Automobile thermal management system and vehicle

Abstract

The invention relates to an automobile thermal management system and a vehicle, and relates to the technical field of automobiles. The automobile thermal management system comprises a full indirect type refrigerant loop, a cooling liquid loop and a thermal coupling structure. The full indirect type refrigerant loop comprises an electric compressor, an integrated plate type heat exchanger, a first battery cooler, a second battery cooler and the like. A refrigerant absorbs heat through secondary evaporation to improve the heat management efficiency. The cooling liquid loop comprises a low-temperature radiator, a motor electric control system, an HVAC assembly, a plurality of water pumps and a multi-way water valve, and heat dissipation or heating of different parts is achieved through accurate control over the flow direction of cooling liquid. The thermal coupling structure achieves efficient heat exchange between a refrigerant and cooling liquid through the integrated plate type heat exchanger and the battery cooler. By optimizing the design of a refrigerant and cooling liquid loop, multiple functional modes are supported, the multiple working condition requirements of battery cooling, passenger compartment heating, motor electric control system heat dissipation and the like can be met, meanwhile, the efficiency, adaptability and safety of the system are improved, the system is matched with R290 and other environment-friendly refrigerants, and the energy-saving and environment-friendly requirements are met.

Description

Technical Field

[0001] The invention belongs to the technical field of automobiles and relates to an automobile thermal management system and a vehicle. Background Art

[0002] With the continuous advancement of the dual-carbon policy and the in-depth implementation of energy-saving and environmental protection requirements, the refrigerant media in the thermal management system of electric vehicles are transforming into environmentally friendly refrigerants, such as R290, R744 and R747A, which have low GWP values. These refrigerants have different physical and chemical properties, so the existing thermal management system architecture needs to be optimized and modified according to their characteristics.

[0003] Among them, R290 is gradually favored by automobile OEMs due to its low cost, low working pressure, environmental friendliness and excellent low-temperature heating performance. However, since it is an A3-level flammable refrigerant, its thermal management system design needs to balance safety, driving range and comfort, which poses new challenges to the system architecture.

[0004] In the prior art, common electric vehicle thermal management systems usually adopt a direct refrigerant circuit design. The main disadvantages of this design include:

[0005] 1. Safety hazards: Due to the physical properties of R290 and other refrigerants being flammable and having high working pressure, direct refrigerant circuits are prone to fire or explosion accidents when leaks occur, especially in the event of a vehicle collision, and safety is difficult to guarantee.

[0006] 2. Insufficient energy efficiency: The existing direct refrigerant circuit has low efficiency in low-temperature heating mode. The heat pump function can hardly be used below -15℃, which easily leads to increased energy consumption and affects the vehicle's range. The coupling design of the coolant circuit and the refrigerant circuit is relatively simple, and the heat exchange potential is not fully utilized, resulting in reduced overall system efficiency.

[0007] 3. Poor adaptability: The existing system is optimized for a single refrigerant and it is difficult to take into account the characteristics of multiple refrigerants at the same time, resulting in uneven performance under different working conditions. Secondly, low-temperature heat pumps require fewer heat sources, low-temperature heating efficiency, complex system control, and limited coverage of heat pumps.

[0008] 4. High complexity: The direct refrigerant circuit requires additional controllers and pipelines, which increases the complexity of system design and manufacturing costs. Summary of the invention

[0009] In view of this, an object of the present invention is to solve the above-mentioned problem and provide an automobile thermal management system and a vehicle.

[0010] In order to achieve the above object, the present invention provides the following technical solutions:

[0011] An automotive thermal management system, including a fully indirect refrigerant circuit, a coolant circuit, a motor electronic control system, a battery system, and an HVAC assembly;

[0012] The fully indirect refrigerant circuit includes an electric compressor, an integrated plate heat exchanger, a first battery cooler, a second battery cooler, and a three-way proportional valve;

[0013] The integrated plate heat exchanger includes a water-cooled condensing module and a heat recovery module, wherein the water-cooled condensing module is provided with cooling liquid channels and refrigerant channels which are alternately stacked with each other; the heat recovery module is provided with refrigerant high-pressure channels and refrigerant low-pressure channels which are alternately stacked with each other, and the refrigerant channel in the water-cooled condensing module is connected with the refrigerant high-pressure channel in the heat recovery module; the coolant in the cooling liquid channel cools the high-pressure refrigerant in the refrigerant channel, the high-pressure refrigerant after water cooling enters the refrigerant high-pressure channel, the low-pressure refrigerant in the refrigerant low-pressure channel evaporates twice and absorbs heat to cool the high-pressure refrigerant in the refrigerant high-pressure channel into supercooled liquid refrigerant, and the supercooled liquid refrigerant flows out from the refrigerant high-pressure outlet;

[0014] The first battery cooler and the second battery cooler are arranged in parallel, and the refrigerant inlets of the first battery cooler and the second battery cooler are both connected to the refrigerant high-pressure outlet of the integrated plate heat exchanger. The refrigerant inlet sides of the first battery cooler and the second battery cooler are respectively provided with a second electronic expansion valve and a third electronic expansion valve; the refrigerant outlets of the first battery cooler and the second battery cooler are connected to one interface of the three-way proportional valve after being collected, and the other two interfaces of the three-way proportional valve are respectively connected to the inlet of the electric compressor and the refrigerant low-pressure inlet of the integrated plate heat exchanger, and the refrigerant low-pressure outlet of the integrated plate heat exchanger is connected to the inlet of the electric compressor; the outlet of the electric compressor is divided into two routes, one route is connected to the refrigerant high-pressure inlet of the integrated plate heat exchanger, and the other route is connected to the inlet of the electric compressor after passing through a large-caliber two-stage electronic expansion valve;

[0015] The HVAC assembly includes a blower, a cold air core, and a warm air core;

[0016] The coolant circuit includes a motor electronic control system, a low-temperature radiator, an electronic fan, a blower, a cold air core, a warm air core, a battery system, a first water pump, a second water pump, a third water pump, a first three-way water valve, a second three-way water valve, a third three-way water valve, a fourth three-way water valve, a fifth three-way water valve, a sixth three-way water valve, a seventh three-way water valve, a first four-way water valve, a second four-way water valve, the integrated plate heat exchanger, the first battery cooler, and the second battery cooler; the refrigerant circuit and the coolant circuit are thermally coupled through the integrated plate heat exchanger, the first battery cooler, and the second battery cooler;

[0017] In the coolant circuit, by controlling the first three-way water valve, the second three-way water valve, the third three-way water valve, the sixth three-way water valve, the first four-way water valve and the second four-way water valve, the coolant forms different circulation directions, thereby performing thermal management on the passenger compartment, the motor electronic control system and the battery system;

[0018] The first water pump, the integrated plate heat exchanger, the first three-way water valve, the second three-way water valve, the low-temperature radiator, the motor electronic control system, and the third three-way water valve are connected in sequence through the coolant pipeline according to the coolant flow direction to form a first coolant circuit;

[0019] The first water pump, the integrated plate heat exchanger, the first three-way water valve, the second three-way water valve, the motor electronic control system, and the third three-way water valve are connected in sequence according to the flow direction of the coolant to form a second coolant circuit;

[0020] The first water pump, the integrated plate heat exchanger, the sixth three-way water valve, the heater core, and the seventh three-way water valve are connected in sequence through the coolant pipeline according to the coolant flow direction to form a third coolant loop;

[0021] The first water pump, the integrated plate heat exchanger, the sixth three-way water valve, the battery system, and the seventh three-way water valve are connected in sequence through a coolant pipeline according to the coolant flow direction to form a fourth coolant loop;

[0022] The second water pump, the first battery cooler, the first four-way water valve, the cold air core, and the second four-way water valve are connected in sequence through a coolant pipeline according to the coolant flow direction to form a fifth coolant loop;

[0023] The second water pump, the first battery cooler, the first four-way water valve, the battery system, and the second four-way water valve are connected in sequence through the coolant pipeline according to the coolant flow direction to form a sixth coolant loop;

[0024] The second water pump, the first battery cooler, the first four-way water valve, the first three-way water valve, the second three-way water valve, the low-temperature radiator, the motor electronic control system, the third three-way water valve, and the second four-way water valve are connected in sequence through the coolant pipeline according to the coolant flow direction to form a seventh coolant loop;

[0025] The second water pump, the first battery cooler, the first four-way water valve, the first three-way water valve, the second three-way water valve, the motor electronic control system, the third three-way water valve, and the second four-way water valve are connected in sequence through the coolant pipeline according to the coolant flow direction to form an eighth coolant loop;

[0026] The third water pump, the second battery cooler, the fourth three-way water valve, the cold air core, and the fifth three-way water valve are connected in sequence through the coolant pipeline according to the coolant flow direction to form a ninth coolant loop;

[0027] The third water pump, the second battery cooler, the fourth three-way water valve, the battery system, and the fifth three-way water valve are connected in sequence through the coolant pipeline according to the coolant flow direction to form a tenth coolant loop;

[0028] The second water pump, the first battery cooler, the first four-way water valve, the first three-way water valve, the second three-way water valve, the low-temperature radiator, the motor electronic control system, the third three-way water valve, the integrated plate heat exchanger, the sixth three-way water valve, the battery system, and the second four-way water valve are connected in sequence through the coolant pipeline according to the coolant flow direction to form an eleventh coolant circuit.

[0029] When the thermal management system faces a conventional cooling request, the refrigerant at the outlet of the first battery cooler or the second battery cooler is regulated by a three-way proportional valve to enter the inlet of the heat recovery module of the integrated plate heat exchanger, and then flows through the heat recovery module and returns to the inlet of the electric compressor. This can improve the system's cooling capacity and system COP value; if the system thermal management faces a heating request, the refrigerant at the outlet of the first battery cooler or the second battery cooler needs to be regulated by a three-way proportional valve to directly enter the inlet of the electric compressor to avoid the low-temperature and low-pressure refrigerant absorbing the heat of the integrated plate heat exchanger. When the refrigerant system adopts ultra-low temperature start-up or ultra-low temperature triangle cycle heating, the system needs to reduce the pressure loss at the rear end of the expansion valve, thereby increasing the upper limit of the compressor speed. At this time, the refrigerant at the outlet of the first battery cooler or the second battery cooler needs to be regulated by a three-way proportional valve to return all directly to the inlet of the compressor. At this time, the switching of the refrigerant mode needs to match the corresponding adjustment of the outer coolant circuit mode.

