Thermal management system, control method, equipment, vehicle and storage medium

Abstract

The invention provides a thermal management system, a control method, equipment, a vehicle and a storage medium, particularly relates to the technical field of vehicles, and is used for reducing the energy consumption of the thermal management system. The thermal management system comprises: a compressor (10); a coolant circulation loop (30) and a refrigerant circulation loop (20) connected to the compressor (10); in the first mode, cooling liquid in the cooling liquid circulation loop (30) provides heat for refrigerating fluid in the refrigerating fluid circulation loop (20) to achieve heating of a passenger compartment. In the first mode, the operating parameter of the compressor (10) is related to the temperature of the coolant.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a thermal management system, a control method, a device, a vehicle and a storage medium. Background Art

[0002] In the related art, using a heat pump system to transfer heat from outside the vehicle to the cabin for heating is usually less energy consuming than using a thermistor heater (positive temperature coefficient, PTC) for heating. However, if the operating efficiency of the heat pump system compressor is low, the energy consumption will be higher than using PTC, which will have a greater impact on the vehicle's endurance. Summary of the invention

[0003] Embodiments of the present application provide a thermal management system, a control method, a device, a vehicle, and a storage medium for reducing the energy consumption of the thermal management system.

[0004] In order to achieve the above purpose, the embodiment of the present application adopts the following technical solution:

[0005] In a first aspect, a thermal management system is provided, comprising:

[0006] Compressor (10);

[0007] Coolant circulation loop (30);

[0008] A refrigerant circulation circuit (20) connected to the compressor (10);

[0009] In the first mode, the coolant in the coolant circulation circuit (30) provides heat to the refrigerant in the refrigerant circulation circuit (20) to achieve heating of the passenger compartment; in the first mode, the operating parameters of the compressor are related to the temperature of the coolant.

[0010] The technical solution provided by the embodiment of the present application brings at least the following beneficial effects: in the first mode of the present application, the coolant in the coolant circulation loop provides heat to the refrigerant in the refrigerant circulation loop, and the waste heat of the coolant circulation loop can be transferred to the passenger compartment through the refrigerant circulation loop, so that the waste heat generated during the operation of the coolant circulation loop can be fully utilized. At the same time, the temperature of the coolant can reflect the amount of heat in the coolant circulation loop. The working parameters of the compressor in the first mode of the embodiment of the present application are related to the temperature of the coolant, which can match the working state of the compressor with the heat in the coolant circulation loop, ensure that the working efficiency of the compressor is maintained at a high level, and further reduce the energy consumption of the thermal management system.

[0011] In some embodiments, the operating parameters of the compressor (10) are within a preset parameter value range, and the preset parameter value range matches the temperature range of the coolant.

[0012] In some embodiments, the above-mentioned working parameters include a rotational speed, and the preset parameter value range includes a rotational speed value range.

[0013] In some embodiments, there is a positive correlation between the upper limit value of the above rotational speed range and the temperature of the coolant.

[0014] In some embodiments, when the current rotational speed of the compressor (10) is greater than the upper limit of the rotational speed value range, the thermal management system reduces the rotational speed of the compressor (10) so that the rotational speed of the compressor (10) is within the rotational speed value range.

[0015] In some embodiments, the above-mentioned working parameters include a pressure ratio, and the preset parameter value range includes a pressure ratio value range.

[0016] In some embodiments, there is a positive correlation between the upper limit of the above pressure ratio range and the temperature of the coolant.

[0017] In some embodiments, when the current pressure ratio of the compressor (10) is greater than the upper limit of the pressure ratio value range, the thermal management system adjusts the pressure ratio of the compressor (10) so that the pressure ratio of the compressor (10) is within the pressure ratio value range.

[0018] In some embodiments, the operating parameters also include a rotational speed, and the preset parameter value range also includes a rotational speed value range; when the current rotational speed of the compressor (10) is greater than an upper limit value of the rotational speed value range, or the current pressure ratio of the compressor (10) is greater than an upper limit value of the pressure ratio value range, the thermal management system reduces the rotational speed of the compressor (10) so that the rotational speed of the compressor (10) is within the rotational speed value range and the pressure ratio of the compressor (10) is within the pressure ratio value range.

[0019] In some embodiments, the adjustment value of the compressor (10) when reducing its speed is determined based on the pressure ratio difference between the current pressure ratio of the compressor (10) and the upper limit of the pressure ratio value range, or based on the speed difference between the current speed of the compressor (10) and the upper limit of the speed value range.

