Control method of thermal management system and vehicle

Abstract

The invention discloses a control method of a thermal management system and a vehicle, the thermal management system comprises a cooling liquid circulation module and a refrigerant circulation module, and the cooling liquid circulation module comprises a first water cooling flow channel of a first heat exchanger and a second water cooling flow channel of a water cooling condenser; the refrigerant circulation module comprises a first refrigerant flow channel of the first heat exchanger and a second refrigerant flow channel of the water-cooling condenser; the control method comprises the steps that in a first heating mode, when a power battery is heated and / or a passenger compartment is heated, it is judged that the water outlet temperature of the motor electric controller is not smaller than a first set temperature, the ten-way valve is controlled to at least control the motor electric controller to communicate with the first water cooling flow channel, and the first water cooling flow channel and the first refrigerant flow channel conduct heat exchange; according to the control method of the heat management system, comprehensive management of heat energy of the whole vehicle is achieved, waste heat recovery of electric control of the motor in a corresponding mode is achieved, the heat efficiency is improved, and energy waste is avoided.

Description

Technical Field

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

[0002] Traditional thermal management systems use multiple water pumps and multiple three-way water valves or four-way water valves to achieve thermal management of electric vehicles, but this results in a large number of thermal management system components, and the overall structural layout and control scheme of the thermal management system are complex. In addition, in related technologies, the thermal management of the passenger compartment and power battery of the electric vehicle is controlled by a thermal management controller, and the thermal management of the motor electronic control is controlled by the vehicle controller, resulting in the inability to achieve comprehensive management of the thermal energy of the entire electric vehicle, low thermal efficiency, and energy waste. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention proposes a control method for a thermal management system, which realizes the comprehensive management of the thermal energy of the entire electric vehicle, realizes the waste heat recovery of the motor electronic control in the corresponding mode, improves the thermal efficiency, and avoids energy waste.

[0004] According to the control method of the thermal management system of the embodiment of the present invention, the thermal management system includes: a coolant circulation module, the coolant circulation module is integrated with a ten-way valve, a motor and an electronic control are arranged between the first interface and the ninth interface of the ten-way valve, a power battery is arranged between the fifth interface and the eighth interface, a radiator is arranged between the second interface and the third interface, a first water pump and a first water cooling channel of the first heat exchanger are arranged between the fourth interface and the zeroth interface; a second water pump, a second water cooling channel of the water-cooled condenser, a water-heating heater and a warm air core are arranged between the seventh interface and the sixth interface;

[0005] A refrigerant circulation module, the refrigerant circulation module comprising: a compressor, a first refrigerant flow channel of a first heat exchanger, a second refrigerant flow channel of a water-cooled condenser, an outdoor heat exchanger, and an evaporator forming a loop;

[0006] The control method comprises: in a first heating mode, when the power battery is heated and / or the passenger compartment is heated,

[0007] Determining that the outlet water temperature of the motor electronic control is not less than a first set temperature, controlling the ten-way valve to at least control the motor electronic control to communicate with the first water-cooling flow channel, and the first water-cooling flow channel and the first refrigerant flow channel to exchange heat;

[0008] The power battery and / or the heater core is in communication with the second water-cooling channel, and the second water-cooling channel and the second refrigerant channel perform heat exchange.

[0009] According to the control method of the thermal management system of the embodiment of the present invention, the control method of the thermal management system realizes the comprehensive management of the thermal energy of the entire electric vehicle, realizes the waste heat recovery of the motor and electronic control in the corresponding mode, improves the thermal efficiency, and avoids energy waste.

[0010] In some embodiments, in the first heating mode, it is determined that the outlet water temperature of the motor electronic control is less than a first set temperature, and the ten-way valve is controlled to disconnect the motor electronic control from the first water cooling channel.

[0011] In some embodiments, when it is determined that the ambient temperature is lower than the second set temperature, the water heater is controlled to turn on and the compressor is stopped.

[0012] In some embodiments, detecting the temperature of the power battery;

[0013] When it is determined that the maximum temperature of the power battery is greater than the first battery core temperature, the ten-way valve is controlled to connect the power battery with the first water-cooling channel, and the first water-cooling channel and the first refrigerant channel perform heat exchange to reduce the temperature of the power battery.

[0014] In some embodiments, when it is determined that the maximum temperature of the power battery is less than the first battery cell temperature and not less than the second battery cell temperature, and the temperature of the motor electronic control is less than a third set temperature, the ten-way valve is controlled to connect the power battery, the motor electronic control, the radiator, the first water-cooling channel, and the second water-cooling channel so that the power battery and the motor electronic control are cooled in series.

[0015] In some embodiments, the control method further includes a first cooling mode, in which at least the power battery is in a cooling state;

[0016] In the first cooling mode, the ten-way valve is controlled so that the power battery is connected to the first water-cooling channel, and the first water-cooling channel and the first refrigerant channel exchange heat;

[0017] The ten-way valve is controlled so that the second water-cooling flow channel is connected to the radiator, and the second water-cooling flow channel and the second refrigerant flow channel perform heat exchange.

[0018] In some embodiments, the control method further includes a second cooling mode, in which the power battery has no cooling requirement, the passenger compartment is cooled and / or the motor is electronically controlled and cooled;

[0019] In the second cooling mode, the ten-way valve is controlled so that the second water-cooling channel is connected to the radiator through the motor electronic control, and the second water-cooling channel and the second refrigerant channel exchange heat.

[0020] In some embodiments, the control method also includes a defog mode. In the defog mode, the ten-way valve is controlled so that the heater core is connected to the second water-cooling channel, the second water-cooling channel and the second refrigerant channel exchange heat, the electronic expansion valve is started and the hot and cold air doors are opened so that the air after heat exchange with the evaporator or the heater core is transported toward the glass.

[0021] In some embodiments, the control method also includes a first heating mode. In the first heating mode, the ten-way valve is controlled to at least connect the heater core with the second water-cooling channel, and the second water-cooling channel and the second refrigerant channel perform heat exchange.

[0022] Another object of the present invention is to provide a vehicle, comprising a controller, wherein the controller executes the control method of the thermal management system described above.

[0023] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0025] Figure 1 It is a schematic diagram of the structure of the thermal management system of the present invention;

[0026] Figure 2 is a flow chart of a control method in some embodiments of the present invention;

[0027] Figure 3 Flow diagram of the heat exchange medium in the thermal management system of the present invention in the first mode, where the arrow direction indicates the flow direction of the heat exchange medium;

[0028] Figure 4 is a flow chart of a control method of a thermal management system of the present invention in a first mode;

[0029] Figure 5 It is a flow diagram of the heat exchange medium in the second mode and the third mode of the thermal management system of the present invention, and the arrow direction indicates the flow direction of the heat exchange medium;

[0030] Figure 6 is a flow chart of a control method of a thermal management system of the present invention in a second mode;

[0031] Figure 7 is a flow chart of a control method of a thermal management system of the present invention in a third mode;

[0032] Figure 8Flow diagram of the heat exchange medium in the fourth mode and the fifth mode of the thermal management system of the present invention, where the arrow direction indicates the flow direction of the heat exchange medium;

[0033] Fig. 9 is a flow chart of a control method of a thermal management system of the present invention in a fourth mode;

[0034] Fig.10 is a flow chart of a control method of a thermal management system of the present invention in a fifth mode;

[0035] Fig.11 Flow diagram of the heat exchange medium of the thermal management system of the present invention in the sixth mode and the seventh mode, where the arrow direction indicates the flow direction of the heat exchange medium;

[0036] Fig.12 is a flow chart of a control method of a thermal management system of the present invention in a sixth mode;

[0037] Fig.13 is a flow chart of a control method of a thermal management system of the present invention in a seventh mode;

[0038] Fig.14 Flow diagram of the heat exchange medium of the thermal management system of the present invention in the eighth mode, where the arrow direction indicates the flow direction of the heat exchange medium;

[0039] Fig.15 is a flow chart of a control method of a thermal management system of the present invention in an eighth mode;

[0040] Fig.16 Flow diagram of the heat exchange medium of the thermal management system of the present invention in the ninth mode, where the arrow direction indicates the flow direction of the heat exchange medium;

[0041] Fig.17 is a flow chart of a control method of a thermal management system of the present invention in a ninth mode;

[0042] Fig.18 Flow diagram of the heat exchange medium of the thermal management system of the present invention in the tenth mode, where the arrow direction indicates the flow direction of the heat exchange medium;

[0043] Fig.19 is a flow chart of a control method of a thermal management system in a tenth mode of the present invention;

[0044] Fig. 20 is a flow diagram of a heat exchange medium in the thermal management system of the present invention in the eleventh mode, and the arrow direction indicates the flow direction of the heat exchange medium;

[0045] Fig.21 is a flow chart of a control method of a thermal management system in an eleventh mode of the present invention;

[0046] Fig. 22Flow direction diagram of heat exchange medium in the thermal management system of the present invention in the twelfth mode, where the arrow direction indicates the flow direction of the heat exchange medium;

[0047] Fig.23 is a flow chart of a control method of a thermal management system in a twelfth mode of the present invention;

[0048] Fig.24 Flow diagram of the heat exchange medium of the thermal management system of the present invention in the thirteenth mode and the fourteenth mode, where the arrow direction indicates the flow direction of the heat exchange medium;

[0049] Fig.25 is a flow chart of a control method of a thermal management system of the present invention in a thirteenth mode;

[0050] Fig.26 is a flow chart of a control method of a thermal management system of the present invention in a fourteenth mode;

[0051] Fig. 27 is a flow diagram of a heat exchange medium in the thermal management system of the present invention in the fifteenth mode, and the direction of the arrow indicates the flow direction of the heat exchange medium;

[0052] Fig.28 is a flow chart of a control method of a thermal management system of the present invention in a fifteenth mode;

[0053] Fig.29 Flow diagram of heat exchange medium in the thermal management system of the present invention in the sixteenth mode and the seventeenth mode, where the arrow direction indicates the flow direction of the heat exchange medium;

[0054] Fig.30 is a flow chart of a control method of a thermal management system of the present invention in a sixteenth mode;

[0055] Fig.31 is a flow chart of a control method of a thermal management system of the present invention in a seventeenth mode;

[0056] Fig.32 Flow diagram of heat exchange medium in the thermal management system of the present invention in the eighteenth mode, where the arrow direction indicates the flow direction of the heat exchange medium;

[0057] Fig.33 is a flow chart of a control method of a thermal management system of the present invention in an eighteenth mode;

[0058] Fig.34 It is a flow chart of a control method after the heating function of the thermal management system of the present invention is turned on;

[0059] Fig.35 This is a flow chart of the control method after the power battery cooling function is turned on in the present invention.

[0060] Reference numerals:

[0061] Thermal management system 1000, ten-way valve 100, motor electronic control 19, power battery 58, radiator 23, first water pump 401, first heat exchanger 402, second water pump 761, water-cooled condenser 762, water-heating heater 763, warm air core 764,

[0062] Compressor 10 , second expansion valve 20 , outdoor heat exchanger 30 , first expansion valve 501 , electronic expansion valve 502 , evaporator 503 , gas-liquid separator 60 , passenger compartment 2000 . DETAILED DESCRIPTION

[0063] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0064] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0065] In addition, features defined as “first” or “second” may explicitly or implicitly include one or more such features, and are used to distinguish and describe features, without any distinction in order or importance.

[0066] In the description of the present invention, unless otherwise specified, "plurality" means two or more.

[0067] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0068] The control method of the thermal management system 1000 according to the embodiment of the present invention is described below with reference to the accompanying drawings.

[0069] Reference Figure 1-Figure 33 As shown, according to the control method of the thermal management system 1000 according to the embodiment of the present invention, the thermal management system 1000 includes: a coolant circulation module and a refrigerant circulation module.

