth end, a sixth end, a seventh end and an eighth end, the fourth end is connected to the first series branch, the fifth end is connected to one end of the second series branch, the sixth end is connected to the other end of the second series branch, the seventh end is connected to the in-cabin heat exchange branch, and the eighth end is connected to the battery heat exchange branch; wherein a refrigerant channel is provided in the second switching module, and under the connection of the refrigerant channel, the fourth end is selected to be connected to the fifth end or the sixth end, the seventh end is connected to the eighth end, and the seventh end and / or the eighth end are selected to be connected to the fifth end or the sixth end.

6. The vehicle thermal management system according to claim 5, characterized in that: When the fourth end is connected with the sixth end, and the fifth end is connected with the seventh end and / or the eighth end, the refrigerant in the heat pump heat exchange circuit is circulated positively, and the first off-cabin heat exchanger absorbs heat and exchanges heat with the in-cabin heat exchange branch and / or the battery heat exchange branch; when the fourth end is connected with the fifth end, and the sixth end is connected with the seventh end and / or the eighth end, the refrigerant in the heat pump heat exchange circuit is circulated reversely, and the first off-cabin heat exchanger dissipates heat and exchanges heat with the in-cabin heat exchange branch and / or the battery heat exchange branch.

7. The vehicle thermal management system according to claim 5, characterized in that: The refrigerant channel includes a fourth channel, a fifth channel, a sixth channel, a seventh channel, and an eighth channel, the two ends of the fourth channel are respectively connected to the fourth end and the fifth end, the two ends of the fifth channel are respectively connected to the seventh end and the eighth end, the two ends of the sixth channel are respectively connected to the fourth channel and the fifth channel, the two ends of the seventh channel are respectively connected to the fourth channel and the fifth channel, one end of the eighth channel is connected to the seventh channel, and the other end of the eighth channel is connected to the sixth end; a fifth valve is provided on the fourth channel, a sixth valve is provided on the fifth channel, a seventh valve is provided on the sixth channel, an eighth valve and a ninth valve are provided on the seventh channel, and the eighth valve and the ninth valve are located on both sides of one end of the eighth channel.

8. The vehicle thermal management system according to claim 1, characterized in that: The motor heat exchange circuit includes a second main line, an off-cabin heat exchange branch and a circulation branch. The second main line is provided with a second suction device and the motor assembly. The off-cabin heat exchange branch and the circulation branch are connected in parallel to the second main line through a third switching mechanism. The off-cabin heat exchange branch is provided with a second off-cabin heat exchanger. The third switching mechanism connects the second main line with the off-cabin heat exchange branch or the circulation branch to form a loop.

9. The vehicle thermal management system according to claim 8, characterized in that: When the second switching mechanism connects the motor heat exchange circuit with the battery heat exchange circuit in series, and the third switching mechanism connects the second main circuit with the circulation branch, the battery heat exchange circuit absorbs waste heat of the motor assembly.

10. The vehicle thermal management system according to claim 8, characterized in that: The second switching mechanism is disposed between the battery heat exchange circuit and the second main line, and the second switching mechanism connects the second main line to the battery heat exchange circuit in series or cuts off the second main line.

11. The vehicle thermal management system according to claim 8, characterized in that: The third switching mechanism is a three-way valve, and three interfaces of the three-way valve are respectively connected to the second main line, the off-cabin heat exchange branch and the circulation branch.

12. The vehicle thermal management system according to claim 1 or 8, characterized in that: The second switching mechanism is a four-way valve, two interfaces of the four-way valve are connected to the battery heat exchange circuit, and the other two interfaces of the four-way valve are connected to the motor heat exchange circuit.

13. The vehicle thermal management system according to claim 1, characterized in that: The battery heat exchange circuit comprises a first suction device, a battery heat exchanger and the battery pack connected in series, and the battery heat exchange branch is connected to the battery heat exchanger for heat exchange.

14. A control method for a vehicle thermal management system, characterized in that: The vehicle thermal management system includes a battery heat exchange circuit, a heat pump heat exchange circuit and a first switching mechanism. The battery heat exchange circuit is connected to the battery pack. The heat pump heat exchange circuit includes a first main circuit, an in-cabin heat exchange branch and a battery heat exchange branch. The in-cabin heat exchange branch and the battery heat exchange branch are connected in parallel to the first main circuit. The in-cabin heat exchange branch is provided with an in-cabin heat exchanger. The battery heat exchange branch is heat-exchange connected to the battery heat exchange circuit. The first switching mechanism is provided between the first main circuit and the in-cabin heat exchange branch and the battery heat exchange branch connected in parallel. The control method comprises: When the ambient temperature is greater than a first preset temperature and the battery pack needs to be cooled, the first switching mechanism is controlled to connect the battery heat exchange branch to the first main circuit along a positive circulation direction, so that the refrigerant absorbs heat from the battery heat exchange circuit and dissipates heat at the first off-cabin heat exchanger.

15. The control method according to claim 14, characterized in that: Also includes: When the ambient temperature is greater than the first preset temperature and both the vehicle cabin and the battery pack need to be cooled, the first switching mechanism is controlled to connect the battery heat exchange branch and the cabin heat exchange branch to the first main circuit in the positive circulation direction, so that the refrigerant absorbs heat from the battery heat exchange circuit and the cabin heat exchanger, and dissipates heat at the first outside-cabin heat exchanger.

16. The control method according to claim 14, characterized in that: The vehicle thermal management system further includes a motor heat exchange circuit and a second switching mechanism; the second switching mechanism is arranged between the battery heat exchange circuit and the motor heat exchange circuit; the motor heat exchange circuit includes a second main circuit, an off-cabin heat exchange branch and a circulation branch, the motor assembly is arranged on the second main circuit, the off-cabin heat exchange branch and the circulation branch are connected in parallel to the second main circuit through a third switching mechanism, and a second off-cabin heat exchanger is arranged on the off-cabin heat exchange branch; The control method further comprises: When the ambient temperature is lower than a second preset temperature and the battery pack needs to be heated, the second switching mechanism is controlled to connect the battery heat exchange circuit and the second main circuit of the motor heat exchange circuit in series, and the third switching mechanism is controlled to connect the second main circuit and the circulation branch circuit, so that the refrigerant absorbs heat from the motor assembly and dissipates heat at the battery pack.

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