[0020] In some embodiments, the thermal management system further comprises a heat exchanger (50), wherein the heat exchanger (50) is used to perform heat exchange between the refrigerant circulation circuit (20) and the coolant circulation circuit (30).

[0021] In some embodiments, the rotation speed of the compressor (10) is adjusted based on the temperature of the refrigerant and the temperature of the coolant at the outlet of the heat exchanger (50), so that the temperature of the refrigerant is lower than the temperature of the coolant.

[0022] In some embodiments, the compressor (10) is configured to adjust the speed of the compressor (10) based on the temperature of the refrigerant at the outlet of the heat exchanger (50) and the temperature of the coolant, including: when the temperature of the refrigerant is greater than or equal to the temperature of the coolant, the compressor (10) reduces the speed.

[0023] In some embodiments, the adjustment value of the compressor (10) when reducing its rotation speed is determined based on the temperature difference between the temperature of the refrigerant and the temperature of the coolant.

[0024] In some embodiments, a water pump (302) is provided on the above-mentioned coolant circulation loop (30); in a first mode, the rotation speed of the water pump (302) is adjusted based on the temperature of the refrigerant at the outlet of the heat exchanger (50).

[0025] In some embodiments, there is a negative correlation between the temperature of the refrigerant and the rotation speed of the water pump.

[0026] In some embodiments, the thermal management system further includes a heating component (60); the first mode includes a first sub-mode and a second sub-mode; wherein, in the first sub-mode, the operating priority of the compressor (10) is higher than the operating priority of the heating component (60); and in the second sub-mode, the operating priority of the heating component (60) is higher than the operating priority of the compressor (10).

[0027] In some embodiments, the first mode adopts the first sub-mode or the second sub-mode, which is determined by the temperature of the cooling liquid.

[0028] In some embodiments, the thermal management system also includes a controller; the controller is configured to: when running the second sub-mode, determine the first mode usage strategy based on the actual air outlet temperature and the target air outlet temperature, and the first mode usage strategy is used to indicate maintaining the second sub-mode or switching to the first sub-mode.

[0029] In a second aspect, an embodiment of the present application provides a control method for a thermal management system, the method comprising:

[0030] In the first mode, the operating parameters of the compressor are controlled based on the temperature of the coolant; the first mode is used to enable the coolant in the coolant circulation loop to provide heat to the refrigerant in the refrigerant circulation loop to achieve heating of the passenger compartment.

[0031] In some embodiments, the above-mentioned controlling the operating parameters of the compressor based on the temperature of the coolant includes: based on the temperature of the coolant, controlling the operating parameters of the compressor to be within a preset parameter value range, and the preset parameter value range matches the temperature range of the coolant temperature.

[0032] In some embodiments, the above-mentioned working parameters include a rotational speed, and the preset parameter value range includes a rotational speed value range.

[0033] In some embodiments, there is a positive correlation between the upper limit value of the above rotational speed range and the temperature of the coolant.

[0034] In some embodiments, when the current rotational speed of the compressor is greater than the upper limit of the rotational speed value range, the rotational speed of the compressor is reduced so that the rotational speed of the compressor is within the rotational speed value range.

[0035] In some embodiments, the above-mentioned working parameters also include a pressure ratio, and the preset parameter value range also includes a pressure ratio value range.

[0036] In some embodiments, there is a positive correlation between the upper limit of the above pressure ratio range and the temperature of the coolant.

[0037] In some embodiments, when the current pressure ratio of the compressor is greater than the upper limit of the pressure ratio value range, the pressure ratio of the compressor is adjusted so that the pressure ratio of the compressor is within the pressure ratio value range.

[0038] In some embodiments, the above-mentioned working parameters also include the speed, and the preset parameter value range also includes the speed value range; the above-mentioned working parameters for controlling the compressor are within the preset parameter value range, including: when the current speed of the compressor is greater than the upper limit of the speed value range, or the current pressure ratio of the compressor is greater than the upper limit of the pressure ratio value range, reducing the speed of the compressor so that the speed of the compressor is within the speed value range and the pressure ratio of the compressor is within the pressure ratio value range.

[0039] In some embodiments, the adjustment value of the reduction when the compressor reduces the speed is determined based on the pressure ratio difference between the current pressure ratio of the compressor and the upper limit of the pressure ratio value range, or based on the speed difference between the current speed of the compressor and the upper limit of the speed value range.

[0040] In some embodiments, a heat exchanger is provided on the refrigerant circulation loop, and the above method further includes: adjusting the rotation speed of the compressor based on the temperature of the refrigerant at the outlet of the heat exchanger and the temperature of the coolant to achieve that the temperature of the refrigerant is lower than the temperature of the coolant; the heat exchanger is used to perform heat exchange between the refrigerant circulation loop and the coolant circulation loop.