[0070] Traditional thermal management systems use multiple water pumps and multiple three-way water valves or four-way water valves to achieve thermal management of electric vehicles, but this results in a large number of components in the thermal management system and complex overall structural layout and control scheme of the thermal management system.

[0071] To this end, the present application designs a thermal management system 1000 that integrates multiple water valves in the vehicle thermal management system 1000 into one through a ten-way valve 100, thereby reducing the number of components of the thermal management system 1000, simplifying the structure of the thermal management system 1000, and reducing the difficulty of the control scheme.

[0072] Among them, Figure 1 As shown, the coolant circulation module is integrated with a ten-way valve 100, and a motor electronic control 19 is provided between the first interface and the ninth interface of the ten-way valve 100, the coolant inlet of the motor electronic control 19 is connected to the ninth interface, and the coolant outlet of the motor electronic control 19 is connected to the first interface. A power battery 58 is provided between the fifth interface and the eighth interface, the coolant inlet of the power battery 58 is connected to the eighth interface, and the coolant outlet of the power battery 58 is connected to the fifth interface. A radiator 23 is provided between the second interface and the third interface, the coolant inlet of the radiator 23 is connected to the second interface, and the coolant outlet of the radiator 23 is connected to the third interface. A first water-cooling channel of the first water pump 401 and the first heat exchanger 402 is provided between the fourth interface and the zeroth interface, the inlet end of the first water pump 401 is connected to the fourth interface, the outlet end of the first water pump 401 is connected to the inlet of the first water-cooling channel of the first heat exchanger 402, and the outlet of the first water-cooling channel of the first heat exchanger 402 is connected to the zeroth interface.

[0073] A second water pump 761, a second water-cooling channel of the water-cooled condenser 762, a water-heating heater 763, and a warm air core 764 are provided between the seventh interface and the sixth interface, which are connected in sequence. Specifically, the inlet end of the second water pump 761 is connected to the seventh interface, the outlet end of the second water pump 761 is connected to the inlet of the second water-cooling channel of the water-cooled condenser 762, the outlet of the second water-cooling channel of the water-cooled condenser 762 is connected to the coolant inlet of the water-heating heater 763, the coolant outlet of the water-heating heater 763 is connected to the coolant inlet of the warm air core 764, and the coolant outlet of the warm air core 764 is connected to the sixth interface.

[0074] The thermal management system 1000 also includes: a refrigerant circulation module, which includes: a compressor 10, a second refrigerant flow channel of the water-cooled condenser 762, a second expansion valve 20, an outdoor heat exchanger 30, a first expansion valve 501, a first refrigerant flow channel of the first heat exchanger 402, and a gas-liquid separator 60 that form a loop; an electronic expansion valve 502 and an evaporator 503 are also provided between the outdoor heat exchanger 30 and the gas-liquid separator 60, and the electronic expansion valve 502 and the evaporator 503 are arranged in parallel with the first expansion valve 501 and the first heat exchanger 402.

[0075] The coolant and the refrigerant can perform heat exchange when flowing through the first heat exchanger 402 or when flowing through the water-cooled condenser 762 .

[0076] The coolant and the refrigerant exchange heat when flowing through the first heat exchanger 402. During the heat exchange process, the refrigerant in the first refrigerant channel of the first heat exchanger 402 absorbs the heat of the coolant in the first water-cooling channel, thereby reducing the coolant temperature and increasing the refrigerant temperature.

[0077] The coolant and the refrigerant exchange heat when flowing through the water-cooled condenser 762. During the heat exchange process, the coolant in the second water-cooled flow channel of the water-cooled condenser 762 will absorb the heat of the refrigerant in the second refrigerant flow channel, thereby increasing the temperature of the coolant and reducing the temperature of the refrigerant.

[0078] When the refrigerant flows through the evaporator 503, it exchanges heat with the air in the passenger cabin 2000. During the heat exchange process, the refrigerant in the evaporator 503 absorbs the heat of the air in the passenger cabin 2000, thereby achieving refrigeration in the passenger cabin 2000 or cold air defog in the passenger cabin 2000. The refrigerant can participate in heat exchange in the outdoor heat exchanger 30 to be cooled.

[0079] The coolant can release heat to the outside at the heater core 764 for heating or hot air demisting in the passenger compartment 2000. The coolant radiates heat to the outside at the radiator 23, and the coolant lowers its temperature at the radiator 23, providing conditions for cooling the structure in the circuit.

[0080] In the prior art, the thermal management of the passenger compartment 2000 and the power battery of the electric vehicle is controlled by a thermal management controller, and the thermal management of the motor electronic control is controlled by the vehicle controller, which makes it impossible to achieve comprehensive management of the thermal energy of the electric vehicle, resulting in low thermal efficiency and energy waste. To this end, the present application designs a thermal management system integrated with a ten-way valve, and provides a corresponding control method to control the thermal management system, thereby achieving comprehensive management of the thermal energy of the electric vehicle, improving thermal efficiency and avoiding energy waste.

[0081] In order to achieve integrated thermal management of the power battery 58 system, the passenger compartment 2000 system, and the motor and electronic control 19 system in the thermal management system 1000, the present application also designs a control method to be executed after the heating function of the thermal management system 1000 is turned on. Using this control method, the waste heat utilization of the motor and electronic control 19 and the coupling of various heating circuits can be achieved.

[0082] Reference Fig.34 According to an embodiment of the present invention, the control method of the thermal management system includes:

[0083] S31, the first heating mode is turned on.

[0084] S32, confirming whether the power battery is heated and / or the passenger compartment is heated.

[0085] S33, determining whether the outlet water temperature of the motor electronic control is lower than the first set temperature.

[0086] When it is confirmed that the power battery 58 is heated and / or at least one structure in the passenger compartment 2000 needs to be heated, the power battery 58 and / or the heater core 764 are connected to the second water cooling channel. The second water cooling channel and the second refrigerant channel can perform heat exchange.

[0087] The coolant and the refrigerant exchange heat when flowing through the water-cooled condenser 762. During the heat exchange process, the coolant in the second water-cooled flow channel of the water-cooled condenser 762 absorbs the heat of the refrigerant in the second refrigerant flow channel, thereby increasing the coolant temperature and reducing the refrigerant temperature. The increased coolant temperature can be used to heat the power battery and / or the passenger compartment.

[0088] Specifically, since the second water-cooling flow channel and the heater core are located between the sixth interface and the seventh interface at the same time, confirming whether the power battery 58 is heated and / or the passenger compartment 2000 is heated includes: determining in sequence whether the power battery 58 and the passenger compartment 2000 have heating requirements. When it is determined that the power battery 58 has heating requirements, the ten-way valve 100 is controlled to connect the sixth interface with the eighth interface, the fifth interface with the seventh interface, and the second water pump 761 is turned on. At this time, the power battery 58, the water-cooling condenser 762 and the passenger compartment 2000 are connected in series, and the coolant and the refrigerant exchange heat when flowing through the water-cooling condenser 762. During the heat exchange process, the coolant in the second water-cooling flow channel of the water-cooling condenser 762 absorbs the heat of the refrigerant in the second refrigerant flow channel, thereby increasing the temperature of the coolant and reducing the temperature of the refrigerant. The high-temperature coolant reaches the power battery 58 as the coolant circulates, and the coolant releases heat at the power battery 58 to achieve heating of the power battery. Alternatively, when the power battery 58 and the passenger compartment 2000 have heating requirements at the same time, the coolant can also release heat at the heater core 764 and release it into the air in the passenger compartment 2000, thereby heating the passenger compartment 2000.

[0089] When it is determined that the power battery 58 has no heating demand, continue to determine whether the passenger compartment 2000 has a heating demand. When it is determined that the passenger compartment 2000 has a heating demand, control the ten-way valve 100 to connect the sixth interface and the seventh interface, and the second water pump 761 is turned on. At this time, the water-cooled condenser 762 and the passenger compartment 2000 are connected in series to form a loop, and the coolant and the refrigerant exchange heat when flowing through the water-cooled condenser 762. During the heat exchange process, the coolant in the second water-cooling channel of the water-cooled condenser 762 will absorb the heat of the refrigerant in the second refrigerant channel, thereby increasing the coolant temperature and reducing the refrigerant temperature.

[0090] The high-temperature coolant reaches the heater core 764 as the coolant circulates, and the coolant releases heat at the heater core 764 and releases it into the air in the passenger compartment 2000, thereby heating the passenger compartment 2000.

[0091] When it is determined that the passenger compartment 2000 has no heating demand, that is, when neither the power battery 58 nor the passenger compartment 2000 has heating demand, the first heating mode is turned off.

[0092] Further, it is determined whether the water outlet temperature of the motor and electronic control 19 is greater than or equal to the first set temperature.

[0093] When it is confirmed that the power battery 58 is heated and / or the passenger compartment 2000 is heated and it is determined that the outlet water temperature of the motor electronic control 19 is not less than the first set temperature, the ten-way valve 100 is controlled to at least control the motor electronic control 19 to communicate with the first water cooling channel, and the first water cooling channel and the first refrigerant channel exchange heat.

[0094] When it is determined that the outlet water temperature of the motor electronic control 19 is not less than the first set temperature, the outlet water temperature of the motor electronic control 19 can be used for waste heat recovery.

[0095] The ten-way valve 100 is controlled to at least control the motor electronic control 19 to be connected to the first water-cooling channel. The residual heat of the motor electronic control 19 will reach the first water-cooling channel along with the flow of the coolant. The first water-cooling channel and the first refrigerant channel will exchange heat. The coolant and the refrigerant will exchange heat when flowing through the first heat exchanger 402. During the heat exchange process, the refrigerant in the first refrigerant channel of the first heat exchanger 402 will absorb the heat of the coolant in the first water-cooling channel, thereby reducing the temperature of the coolant and increasing the temperature of the refrigerant. That is, the refrigerant can absorb the residual heat of the motor electronic control 19 stored in the coolant.

[0096] Furthermore, the refrigerant that has absorbed the waste heat of the motor electronic control 19 stored in the coolant performs heat exchange when flowing through the water-cooled condenser 762. During the heat exchange process, the coolant in the second water-cooling channel of the water-cooled condenser 762 will absorb the heat of the refrigerant in the second refrigerant channel, thereby increasing the coolant temperature and reducing the refrigerant temperature. That is, the coolant in the second water-cooling channel can absorb the waste heat of the motor electronic control 19 stored in the refrigerant, and be subsequently used for power battery heating and / or passenger compartment heating.

[0097] Specifically, when it is confirmed that the power battery 58 is heated and / or the passenger compartment 2000 is heated and it is determined that the water outlet temperature of the motor electronic control 19 is not less than the first set temperature, the first interface of the ten-way valve 100 is controlled to connect to the third interface, the third interface is connected to the fourth interface, and the zeroth interface is connected to the ninth interface. The first water-cooling channel of the first heat exchanger 402 can be connected in series with the motor electronic control 19, and the coolant and the refrigerant exchange heat when flowing through the first heat exchanger 402. During the heat exchange process, the refrigerant in the first refrigerant channel of the first heat exchanger 402 absorbs the heat of the coolant in the first water-cooling channel, thereby reducing the coolant temperature and increasing the refrigerant temperature.

[0098] Therefore, the temperature of the coolant decreases after flowing through the first water-cooling channel of the first heat exchanger 402, so as to better realize the cooling of the motor and electronic control 19. The temperature of the refrigerant increases after flowing through the first refrigerant channel of the first heat exchanger 402. That is to say, part of the waste heat of the motor and electronic control is transferred to the refrigerant through the first heat exchanger 402. Through the refrigerant circulation, the waste heat of the motor and electronic control can be used for the subsequent heating of the power battery 58 and the passenger compartment 2000, thereby realizing the waste heat utilization of the motor and electronic control 19, reducing energy loss, improving thermal efficiency, and avoiding energy waste.