[0030] Furthermore, the automotive thermal management system includes multiple functional modes, each of which is implemented by combining one or more sub-modes; the sub-modes include:

[0031] The first sub-mode: by switching the first three-way water valve, the second three-way water valve, and the third three-way water valve, the coolant circulates in the first coolant circuit;

[0032] Second sub-mode: by switching the first three-way water valve, the second three-way water valve, and the third three-way water valve, the coolant circulates in the second coolant circuit;

[0033] The third sub-mode: by switching the first three-way water valve, the sixth three-way water valve, and the seventh three-way water valve, the coolant circulates in the third coolant circuit;

[0034] Fourth sub-mode: by switching the first three-way water valve, the sixth three-way water valve, and the seventh three-way water valve, the coolant circulates in the fourth coolant circuit;

[0035] The fifth sub-mode: by switching the fourth three-way water valve, the fifth three-way water valve, the first four-way water valve, and the second four-way water valve, the coolant circulates in the fifth coolant circuit;

[0036] The sixth sub-mode: by switching the sixth three-way water valve, the seventh three-way water valve, the first four-way water valve, and the second four-way water valve, the coolant circulates in the sixth coolant circuit, and at the same time, the first electronic expansion valve is opened to enable the evaporation function of the first battery cooler;

[0037] The seventh sub-mode: by switching the sixth three-way water valve, the seventh three-way water valve, the first four-way water valve, and the second four-way water valve, the coolant circulates in the sixth coolant circuit, and at the same time closes the first electronic expansion valve and the evaporation function of the first battery cooler;

[0038] Eighth sub-mode: by switching the first three-way water valve, the second three-way water valve, the third three-way water valve, the sixth three-way water valve, the seventh three-way water valve, the first four-way water valve, and the second four-way water valve, the coolant circulates in the seventh coolant circuit;

[0039] Ninth sub-mode: by switching the first three-way water valve, the second three-way water valve, the third three-way water valve, the sixth three-way water valve, the seventh three-way water valve, the first four-way water valve, and the second four-way water valve, the coolant circulates in the eighth coolant circuit;

[0040] Tenth sub-mode: by switching the fourth three-way water valve and the fifth three-way water valve, the coolant circulates in the ninth coolant circuit;

[0041] Eleventh sub-mode: by switching the fourth three-way water valve, the fifth three-way water valve, the sixth three-way water valve, the seventh three-way water valve, the first four-way water valve, and the second four-way water valve, the coolant circulates in the tenth coolant circuit, and at the same time opens the second electronic expansion valve to enable the evaporation function of the second battery cooler;

[0042] Twelfth sub-mode: by switching the fourth three-way water valve, the fifth three-way water valve, the sixth three-way water valve, the seventh three-way water valve, the first four-way water valve, and the second four-way water valve, the coolant circulates in the tenth coolant circuit, and at the same time closes the second electronic expansion valve and the evaporation function of the second battery cooler;

[0043] Thirteenth sub-mode: by switching the first three-way water valve, the second three-way water valve, the third three-way water valve, the fourth three-way water valve, the fifth three-way water valve, the sixth three-way water valve, the seventh three-way water valve, the first four-way water valve, and the second four-way water valve, the coolant circulates in the eleventh coolant circuit.

[0044] Furthermore, when a single passenger compartment requests cooling and the battery system is in the temperature equalization mode, after the full indirect refrigerant circuit is turned on, the coolant circuit is activated as follows:

[0045] The second electronic expansion valve is opened, the third electronic expansion valve is closed, the first sub-mode, the fifth sub-mode, and the twelfth sub-mode are enabled in the coolant circuit at the same time, and the evaporative cooling function of the first battery cooler is used to meet the cooling demand of the passenger compartment; or

[0046] The third electronic expansion valve is opened and the second electronic expansion valve is closed, and the first sub-mode, the tenth sub-mode and the seventh sub-mode are enabled in the coolant circuit at the same time, and the evaporative cooling function of the second battery cooler is used to meet the cooling demand of the passenger compartment.

[0047] Furthermore, when the passenger compartment needs emergency cooling or the front cabin glass needs to be defogged, the full indirect refrigerant circuit is activated and the second electronic expansion valve and the third electronic expansion valve are regulated, and the first sub-mode, the fifth sub-mode, and the tenth sub-mode are simultaneously activated in the coolant circuit, so that the first battery cooler and the second battery cooler perform evaporative cooling at the same time, and the request for rapid cooling is realized through the cold air core.

[0048] Furthermore, when the passenger compartment and the battery system request cooling at the same time, the first sub-mode, the fifth sub-mode, and the eleventh sub-mode are simultaneously turned on in the coolant circuit, or the first sub-mode, the tenth sub-mode, and the sixth sub-mode are turned on, to achieve differentiated temperature requests of using one of the first battery cooler and the second battery cooler to cool the passenger compartment and the other to cool the battery.

[0049] Furthermore, when the battery system needs to be cooled during slow charging, after the full indirect refrigerant circuit refrigeration cycle is turned on:

[0050] In the coolant circuit, the first sub-mode and the sixth sub-mode are enabled at the same time, and the evaporative cooling function of the first battery cooler is used to meet the forced cooling requirements of the battery module, or

[0051] The first sub-mode and the eleventh sub-mode are simultaneously enabled in the coolant circuit, and the evaporative cooling function of the second battery cooler is used to meet the forced cooling requirements of the battery module.

[0052] Furthermore, when the battery system is in fast charging mode and requires a greater cooling demand, after the full indirect refrigerant circuit refrigeration cycle is turned on, the first sub-mode, the sixth sub-mode, and the eleventh sub-mode are simultaneously enabled in the coolant circuit, and the first battery cooler and the second battery cooler are used for simultaneous evaporative cooling to achieve rapid cooling of the charging battery module.

[0053] Furthermore, in the winter battery charging mode, if the battery has a cooling request, due to the large heat exchange temperature difference with the ambient temperature, the full indirect refrigerant circuit is shut down and the thirteenth sub-mode is turned on, using only the low-temperature radiator to meet the cooling request of the charging battery module, thereby achieving an overall economical and energy-saving operation mode.

[0054] Furthermore, in cold weather, when the passenger compartment faces the need for heating, after the full indirect refrigerant circuit is turned on, the coolant circuit activates the third sub-mode to heat the interior of the passenger compartment, and at the same time activates any one or more combinations of the eighth sub-mode, the tenth sub-mode, and the eleventh sub-mode, using the external ambient temperature, the motor and electronic control system, the battery system, or the heat from the dehumidification of the interior of the passenger compartment as the heat source.

[0055] Furthermore, when both the passenger compartment and the battery module make heating requests, the refrigeration cycle of the full indirect refrigerant circuit is started, and the third sub-mode and the fourth sub-mode are simultaneously started in the coolant circuit to support the heating needs of the passenger compartment and the battery system; at this time, the eighth sub-mode and / or the tenth sub-mode are activated to absorb or recover the heat of the external ambient temperature, the motor and electronic control system or the dehumidification of the passenger compartment as a heat source.

[0056] Furthermore, when only the battery temperature is required to be averaged:

[0057] When the full indirect refrigerant circuit is enabled, the first battery cooler evaporation function is turned off, the second battery cooler evaporation function is turned on, and the seventh sub-mode is enabled in the coolant circuit, or

[0058] When the full indirect refrigerant circuit is enabled, the evaporation function of the first battery cooler is turned on, the evaporation function of the second battery cooler is turned off, and the twelfth sub-mode is enabled in the coolant circuit, or

[0059] When the full indirect refrigerant circuit is in a completely stopped state, the seventh sub-mode and / or the twelfth sub-mode are enabled to implement the battery temperature equalization function.

[0060] Furthermore, when the weather is humid and heating is required, the passenger cabin needs to be dehumidified and heated. At this time:

[0061] When the battery temperature is high, the third sub-mode, the fifth sub-mode, and the eleventh sub-mode are simultaneously enabled in the coolant circuit, or the third sub-mode, the tenth sub-mode, and the sixth sub-mode are simultaneously enabled, and one of the first battery cooler and the second battery cooler is used to realize the dehumidification function of the passenger compartment, and the other realizes the cooling function of the battery system;

[0062] When the battery temperature is low and the battery needs to be preheated, and the external environment temperature is suitable for the low-temperature radiator to absorb heat, the third sub-mode, the fourth sub-mode, the tenth sub-mode, and the eighth sub-mode are simultaneously turned on; when the external environment temperature is not suitable for the low-temperature radiator to absorb heat, the third sub-mode, the fourth sub-mode, the tenth sub-mode, and the ninth sub-mode are simultaneously turned on;

[0063] When the temperature difference inside the battery box of the whole vehicle is small and the evaporation function of the first battery cooler is turned off in the full indirect refrigerant circuit, the third sub-mode, the tenth sub-mode, and the seventh sub-mode are simultaneously turned on in the coolant circuit; or, when the temperature difference inside the battery box of the whole vehicle is small and the evaporation function of the second battery cooler is turned off in the full indirect refrigerant circuit, the third sub-mode, the fifth sub-mode, and the twelfth sub-mode are correspondingly turned on simultaneously to support the request for battery temperature equalization.

[0064] Furthermore, when the vehicle is in an environment with high humidity, the passenger compartment needs to be cooled and dehumidified, and when the battery temperature is high and a cooling demand is required, the sixth sub-mode and the tenth sub-mode are simultaneously enabled in the coolant circuit, and the first battery cooler is used to cool the battery and the second battery cooler is used to defog the front compartment of the passenger compartment.

[0065] Furthermore, when the external environment temperature and the heat of the motor electronic control system are used as heat sources at the same time, the sixth sub-mode, the eighth sub-mode and the tenth sub-mode are simultaneously enabled in the coolant circuit, and the first battery cooler is used to cool the battery and the second battery cooler is used to defog the front cabin of the passenger compartment;

[0066] When only the heat of the motor electronic control system is used as the heat source, the sixth sub-mode, the ninth sub-mode and the tenth sub-mode are simultaneously enabled in the coolant circuit, and the first battery cooler is used to cool the battery and the second battery cooler is used to defog the front cabin of the passenger compartment.