[0041] In some embodiments, adjusting the speed of the compressor based on the temperature of the refrigerant and the temperature of the coolant at the outlet of the heat exchanger includes: controlling the compressor to reduce the speed when the temperature of the refrigerant is greater than or equal to the temperature of the coolant.

[0042] In some embodiments, the adjustment value of the compressor when reducing the speed is determined according to the temperature difference between the temperature of the refrigerant and the temperature of the coolant.

[0043] In some embodiments, the method further includes: in the first mode, controlling the rotation speed of a water pump in the coolant circulation loop based on the temperature of the refrigerant at the outlet of the heat exchanger.

[0044] In some embodiments, there is a negative correlation between the temperature of the refrigerant and the rotation speed of the water pump.

[0045] In some embodiments, the above method also includes: the first mode includes a first sub-mode and a second sub-mode; wherein, in the first sub-mode, the working priority of the compressor is higher than the working priority of the heating component; in the second sub-mode, the working priority of the heating component is higher than the working priority of the compressor.

[0046] In some embodiments, the method further includes: running the first sub-mode or the second sub-mode based on the temperature of the coolant.

[0047] In some embodiments, the method further includes: when running the second sub-mode, determining a first mode usage strategy according to the actual air outlet temperature and the target air outlet temperature, wherein the first mode usage strategy is used to indicate maintaining the second sub-mode or switching to the first sub-mode.

[0048] In a third aspect, an electronic device is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the control method of the thermal management system described above.

[0049] In a fourth aspect, a computer-readable storage medium is provided, on which computer program instructions are stored. When the computer program instructions are executed by a processor, the control method of the thermal management system of any of the above embodiments is implemented.

[0050] In a fifth aspect, a vehicle is provided, including a thermal management system, the thermal management system being used to execute the control method of the thermal management system of any of the above-mentioned embodiments, or an electronic device, or a computer-readable storage medium.

[0051] In a sixth aspect, a computer program product is provided, the computer program product comprising computer program instructions, the computer program instructions being executed by a processor to implement any of the above embodiments

[0052] The specific description of the second to sixth aspects of the present invention and their various implementations can refer to the detailed description of the first aspect and its various implementations. The beneficial effects of the second to sixth aspects and their various implementations can refer to the beneficial effect analysis of the first aspect and its various implementations, which will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] The accompanying drawings are used to provide a further understanding of the technical solution of the present invention and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the technical solution of the present invention and do not constitute a limitation on the technical solution of the present invention.

[0054] Figure 1 A schematic diagram of a control method for a thermal management system in the related art;

[0055] Figure 2 A flow chart of another control method of a thermal management system in the related art;

[0056] Figure 3 A schematic diagram of the structure of a thermal management system provided in an embodiment of the present application;

[0057] Figure 4 A schematic diagram of the hardware structure of a controller provided in an embodiment of the present application;

[0058] Figure 5 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present application;

[0059] Figure 6 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present application;

[0060] Figure 7 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present application;

[0061] Figure 8 A schematic diagram of a control method for a thermal management system provided in an embodiment of the present application;

[0062] Fig. 9 It is a flow chart of a water pump control method in the related art;

[0063] Fig.10 A schematic flow chart of a water pump control method provided in an embodiment of the present application;

[0064] Fig.11 A schematic flow chart of another control method of a thermal management system provided in an embodiment of the present application;

[0065] Fig.12A flow chart of another control method for a thermal management system provided in an embodiment of the present application.

[0066] Reference numerals:

[0067] Thermal management system 1; compressor 10; refrigerant circulation circuit 20; coolant circulation circuit 30; controller 40; heat exchanger 50; heating assembly 60; gas-liquid separator 201; in-vehicle condenser 202; first expansion valve 203; temperature sensor 204; first solenoid valve 205; evaporator 206; second expansion valve 207; motor assembly 301; water pump 302; radiator 303; fan 304; four-way valve 305; second solenoid valve 306; out-vehicle condenser 307; first check valve 308; third solenoid valve 70; battery cold plate 80; third expansion valve 90; fourth expansion valve 110; second check valve 120; third check valve 130; fourth solenoid valve 140. DETAILED DESCRIPTION

[0068] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described below are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0069] In order to facilitate the description of the technical solution of the present application, in the present application, words such as "first" and "second" may be used to distinguish between technical features with the same or similar functions. The words such as "first" and "second" do not limit the quantity and execution order, and the words such as "first" and "second" do not necessarily limit them to be different. In the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or explanations, and any embodiment or design described as "exemplary" or "for example" should not be interpreted as being more preferred or more advantageous than other embodiments or designs. The use of words such as "exemplary" or "for example" is intended to present related concepts in a concrete way for easy understanding.