[0099] This control method can reduce energy loss while meeting the heating requirements of the power battery 58 and / or the passenger compartment 2000 and the cooling requirements of the motor electronic control 19, thereby improving thermal efficiency and avoiding energy waste.

[0100] When it is determined that the outlet water temperature of the motor electronic control 19 is lower than the first set temperature, the ten-way valve 100 is controlled to disconnect the motor electronic control 19 from the first water cooling channel. At this time, the first heat exchanger 402 no longer uses the waste heat of the motor electronic control 19 to transport heat to the refrigerant. The heating demand of the power battery 58 and / or the passenger compartment 2000 can be met by the water heater 763 and / or the water cooling condenser 762 to avoid affecting the normal operation of the motor electronic control 19 and improve thermal efficiency.

[0101] According to the control method of the thermal management system of the embodiment of the present invention, the control method of the thermal management system 1000 realizes the comprehensive management of the thermal energy of the entire electric vehicle, realizes the waste heat recovery of the motor and electronic control in the corresponding mode, improves the thermal efficiency, and avoids energy waste.

[0102] In some embodiments, reference Fig.34 In the first heating mode, after determining whether the outlet water temperature of the motor electronic control is less than the first set temperature in S33, the method further includes:

[0103] S34, determining whether the ambient temperature is lower than a second set temperature.

[0104] When it is determined that the ambient temperature is lower than the second set temperature, the water heater 763 is controlled to turn on.

[0105] Specifically, the ambient temperature is first obtained through the temperature sensor to determine whether the ambient temperature is lower than the second set temperature. When the ambient temperature is lower than the second set temperature, the power battery 58 and / or the passenger compartment 2000 cannot be heated by relying solely on the water-cooled condenser 762. The water-cooled heater 763 can be controlled to work and the working power according to the requirements of the passenger compartment 2000 and the power battery 58.

[0106] In some embodiments, after determining whether the ambient temperature is lower than the second set temperature, the compressor 10 may stop running and only the water heater 763 may be used to further reduce energy consumption.

[0107] In order to further realize the integrated thermal management of the power battery 58 cooling and the motor electronic control 19 cooling in the thermal management system 1000, the present application also designs a control method to be executed after the power battery 58 cooling function is turned on. By using this control method, the independent cooling of the power battery 58 and the series cooling function of the power battery 58 and the motor electronic control 19 can be realized, thereby realizing the coupling of the thermal management of the power battery 58 cooling and the motor electronic control 19 cooling.

[0108] like Fig.35 As shown, when the power battery 58 needs to issue a cooling request, the control system obtains that the power battery 58 has a cooling demand, and then executes the following steps. The thermal management system is controlled according to the battery cell temperature and the motor electronic control 19 temperature, and the control method includes:

[0109] S421, determining whether the maximum temperature of the power battery is greater than or equal to the first battery cell temperature.

[0110] When it is determined that the maximum temperature of the power battery 58 is greater than or equal to the first battery core temperature, the ten-way valve 100 is controlled to connect the power battery 58 with the first water-cooling channel of the first heat exchanger 402 , and the first water-cooling channel and the first refrigerant channel perform heat exchange to reduce the temperature of the power battery 58 .

[0111] The coolant and the refrigerant exchange heat when flowing through the first heat exchanger 402. During the heat exchange process, the refrigerant in the first refrigerant channel of the first heat exchanger 402 absorbs the heat of the coolant in the first water-cooling channel, thereby reducing the coolant temperature and increasing the refrigerant temperature.

[0112] Therefore, the first heat exchanger 402 can be used to cool the coolant, thereby achieving cooling of the power battery 58. In this process, the coolant circuits between the power battery 58 and the motor electronic control 19 are independent of each other, and the heat pump system fully cools the power battery 58, ensuring the cooling effect of the power battery 58.

[0113] When it is determined that the maximum temperature of the power battery 58 is greater than or equal to the first battery cell temperature, the power battery 58 needs to be cooled. The ten-way valve 100 can be adjusted to connect the first heat exchanger 402 in series with the power battery 58, and then the first heat exchanger 402 is used to cool the power battery 58. The fourth interface of the ten-way valve 100 is controlled to connect to the fifth interface, and the zeroth interface is connected to the eighth interface, and the second water pump 761, the compressor 10, the cooling fan, the first expansion valve 501, the second expansion valve 20 and the electronic expansion valve 502 are started.

[0114] On this basis, when there is a cooling demand for the motor electronic control 19, the ten-way valve 100 can be controlled to connect the motor electronic control 19 in series with the radiator 23, the first interface is connected to the second interface, the third interface is connected to the seventh interface, and the sixth interface is connected to the ninth interface. When there is no cooling demand for the motor electronic control 19, the ten-way valve 100 can be controlled to disconnect the motor electronic control 19 from the radiator 23.

[0115] The temperature of the first battery cell gradually decreases under the cooling of the thermal management system 100 until it is determined that the maximum temperature of the power battery 58 is less than the temperature of the first battery cell, and then the next step is executed.

[0116] S422, determining whether the maximum temperature of the power battery is less than the first battery cell temperature and not less than the second battery cell temperature.

[0117] When it is determined that the maximum temperature of the power battery 58 is less than the second temperature, the cooling function of the power battery 58 is turned off and the control cycle ends.

[0118] When it is determined that the maximum temperature of the power battery 58 is less than the first battery core temperature and not less than the second battery core temperature, the next step is executed.

[0119] S423, determining whether the temperature of the motor electronic control is lower than a third set temperature.

[0120] When it is determined that the temperature of the motor electronic control 19 is not less than the third set temperature, the ten-way valve 100 is continuously controlled so that the power battery 58 is connected to the first water-cooling channel of the first heat exchanger 402, and the first water-cooling channel and the first refrigerant channel exchange heat to reduce the temperature of the power battery 58. The coolant circuits between the power battery 58 and the motor electronic control 19 are controlled to be independent of each other, the fourth interface of the ten-way valve 100 is connected to the fifth interface, the zeroth interface is connected to the eighth interface, and the second water pump 761, the compressor 10, the cooling fan, the first expansion valve 501, the second expansion valve 20 and the electronic expansion valve 502 are started.

[0121] On this basis, the temperature of the motor electronic control 19 is not less than the third set temperature, so the motor electronic control 19 has a cooling demand. The ten-way valve 100 can be controlled to maintain the state of connecting the motor electronic control 19 and the radiator 23 in series, and the first interface is connected to the second interface, the third interface is connected to the seventh interface, and the sixth interface is connected to the ninth interface.

[0122] When it is determined that the maximum temperature of the power battery 58 is lower than the first battery cell temperature and not lower than the second battery cell temperature and the temperature of the motor electronic control 19 is lower than the third set temperature, the ten-way valve 100 is controlled to connect the power battery 58, the motor electronic control 19, the radiator 23, the first water cooling channel, and the second water cooling channel so that the power battery 58 and the motor electronic control 19 are cooled in series.

[0123] At this time, the radiator 23 and the first heat exchanger 402 can be used to cool the motor and electronic control 19 and the power battery 58 in the coolant circuit at the same time, thereby achieving series cooling of the motor and electronic control 19 and the power battery 58.

[0124] Specifically, limited by the structure of the ten-way valve 100, when it is determined that the highest temperature of the power battery 58 is less than the first battery core temperature and not less than the second battery core temperature and the temperature of the motor electronic control 19 is less than the third set temperature, the ten-way valve 100 cannot directly connect the power battery 58, the motor electronic control 19, and the radiator 23 in series. The ten-way valve 100 needs to connect the fifth interface through the fourth interface, the ninth interface through the zeroth interface, the second interface through the first interface, the seventh interface through the third interface, and the eighth interface through the sixth interface, so that the power battery 58, the motor electronic control 19, the radiator 23, the first water cooling channel, and the second water cooling channel are connected so that the power battery 58 and the motor electronic control 19 are connected in series, so as to realize the series connection of the power battery 58, the motor electronic control 19, and the radiator 23, and further the first water pump 401, the second water pump 761 and the cooling fan are started. In this state, the compressor 10 does not need to run.

[0125] At this time, the temperature of the motor electronic control 19 and the battery core are both low, and the radiator 23 alone can be used to cool the motor electronic control 19 and the power battery 58 at the same time. The first heat exchanger 402 can assist in realizing the cooling function of part of the coolant, but because the refrigerant on the opposite side of the first heat exchanger 402 is not running, the radiator 23 is mainly responsible for cooling the coolant.

[0126] The heat dissipation fan is disposed adjacent to the radiator 23 and the outdoor heat exchanger 30 to control airflow through the radiator 23 and the outdoor heat exchanger 30 to ensure the heat dissipation effect of the radiator 23 and the outdoor heat exchanger 30 .

[0127] In some embodiments, the third set temperature is greater than the first battery cell temperature to ensure normal operation of the control cycle.

[0128] Specifically, after the coolant is cooled by the radiator 23 in the loop, it first flows to the power battery 58, where its temperature rises after heat exchange, and then flows to the motor electronic control 19. The third set temperature is greater than the first battery cell temperature, which can ensure that the temperature of the coolant flowing through the power battery 58 is not higher than the first battery cell temperature, and thus is not higher than the third set temperature. There is a sufficient temperature difference between the coolant flowing through the motor electronic control 19 and the motor electronic control 19 to cool down the motor electronic control 19, thereby ensuring the cooling effect of the coolant on both the motor electronic control 19 and the power battery 58.

[0129] In some embodiments, the first battery cell temperature is 38°C, the second battery cell temperature is 32°C, and the third set temperature is 48°C. Therefore, there is at least a 10 degree Celsius temperature difference between the coolant flowing through the motor electronic control 19 and the motor electronic control 19, ensuring the cooling effect and achieving better energy saving and emission reduction effects.

[0130] Reference Figure 2 , the control method further includes:

[0131] S1: Different working modes are set according to different power battery 58 requirements, passenger compartment 2000 requirements, motor and electronic control 19 requirements and ambient temperature.

[0132] Specifically, the demands of the power battery 58 include: no demand, heating demand and cooling demand. When the power battery 58 sends a liquid heating request signal, it can be determined that the power battery 58 has a heating demand. When the power battery 58 sends a liquid cooling request signal, it can be determined that the power battery 58 has a cooling demand. When the power battery 58 does not send a liquid heating request signal and a liquid cooling request signal, it can be determined that the power battery 58 has no demand.

[0133] The demands of the passenger cabin 2000 include: no demand, heating demand, cooling demand and defog demand, wherein, when the air-conditioning control panel or user interface of the passenger cabin 2000 is set to cooling mode, it can be determined that the passenger cabin 2000 has a cooling demand; when the air-conditioning control panel or user interface of the passenger cabin 2000 is set to heating mode, it can be determined that the passenger cabin 2000 has a heating demand; when the air-conditioning control panel or user interface of the passenger cabin 2000 is set to defog mode, it can be determined that the passenger cabin 2000 has a defog demand; when the air-conditioning control panel or user interface of the passenger cabin 2000 has not been set to any of the above modes, it can be determined that the passenger cabin 2000 has no demand.

[0134] The requirements of the motor and electronic control 19 include: no requirement and cooling requirement, wherein a plurality of temperature sensors are provided inside the motor and electronic control 19 body, and the plurality of temperature sensors can monitor the real-time temperature of various places inside the motor and electronic control 19 body in real time. When the temperature detected by any temperature sensor reaches a preset temperature value, it can be judged that the motor and electronic control 19 has a cooling requirement. When the temperature detected by all the temperature sensors at the motor and electronic control 19 body does not reach the preset temperature value, it can be judged that the motor and electronic control 19 has no requirement.