[0067] Furthermore, when the vehicle is in an environment with high humidity, the passenger compartment needs to be cooled and dehumidified. When the battery temperature is high and cooling is required, the eleventh sub-mode and the fifth sub-mode are simultaneously activated in the coolant circuit, and the second battery cooler is used to cool the battery and the first battery cooler is used to defog the front compartment of the passenger compartment.

[0068] Furthermore, when the external environment temperature and the heat of the motor electronic control system are used as heat sources at the same time, the eleventh sub-mode, the eighth sub-mode and the fifth sub-mode are simultaneously enabled in the coolant circuit, and the second battery cooler is used to cool the battery and the first battery cooler is used to defog the front cabin of the passenger compartment;

[0069] When only the heat of the motor electronic control system is used as the heat source, the eleventh sub-mode, the ninth sub-mode and the fifth sub-mode are simultaneously enabled in the coolant circuit, the second battery cooler is used to cool the battery, and the first battery cooler is used to defog the front cabin of the passenger compartment.

[0070] Furthermore, when the vehicle is in a high humidity environment, the passenger compartment needs to be cooled and dehumidified. At the same time, when the battery temperature is low, preheating is required:

[0071] When the external environment temperature, the motor electronic control system, and the heat of the passenger compartment dehumidification are used as heat sources at the same time, the fourth sub-mode, the eighth sub-mode, and the fifth sub-mode are simultaneously activated in the coolant circuit, or the fourth sub-mode, the eighth sub-mode, and the tenth sub-mode are simultaneously activated;

[0072] When only the heat of the motor electronic control system and the passenger compartment dehumidification is used as the heat source, the fourth sub-mode, the ninth sub-mode, and the fifth sub-mode are simultaneously enabled in the coolant circuit, or the fourth sub-mode, the ninth sub-mode, and the tenth sub-mode are simultaneously enabled;

[0073] When only the heat from dehumidification of the passenger compartment is used as the heat source, the fourth sub-mode and the fifth sub-mode are simultaneously activated in the coolant circuit, or the fourth sub-mode and the tenth sub-mode are simultaneously activated.

[0074] Furthermore, when the vehicle is in a high humidity environment, the passenger compartment needs to be cooled and dehumidified. At the same time, when the battery temperature is already in the optimal operating temperature range, the battery itself only needs to be kept at an average temperature:

[0075] When the external environment temperature and the heat of the motor electronic control system are used as heat sources at the same time, and the evaporation function of the second battery cooler is turned off, the third sub-mode, the fifth sub-mode, the eighth sub-mode, and the twelfth sub-mode are simultaneously enabled in the coolant circuit;

[0076] When only the heat of the motor electronic control system is used as the heat source and the second battery cooler turns off the evaporation function, the third sub-mode, the fifth sub-mode, the ninth sub-mode and the twelfth sub-mode are simultaneously enabled in the coolant circuit;

[0077] When only the heat generated by the second battery cooler to dehumidify the passenger compartment is used as a heat source, the third sub-mode, the tenth sub-mode, and the seventh sub-mode are simultaneously enabled in the coolant circuit.

[0078] Furthermore, when the front glass of the vehicle is frosted and needs to be defrosted by heating, and the battery temperature is high and requires cooling, the full indirect refrigerant circuit is activated at this time, and at the same time:

[0079] When only the heat of the battery system is used as a heat source without other heat sources, the third sub-mode and the sixth sub-mode are simultaneously enabled in the coolant circuit, or the third sub-mode and the eleventh sub-mode are simultaneously enabled;

[0080] When only the heat of the motor electronic control system is used as the auxiliary heat source, the third sub-mode, the sixth sub-mode, and the ninth sub-mode are enabled in the coolant circuit at the same time, or the third sub-mode, the eleventh sub-mode, and the ninth sub-mode are enabled at the same time;

[0081] When the external environment temperature and the heat of the motor electronic control system are used as auxiliary heat sources at the same time, the third sub-mode, the sixth sub-mode, and the eighth sub-mode are enabled in the coolant circuit at the same time, or the third sub-mode, the eleventh sub-mode, and the eighth sub-mode are enabled at the same time.

[0082] Furthermore, when the front cabin glass of the vehicle is frosted and needs to be heated and defrosted, and the battery temperature is high and requires preheating:

[0083] When the heat of the external low temperature environment and the heat of the motor electronic control system are used as heat sources at the same time, the third sub-mode, the fourth sub-mode and the eighth sub-mode are simultaneously enabled in the coolant circuit;

[0084] When only the heat of the motor electronic control system is used as the heat source, the third sub-mode, the fourth sub-mode and the ninth sub-mode are simultaneously enabled in the coolant circuit.

[0085] Furthermore, when the front cabin glass of the vehicle is frosted, the front cabin glass needs to be heated and defrosted, and the temperature inside the battery is suitable and only needs to be equalized:

[0086] When the heat of the external low temperature environment and the heat of the motor electronic control system are used as heat sources at the same time, the third sub-mode, the eighth sub-mode and the twelfth sub-mode are simultaneously enabled in the coolant circuit;

[0087] When only the heat of the motor electronic control system is used as the heat source, the third sub-mode, the ninth sub-mode and the twelfth sub-mode are simultaneously enabled in the coolant circuit.

[0088] An automobile comprises the automobile thermal management system as described above.

[0089] The beneficial effects of the present invention are:

[0090] 1) The thermal management system in the present invention belongs to a fully indirect model. The refrigerant side module and the water side module are easy to design into two independent integrated modules with the advantages of light weight and miniaturization. The two independent integrated modules facilitate the layout design and integrated design of the whole vehicle, while improving the internal space utilization of the whole vehicle.

[0091] 2) The refrigerant circuit design of the electric vehicle thermal management system in the present invention adopts a combination of a heat recovery module and a three-way proportional valve, which can be quickly adjusted to meet the needs of efficient cooling and heating. At the same time, the refrigerant side principle design enhances the system's control flexibility and the system's wide temperature range practicality, and also meets the requirements of ultra-low temperature heating and ultra-low temperature rapid start-up.

[0092] 3) The thermal management system of the present invention has various low-temperature heating heat sources, and a variety of combination modes can be selected, thereby accurately recovering each heat source under different working conditions, thereby reducing the energy consumption of thermal management of electric vehicles to the greatest extent possible.

[0093] 4) The thermal management system of the present invention has multiple modes in the same scenario to meet user needs. According to external environmental conditions, the matching model can be automatically selected by priority sorting; the design has a safety redundancy design to avoid the whole vehicle shutdown caused by a single mode failure, and improve the survival endurance of the vehicle in the event of a failure.

[0094] 5) The water circuit design in the electric vehicle thermal management system of the present invention mainly adopts a three-way water valve, a four-way water valve and a multi-way joint. The system components are easy to obtain and the difficulty of regulation is low.

[0095] Other advantages, objectives and features of the present invention will be described in the following description to some extent, and to some extent, will be obvious to those skilled in the art based on the following examination and study, or can be taught from the practice of the present invention. The objectives and other advantages of the present invention can be realized and obtained through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0096] In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention will be described in detail below in conjunction with the accompanying drawings, wherein:

[0097] Figure 1 It is a schematic diagram of the automotive thermal management system in the present invention.

[0098] Figure 2 It is a schematic diagram of the operation of the natural heat dissipation mode of the present invention in a battery charging scenario.

[0099] Figure 3 It is a schematic diagram of the operation of the system in the coolant circuit emptying mode of the present invention.

[0100] Figure 4 It is a schematic diagram of the principle of the integrated plate heat exchanger in the present invention.

[0101] Figure numerals: 1-electric compressor; 2-integrated plate heat exchanger; 3-first battery cooler; 4-second battery cooler; 5-three-way proportional valve; 6-first electronic expansion valve; 7-second electronic expansion valve; 8-third electronic expansion valve; 9-motor electronic control system; 10-low-temperature radiator; 11-electronic fan; 12-blower; 13-cold air core; 14-warm air core; 15-battery system; 16-first water pump; 17-second water pump; 18-third water pump; 19-first three-way water valve; 20-second three-way Water valve; 21-third three-way water valve; 22-fourth three-way water valve; 23-fifth three-way water valve; 24-sixth three-way water valve; 25-seventh three-way water valve; 26-first four-way water valve; 27-second four-way water valve; 28-air temperature sensor; 29-water temperature sensor; 30-water temperature sensor; 31-water temperature sensor; 32-water temperature sensor; 33-water temperature sensor; 34-kettle; 35-temperature and pressure sensor; 36-temperature and pressure sensor; 37-temperature and pressure sensor; 38-temperature and pressure sensor. DETAILED DESCRIPTION

[0102] The following describes the embodiments of the present invention by specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the illustrations provided in the following embodiments only illustrate the basic concept of the present invention in a schematic manner, and the following embodiments and features in the embodiments can be combined with each other without conflict.

[0103] Among them, the drawings are only used for illustrative explanations, and they only represent schematic diagrams rather than actual pictures, and should not be understood as limitations on the present invention. In order to better illustrate the embodiments of the present invention, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of actual products. For those skilled in the art, it is understandable that some well-known structures and their descriptions in the drawings may be omitted.

[0104] The same or similar numbers in the drawings of the embodiments of the present invention correspond to the same or similar parts; in the description of the present invention, it should be understood that if the terms "upper", "lower", "left", "right", "front", "rear", etc. indicate the orientation or position relationship, they are based on the orientation or position relationship shown in the drawings, which is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation. Therefore, the terms describing the position relationship in the drawings are only used for illustrative purposes and cannot be understood as limiting the present invention. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.

[0105] See also Figures 1 to 4 , which is an automobile thermal management system, including a full indirect refrigerant circuit, a coolant circuit, a motor electronic control system 9, a battery system 15, and an HVAC assembly; it also includes a control system, and the full indirect refrigerant circuit, the coolant circuit, the motor electronic control system, the battery system, and the HVAC assembly are all controlled by the control system.