[0135] The working modes are set according to different requirements of the passenger compartment 2000, the power battery 58 and the motor and electronic control 19. Different working modes have requirements for the ambient temperature. The working modes include the first mode, the second mode, the third mode - the seventeenth mode and the eighteenth mode.

[0136] Among them, in the first mode, the power battery 58 has no demand, the passenger compartment 2000 has no demand, the motor and electronic control 19 has a cooling demand, and there is no demand for the ambient temperature;

[0137] The control method further includes a first cooling mode, in which at least the power battery 58 is in a cooling state;

[0138] In the first cooling mode, the ten-way valve 100 is controlled to connect the power battery 58 with the first water-cooling channel, the first water-cooling channel and the first refrigerant channel are heat-exchanged, so that the first heat exchanger 402 is used to cool the coolant in the first water-cooling channel, the ten-way valve is controlled to connect the second water-cooling channel and the radiator 23, so that the radiator 23 is used to cool the coolant in the second water-cooling channel, the second water-cooling channel and the second refrigerant channel are heat-exchanged, so that the temperature of the refrigerant is reduced by the water-cooled condenser 762. The first cooling mode includes: a second mode, a third mode, a fourth mode and a fifth mode.

[0139] In the second mode, the power battery 58 has a cooling demand, the passenger compartment 2000 has no demand, the motor and electronic control 19 has no demand, and the ambient temperature is greater than or equal to the first ambient temperature, wherein the first ambient temperature may be -5 degrees Celsius, that is, the ambient temperature is greater than or equal to -5 degrees Celsius;

[0140] In the third mode, the power battery 58 has a cooling demand, the passenger compartment 2000 has no demand, the motor and electronic control 19 has a cooling demand, and the ambient temperature is greater than or equal to the first ambient temperature, that is, greater than or equal to -5 degrees Celsius;

[0141] In the fourth mode, the power battery 58 has a cooling demand, the passenger compartment 2000 has a refrigeration demand, the motor and electronic control 19 has a cooling demand, and the ambient temperature is greater than or equal to the first ambient temperature, that is, greater than or equal to -5 degrees Celsius;

[0142] In the fifth mode, the power battery 58 has a cooling demand, the passenger compartment 2000 has a refrigeration demand, the motor and electronic control 19 has no demand, and the ambient temperature is greater than or equal to the first ambient temperature, that is, greater than or equal to -5 degrees Celsius;

[0143] The control method also includes a second cooling mode, in which the power battery 58 has no cooling demand, the passenger compartment 2000 is cooled and / or the motor electronic control 19 is cooled; in the second cooling mode, the ten-way valve 100 is controlled so that the second water cooling channel is connected to the radiator 23 through the motor electronic control 19, so that the radiator 23 is used to cool the coolant passing through the motor electronic control 19 and the second water cooling channel, the second water cooling channel and the second refrigerant channel are heat-exchanged, and the coolant in the second water cooling channel absorbs the heat of the refrigerant in the second refrigerant channel, so as to reduce the heat of the passenger compartment 2000 by refrigerant circulation. The second cooling mode includes: a sixth mode and a seventh mode.

[0144] In the sixth mode, the power battery 58 has no demand, the passenger compartment 2000 has a cooling demand, the motor and electronic control 19 has a cooling demand, and the ambient temperature is greater than or equal to the second ambient temperature, which may be -3 degrees Celsius, that is, the ambient temperature is greater than or equal to -3 degrees Celsius;

[0145] In the seventh mode, the power battery 58 has no demand, the passenger compartment 2000 has a cooling demand, the motor and electronic control 19 has no demand, and the ambient temperature is greater than or equal to the second ambient temperature, that is, greater than or equal to -3 degrees Celsius;

[0146] The control method also includes a defog mode. In the defog mode, the heater core 764 should be in the coolant circuit, the evaporator 503 should be in the refrigerant circuit, the ten-way valve 100 is controlled so that the heater core 764 is connected to the second water-cooled flow channel, the second water-cooled flow channel and the second refrigerant flow channel exchange heat, the second water-cooled flow channel absorbs the heat of the refrigerant in the second refrigerant flow channel, and provides the heat to the heater core 764, the electronic expansion valve is started and the cold and warm air door is opened so that the air after heat exchange with the evaporator or the heater core is transported toward the glass. The defog mode includes: the eighth mode, the ninth mode, the tenth mode, and the eleventh mode.

[0147] In the eighth mode, the power battery 58 has no demand, the passenger compartment 2000 has a defogging demand, the motor and electronic control 19 has no demand, and the corresponding ambient temperature has no demand;

[0148] In the ninth mode, the power battery 58 has a cooling demand, the passenger compartment 2000 has a demisting demand, the motor and electronic control 19 has no demand, and the ambient temperature has no demand;

[0149] In the tenth mode, the power battery 58 has a heating demand, the passenger compartment 2000 has a defogging demand, the motor and electronic control 19 has no demand, and the ambient temperature is less than the third ambient temperature, which may be 15 degrees Celsius, that is, the ambient temperature is less than 15 degrees Celsius;

[0150] In the eleventh mode, the power battery 58 has no demand, the passenger compartment 2000 has a defogging demand, the motor and electronic control 19 has a cooling demand, and the ambient temperature is greater than or equal to the second ambient temperature, that is, greater than or equal to -3 degrees Celsius;

[0151] The control method also includes a first heating mode, in which the ten-way valve 100 is controlled to at least connect the warm air core 764 with the second water-cooling channel, the second water-cooling channel and the second refrigerant channel exchange heat, and the second water-cooling channel absorbs the heat of the refrigerant in the second refrigerant channel and provides it to the warm air core. The heating modes include: the twelfth mode, the thirteenth mode and the fourteenth mode.

[0152] In the twelfth mode, the power battery 58 has no demand, the passenger compartment 2000 has a heating demand, the motor and electronic control 19 has no demand, and the ambient temperature is greater than or equal to the fourth ambient temperature, wherein the fourth ambient temperature may be -10 degrees Celsius, that is, the ambient temperature is greater than or equal to -10 degrees Celsius;

[0153] In the thirteenth mode, the power battery 58 has a heating demand, the passenger compartment 2000 has a heating demand, the motor and electronic control 19 has no demand, and the ambient temperature is greater than or equal to the fourth ambient temperature, that is, greater than or equal to -10 degrees Celsius;

[0154] In the fourteenth mode, the power battery 58 has a heating demand, the passenger compartment 2000 has no demand, the motor and electronic control 19 has no demand, and the ambient temperature is greater than or equal to the fourth ambient temperature, that is, greater than or equal to -10 degrees Celsius;

[0155] The control method further includes a second heating mode, in which the ambient temperature is lower than the fourth ambient temperature, the ten-way valve 100 is controlled to at least connect the warm air core 764 with the water heater 763, and the water heater 763 is started. The second heating mode includes: the fifteenth mode, the sixteenth mode and the seventeenth mode.

[0156] In the fifteenth mode, the power battery 58 has no demand, the passenger compartment 2000 has a heating demand, the motor and electronic control 19 has no demand, and the ambient temperature is less than the fourth ambient temperature, that is, less than -10 degrees Celsius;

[0157] In the sixteenth mode, the power battery 58 has a heating demand, the passenger compartment 2000 has a heating demand, the motor and electronic control 19 has no demand, and the ambient temperature is less than the fourth ambient temperature, that is, less than -10 degrees Celsius;

[0158] In the seventeenth mode, the power battery 58 has a heating demand, the passenger compartment 2000 has no demand, the motor and electronic control 19 has no demand, and the ambient temperature is less than the fourth ambient temperature, that is, less than -10 degrees Celsius;

[0159] In the eighteenth mode, the power battery 58 requires heating, the passenger compartment 2000 requires heating, the motor and electronic control 19 requires cooling, and the ambient temperature is greater than or equal to the fourth ambient temperature, that is, greater than or equal to -10 degrees Celsius.

[0160] S2: Obtain the power battery requirements, passenger compartment requirements, motor and electronic control requirements and ambient temperature, and determine the operating mode of the thermal management system.

[0161] S3: Controlling the working state of the thermal management system according to the determined working mode.

[0162] According to the control method of the thermal management system 1000 of the embodiment of the present invention, the control method of the thermal management system 1000 realizes the comprehensive management of the thermal energy of the entire electric vehicle, improves the thermal efficiency, and avoids energy waste.

[0163] Reference Figure 3-Figure 7 , wherein in the first mode, the second mode and the third mode, the passenger compartment 2000 has no demand;

[0164] like Figure 4 As shown, the control method also includes:

[0165] S201, when it is determined that the demand of the power battery 58 is no demand, the demand of the passenger compartment 2000 is no demand, and the demand of the motor and electronic control 19 is cooling demand, the working mode of the thermal management system 1000 is determined to be the first mode.

[0166] S301, in the first mode, the first interface of the ten-way valve 100 is connected to the second interface, the third interface is connected to the fourth interface, the zeroth interface is connected to the ninth interface, and the first water pump 401 is started.

[0167] Reference Figure 3 In the first mode, there is only one coolant circulation path in the thermal management system 1000, and the coolant path is that the coolant will pass through the motor electronic control 19, the first interface of the ten-way valve 100, the second interface of the ten-way valve 100, the radiator 23, the third interface of the ten-way valve 100, the fourth interface of the ten-way valve 100, the first water pump 401, the first heat exchanger 402, the zeroth interface of the ten-way valve 100, the ninth interface of the ten-way valve 100, and finally return to the motor electronic control 19.

[0168] In the first mode, the motor electronic control 19 is cooled by the radiator 23 and the first heat exchanger 402. This control method can ensure that the cooling demand of the motor electronic control 19 is met while reducing energy loss, improving thermal efficiency and avoiding energy waste.

[0169] like Figure 6 As shown, the control method also includes:

[0170] S202, when it is determined that the demand of the power battery 58 is cooling, the demand of the passenger compartment 2000 is no demand, the demand of the motor and electronic control 19 is no demand, and the ambient temperature is greater than or equal to the first ambient temperature, that is, greater than or equal to -5 degrees Celsius, it is determined that the working mode of the thermal management system 1000 is the second mode.

[0171] S302, in the second mode, the first interface of the ten-way valve 100 is connected to the second interface, the third interface is connected to the seventh interface, the fourth interface is connected to the fifth interface, the zeroth interface is connected to the eighth interface, and the sixth interface is connected to the ninth interface, the first water pump 401 and the second water pump 761 are started, and the compressor 10, the first expansion valve 501, and the cooling fan are started.

[0172] Reference Figure 5 , in the second mode, there are two coolant circulation paths in the thermal management system 1000;

[0173] The first coolant path is that the coolant will sequentially pass through the power battery 58, the fourth interface, the fifth interface, the first water pump 401, the first heat exchanger 402, the zeroth interface, the eighth interface, and finally return to the power battery 58;

[0174] The second coolant path is that the coolant will sequentially pass through the motor electronic control 19, the first interface, the second interface, the radiator 23, the third interface, the seventh interface, the second water pump 761, the water-cooled condenser 762, the water-heating heater 763, the warm air core 764, the sixth interface, the ninth interface, and finally return to the motor electronic control 19;

[0175] There is a refrigerant circulation path in the thermal management system 1000, and the refrigerant passes through the compressor 10, the water-cooled condenser 762, the second expansion valve 20, the outdoor heat exchanger 30, the first expansion valve 501, the first heat exchanger 402, the gas-liquid separator 60 in sequence, and finally returns to the compressor 10.

[0176] In the second mode, the coolant in the first coolant path exchanges heat with the refrigerant when flowing through the first heat exchanger 402, and the refrigerant absorbs the heat on the coolant side, thereby cooling the coolant in the first coolant path, and further cooling the power battery 58. The coolant in the second coolant path exchanges heat with the refrigerant when flowing through the water-cooled condenser 762, and the coolant absorbs the heat on the refrigerant side and cools the refrigerant together with the outdoor heat exchanger 30. The second coolant path uses the radiator 23 to cool the coolant, thereby achieving heat dissipation of the water-cooled condenser 762.