[0106] The fully indirect refrigerant circuit includes an electric compressor 1, an integrated plate heat exchanger 2, a first battery cooler 3, a second battery cooler 4, and a three-way proportional valve 5;

[0107] The integrated plate heat exchanger 2 includes a water-cooled condensing module and a heat recovery module. The water-cooled condensing module is provided with a cooling liquid channel and a refrigerant channel that are alternately stacked with each other; the heat recovery module is provided with a refrigerant high-pressure channel and a refrigerant low-pressure channel that are alternately stacked with each other, and the refrigerant channel in the water-cooled condensing module is connected with the refrigerant high-pressure channel in the heat recovery module; the coolant in the cooling liquid channel cools the high-pressure refrigerant in the refrigerant channel, the high-pressure refrigerant after water cooling enters the refrigerant high-pressure channel, the low-pressure refrigerant in the refrigerant low-pressure channel evaporates twice and absorbs heat to cool the high-pressure refrigerant in the refrigerant high-pressure channel into a supercooled liquid refrigerant, and the supercooled liquid refrigerant flows out from the refrigerant high-pressure outlet;

[0108] The first battery cooler 3 and the second battery cooler 4 are arranged in parallel. The refrigerant inlets of the first battery cooler 3 and the second battery cooler 4 are both connected to the refrigerant high-pressure outlet of the integrated plate heat exchanger 2. The refrigerant inlet sides of the first battery cooler 3 and the second battery cooler 4 are respectively provided with a second electronic expansion valve 7 and a third electronic expansion valve 8; the refrigerant outlets of the first battery cooler 3 and the second battery cooler 4 are connected to one interface of the three-way proportional valve 5 after being collected, and the other two interfaces of the three-way proportional valve 5 are respectively connected to the inlet of the electric compressor 1 and the integrated plate heat exchanger 2 The low-pressure refrigerant inlet of the integrated plate heat exchanger 2 is connected to the inlet of the electric compressor 1; the outlet of the electric compressor 1 is divided into two paths, one path is connected to the high-pressure refrigerant inlet of the integrated plate heat exchanger 2, and the other path is connected to the inlet of the electric compressor 1 after passing through a large-diameter two-stage electronic expansion valve 6; a temperature and pressure sensor 36 and a temperature and pressure sensor 37 are respectively installed on the refrigerant outlets of the first battery cooler 3 and the second battery cooler 4, and a temperature and pressure sensor 35 and a temperature and pressure sensor 38 are respectively installed on the inlet and outlet of the electric compressor 1.

[0109] The HVAC assembly includes a blower 12, a cold air core 13, and a warm air core 14;

[0110] The coolant circuit includes a motor electronic control system 9, a low-temperature radiator 10, an electronic fan 11, a blower 12, a cold air core 13, a warm air core 14, a battery system 15, a first water pump 16, a second water pump 17, a third water pump 18, a first three-way water valve 19, a second three-way water valve 20, a third three-way water valve 21, a fourth three-way water valve 22, a fifth three-way water valve 23, a sixth three-way water valve 24, a seventh three-way water valve 25, a first four-way water valve 26, a second four-way water valve 27, an integrated plate heat exchanger 2, a first battery cooler 3, and a second battery cooler 4; the refrigerant circuit and the coolant circuit are thermally coupled through the integrated plate heat exchanger 2, the first battery cooler 3, and the second battery cooler 4. An air temperature sensor 28 is installed on the side of the electronic fan 11, a water temperature sensor 29 is installed on the pipeline between the first three-way water valve 19 and the second three-way water valve 20, a water temperature sensor 30 is installed at the coolant outlet of the integrated plate heat exchanger 2, a water temperature sensor 31 and a water temperature sensor 32 are installed at the coolant outlets of the first battery cooler 3 and the second battery cooler 4 respectively, and a water temperature sensor 33 is installed at the coolant outlet of the battery system 15.

[0111] In the coolant circuit, by controlling the first three-way water valve 19, the second three-way water valve 20, the third three-way water valve 21, the sixth three-way water valve 24, the first four-way water valve 26 and the second four-way water valve 27, the coolant forms different circulation directions, thereby performing thermal management on the passenger compartment, the motor and electronic control system 9, and the battery system 15; a kettle 34 is connected to the coolant circuit for replenishing the coolant.

[0112] Among them, the first water pump 16, the integrated plate heat exchanger 2, the first three-way water valve 19, the second three-way water valve 20, the low-temperature radiator 10, the motor electronic control system 9, and the third three-way water valve 21 are connected in sequence through the coolant pipeline according to the coolant flow direction to form a first coolant loop;

[0113] The first water pump 16, the integrated plate heat exchanger 2, the first three-way water valve 19, the second three-way water valve 20, the motor electronic control system 9, and the third three-way water valve 21 are connected in sequence according to the coolant flow direction to form a second coolant circuit;

[0114] The first water pump 16, the integrated plate heat exchanger 2, the sixth three-way water valve 24, the heater core 14, and the seventh three-way water valve 25 are connected in sequence through the coolant pipeline according to the coolant flow direction to form a third coolant loop;

[0115] The first water pump 16, the integrated plate heat exchanger 2, the sixth three-way water valve 24, the battery system 15, and the seventh three-way water valve 25 are connected in sequence through the coolant pipeline according to the coolant flow direction to form a fourth coolant loop;

[0116] The second water pump 17, the first battery cooler 3, the first four-way water valve 26, the cold air core 13, and the second four-way water valve 27 are connected in sequence through the coolant pipeline according to the coolant flow direction to form a fifth coolant loop;

[0117] The second water pump 17, the first battery cooler 3, the first four-way water valve 26, the battery system 15, and the second four-way water valve 27 are connected in sequence through the coolant pipeline according to the coolant flow direction to form a sixth coolant loop;

[0118] The second water pump 17, the first battery cooler 3, the first four-way water valve 26, the first three-way water valve 19, the second three-way water valve 20, the low-temperature radiator 10, the motor electronic control system 9, the third three-way water valve 21, and the second four-way water valve 27 are connected in sequence through the coolant pipeline according to the coolant flow direction to form a seventh coolant loop;

[0119] The second water pump 17, the first battery cooler 3, the first four-way water valve 26, the first three-way water valve 19, the second three-way water valve 20, the motor electronic control system 9, the third three-way water valve 21, and the second four-way water valve 27 are connected in sequence through the coolant pipeline according to the coolant flow direction to form an eighth coolant loop;

[0120] The third water pump 18, the second battery cooler 4, the fourth three-way water valve 22, the cold air core 13, and the fifth three-way water valve 23 are connected in sequence through the coolant pipeline according to the coolant flow direction to form a ninth coolant loop;

[0121] The third water pump 18, the second battery cooler 4, the fourth three-way water valve 22, the battery system 15, and the fifth three-way water valve 23 are connected in sequence through the coolant pipeline according to the coolant flow direction to form a tenth coolant loop;

[0122] The second water pump 17, the first battery cooler 3, the first four-way water valve 26, the first three-way water valve 19, the second three-way water valve 20, the low-temperature radiator 10, the motor electronic control system 9, the third three-way water valve 21, the integrated plate heat exchanger 2, the sixth three-way water valve 24, the battery system 15, and the second four-way water valve 27 are connected in sequence through the coolant pipeline according to the coolant flow direction to form an eleventh coolant circuit.

[0123] When the thermal management system faces a conventional cooling request, the refrigerant at the outlet of the first battery cooler 3 or the second battery cooler 4 is regulated by the three-way proportional valve 5 to enter the inlet of the heat recovery module of the integrated plate heat exchanger 2, and then flows through the heat recovery module and returns to the inlet of the electric compressor 1. This can improve the system cooling capacity and system COP value; if the system thermal management faces a heating request, the refrigerant at the outlet of the first battery cooler 3 or the second battery cooler 4 needs to be regulated by the three-way proportional valve 5 to directly enter the inlet of the electric compressor 1 to avoid the low-temperature and low-pressure refrigerant absorbing the heat of the integrated plate heat exchanger 2. When the refrigerant system adopts ultra-low temperature start-up or ultra-low temperature triangle cycle heating, the system needs to reduce the pressure loss at the rear end of the expansion valve, thereby increasing the upper limit of the compressor speed. At this time, the refrigerant at the outlet of the first battery cooler 3 or the second battery cooler 4 needs to be regulated by the three-way proportional valve 5 to directly return to the inlet of the compressor 1. At this time, the switching of the refrigerant mode needs to match the corresponding adjustment of the outer coolant circuit mode.

[0124] The automotive thermal management system includes multiple functional modes, each of which is implemented by combining one or more sub-modes; the sub-modes include:

[0125] The first sub-mode: by switching the first three-way water valve 19, the second three-way water valve 20, and the third three-way water valve 21, the coolant circulates in the first coolant loop, and the coolant with heat flowing through the integrated plate heat exchanger 2 is distributed from a certain inlet of the three-way water valve 19 to flow into the three-way water valve 20, and then distributed to flow into the low-temperature radiator 10 and complete convection heat exchange with the surrounding air and cool down under the operation of the corresponding electronic fan 11. The cooled coolant flows into the motor electronic control system 9 again to complete the cooling or temperature equalization requirements of the motor, and then is distributed by the three-way water valve to flow back into the first water pump 16 and pumped into the plate heat exchanger 2 to construct a complete circulation mode.

[0126] Second sub-mode: by switching the first three-way water valve 19, the second three-way water valve 20, and the third three-way water valve 21, the coolant circulates in the second coolant circuit; the coolant is distributed by the three-way water valve 20 and directly flows into the motor electronic control system 9 to heat up or equalize the temperature of the motor. At this time, the coolant does not pass through the external low-temperature radiator 10, which can meet the system's request to avoid the low-temperature air intake of the external low-temperature radiator from quickly cooling the antifreeze.

[0127] The third sub-mode: by switching the first three-way water valve 19, the sixth three-way water valve 24, and the seventh three-way water valve 25, the coolant is circulated in the third coolant loop, and the antifreeze with heat in the integrated plate heat exchanger 2 is provided to the passenger compartment for heating. Specifically, the antifreeze with heat in the integrated plate heat exchanger 2 is distributed by the sixth three-way water valve 24 to enter the heater core HTC 14 in the HVAC assembly. Driven by the operation of the blower 12, the antifreeze flowing into the HTC core is cooled by the forced convection heat exchange on the wind side. At the same time, the air on the wind side is heated to heat the passenger compartment. The coolant flowing out of the heater core is distributed by the seventh three-way water valve 25 to flow back to the first water pump 16, and then pressurized back to the integrated plate heat exchanger 2 to complete the circulation mode of the heating function for the passenger compartment.