[0177] Among them, due to the internal structure of the ten-way valve 100, the sixth interface and the second interface cannot be directly connected. Therefore, the first interface is connected to the second interface, and the sixth interface is connected to the ninth interface. The sixth interface is indirectly connected to the second interface through the motor electronic control 19 between the first interface and the ninth interface.

[0178] The control method can reduce energy loss while meeting the cooling requirements of the power battery 58, thereby improving thermal efficiency and avoiding energy waste.

[0179] like Figure 7 As shown, the control method also includes:

[0180] S203, when it is determined that the demand of the power battery 58 is cooling, the demand of the passenger compartment 2000 is no demand, the demand of the motor and electronic control 19 is cooling, and the ambient temperature is greater than or equal to the first ambient temperature, that is, greater than or equal to -5 degrees Celsius, it is determined that the working mode of the thermal management system 1000 is the third mode.

[0181] S303, in the third mode, the first interface of the ten-way valve 100 is connected to the second interface, the third interface is connected to the seventh interface, the fourth interface is connected to the fifth interface, the zeroth interface is connected to the eighth interface, and the sixth interface is connected to the ninth interface, the first water pump 401 and the second water pump 761 are started, and the compressor 10, the first expansion valve 501, and the cooling fan are started.

[0182] Reference Figure 5, in the third mode, there are two coolant circulation paths in the thermal management system 1000;

[0183] The first coolant path is that the coolant will sequentially pass through the power battery 58, the fourth interface, the fifth interface, the first water pump 401, the first heat exchanger 402, the zeroth interface, the eighth interface, and finally return to the power battery 58;

[0184] The second coolant path is that the coolant will sequentially pass through the motor electronic control 19, the first interface, the second interface, the radiator 23, the third interface, the seventh interface, the second water pump 761, the water-cooled condenser 762, the water-heating heater 763, the warm air core 764, the sixth interface, the ninth interface, and finally return to the motor electronic control 19;

[0185] There is a refrigerant circulation path in the thermal management system 1000, and the refrigerant passes through the compressor 10, the water-cooled condenser 762, the second expansion valve 20, the outdoor heat exchanger 30, the electronic expansion valve 502, the evaporator 503, the gas-liquid separator 60 in sequence, and finally returns to the compressor 10.

[0186] In the third mode, the coolant in the first coolant path exchanges heat with the refrigerant when flowing through the first heat exchanger 402, and the refrigerant absorbs the heat on the coolant side, thereby cooling the coolant in the first coolant path, and further cooling the power battery 58. The coolant in the second coolant path exchanges heat with the refrigerant when flowing through the water-cooled condenser 762, and the coolant absorbs the heat on the refrigerant side and cools the refrigerant together with the outdoor heat exchanger 30. The second coolant path uses the radiator 23 to cool the coolant, thereby achieving heat dissipation of the water-cooled condenser 762 and cooling of the motor electronic control 19.

[0187] This control method can reduce energy loss while meeting the cooling requirements of the power battery 58 and the motor electronic control 19, thereby improving thermal efficiency and avoiding energy waste.

[0188] Among them, due to the internal structure of the ten-way valve 100, the sixth interface cannot be directly connected to the second interface, so the first interface is connected to the second interface, the sixth interface is connected to the ninth interface, and the sixth interface is indirectly connected to the second interface through the motor electronic control 19 between the first interface and the ninth interface. Therefore, the flow paths of the coolant and the refrigerant in the second mode and the third mode are exactly the same.

[0189] In the fourth mode, the fifth mode, the sixth mode and the seventh mode, the passenger compartment 2000 demand is a cooling demand;

[0190] like Fig. 9 As shown, the control method also includes:

[0191] S204, when it is determined that the demand of the power battery 58 is cooling, the demand of the passenger compartment 2000 is refrigeration, the demand of the motor and electronic control 19 is cooling, and the ambient temperature is greater than or equal to the first ambient temperature, that is, greater than or equal to -5 degrees Celsius, it is determined that the working mode of the thermal management system 1000 is the fourth mode.

[0192] S304, in the fourth mode, the first interface of the ten-way valve 100 is connected to the second interface, the third interface is connected to the seventh interface, the fourth interface is connected to the fifth interface, the zeroth interface is connected to the eighth interface, and the sixth interface is connected to the ninth interface, the first water pump 401 and the second water pump 761 are started, and the compressor 10, the first expansion valve 501, the electronic expansion valve 502, and the cooling fan are started.

[0193] Reference Figure 8 , in the fourth mode, there are two coolant circulation paths in the thermal management system 1000;

[0194] The first coolant path is that the coolant will sequentially pass through the power battery 58, the fourth interface, the fifth interface, the first water pump 401, the first heat exchanger 402, the zeroth interface, the eighth interface, and finally return to the power battery 58;

[0195] The second coolant path is that the coolant will sequentially pass through the motor electronic control 19, the first interface, the second interface, the radiator 23, the third interface, the seventh interface, the second water pump 761, the water-cooled condenser 762, the water-heating heater 763, the warm air core 764, the sixth interface, the ninth interface, and finally return to the motor electronic control 19;

[0196] There are two refrigerant circulation paths in the thermal management system 1000, wherein the refrigerant in the first refrigerant path passes through the compressor 10, the water-cooled condenser 762, the second expansion valve 20, the outdoor heat exchanger 30, the electronic expansion valve 502, the evaporator 503, the gas-liquid separator 60 in sequence, and finally returns to the compressor 10. The refrigerant in the second refrigerant path passes through the compressor 10, the water-cooled condenser 762, the second expansion valve 20, the outdoor heat exchanger 30, the first expansion valve 501, the first heat exchanger 402, the gas-liquid separator 60 in sequence, and finally returns to the compressor 10.

[0197] In the fourth mode, the coolant in the first coolant path exchanges heat with the refrigerant when flowing through the first heat exchanger 402, and the refrigerant absorbs the heat on the coolant side, thereby cooling the coolant in the first coolant path, and further cooling the power battery 58. The coolant in the second coolant path exchanges heat with the refrigerant when flowing through the water-cooled condenser 762, and the coolant absorbs the heat on the refrigerant side and cools the refrigerant together with the outdoor heat exchanger 30. The second coolant path uses the radiator 23 to cool the coolant, thereby achieving heat dissipation of the water-cooled condenser 762 and cooling of the motor and electronic control 19, and the evaporator 503 is started to cool the passenger compartment 2000.

[0198] This control method can reduce energy loss while meeting the cooling requirements of the passenger compartment 2000, the power battery 58 and the motor electronic control 19, thereby improving thermal efficiency and avoiding energy waste.

[0199] like Fig.10 As shown, the control method also includes:

[0200] S205, obtain the demand of the power battery 58 for cooling, the demand of the passenger compartment 2000 for refrigeration, the demand of the motor and electronic control 19 for no demand, and the ambient temperature is greater than or equal to the first ambient temperature, the first ambient temperature may be -5 degrees Celsius, that is, when the ambient temperature is greater than or equal to -5 degrees Celsius, determine that the working mode of the thermal management system 1000 is the fifth mode.

[0201] S305, in the fifth mode, the first interface of the ten-way valve 100 is connected to the second interface, the third interface is connected to the seventh interface, the fourth interface is connected to the fifth interface, the zeroth interface is connected to the eighth interface, and the sixth interface is connected to the ninth interface, the first water pump 401 and the second water pump 761 are started, and the compressor 10, the first expansion valve 501, the electronic expansion valve 502, and the cooling fan are started.

[0202] Reference Figure 8 , in the fifth mode, there are two coolant circulation paths in the thermal management system 1000;

[0203] The first coolant path is that the coolant will sequentially pass through the power battery 58, the fourth interface, the fifth interface, the first water pump 401, the first heat exchanger 402, the zeroth interface, the eighth interface, and finally return to the power battery 58;

[0204] The second coolant path is that the coolant will sequentially pass through the motor electronic control 19, the first interface, the second interface, the radiator 23, the third interface, the seventh interface, the second water pump 761, the water-cooled condenser 762, the water-heating heater 763, the warm air core 764, the sixth interface, the ninth interface, and finally return to the motor electronic control 19;

[0205] There are two refrigerant circulation paths in the thermal management system 1000, wherein the refrigerant in the first refrigerant path passes through the compressor 10, the water-cooled condenser 762, the second expansion valve 20, the outdoor heat exchanger 30, the electronic expansion valve 502, the evaporator 503, the gas-liquid separator 60 in sequence, and finally returns to the compressor 10. The refrigerant in the second refrigerant path passes through the compressor 10, the water-cooled condenser 762, the second expansion valve 20, the outdoor heat exchanger 30, the first expansion valve 501, the first heat exchanger 402, the gas-liquid separator 60 in sequence, and finally returns to the compressor 10.

[0206] In the fifth mode, the coolant in the first coolant path exchanges heat with the refrigerant when flowing through the first heat exchanger 402, and the refrigerant absorbs the heat on the coolant side, thereby cooling the coolant in the first coolant path, and further cooling the power battery 58. The coolant in the second coolant path exchanges heat with the refrigerant when flowing through the water-cooled condenser 762, and the coolant absorbs the heat on the refrigerant side and cools the refrigerant together with the outdoor heat exchanger 30. The second coolant path uses the radiator 23 to cool the coolant, thereby cooling the water-cooled condenser 762, and the evaporator 503 is started to cool the passenger compartment 2000.

[0207] The control method can reduce energy loss while meeting the cooling requirements of the passenger compartment 2000 and the power battery 58, thereby improving thermal efficiency and avoiding energy waste.

[0208] Among them, due to the internal structure of the ten-way valve 100, the sixth interface cannot be directly connected to the second interface, so the first interface is connected to the second interface, the sixth interface is connected to the ninth interface, and the sixth interface is indirectly connected to the second interface through the motor electronic control 19 between the first interface and the ninth interface. Therefore, the flow paths of the coolant and the refrigerant in the fourth mode and the fifth mode are exactly the same.

[0209] like Fig.12 As shown, the control method also includes:

[0210] S206, when it is determined that the demand of the power battery 58 is no demand, the demand of the passenger compartment 2000 is cooling demand, the demand of the motor and electronic control 19 is cooling demand, and the ambient temperature is greater than or equal to the second ambient temperature, that is, greater than or equal to -3 degrees Celsius, it is determined that the working mode of the thermal management system 1000 is the sixth mode.

[0211] S306, in the sixth mode, the first interface of the ten-way valve 100 is connected to the second interface, the third interface is connected to the seventh interface, the sixth interface is connected to the ninth interface, the second water pump 761 is started, and the compressor 10, the electronic expansion valve 502, and the cooling fan are started.

[0212] Reference Fig.11, in the sixth mode, there is a coolant circulation path in the thermal management system 1000;

[0213] The coolant will sequentially pass through the motor electronic control 19, the first interface, the second interface, the radiator 23, the third interface, the seventh interface, the second water pump 761, the water cooling condenser 762, the water heating heater 763, the warm air core 764, the sixth interface, the ninth interface, and finally return to the motor electronic control 19;

[0214] There is a refrigerant circulation path in the thermal management system 1000. The refrigerant will pass through the compressor 10, the water-cooled condenser 762, the second expansion valve 20, the outdoor heat exchanger 30, the electronic expansion valve 502, the evaporator 503, the gas-liquid separator 60 in sequence, and finally return to the compressor 10.

[0215] In the sixth mode, the coolant and the refrigerant exchange heat when flowing through the water-cooled condenser 762. The coolant absorbs the heat on the refrigerant side and cools the refrigerant together with the outdoor heat exchanger 30. The refrigerant at the evaporator 503 absorbs the heat in the passenger compartment 2000 to cool the passenger compartment 2000. The radiator 23 cools the coolant, and then the water-cooled condenser 762 and the motor electronic control 19 are cooled. This control method can reduce energy loss while meeting the cooling requirements of the passenger compartment 2000 and the cooling requirements of the motor electronic control 19, thereby improving thermal efficiency and avoiding energy waste.

[0216] like Fig.13 As shown, the control method also includes:

[0217] S207, obtain that the demand for the power battery 58 is no demand, the demand for the passenger compartment 2000 is cooling demand, the demand for the motor and electronic control 19 is no demand, and the ambient temperature is greater than or equal to the second ambient temperature, that is, greater than or equal to -3 degrees Celsius, and determine that the working mode of the thermal management system 1000 is the seventh mode.

[0218] S307, in the seventh mode, the first interface of the ten-way valve 100 is connected to the second interface, the third interface is connected to the seventh interface, the sixth interface is connected to the ninth interface, the second water pump 761 is started, and the compressor 10, the electronic expansion valve 502, and the cooling fan are started.

[0219] Reference Fig.11 , in the seventh mode, there is a coolant circulation path in the thermal management system 1000;

[0220] The coolant will sequentially pass through the motor electronic control 19, the first interface, the second interface, the radiator 23, the third interface, the seventh interface, the second water pump 761, the water cooling condenser 762, the water heating heater 763, the warm air core 764, the sixth interface, the ninth interface, and finally return to the motor electronic control 19;

[0221] There is a refrigerant circulation path in the thermal management system 1000. The refrigerant will pass through the compressor 10, the water-cooled condenser 762, the second expansion valve 20, the outdoor heat exchanger 30, the electronic expansion valve 502, the evaporator 503, the gas-liquid separator 60 in sequence, and finally return to the compressor 10.

[0222] In the seventh mode, the coolant and the refrigerant exchange heat when flowing through the water-cooled condenser 762. The coolant absorbs the heat from the refrigerant and cools the refrigerant together with the outdoor heat exchanger 30. The evaporator 503 starts to cool the passenger compartment 2000. The radiator 23 cools the coolant, thereby dissipating heat from the water-cooled condenser 762. This control method can reduce energy loss while meeting the cooling requirements of the passenger compartment 2000, improve thermal efficiency, and avoid energy waste.

[0223] Among them, due to the internal structure of the ten-way valve 100, the sixth interface cannot be directly connected to the second interface, so the first interface is connected to the second interface, the sixth interface is connected to the ninth interface, and the sixth interface is indirectly connected to the second interface through the motor electronic control 19 between the first interface and the ninth interface. Therefore, the flow paths of the coolant and the refrigerant in the second mode and the third mode are exactly the same.

[0224] Reference Figure 14-Figure 21 In the illustrated embodiment, in the eighth mode, the ninth mode, the tenth mode and the eleventh mode, the passenger compartment 2000 requires defogger; when the passenger compartment 2000 requires defogger, the heater core 764 and the evaporator 503 need to be located in the coolant circulation and the refrigerant circulation respectively, and the system controls the heating and cooling air doors to the full warm position or the full cold position according to the ambient temperature. When the heating and cooling air doors are in the full warm position, defogger is achieved by blowing hot air into the passenger compartment 2000. When the heating and cooling air doors are in the full cold position, defogger is achieved by blowing cold air into the passenger compartment 2000.

[0225] like Fig.15 As shown, the control method also includes:

[0226] S208, when it is determined that the demand of the power battery 58 is no demand, the demand of the passenger compartment 2000 is a defog demand, and the demand of the motor and electronic control 19 is no demand, it is determined that the working mode of the thermal management system 1000 is the eighth mode.

[0227] S308, in the eighth mode, when the ambient temperature is greater than or equal to the third ambient temperature, i.e. 15 degrees Celsius, the heating and cooling air doors are in the fully cold position, at which time cold air is blown into the passenger compartment 2000 to achieve defog; when the ambient temperature is less than the third ambient temperature, i.e. 15 degrees Celsius, the heating and cooling air doors are in the fully warm position, at which time hot air is blown into the passenger compartment 2000 to achieve defog.

[0228] The sixth interface of the ten-way valve 100 is connected to the seventh interface, the first water pump 401 is started, and the compressor 10, the electronic expansion valve 502, and the cooling fan are started.

[0229] Reference Fig.14 , in the eighth mode, there is a coolant circulation path in the thermal management system 1000;

[0230] The coolant will sequentially pass through the water-cooled condenser 762, the water-heating heater 763, the warm air core 764, the sixth interface, the seventh interface, the second water pump 761, and finally return to the water-cooled condenser 762;

[0231] There is a refrigerant circulation path in the thermal management system 1000. The refrigerant will pass through the compressor 10, the water-cooled condenser 762, the second expansion valve 20, the outdoor heat exchanger 30, the electronic expansion valve 502, the evaporator 503, the gas-liquid separator 60 in sequence, and finally return to the compressor 10.

[0232] In the eighth mode, the coolant is heated at the water-cooled condenser 762 and releases heat at the warm air core 764, thereby achieving hot air defogger in the passenger compartment 2000. Alternatively, the outdoor heat exchanger 30 cools the refrigerant, and the refrigerant absorbs heat at the evaporator 503, thereby achieving cold air defogger in the passenger compartment 2000. This control method can reduce energy loss while meeting the defogging requirements of the passenger compartment 2000, thereby improving thermal efficiency and avoiding energy waste.

[0233] like Fig.17 As shown, the control method also includes:

[0234] S209, obtaining that the demand of the power battery 58 is cooling demand, the demand of the passenger compartment 2000 is defog demand, the demand of the motor and electronic control 19 is no demand, and determining that the working mode of the thermal management system 1000 is the ninth mode.

[0235] S309, in the ninth mode, when the ambient temperature is greater than or equal to the third ambient temperature, i.e. 15 degrees Celsius, the cold and warm air doors are to the full cold position, and when the ambient temperature is less than the third ambient temperature, i.e. 15 degrees Celsius, the cold and warm air doors are to the full warm position, the sixth interface of the ten-way valve 100 is connected to the seventh interface, the fourth interface is connected to the fifth interface, the zeroth interface is connected to the eighth interface, the first water pump 401 and the second water pump 761 are started, and the compressor 10, the first expansion valve 501, the electronic expansion valve 502, and the cooling fan are started.

[0236] Reference Fig.16 , in the ninth mode, there are two coolant circulation paths in the thermal management system 1000;

[0237] The first coolant path is that the coolant will sequentially pass through the power battery 58, the fourth interface, the fifth interface, the first water pump 401, the first heat exchanger 402, the zeroth interface, the eighth interface, and finally return to the power battery 58;

[0238] The second coolant path is that the coolant will sequentially pass through the water-cooled condenser 762, the water-heated heater 763, the warm air core 764, the sixth interface, the seventh interface, the second water pump 761, and finally return to the water-cooled condenser 762;

[0239] There are two refrigerant circulation paths in the thermal management system 1000. The refrigerant in the first refrigerant path passes through the compressor 10, the water-cooled condenser 762, the second expansion valve 20, the outdoor heat exchanger 30, the electronic expansion valve 502, the evaporator 503, the gas-liquid separator 60 in sequence, and finally returns to the compressor 10.

[0240] The refrigerant in the second refrigerant path will pass through the compressor 10, the water-cooled condenser 762, the second expansion valve 20, the outdoor heat exchanger 30, the first expansion valve 501, the first heat exchanger 402, the gas-liquid separator 60 in sequence, and finally return to the compressor 10.

[0241] In the ninth mode, the coolant in the first coolant path exchanges heat with the refrigerant when flowing through the first heat exchanger 402 , and the refrigerant absorbs heat on the coolant side, thereby cooling the coolant in the first coolant path and further cooling the power battery 58 .

[0242] The coolant in the second coolant path exchanges heat with the refrigerant when flowing through the water-cooled condenser 762. The coolant absorbs heat from the refrigerant and cools the refrigerant together with the outdoor heat exchanger 30. The refrigerant absorbs heat at the evaporator 503 to achieve cold air defog in the passenger compartment 2000. The coolant in the second coolant path heats up at the water-cooled condenser 762 and releases heat at the warm air core 764 to achieve hot air defog in the passenger compartment 2000.

[0243] The control method can reduce energy loss while meeting the demisting requirements of the passenger compartment 2000 and the cooling requirements of the power battery 58, thereby improving thermal efficiency and avoiding energy waste.

[0244] like Fig.19 As shown, the control method also includes:

[0245] S210, obtaining that the demand of the power battery 58 is heating demand, the demand of the passenger compartment 2000 is defog demand, the demand of the motor and electronic control 19 is no demand, and the ambient temperature is less than the third ambient temperature, i.e., 15 degrees Celsius, and determining that the working mode of the thermal management system 1000 is the tenth mode.

[0246] S310, in the tenth mode, the heating and cooling air doors are to the full warm position, the sixth interface of the ten-way valve 100 is connected to the eighth interface, the fifth interface is connected to the seventh interface, the second water pump 761 is started, and the compressor 10, the second expansion valve 20, and the electronic expansion valve 502 are started.

[0247] Reference Fig.18 , in the tenth mode, there is a coolant circulation path in the thermal management system 1000;

[0248] The coolant will sequentially pass through the power battery 58, the fifth interface, the seventh interface, the second water pump 761, the water cooling condenser 762, the water heating heater 763, the warm air core 764, the sixth interface, the eighth interface, and finally return to the power battery 58;

[0249] There is a refrigerant circulation path in the thermal management system 1000. The refrigerant will pass through the compressor 10, the water-cooled condenser 762, the second expansion valve 20, the outdoor heat exchanger 30, the electronic expansion valve 502, the evaporator 503, the gas-liquid separator 60 in sequence, and finally return to the compressor 10.

[0250] In the tenth mode, the coolant and the refrigerant exchange heat when flowing through the water-cooled condenser 762. The coolant absorbs heat from the refrigerant side and cools the refrigerant together with the outdoor heat exchanger 30. The refrigerant absorbs heat at the evaporator 503. The coolant heats up at the water-cooled condenser 762 and releases heat at the heater core 764 and the power battery 58, thereby heating the power battery 58 and demisting the passenger compartment 2000 with hot air.

[0251] The control method can reduce energy loss while meeting the demisting requirements of the passenger compartment 2000 and the heating requirements of the power battery 58, thereby improving thermal efficiency and avoiding energy waste.

[0252] like Fig.21 As shown, the control method also includes:

[0253] S211, the demand for the power battery 58 is obtained as no demand, the demand for the passenger compartment 2000 is a defog demand, the demand for the motor and electronic control 19 is a cooling demand, the ambient temperature is greater than or equal to the second ambient temperature, that is, greater than or equal to -3 degrees Celsius, and the working mode of the thermal management system 1000 is determined to be the eleventh mode.

[0254] S311, in the eleventh mode, when the ambient temperature is greater than or equal to the third ambient temperature, i.e. 15 degrees Celsius, the cold and warm air doors are to the full cold position, and when the ambient temperature is less than the third ambient temperature, i.e. 15 degrees Celsius, the cold and warm air doors are to the full warm position, the sixth interface of the ten-way valve 100 is connected to the seventh interface, the first interface is connected to the third interface, the third interface is connected to the fourth interface, the zeroth interface is connected to the ninth interface, the first water pump 401 and the second water pump 761 are started, and the compressor 10, the electronic expansion valve 502, the first and second expansion valves, and the cooling fan are started.