[0128] Fourth sub-mode: by switching the first three-way water valve 19, the sixth three-way water valve 24, and the seventh three-way water valve 25, the coolant is circulated in the fourth coolant loop, and the fluid with heat in the transport integrated plate heat exchanger 2 is used to preheat the battery system 15 to ensure the optimal activity of the battery module. Specifically, the first water pump 16 pumps the fluid with heat in the plate heat exchanger 2 into the battery system 15 distributed by the sixth three-way water valve 24. After completing the heating and cooling of the battery module, the coolant flows into the seventh three-way water valve 25, and then is distributed back to the first water pump 16, thereby pressurized and refluxed to the plate heat exchanger 2 to construct a complete closed circulation loop for preheating the battery system 15 and stimulating the battery activity scenario requirements.

[0129] The fifth sub-mode: by switching the fourth three-way water valve 22, the fifth three-way water valve 23, the first four-way water valve 26, and the second four-way water valve 27, the coolant circulates in the fifth coolant loop; the electronic water pump 17 pumps the coolant into the water side of the first battery cooler 3 to obtain the cold input of the refrigerant loop, and then circulates into the first three-way water valve 26 for distribution, and then the coolant with cold capacity flows into the cold air core 13 in the HVAC and is heated by convection heat exchange on the wind side, and the heated coolant discharged from the cold air core 13 is distributed by the second three-way water valve 27 to flow into the second water pump 17, so that a complete circulation loop is constructed on the water side. The air cooled on the wind side of the corresponding cold water core is distributed through the HVAC assembly to complete the cooling and dehumidification of the passenger compartment or the defogger of the front windshield in the cabin. The dehumidification of the passenger compartment in winter combined with the heating function can complete the function of heat recovery in the cabin, which has the effect of saving energy and reducing the energy consumption of the whole vehicle.

[0130] The sixth sub-mode: by switching the sixth three-way water valve 24, the seventh three-way water valve 25, the first four-way water valve 26, and the second four-way water valve 27, the coolant circulates in the sixth coolant loop, and at the same time, the first electronic expansion valve 7 is opened to enable the evaporation function of the first battery cooler 3; at this time, the antifreeze output from the first battery cooler 3 or with cold capacity can enter the battery system 15 under the mode switching of the first four-way water valve 26, thereby completing the cooling function of the electric module. The coolant flowing out of the battery system 15 after absorbing heat and heating is distributed back to the inlet of the second water pump 17 by the second four-way water valve 27, and then the power is obtained by the supercharging to flow into the first battery cooler 3 to complete a circulation mode. When the evaporation function of the first battery cooler 3 is enabled, the coolant in this mode has cold capacity and can cool the battery system 15.

[0131] Seventh sub-mode: by switching the sixth three-way water valve 24, the seventh three-way water valve 25, the first four-way water valve 26, and the second four-way water valve 27, the coolant circulates in the sixth coolant circuit, and at the same time closes the first electronic expansion valve 7, and turns off the evaporation function of the first battery cooler 3; when the second electronic expansion valve 8 is completely closed and the second battery cooler 4 does not have an evaporation function, this mode can meet the request for uniform temperature of the battery system 15.

[0132] The eighth sub-mode: by switching the first three-way water valve 19, the second three-way water valve 20, the third three-way water valve 21, the sixth three-way water valve 24, the seventh three-way water valve 25, the first four-way water valve 26, and the second four-way water valve 27, the coolant circulates in the seventh coolant circuit; the coolant with cold capacity flowing out from the water side of the first battery cooler 3 is regulated by the first four-way water valve 26 to flow into the first three-way water valve 19, and then flows out again through the second three-way water valve 20 to enter the low-temperature radiator 10. The coolant with a lower temperature obtains the first heat and heats up under the convection heat exchange on the air side of the low-temperature radiator 10, and then enters the motor electronic control system 9 to obtain the second heat and heat up, and finally returns to the second water pump 17 and the second battery cooler 4 through the corresponding mode switching of the third three-way water valve 21 and the second four-way water valve 27.

[0133] Ninth sub-mode: by switching the first three-way water valve 19, the second three-way water valve 20, the third three-way water valve 21, the sixth three-way water valve 24, the seventh three-way water valve 25, the first four-way water valve 26, and the second four-way water valve 27, the coolant circulates in the eighth coolant loop; the coolant does not pass through the low-temperature radiator 10 but directly returns to the motor electronic control system 9 from the second three-way water valve 20. This mode is suitable for use when the ambient temperature is low and the ambient air heat cannot be absorbed. At this time, the motor electronic control system 9 can only provide a heat source to meet the system heating needs.

[0134] Tenth sub-mode: By switching the fourth three-way water valve 22 and the fifth three-way water valve 23, the coolant circulates in the ninth coolant loop; the coolant pressurized by the third water pump 18 flows into the second battery cooler 4 and undergoes heat exchange to have a certain amount of cooling capacity. After flowing out, it is distributed by the fourth three-way water valve 22 into the cold air core 13. After absorbing the temperature rise, the coolant flowing out is distributed by the fifth three-way water valve 23 back to the third water pump 18 to build a complete circulation branch. In the HVAC assembly, the wind side of the cold air core 13 and the coolant side undergo heat exchange to reduce the temperature, and then the distribution of the HVAC assembly can realize the function of dehumidification and cooling of the passenger compartment; in addition, in winter, the refined passenger compartment heat energy recovery can be realized to reduce the energy consumption of the whole vehicle and improve the battery life.

[0135] Eleventh sub-mode: by switching the fourth three-way water valve 22, the fifth three-way water valve 23, the sixth three-way water valve 24, the seventh three-way water valve 25, the first four-way water valve 26, and the second four-way water valve 27, the coolant is circulated in the tenth coolant loop, and at the same time the second electronic expansion valve 8 is opened to enable the evaporation function of the second battery cooler 4; the antifreeze with cooling capacity flowing out of the second battery cooler 4 is distributed by the fourth three-way water valve 22 into the battery system 15, which can realize the cooling request for the battery module, and the coolant flows out after absorbing the heat of the battery and heating up, and is distributed by the fifth three-way water valve 23 to pass through the third water pump 18 and the second battery cooler 4 respectively, to construct a complete coolant circulation branch.

[0136] Twelfth sub-mode: by switching the fourth three-way water valve 22, the fifth three-way water valve 23, the sixth three-way water valve 24, the seventh three-way water valve 25, the first four-way water valve 26, and the second four-way water valve 27, the coolant circulates in the tenth coolant loop, and at the same time closes the second electronic expansion valve 8, turning off the evaporation function of the second battery cooler 4; when the second electronic expansion valve 8 is closed, the second battery cooler 4 has no evaporation function and the water side only has a circulation function, which can meet the temperature uniformity requirement of the battery mode.

[0137] Thirteenth sub-mode: the coolant is made to circulate in the eleventh coolant loop by switching the first three-way water valve 19, the second three-way water valve 20, the third three-way water valve 21, the fourth three-way water valve 22, the fifth three-way water valve 23, the sixth three-way water valve 24, the seventh three-way water valve 25, the first four-way water valve 26, and the second four-way water valve 27; the relatively high-temperature coolant flowing out of the battery system 15 is distributed by the second four-way water valve 27 to enter the second water pump 17 for pressurization, and then the pressurized coolant is discharged from the first battery cooler 13 by the first four-way water valve 26, the first three-way water valve 13 and the second four-way water valve 13. 9. The second three-way water valve 20 distributes the water to the low-temperature radiator 10 located in the front cabin of the vehicle, where the electronic fan 11 pushes the low-temperature air with a large temperature difference with the coolant to force the coolant inside the low-temperature radiator to cool the coolant. The cooled coolant flows out from the motor electronic control system and is distributed by the third three-way water valve 21 to flow into the first water pump 16, and then flows into the integrated plate heat exchanger 2 and is distributed by the sixth three-way water valve 24 to return to the battery system 15 again, thereby constructing a complete natural heat dissipation cycle mode that is extremely economical and energy-saving in the battery charging mode.

[0138] In combination with the actual situation of the user end, this embodiment proposes the following important working modes:

[0139] When a single passenger compartment requires cooling and the battery system 15 is in the temperature equalization mode, after the full indirect refrigerant circuit is turned on, the activation method of the coolant circuit is as follows:

[0140] The second electronic expansion valve 7 is opened, the third electronic expansion valve 8 is closed, the first sub-mode, the fifth sub-mode and the twelfth sub-mode are enabled in the coolant circuit at the same time, and the evaporative cooling function of the first battery cooler 3 is used to meet the cooling demand of the passenger compartment; or

[0141] The third electronic expansion valve 8 is opened, the second electronic expansion valve 7 is closed, the first sub-mode, the tenth sub-mode and the seventh sub-mode are enabled in the coolant circuit at the same time, and the evaporative cooling function of the second battery cooler 4 is used to meet the cooling demand of the passenger compartment.

[0142] When the passenger compartment needs emergency cooling or the front cabin glass needs to be defogged, the full indirect refrigerant circuit is activated and the second electronic expansion valve 7 and the third electronic expansion valve 8 are regulated, and the first sub-mode, the fifth sub-mode and the tenth sub-mode are simultaneously activated in the coolant circuit, so that the first battery cooler 3 and the second battery cooler 4 perform evaporative cooling at the same time, and the request for rapid cooling is realized through the cold air core 13.

[0143] When the passenger compartment and the battery system 15 request cooling at the same time, the first sub-mode, the fifth sub-mode, and the eleventh sub-mode are simultaneously turned on in the coolant circuit, or the first sub-mode, the tenth sub-mode, and the sixth sub-mode are turned on to achieve differentiated temperature requests of using one of the first battery cooler 3 and the second battery cooler 4 to cool the passenger compartment and the other to cool the battery.

[0144] When the battery system 15 needs to be cooled under slow charging conditions, after the full indirect refrigerant circuit refrigeration cycle is turned on:

[0145] In the coolant circuit, the first sub-mode and the sixth sub-mode are enabled at the same time, and the evaporative cooling function of the first battery cooler 3 is used to realize the forced cooling demand of the battery module, or

[0146] The first sub-mode and the eleventh sub-mode are simultaneously enabled in the coolant circuit, and the evaporative cooling function of the second battery cooler 4 is used to meet the forced cooling requirement of the battery module.

[0147] When the battery system 15 is in fast charging mode and requires a greater cooling demand, after the full indirect refrigerant circuit refrigeration cycle is turned on, the first sub-mode, the sixth sub-mode, and the eleventh sub-mode are simultaneously enabled in the coolant circuit, and the first battery cooler 3 and the second battery cooler 4 are used for simultaneous evaporative cooling to achieve rapid cooling of the charging battery module.

[0148] In the winter battery charging mode, if the battery has a cooling request, due to the large heat exchange temperature difference with the ambient temperature, the full indirect refrigerant circuit is shut down and the thirteenth sub-mode is turned on, using only the low-temperature radiator 10 to meet the cooling request of the charging battery module, thereby achieving an overall economical and energy-saving operation mode.

[0149] In cold weather, when the passenger compartment faces the need for heating, after the full indirect refrigerant circuit is turned on, the coolant circuit activates the third sub-mode to heat the interior of the passenger compartment, and at the same time activates any one or more combinations of the eighth sub-mode, the tenth sub-mode, and the eleventh sub-mode, using the external ambient temperature, the motor and electronic control system, the battery system, or the heat from the dehumidification of the interior of the passenger compartment as the heat source.

[0150] When both the passenger compartment and the battery module make heating requests, the refrigeration cycle of the full indirect refrigerant circuit is started, and the third sub-mode and the fourth sub-mode are simultaneously started in the coolant circuit to support the heating needs of the passenger compartment and the battery system; at this time, the eighth sub-mode and / or the tenth sub-mode are activated to absorb or recover the heat from the external ambient temperature, the motor and electronic control system, or the dehumidification of the passenger compartment as a heat source.

[0151] When only battery temperature equalization is required:

[0152] When the full indirect refrigerant circuit is enabled, the evaporation function of the first battery cooler 3 is turned off, the evaporation function of the second battery cooler 4 is turned on, and the seventh sub-mode is enabled in the coolant circuit, or

[0153] When the full indirect refrigerant circuit is enabled, the evaporation function of the first battery cooler 3 is turned on, the evaporation function of the second battery cooler 4 is turned off, and the twelfth sub-mode is enabled in the coolant circuit, or

[0154] When the full indirect refrigerant circuit is in a completely stopped state, the seventh sub-mode and / or the twelfth sub-mode are enabled to implement the battery temperature equalization function.

[0155] When the weather is humid and heating is required, and the passenger compartment needs to be dehumidified and heated, then:

[0156] When the battery temperature is high, the third sub-mode, the fifth sub-mode, and the eleventh sub-mode are simultaneously enabled in the coolant circuit, or the third sub-mode, the tenth sub-mode, and the sixth sub-mode are simultaneously enabled, and one of the first battery cooler 3 and the second battery cooler 4 is used to realize the passenger compartment dehumidification function, and the other realizes the battery system cooling function;

[0157] When the battery temperature is low and the battery needs to be preheated, and the external environment temperature is suitable for the low-temperature radiator to absorb heat, the third sub-mode, the fourth sub-mode, the tenth sub-mode, and the eighth sub-mode are simultaneously turned on; when the external environment temperature is not suitable for the low-temperature radiator to absorb heat, the third sub-mode, the fourth sub-mode, the tenth sub-mode, and the ninth sub-mode are simultaneously turned on;

[0158] When the temperature difference inside the battery box of the whole vehicle is small and the evaporation function of the first battery cooler 3 is turned off in the full indirect refrigerant circuit, the third sub-mode, the tenth sub-mode and the seventh sub-mode are simultaneously turned on in the coolant circuit; or, when the temperature difference inside the battery box of the whole vehicle is small and the evaporation function of the second battery cooler 4 is turned off in the full indirect refrigerant circuit, the third sub-mode, the fifth sub-mode and the twelfth sub-mode are simultaneously turned on to support the request for battery temperature equalization.

[0159] When the vehicle is in an environment with high humidity, the passenger compartment needs to be cooled and dehumidified, and when the battery temperature is high and a cooling demand is required, the sixth sub-mode and the tenth sub-mode are simultaneously enabled in the coolant circuit, and the first battery cooler 3 is used to cool the battery and the second battery cooler 4 is used to defog the front cabin of the passenger compartment.

[0160] When the external environment temperature and the heat of the motor electronic control system are used as heat sources at the same time, the sixth sub-mode, the eighth sub-mode and the tenth sub-mode are simultaneously enabled in the coolant circuit, and the first battery cooler 3 is used to cool the battery and the second battery cooler 4 is used to defog the front cabin of the passenger compartment;

[0161] When only the heat of the motor electronic control system is used as the heat source, the sixth sub-mode, the ninth sub-mode and the tenth sub-mode are simultaneously enabled in the coolant circuit, and the first battery cooler 3 is used to cool the battery and the second battery cooler 4 is used to defog the front cabin of the passenger compartment.

[0162] When the vehicle is in an environment with high humidity, the passenger compartment needs to be cooled and dehumidified. When the battery temperature is high and cooling is required, the eleventh sub-mode and the fifth sub-mode are simultaneously activated in the coolant circuit, and the second battery cooler 4 is used to cool the battery and the first battery cooler 3 is used to defog the front cabin of the passenger compartment.

[0163] When the external environment temperature and the heat of the motor electronic control system are used as heat sources at the same time, the eleventh sub-mode, the eighth sub-mode and the fifth sub-mode are simultaneously enabled in the coolant circuit, and the second battery cooler 4 is used to cool the battery and the first battery cooler 3 is used to defog the front cabin of the passenger compartment;

[0164] When only the heat of the motor electronic control system is used as the heat source, the eleventh sub-mode, the ninth sub-mode and the fifth sub-mode are simultaneously enabled in the coolant circuit, and the second battery cooler 4 is used to cool the battery and the first battery cooler 3 is used to defog the front cabin of the passenger compartment.

[0165] When the vehicle is in a high humidity environment, the passenger compartment needs to be cooled and dehumidified. At the same time, when the battery temperature is low and preheating is required:

[0166] When the external environment temperature, the motor electronic control system, and the heat of the passenger compartment dehumidification are used as heat sources at the same time, the fourth sub-mode, the eighth sub-mode, and the fifth sub-mode are simultaneously activated in the coolant circuit, or the fourth sub-mode, the eighth sub-mode, and the tenth sub-mode are simultaneously activated;

[0167] When only the heat of the motor electronic control system and the passenger compartment dehumidification is used as the heat source, the fourth sub-mode, the ninth sub-mode, and the fifth sub-mode are simultaneously enabled in the coolant circuit, or the fourth sub-mode, the ninth sub-mode, and the tenth sub-mode are simultaneously enabled;

[0168] When only the heat from dehumidification of the passenger compartment is used as the heat source, the fourth sub-mode and the fifth sub-mode are simultaneously activated in the coolant circuit, or the fourth sub-mode and the tenth sub-mode are simultaneously activated.

[0169] When the vehicle is in a high humidity environment, the passenger compartment needs to be cooled and dehumidified. At the same time, when the battery temperature is already in the optimal operating temperature range and the battery itself only needs to be kept at an average temperature:

[0170] When the external environment temperature and the heat of the motor electronic control system are used as heat sources at the same time, and the second battery cooler 4 turns off the evaporation function, the third sub-mode, the fifth sub-mode, the eighth sub-mode, and the twelfth sub-mode are simultaneously enabled in the coolant circuit;

[0171] When only the heat of the motor electronic control system is used as the heat source and the second battery cooler 4 turns off the evaporation function, the third sub-mode, the fifth sub-mode, the ninth sub-mode and the twelfth sub-mode are simultaneously enabled in the coolant circuit;

[0172] When only the heat generated by the second battery cooler 4 for dehumidifying the passenger compartment is used as a heat source, the third sub-mode, the tenth sub-mode and the seventh sub-mode are simultaneously activated in the coolant circuit.

[0173] When the front glass of the vehicle is frosted and needs to be defrosted by heating, and the battery temperature is high and requires cooling, the full indirect refrigerant circuit is activated at this time, and at the same time:

[0174] When only the heat of the battery system is used as a heat source without other heat sources, the third sub-mode and the sixth sub-mode are simultaneously enabled in the coolant circuit, or the third sub-mode and the eleventh sub-mode are simultaneously enabled;

[0175] When only the heat of the motor electronic control system is used as the auxiliary heat source, the third sub-mode, the sixth sub-mode, and the ninth sub-mode are enabled in the coolant circuit at the same time, or the third sub-mode, the eleventh sub-mode, and the ninth sub-mode are enabled at the same time;

[0176] When the external environment temperature and the heat of the motor electronic control system are used as auxiliary heat sources at the same time, the third sub-mode, the sixth sub-mode, and the eighth sub-mode are enabled in the coolant circuit at the same time, or the third sub-mode, the eleventh sub-mode, and the eighth sub-mode are enabled at the same time.

[0177] When the front glass of the vehicle is frosted and needs to be defrosted by heating, and the battery temperature is high and requires preheating:

[0178] When the heat of the external low temperature environment and the heat of the motor electronic control system are used as heat sources at the same time, the third sub-mode, the fourth sub-mode and the eighth sub-mode are simultaneously enabled in the coolant circuit;

[0179] When only the heat of the motor electronic control system is used as the heat source, the third sub-mode, the fourth sub-mode and the ninth sub-mode are simultaneously enabled in the coolant circuit.

[0180] When the front glass of the vehicle is frosted and needs to be defrosted by heating, and the temperature inside the battery is suitable and only needs to be equalized:

[0181] When the heat of the external low temperature environment and the heat of the motor electronic control system are used as heat sources at the same time, the third sub-mode, the eighth sub-mode and the twelfth sub-mode are simultaneously enabled in the coolant circuit;

[0182] When only the heat of the motor electronic control system is used as the heat source, the third sub-mode, the ninth sub-mode and the twelfth sub-mode are simultaneously enabled in the coolant circuit.

[0183] A car includes the car thermal management system in this embodiment.

[0184] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solution of the present invention can be modified or replaced by equivalents without departing from the purpose and scope of the technical solution, which should be included in the scope of the claims of the present invention.