[0255] Reference Fig. 20 , in the eleventh mode, there are two coolant circulation paths in the thermal management system 1000;

[0256] The first coolant path is that the coolant will sequentially pass through the motor electronic control 19, the first interface, the fourth interface, the first water pump 401, the first heat exchanger 402, the zeroth interface, the ninth interface, and finally return to the motor electronic control 19;

[0257] The second coolant path is that the coolant will sequentially pass through the water-cooled condenser 762, the water-heated heater 763, the warm air core 764, the sixth interface, the seventh interface, the second water pump 761, and finally return to the water-cooled condenser 762;

[0258] There are two refrigerant circulation paths in the thermal management system 1000. The refrigerant will pass through the compressor 10, the water-cooled condenser 762, the second expansion valve 20, the outdoor heat exchanger 30, the electronic expansion valve 502, the evaporator 503, the gas-liquid separator 60 in sequence, and finally return to the compressor 10.

[0259] The refrigerant will pass through the compressor 10 , the water-cooled condenser 762 , the second expansion valve 20 , the outdoor heat exchanger 30 , the first expansion valve, the first heat exchanger, the gas-liquid separator 60 in sequence, and finally return to the compressor 10 .

[0260] In the eleventh mode, the coolant in the first coolant path exchanges heat with the refrigerant when flowing through the first heat exchanger 402, and the refrigerant absorbs heat on the coolant side, thereby cooling the coolant in the first coolant path and further cooling the motor electronic control 19.

[0261] The coolant in the second coolant path exchanges heat with the refrigerant when flowing through the water-cooled condenser 762. The coolant absorbs heat from the refrigerant and cools the refrigerant together with the outdoor heat exchanger 30. The refrigerant absorbs heat at the evaporator 503 to achieve cold air defog in the passenger compartment 2000. The coolant in the second coolant path heats up at the water-cooled condenser 762 and releases heat at the warm air core 764 to achieve hot air defog in the passenger compartment 2000.

[0262] This control method can reduce energy loss while meeting the defog requirements of the passenger compartment 2000 and the cooling requirements of the motor and electronic control 19, thereby improving thermal efficiency and avoiding energy waste.

[0263] Among them, in the twelfth mode, the thirteenth mode to the seventeenth mode, at least one of the power battery 58 demand and the passenger compartment 2000 demand is a heating demand and the corresponding mode has a water heater 763 to respond to the demand.

[0264] like Fig.23 As shown, the control method also includes:

[0265] S212, obtaining that the demand of the power battery 58 is no demand, the demand of the passenger compartment 2000 is heating demand, the demand of the motor and electronic control 19 is no demand, the ambient temperature is greater than or equal to the fourth ambient temperature, i.e. -10 degrees Celsius, and determining that the working mode of the thermal management system 1000 is the twelfth mode.

[0266] S312, in the twelfth mode, the heating and cooling air doors are in the full warm position, the sixth interface of the ten-way valve 100 is connected to the seventh interface, the second water pump 761 is started, the compressor 10, the first expansion valve 501, the electronic expansion valve 502, and the cooling fan are started, and the water heater 763 performs auxiliary heating.

[0267] Reference Fig. 22 , in the twelfth mode, there is a coolant circulation path in the thermal management system 1000;

[0268] The coolant will sequentially pass through the water-cooled condenser 762, the water-heating heater 763, the warm air core 764, the sixth interface, the seventh interface, the second water pump 761, and finally return to the water-cooled condenser 762;

[0269] There is a refrigerant circulation path in the thermal management system 1000. The refrigerant will pass through the compressor 10, the water-cooled condenser 762, the second expansion valve 20, the outdoor heat exchanger 30, the first expansion valve 501, the first heat exchanger 402, the gas-liquid separator 60 in sequence, and finally return to the compressor 10.

[0270] In the twelfth mode, as the ambient temperature decreases and the heating demand for the passenger compartment 2000 increases, there is a possibility that the water heater 763 will be needed for auxiliary heating. The actual operating power of the water heater 763 is calculated and controlled based on the target water temperature of the heater core 764.

[0271] In the twelfth mode, the coolant and the refrigerant exchange heat when flowing through the water-cooled condenser 762, and the coolant absorbs heat from the refrigerant side. The coolant is heated up at the water-cooled condenser 762. As the ambient temperature decreases and the heating demand of the passenger compartment 2000 increases, the water heater 763 can assist in heating the coolant, and the coolant releases heat at the heater core 764 to achieve heating inside the passenger compartment 2000.

[0272] The control method can reduce energy loss while meeting the heating demand of the passenger compartment 2000, thereby improving thermal efficiency and avoiding energy waste.

[0273] like Fig.25 As shown, the control method also includes:

[0274] S213, obtaining that the demand of the power battery 58 is heating demand, the demand of the passenger compartment 2000 is heating demand, the demand of the motor and electronic control 19 is no demand, the ambient temperature is greater than or equal to the fourth ambient temperature, i.e. -10 degrees Celsius, and determining that the working mode of the thermal management system 1000 is the thirteenth mode.

[0275] S313, in the thirteenth mode, the heating and cooling air doors are to the full warm position, the first interface of the ten-way valve 100 is connected to the third interface, the third interface is connected to the fourth interface, the zeroth interface is connected to the ninth interface, the fifth interface is connected to the seventh interface, the sixth interface is connected to the eighth interface, the second water pump 761 is started, the compressor 10, the first expansion valve 501, the electronic expansion valve 502, and the cooling fan are started, and the water heater 763 performs auxiliary heating.

[0276] Reference Fig.24 , in the thirteenth mode, there are two coolant circulation paths in the thermal management system 1000;

[0277] The first coolant path is that the coolant will sequentially pass through the motor electronic control 19, the first interface, the third interface, the fourth interface, the first water pump 401, the first heat exchanger 402, the zeroth interface, the ninth interface, and finally return to the motor electronic control 19;

[0278] The second coolant path is that the coolant will sequentially pass through the water-cooled condenser 762, the water-heated heater 763, the warm air core 764, the sixth interface, the eighth interface, the power battery 58, the fifth interface, the seventh interface, the second water pump 761, and finally return to the water-cooled condenser 762;

[0279] There is a refrigerant circulation path in the thermal management system 1000. The refrigerant will pass through the compressor 10, the water-cooled condenser 762, the second expansion valve 20, the outdoor heat exchanger 30, the first expansion valve 501, the first heat exchanger 402, the gas-liquid separator 60 in sequence, and finally return to the compressor 10.

[0280] In the thirteenth mode, as the ambient temperature decreases and the heating demand for the passenger compartment 2000 and the power battery 58 increases, there is a possibility that the water heater 763 will be needed for auxiliary heating. The actual operating power of the water heater 763 is calculated and controlled based on the target water temperature of the heater core 764 and the target water temperature of the power battery 58.

[0281] In the thirteenth mode, the coolant in the first coolant path exchanges heat with the refrigerant when flowing through the first heat exchanger 402, and the refrigerant absorbs heat from the coolant side.

[0282] The coolant in the second coolant path exchanges heat with the refrigerant when flowing through the water-cooled condenser 762, and the coolant absorbs heat from the refrigerant. The coolant in the second coolant path heats up at the water-cooled condenser 762. As the ambient temperature decreases and the heating demand of the passenger compartment 2000 increases, the water heater 763 can perform auxiliary heating on the coolant in the second coolant path and release heat at the power battery 58 and the heater core 764, thereby heating the passenger compartment 2000 and the power battery 58.

[0283] The control method can reduce energy loss while meeting the heating requirements of the passenger compartment 2000 and the power battery 58, thereby improving thermal efficiency and avoiding energy waste.

[0284] like Fig.26 As shown, the control method also includes:

[0285] S214, obtaining that the demand of the power battery 58 is heating demand, the demand of the passenger compartment 2000 is no demand, the demand of the motor and electronic control 19 is no demand, the ambient temperature is greater than or equal to the fourth ambient temperature, i.e. -10 degrees Celsius, and determining that the working mode of the thermal management system 1000 is the fourteenth mode.

[0286] S314, in the fourteenth mode, the first interface of the ten-way valve 100 is connected to the third interface, the third interface is connected to the fourth interface, the zeroth interface is connected to the ninth interface, the fifth interface is connected to the seventh interface, and the sixth interface is connected to the eighth interface, the second water pump 761 is started, the compressor 10, the first expansion valve 501, the second expansion valve 20, the electronic expansion valve 502, and the cooling fan are started, and the water heater 763 performs auxiliary heating.

[0287] Reference Fig.24 , in the fourteenth mode, there are two coolant circulation paths in the thermal management system 1000;

[0288] The first coolant path is that the coolant will sequentially pass through the motor electronic control 19, the first interface, the third interface, the fourth interface, the first water pump 401, the first heat exchanger 402, the zeroth interface, the ninth interface, and finally return to the motor electronic control 19;

[0289] The second coolant path is that the coolant will sequentially pass through the water-cooled condenser 762, the water-heated heater 763, the warm air core 764, the sixth interface, the eighth interface, the power battery 58, the fifth interface, the seventh interface, the second water pump 761, and finally return to the water-cooled condenser 762;

[0290] There is a refrigerant circulation path in the thermal management system 1000. The refrigerant will pass through the compressor 10, the water-cooled condenser 762, the second expansion valve 20, the outdoor heat exchanger 30, the first expansion valve 501, the first heat exchanger 402, the gas-liquid separator 60 in sequence, and finally return to the compressor 10.

[0291] In the fourteenth mode, as the ambient temperature decreases and the heating demand of the power battery 58 increases, there is a possibility of requiring the water heater 763 to provide auxiliary heating. The actual operating power of the water heater 763 is calculated and controlled based on the target water temperature of the heater core 764 and the target water temperature of the power battery 58.

[0292] In the fourteenth mode, the coolant in the first coolant path exchanges heat with the refrigerant when flowing through the first heat exchanger 402 , and the refrigerant absorbs heat from the coolant in the first coolant path.

[0293] The coolant in the second coolant path exchanges heat with the refrigerant when flowing through the water-cooled condenser 762, and the coolant in the second coolant path absorbs heat from the refrigerant side. The coolant in the second coolant path heats up at the water-cooled condenser 762. As the ambient temperature decreases and the heating demand of the passenger compartment 2000 increases, the water heater 763 can perform auxiliary heating on the coolant in the second coolant path and release heat at the power battery 58 to achieve heating of the power battery 58.

[0294] The control method can reduce energy loss while meeting the heating demand of the power battery 58, thereby improving thermal efficiency and avoiding energy waste.

[0295] Among them, regardless of whether there is a need for heating the passenger compartment 2000, when the power battery 58 needs to be heated, the heater core 764 is in the circulation path of the coolant. Therefore, the flow paths of the refrigerant and the coolant in the thirteenth mode and the fourteenth mode are exactly the same. The difference is that whether the heating and cooling air doors are opened needs to be controlled according to whether there is a need for heating the passenger compartment 2000.

[0296] Furthermore, due to the limitation of the structure of the ten-way valve 100 , the first interface cannot be directly connected to the fourth interface, so the first interface is first connected to the third interface, and then connected to the fourth interface through the third interface.

[0297] like Fig.28 As shown, the control method also includes:

[0298] S215, obtaining that the demand of the power battery 58 is no demand, the demand of the passenger compartment 2000 is heating demand, the demand of the motor and electronic control 19 is no demand, and the ambient temperature is less than the fourth ambient temperature, i.e. -10 degrees Celsius, and determining that the working mode of the thermal management system 1000 is the fifteenth mode.

[0299] S315, in the fifteenth mode, the cooling and heating air doors are in the full warm position, the sixth interface of the ten-way valve 100 is connected to the seventh interface, the second water pump 761 is started, and the water heater 763 is started.