Claims

1. An automotive thermal management system, characterized in that: Including full indirect refrigerant circuit, coolant circuit, motor and electronic control system, battery system, and HVAC assembly; The fully indirect refrigerant circuit includes an electric compressor, an integrated plate heat exchanger, a first battery cooler, a second battery cooler, and a three-way proportional valve; The integrated plate heat exchanger includes a water-cooled condensing module and a heat recovery module, wherein the water-cooled condensing module is provided with cooling liquid channels and refrigerant channels which are alternately stacked with each other; the heat recovery module is provided with refrigerant high-pressure channels and refrigerant low-pressure channels which are alternately stacked with each other, and the refrigerant channel in the water-cooled condensing module is connected with the refrigerant high-pressure channel in the heat recovery module; the coolant in the cooling liquid channel cools the high-pressure refrigerant in the refrigerant channel, the high-pressure refrigerant after water cooling enters the refrigerant high-pressure channel, the low-pressure refrigerant in the refrigerant low-pressure channel evaporates twice and absorbs heat to cool the high-pressure refrigerant in the refrigerant high-pressure channel into supercooled liquid refrigerant, and the supercooled liquid refrigerant flows out from the refrigerant high-pressure outlet; The first battery cooler and the second battery cooler are arranged in parallel, and the refrigerant inlets of the first battery cooler and the second battery cooler are both connected to the refrigerant high-pressure outlet of the integrated plate heat exchanger. The refrigerant inlet sides of the first battery cooler and the second battery cooler are respectively provided with a second electronic expansion valve and a third electronic expansion valve; the refrigerant outlets of the first battery cooler and the second battery cooler are connected to one interface of the three-way proportional valve after being collected, and the other two interfaces of the three-way proportional valve are respectively connected to the inlet of the electric compressor and the refrigerant low-pressure inlet of the integrated plate heat exchanger, and the refrigerant low-pressure outlet of the integrated plate heat exchanger is connected to the inlet of the electric compressor; the outlet of the electric compressor is divided into two routes, one route is connected to the refrigerant high-pressure inlet of the integrated plate heat exchanger, and the other route is connected to the inlet of the electric compressor after passing through a large-caliber two-stage electronic expansion valve; The HVAC assembly includes a blower, a cold air core, and a warm air core; The coolant circuit includes a motor electronic control system, a low-temperature radiator, an electronic fan, a blower, a cold air core, a warm air core, a battery system, a first water pump, a second water pump, a third water pump, a first three-way water valve, a second three-way water valve, a third three-way water valve, a fourth three-way water valve, a fifth three-way water valve, a sixth three-way water valve, a seventh three-way water valve, a first four-way water valve, a second four-way water valve, the integrated plate heat exchanger, the first battery cooler, and the second battery cooler; the refrigerant circuit and the coolant circuit are thermally coupled through the integrated plate heat exchanger, the first battery cooler, and the second battery cooler; In the coolant circuit, by controlling the first three-way water valve, the second three-way water valve, the third three-way water valve, the sixth three-way water valve, the first four-way water valve and the second four-way water valve, the coolant forms different circulation directions, thereby performing thermal management on the passenger compartment, the motor electronic control system and the battery system; The first water pump, the integrated plate heat exchanger, the first three-way water valve, the second three-way water valve, the low-temperature radiator, the motor electronic control system, and the third three-way water valve are connected in sequence through the coolant pipeline according to the coolant flow direction to form a first coolant circuit; The first water pump, the integrated plate heat exchanger, the first three-way water valve, the second three-way water valve, the motor electronic control system, and the third three-way water valve are connected in sequence according to the flow direction of the coolant to form a second coolant circuit; The first water pump, the integrated plate heat exchanger, the sixth three-way water valve, the heater core, and the seventh three-way water valve are connected in sequence through the coolant pipeline according to the coolant flow direction to form a third coolant loop; The first water pump, the integrated plate heat exchanger, the sixth three-way water valve, the battery system, and the seventh three-way water valve are connected in sequence through a coolant pipeline according to the coolant flow direction to form a fourth coolant loop; The second water pump, the first battery cooler, the first four-way water valve, the cold air core, and the second four-way water valve are connected in sequence through a coolant pipeline according to the coolant flow direction to form a fifth coolant loop; The second water pump, the first battery cooler, the first four-way water valve, the battery system, and the second four-way water valve are connected in sequence through the coolant pipeline according to the coolant flow direction to form a sixth coolant loop; The second water pump, the first battery cooler, the first four-way water valve, the first three-way water valve, the second three-way water valve, the low-temperature radiator, the motor electronic control system, the third three-way water valve, and the second four-way water valve are connected in sequence through the coolant pipeline according to the coolant flow direction to form a seventh coolant loop; The second water pump, the first battery cooler, the first four-way water valve, the first three-way water valve, the second three-way water valve, the motor electronic control system, the third three-way water valve, and the second four-way water valve are connected in sequence through the coolant pipeline according to the coolant flow direction to form an eighth coolant loop; The third water pump, the second battery cooler, the fourth three-way water valve, the cold air core, and the fifth three-way water valve are connected in sequence through the coolant pipeline according to the coolant flow direction to form a ninth coolant loop; The third water pump, the second battery cooler, the fourth three-way water valve, the battery system, and the fifth three-way water valve are connected in sequence through the coolant pipeline according to the coolant flow direction to form a tenth coolant loop; The second water pump, the first battery cooler, the first four-way water valve, the first three-way water valve, the second three-way water valve, the low-temperature radiator, the motor electronic control system, the third three-way water valve, the integrated plate heat exchanger, the sixth three-way water valve, the battery system, and the second four-way water valve are connected in sequence through the coolant pipeline according to the coolant flow direction to form an eleventh coolant circuit.

2. The automotive thermal management system according to claim 1, characterized in that: The automotive thermal management system includes multiple functional modes, each of which is implemented by combining one or more sub-modes; the sub-modes include: The first sub-mode: by switching the first three-way water valve, the second three-way water valve, and the third three-way water valve, the coolant circulates in the first coolant circuit; Second sub-mode: by switching the first three-way water valve, the second three-way water valve, and the third three-way water valve, the coolant circulates in the second coolant circuit; The third sub-mode: by switching the first three-way water valve, the sixth three-way water valve, and the seventh three-way water valve, the coolant circulates in the third coolant circuit; Fourth sub-mode: by switching the first three-way water valve, the sixth three-way water valve, and the seventh three-way water valve, the coolant circulates in the fourth coolant circuit; The fifth sub-mode: by switching the fourth three-way water valve, the fifth three-way water valve, the first four-way water valve, and the second four-way water valve, the coolant circulates in the fifth coolant circuit; The sixth sub-mode: by switching the sixth three-way water valve, the seventh three-way water valve, the first four-way water valve, and the second four-way water valve, the coolant circulates in the sixth coolant circuit, and at the same time, the first electronic expansion valve is opened to enable the evaporation function of the first battery cooler; The seventh sub-mode: by switching the sixth three-way water valve, the seventh three-way water valve, the first four-way water valve, and the second four-way water valve, the coolant circulates in the sixth coolant circuit, and at the same time closes the first electronic expansion valve and the evaporation function of the first battery cooler; Eighth sub-mode: by switching the first three-way water valve, the second three-way water valve, the third three-way water valve, the sixth three-way water valve, the seventh three-way water valve, the first four-way water valve, and the second four-way water valve, the coolant circulates in the seventh coolant circuit; Ninth sub-mode: by switching the first three-way water valve, the second three-way water valve, the third three-way water valve, the sixth three-way water valve, the seventh three-way water valve, the first four-way water valve, and the second four-way water valve, the coolant circulates in the eighth coolant circuit; Tenth sub-mode: by switching the fourth three-way water valve and the fifth three-way water valve, the coolant circulates in the ninth coolant circuit; Eleventh sub-mode: by switching the fourth three-way water valve, the fifth three-way water valve, the sixth three-way water valve, the seventh three-way water valve, the first four-way water valve, and the second four-way water valve, the coolant circulates in the tenth coolant circuit, and at the same time opens the second electronic expansion valve to enable the evaporation function of the second battery cooler; Twelfth sub-mode: by switching the fourth three-way water valve, the fifth three-way water valve, the sixth three-way water valve, the seventh three-way water valve, the first four-way water valve, and the second four-way water valve, the coolant circulates in the tenth coolant circuit, and at the same time closes the second electronic expansion valve and the evaporation function of the second battery cooler; Thirteenth sub-mode: by switching the first three-way water valve, the second three-way water valve, the third three-way water valve, the fourth three-way water valve, the fifth three-way water valve, the sixth three-way water valve, the seventh three-way water valve, the first four-way water valve, and the second four-way water valve, the coolant circulates in the eleventh coolant circuit.

3. The automotive thermal management system according to claim 2, characterized in that: When a single passenger compartment requires cooling and the battery system is in the temperature equalization mode, after the full indirect refrigerant circuit is turned on, the coolant circuit is activated as follows: The second electronic expansion valve is opened, the third electronic expansion valve is closed, the first sub-mode, the fifth sub-mode, and the twelfth sub-mode are enabled in the coolant circuit at the same time, and the evaporative cooling function of the first battery cooler is used to meet the cooling demand of the passenger compartment; or The third electronic expansion valve is opened and the second electronic expansion valve is closed, and the first sub-mode, the tenth sub-mode and the seventh sub-mode are enabled in the coolant circuit at the same time, and the evaporative cooling function of the second battery cooler is used to meet the cooling demand of the passenger compartment.

4. The automotive thermal management system according to claim 2, characterized in that: When the passenger compartment needs emergency cooling or the front cabin glass needs to be defogged, the full indirect refrigerant circuit is activated and the second electronic expansion valve and the third electronic expansion valve are regulated, and the first sub-mode, the fifth sub-mode, and the tenth sub-mode are simultaneously activated in the coolant circuit, so that the first battery cooler and the second battery cooler perform evaporative cooling at the same time, and the request for rapid cooling is achieved through the cold air core.

5. The automotive thermal management system according to claim 2, characterized in that: When the passenger compartment and the battery system request cooling at the same time, the first sub-mode, the fifth sub-mode, and the eleventh sub-mode are simultaneously turned on in the coolant circuit, or the first sub-mode, the tenth sub-mode, and the sixth sub-mode are turned on to achieve differentiated temperature requests of using one of the first battery cooler and the second battery cooler to cool the passenger compartment and the other to cool the battery.

6. The automotive thermal management system according to claim 2, characterized in that: When the battery system needs to be cooled during slow charging, after starting the full indirect refrigerant circuit refrigeration cycle: In the coolant circuit, the first sub-mode and the sixth sub-mode are enabled at the same time, and the evaporative cooling function of the first battery cooler is used to meet the forced cooling requirements of the battery module, or The first sub-mode and the eleventh sub-mode are simultaneously enabled in the coolant circuit, and the evaporative cooling function of the second battery cooler is used to meet the forced cooling requirements of the battery module.

7. The automotive thermal management system according to claim 2, characterized in that: When the battery system is in fast charging mode and requires greater cooling demand, after the full indirect refrigerant circuit refrigeration cycle is turned on, the first sub-mode, the sixth sub-mode, and the eleventh sub-mode are simultaneously enabled in the coolant circuit, and the first battery cooler and the second battery cooler are used for simultaneous evaporative cooling to achieve rapid cooling of the charging battery module.

8. The automotive thermal management system according to claim 2, characterized in that: In winter battery charging mode, if the battery has a cooling request, due to the large heat exchange temperature difference with the ambient temperature, the full indirect refrigerant circuit is shut down and the thirteenth sub-mode is turned on, using only the low-temperature radiator to meet the cooling request of the charging battery module, thereby achieving an overall economical and energy-saving operation mode.

9. The automotive thermal management system according to claim 2, characterized in that: In cold weather, when the passenger compartment faces the need for heating, after the full indirect refrigerant circuit is turned on, the coolant circuit activates the third sub-mode to heat the interior of the passenger compartment, and at the same time activates any one or more combinations of the eighth sub-mode, the tenth sub-mode, and the eleventh sub-mode, using the external ambient temperature, the motor and electronic control system, the battery system, or the heat from the dehumidification of the interior of the passenger compartment as the heat source.

10. The automotive thermal management system according to claim 2, characterized in that: When both the passenger compartment and the battery module make heating requests, the refrigeration cycle of the full indirect refrigerant circuit is started, and the third sub-mode and the fourth sub-mode are simultaneously started in the coolant circuit to support the heating needs of the passenger compartment and the battery system; at this time, the eighth sub-mode and / or the tenth sub-mode are activated to absorb or recover the heat from the external ambient temperature, the motor and electronic control system, or the dehumidification of the passenger compartment as a heat source.

11. The automotive thermal management system according to claim 2, characterized in that: When only battery temperature equalization is required: When the full indirect refrigerant circuit is enabled, the first battery cooler evaporation function is turned off, the second battery cooler evaporation function is turned on, and the seventh sub-mode is enabled in the coolant circuit, or When the full indirect refrigerant circuit is enabled, the evaporation function of the first battery cooler is turned on, the evaporation function of the second battery cooler is turned off, and the twelfth sub-mode is enabled in the coolant circuit, or When the full indirect refrigerant circuit is in a completely stopped state, the seventh sub-mode and / or the twelfth sub-mode are enabled to implement the battery temperature equalization function.

12. The automotive thermal management system according to claim 2, characterized in that: When the weather is humid and heating is required, and the passenger compartment needs to be dehumidified and heated, then: When the battery temperature is high, the third sub-mode, the fifth sub-mode, and the eleventh sub-mode are simultaneously enabled in the coolant circuit, or the third sub-mode, the tenth sub-mode, and the sixth sub-mode are simultaneously enabled, and one of the first battery cooler and the second battery cooler is used to realize the dehumidification function of the passenger compartment, and the other realizes the cooling function of the battery system; When the battery temperature is low and the battery needs to be preheated, and the external environment temperature is suitable for the low-temperature radiator to absorb heat, the third sub-mode, the fourth sub-mode, the tenth sub-mode, and the eighth sub-mode are simultaneously turned on; when the external environment temperature is not suitable for the low-temperature radiator to absorb heat, the third sub-mode, the fourth sub-mode, the tenth sub-mode, and the ninth sub-mode are simultaneously turned on; When the temperature difference inside the battery box of the whole vehicle is small and the evaporation function of the first battery cooler is turned off in the full indirect refrigerant circuit, the third sub-mode, the tenth sub-mode, and the seventh sub-mode are simultaneously turned on in the coolant circuit; or, when the temperature difference inside the battery box of the whole vehicle is small and the evaporation function of the second battery cooler is turned off in the full indirect refrigerant circuit, the third sub-mode, the fifth sub-mode, and the twelfth sub-mode are correspondingly turned on simultaneously to support the request for battery temperature equalization.

13. The automotive thermal management system according to claim 2, characterized in that: When the vehicle is in an environment with high humidity, the passenger compartment needs to be cooled and dehumidified, and when the battery temperature is high and cooling is required, the sixth and tenth sub-modes are simultaneously enabled in the coolant circuit, using the first battery cooler to cool the battery and the second battery cooler to defog the front compartment of the passenger compartment.

14. The automotive thermal management system according to claim 13, characterized in that: When the external environment temperature and the heat of the motor electronic control system are used as heat sources at the same time, the sixth sub-mode, the eighth sub-mode and the tenth sub-mode are simultaneously enabled in the coolant circuit, and the first battery cooler is used to cool the battery and the second battery cooler is used to defog the front cabin of the passenger compartment; When only the heat of the motor electronic control system is used as the heat source, the sixth sub-mode, the ninth sub-mode and the tenth sub-mode are simultaneously enabled in the coolant circuit, and the first battery cooler is used to cool the battery and the second battery cooler is used to defog the front cabin of the passenger compartment.

15. The automotive thermal management system according to claim 2, characterized in that: When the vehicle is in an environment with high humidity, the passenger compartment needs to be cooled and dehumidified. When the battery temperature is high and cooling is required, the eleventh sub-mode and the fifth sub-mode are simultaneously activated in the coolant circuit, using the second battery cooler to cool the battery and the first battery cooler to defog the front compartment of the passenger compartment.

16. The automotive thermal management system according to claim 15, characterized in that: When the external environment temperature and the heat of the motor electronic control system are used as heat sources at the same time, the eleventh sub-mode, the eighth sub-mode and the fifth sub-mode are simultaneously enabled in the coolant circuit, and the second battery cooler is used to cool the battery and the first battery cooler is used to defog the front cabin of the passenger compartment; When only the heat of the motor electronic control system is used as the heat source, the eleventh sub-mode, the ninth sub-mode and the fifth sub-mode are simultaneously enabled in the coolant circuit, the second battery cooler is used to cool the battery, and the first battery cooler is used to defog the front cabin of the passenger compartment.

17. The automotive thermal management system according to claim 2, characterized in that: When the vehicle is in a high humidity environment, the passenger compartment needs to be cooled and dehumidified. At the same time, when the battery temperature is low and preheating is required: When the external environment temperature, the motor electronic control system, and the heat of the passenger compartment dehumidification are used as heat sources at the same time, the fourth sub-mode, the eighth sub-mode, and the fifth sub-mode are simultaneously activated in the coolant circuit, or the fourth sub-mode, the eighth sub-mode, and the tenth sub-mode are simultaneously activated; When only the heat of the motor electronic control system and the passenger compartment dehumidification is used as the heat source, the fourth sub-mode, the ninth sub-mode, and the fifth sub-mode are simultaneously enabled in the coolant circuit, or the fourth sub-mode, the ninth sub-mode, and the tenth sub-mode are simultaneously enabled; When only the heat from dehumidification of the passenger compartment is used as the heat source, the fourth sub-mode and the fifth sub-mode are simultaneously activated in the coolant circuit, or the fourth sub-mode and the tenth sub-mode are simultaneously activated.

18. The automotive thermal management system according to claim 2, characterized in that: When the vehicle is in a high humidity environment, the passenger compartment needs to be cooled and dehumidified. At the same time, when the battery temperature is already in the optimal operating temperature range and the battery itself only needs to be kept at an average temperature: When the external environment temperature and the heat of the motor electronic control system are used as heat sources at the same time, and the evaporation function of the second battery cooler is turned off, the third sub-mode, the fifth sub-mode, the eighth sub-mode, and the twelfth sub-mode are simultaneously enabled in the coolant circuit; When only the heat of the motor electronic control system is used as the heat source and the second battery cooler turns off the evaporation function, the third sub-mode, the fifth sub-mode, the ninth sub-mode and the twelfth sub-mode are simultaneously enabled in the coolant circuit; When only the heat generated by the second battery cooler to dehumidify the passenger compartment is used as a heat source, the third sub-mode, the tenth sub-mode, and the seventh sub-mode are simultaneously enabled in the coolant circuit.

19. The automotive thermal management system according to claim 2, characterized in that: When the front glass of the vehicle is frosted and needs to be defrosted by heating, and the battery temperature is high and requires cooling, the full indirect refrigerant circuit is activated at this time, and at the same time: When only the heat of the battery system is used as a heat source without other heat sources, the third sub-mode and the sixth sub-mode are simultaneously enabled in the coolant circuit, or the third sub-mode and the eleventh sub-mode are simultaneously enabled; When only the heat of the motor electronic control system is used as the auxiliary heat source, the third sub-mode, the sixth sub-mode, and the ninth sub-mode are enabled in the coolant circuit at the same time, or the third sub-mode, the eleventh sub-mode, and the ninth sub-mode are enabled at the same time; When the external environment temperature and the heat of the motor electronic control system are used as auxiliary heat sources at the same time, the third sub-mode, the sixth sub-mode, and the eighth sub-mode are enabled in the coolant circuit at the same time, or the third sub-mode, the eleventh sub-mode, and the eighth sub-mode are enabled at the same time.

20. The automotive thermal management system according to claim 2, characterized in that: When the front glass of the vehicle is frosted and needs to be defrosted by heating, and the battery temperature is high and requires preheating: When the heat of the external low temperature environment and the heat of the motor electronic control system are used as heat sources at the same time, the third sub-mode, the fourth sub-mode and the eighth sub-mode are simultaneously enabled in the coolant circuit; When only the heat of the motor electronic control system is used as the heat source, the third sub-mode, the fourth sub-mode and the ninth sub-mode are simultaneously enabled in the coolant circuit.

21. The automotive thermal management system according to claim 2, characterized in that: When the front glass of the vehicle is frosted and needs to be defrosted by heating, and the temperature inside the battery is suitable and only needs to be equalized: When the heat of the external low temperature environment and the heat of the motor electronic control system are used as heat sources at the same time, the third sub-mode, the eighth sub-mode and the twelfth sub-mode are simultaneously enabled in the coolant circuit; When only the heat of the motor electronic control system is used as the heat source, the third sub-mode, the ninth sub-mode and the twelfth sub-mode are simultaneously enabled in the coolant circuit.

22. A car, characterized in that: It comprises an automotive thermal management system as claimed in any one of claims 1 to 21.

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