[0300] Reference Fig. 27 , in the fifteenth mode, there is a coolant circulation path in the thermal management system 1000;

[0301] The coolant will sequentially pass through the water-cooled condenser 762, the water-heating heater 763, the warm air core 764, the sixth interface, the seventh interface, the second water pump 761, and finally return to the water-cooled condenser 762;

[0302] In the fifteenth mode, the heating efficiency of the thermal management system 1000 is relatively low, and only the water heater 763 can be used for heating. The actual operating power of the water heater 763 is calculated and controlled according to the target water temperature of the warm air core 764 .

[0303] In the fifteenth mode, the water heater 763 heats the coolant and releases the heat at the heater core 764 to heat the passenger compartment 2000 .

[0304] The control method can reduce energy loss while meeting the heating demand of the passenger compartment 2000, thereby improving thermal efficiency and avoiding energy waste.

[0305] like Fig.30 As shown, the control method also includes:

[0306] S216, obtaining that the demand of the power battery 58 is heating demand, the demand of the passenger compartment 2000 is heating demand, the demand of the motor and electronic control 19 is no demand, and the ambient temperature is less than the fourth ambient temperature, i.e., -10 degrees Celsius, and determining that the working mode of the thermal management system 1000 is the sixteenth mode.

[0307] S316, in the sixteenth mode, the cooling and heating air doors are in the full warm position, the sixth interface of the ten-way valve 100 is connected to the seventh interface, the second water pump 761 is started, and the water heater 763 is started.

[0308] Reference Fig.29 , in the sixteenth mode, there is a coolant circulation path in the thermal management system 1000;

[0309] The coolant will sequentially pass through the water-cooled condenser 762, the water-heating heater 763, the warm air core 764, the sixth interface, the eighth interface, the power battery 58, the fifth interface, the seventh interface, the second water pump 761, and finally return to the water-cooled condenser 762;

[0310] In the sixteenth mode, the heating efficiency of the thermal management system 1000 is relatively low, and only the water heater 763 can be used for heating. The actual operating power of the water heater 763 is calculated and controlled based on the target water temperature of the heater core 764 and the target water temperature of the power battery 58.

[0311] In the sixteenth mode, the water heater 763 heats the coolant and releases heat at the heater core 764 and the power battery 58 to heat the passenger compartment 2000 .

[0312] The control method can reduce energy loss while meeting the heating requirements of the passenger compartment 2000 and the power battery 58, thereby improving thermal efficiency and avoiding energy waste.

[0313] like Fig.31 As shown, the control method also includes:

[0314] S217, obtaining that the demand of the power battery 58 is heating demand, the demand of the passenger compartment 2000 is no demand, the demand of the motor and electronic control 19 is no demand, and the ambient temperature is less than the fourth ambient temperature, i.e. -10 degrees Celsius; determining that the working mode of the thermal management system 1000 is the seventeenth mode.

[0315] S317, in the seventeenth mode, the sixth interface of the ten-way valve 100 is connected to the seventh interface, the second water pump 761 is started, and the water heater 763 is started.

[0316] Reference Fig.29 , in the seventeenth mode, there is a coolant circulation path in the thermal management system 1000;

[0317] The coolant will sequentially pass through the water-cooled condenser 762, the water-heating heater 763, the warm air core 764, the sixth interface, the eighth interface, the power battery 58, the fifth interface, the seventh interface, the second water pump 761, and finally return to the water-cooled condenser 762;

[0318] In the seventeenth mode, the heating efficiency of the thermal management system 1000 is relatively low, and the water heater 763 can be used for heating only. The actual operating power of the water heater 763 is calculated and controlled according to the target water temperature of the power battery 58. Compared with the sixteenth mode, the blower in the passenger compartment 2000 does not work in the seventeenth mode.

[0319] In the seventeenth mode, the water heater 763 heats the coolant and releases the heat at the power battery 58 , thereby heating the power battery 58 .

[0320] The control method can reduce energy loss while meeting the heating demand of the power battery 58, thereby improving thermal efficiency and avoiding energy waste.

[0321] like Fig.33 As shown, the control method also includes:

[0322] S218, obtaining that the power battery 58 has a heating demand, the passenger compartment 2000 has a heating demand, the motor and electronic control 19 has a cooling demand, and the ambient temperature is greater than or equal to the fourth ambient temperature, i.e., -10 degrees Celsius. Determine that the operating mode of the thermal management system 1000 is the eighteenth mode.

[0323] S318, in the eighteenth mode, the first interface of the ten-way valve 100 is connected to the second interface, the third interface is connected to the fourth interface, the zeroth interface is connected to the ninth interface, the fifth interface is connected to the seventh interface, the sixth interface is connected to the eighth interface, the first water pump 401 and the second water pump 761 are started, and the compressor 10, the first expansion valve 501, the second expansion valve 20, and the cooling fan are started.

[0324] Reference Fig.32 , in the eighteenth mode, there are two coolant circulation paths in the thermal management system 1000;

[0325] The first coolant path is that the coolant will sequentially pass through the motor electronic control 19, the first interface, the second interface, the radiator 23, the third interface, the fourth interface, the first water pump 401, the first heat exchanger 402, the zeroth interface, the ninth interface, and finally return to the motor electronic control 19;

[0326] The second coolant path is that the coolant will sequentially pass through the power battery 58, the fifth interface, the seventh interface, the second water pump 761, the water-cooled condenser 762, the water-heating heater 763, the warm air core 764, the sixth interface, the eighth interface, and finally return to the power battery 58;

[0327] There is a refrigerant circulation path in the thermal management system 1000. The refrigerant will pass through the compressor 10, the water-cooled condenser 762, the second expansion valve 20, the outdoor heat exchanger 30, the first expansion valve 501, the first heat exchanger 402, the gas-liquid separator 60 in sequence, and finally return to the compressor 10.

[0328] In the eighteenth mode, the coolant in the first coolant path exchanges heat with the refrigerant when flowing through the first heat exchanger 402, and the refrigerant absorbs the heat of the coolant in the first coolant path, and cools the coolant in the first coolant path together with the radiator 23. In addition, the refrigerant absorbs part of the heat at the first heat exchanger 402, which is used for subsequent heating of the power battery 58 and the passenger compartment 2000, realizing the waste heat utilization of the motor and electronic control 19, reducing energy loss, improving thermal efficiency, and avoiding energy waste.

[0329] The coolant in the second coolant path exchanges heat with the refrigerant when flowing through the water-cooled condenser 762, and the coolant in the second coolant path absorbs heat from the refrigerant side. The coolant in the second coolant path heats up at the water-cooled condenser 762, and releases heat at the power battery 58 and the heater core 764, thereby heating the power battery 58 and the passenger compartment 2000.

[0330] This control method can reduce energy loss while meeting the heating requirements of the power battery 58 and the passenger compartment 2000 and the cooling requirements of the motor electronic control 19, thereby improving thermal efficiency and avoiding energy waste.

[0331] The present invention can ensure the comfort of the heating, cooling and defogger functions of the vehicle air-conditioning system through the control method, meet the heating or cooling requirements of the power battery 58 and the cooling requirements of the motor electronic control 19, and can freely switch between different working modes to reduce energy loss.

[0332] To summarize, the switching between the various working modes of the thermal management system 1000 can be achieved through the mode switching of the ten-way valve 100. Through the mode switching of the ten-way valve 100, the coupling connection between the power battery 58 system, the passenger compartment 2000 system, the motor and electronic control 19 system and the radiator system can be achieved.

[0333] Other structures and operations of the control method of the thermal management system 1000 according to the embodiment of the present invention are known to those skilled in the art and will not be described in detail here.

[0334] Another object of the present invention is to provide a vehicle, comprising a controller, wherein the controller executes the control method of the thermal management system described above.

[0335] In the description of this specification, the description with reference to the terms "embodiment", "example", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0336] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A control method for a thermal management system, characterized in that: The thermal management system comprises: A coolant circulation module, wherein the coolant circulation module is integrated with a ten-way valve, wherein a motor and an electronic control are arranged between the first interface and the ninth interface of the ten-way valve, a power battery is arranged between the fifth interface and the eighth interface, a radiator is arranged between the second interface and the third interface, a first water pump and a first water-cooling channel of a first heat exchanger are arranged between the fourth interface and the zeroth interface; a second water pump, a second water-cooling channel of a water-cooled condenser, a water-heating heater and a warm air core are arranged between the seventh interface and the sixth interface; A refrigerant circulation module, the refrigerant circulation module comprising: a compressor, a first refrigerant flow channel of a first heat exchanger, a second refrigerant flow channel of a water-cooled condenser, an outdoor heat exchanger, and an evaporator forming a loop; The control method comprises: in a first heating mode, when the power battery is heated and / or the passenger compartment is heated, Determining that the outlet water temperature of the motor electronic control is not less than a first set temperature, controlling the ten-way valve to at least control the motor electronic control to communicate with the first water-cooling flow channel, and the first water-cooling flow channel and the first refrigerant flow channel to exchange heat; The power battery and / or the heater core is in communication with the second water-cooling channel, and the second water-cooling channel and the second refrigerant channel perform heat exchange.

2. The control method of the thermal management system according to claim 1, characterized in that: In the first heating mode, it is determined that the outlet water temperature of the motor electronic control is lower than a first set temperature, and the ten-way valve is controlled to disconnect the motor electronic control from the first water cooling channel.

3. The control method of the thermal management system according to claim 2, characterized in that: It is determined that the ambient temperature is lower than the second set temperature, the water heater is controlled to turn on, and the compressor stops running.

4. The control method of the thermal management system according to claim 1, characterized in that: detecting the temperature of the power battery; When it is determined that the maximum temperature of the power battery is greater than the first battery core temperature, the ten-way valve is controlled to connect the power battery with the first water-cooling channel, and the first water-cooling channel and the first refrigerant channel perform heat exchange to reduce the temperature of the power battery.

5. The control method of the thermal management system according to claim 4, characterized in that: When it is determined that the maximum temperature of the power battery is less than the first battery cell temperature and not less than the second battery cell temperature, and the temperature of the motor electronic control is less than a third set temperature, the ten-way valve is controlled to connect the power battery, the motor electronic control, the radiator, the first water-cooling channel, and the second water-cooling channel so that the power battery and the motor electronic control are cooled in series.

6. The control method of the thermal management system according to claim 1, characterized in that: The control method further includes a first cooling mode, in which at least the power battery is in a cooling state; In the first cooling mode, the ten-way valve is controlled so that the power battery is connected to the first water-cooling channel, and the first water-cooling channel and the first refrigerant channel exchange heat; The ten-way valve is controlled so that the second water-cooling flow channel is connected to the radiator, and the second water-cooling flow channel and the second refrigerant flow channel perform heat exchange.

7. The control method of the thermal management system according to claim 1, characterized in that: The control method further includes a second cooling mode, in which the power battery has no cooling requirement, the passenger compartment is cooled and / or the motor is electronically controlled and cooled; In the second cooling mode, the ten-way valve is controlled so that the second water-cooling channel is connected to the radiator through the motor electronic control, and the second water-cooling channel and the second refrigerant channel exchange heat.

8. The control method of the thermal management system according to claim 1, characterized in that: The control method also includes a defog mode. In the defog mode, the ten-way valve is controlled so that the heater core is connected to the second water-cooling channel, the second water-cooling channel and the second refrigerant channel exchange heat, the electronic expansion valve is started and the hot and cold air doors are opened so that the air after heat exchange with the evaporator or the heater core is transported toward the glass.

9. The control method of a thermal management system according to any one of claims 1 to 8, characterized in that: The control method also includes a first heating mode. In the first heating mode, the ten-way valve is controlled to at least allow the heater core to communicate with the second water-cooling channel, and the second water-cooling channel and the second refrigerant channel perform heat exchange.

10. A vehicle, characterized in that: The invention comprises a controller, wherein the controller executes the control method of the thermal management system according to any one of claims 1 to 9.

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