[0070] The terms "including" and "having" and any variations thereof mentioned in the description of this application are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include other steps or units that are not listed, or may optionally include other steps or units that are inherent to these processes, methods, products or devices.

[0071] It is understood that the "embodiment" mentioned throughout the specification means that the specific features, structures or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, the various embodiments in the entire specification do not necessarily refer to the same embodiment. In addition, these specific features, structures or characteristics can be combined in one or more embodiments in any suitable manner. It is understood that in various embodiments of the present application, the size of the sequence number of each process does not mean the order of execution, and the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the present application.

[0072] It can be understood that in the present application, "when...", "in the case of...", "if" and "if" all mean that corresponding processing will be taken under certain objective circumstances, but do not limit the time, nor do they require any judgment action when implementing them, nor do they mean the existence of other limitations.

[0073] As mentioned in the background technology, with the popularity of new energy vehicles, the public pays more and more attention to the endurance of new energy vehicles. As one of the main power consumers of new energy vehicles, the energy consumption of the thermal management system has an important impact on the endurance of new energy vehicles.

[0074] Considering that the energy efficiency of using the compressor of the heat pump system for heating is higher, the compressor will be used for heating first. However, when the heat generated by the compressor cannot meet the needs of the passenger compartment, PTC needs to be used as heat compensation. Since the operating efficiency of the heat pump system is affected by the working efficiency of the compressor, if the operating efficiency of the compressor is low under the current working conditions, the energy consumption of using the heat pump system for heating may be higher than that of using PTC for heating. That is, using the heat pump system for heating when the energy efficiency of the heat pump system is low will increase the energy consumption of the thermal management system. For example, when the passenger compartment has the same heating effect, the compressor runs at a speed of 6000rmp (rmp is the unit of speed), and the compressor runs at a speed of 4000rmp and PTC is used as heat compensation at the same time. The energy consumption of the compressor running at a speed of 6000rmp may be higher.

[0075] Figure 1 FIG. 1 is a flow chart of a control method of a thermal management system in the related art. Figure 1As shown, when low-power PTC is configured and a single air conditioning system is used for heating, determine whether the coolant temperature in the heat pump system is less than -5°C (°C is the temperature unit in degrees Celsius). When the coolant temperature in the heat pump system is less than -5°C, the residual heat compensation mode is operated, and PTC heating is used first to achieve PTC compensation for the residual heat of the heat pump system; when the coolant temperature in the heat pump system is greater than or equal to -5°C, the residual heat utilization mode is operated, and the compressor is used first for heating to make the coolant temperature of the heat pump system less than -5°C to achieve the utilization of residual heat. When the actual air outlet temperature of the air conditioner is greater than or equal to the target air outlet temperature, switch to the residual heat utilization mode. When the actual air outlet temperature of the air conditioner is less than the target air outlet temperature, continue to maintain the residual heat compensation mode.

[0076] Figure 2 FIG. 1 is a flow chart of another control method of a thermal management system in the related art. Figure 2 As shown, when a high-power PTC is configured and a single air-conditioning system is used for heating, the waste heat utilization mode is operated, and the compressor of the heat pump system is used preferentially to heat the passenger compartment.

[0077] It can be seen that in low temperature environments, the use of a heat pump system to absorb waste heat from the environment and the drive system to heat the passenger compartment can usually consume less energy than using a thermistor heater (positive temperature coefficient, PTC) for heating. However, if the operating efficiency of the heat pump system compressor is low, the energy consumption will be higher than using PTC, which will have a greater impact on the vehicle's endurance. Therefore, how to reduce the energy consumption of the thermal management system is an urgent problem to be solved.

[0078] In view of this, in the first mode of the present application, the coolant in the coolant circulation loop provides heat to the refrigerant in the refrigerant circulation loop, and the waste heat of the coolant circulation loop can be transferred to the passenger compartment through the refrigerant circulation loop, so that the waste heat generated during the operation of the coolant circulation loop can be fully utilized. At the same time, the temperature of the coolant can reflect the amount of heat in the coolant circulation loop. The operating parameters of the compressor in the first mode of the embodiment of the present application are related to the temperature of the coolant, which can match the working state of the compressor with the heat in the coolant circulation loop, ensure that the working efficiency of the compressor is maintained at a high level, and further reduce the energy consumption of the thermal management system.

[0079] The following is a detailed introduction to the embodiments of the present application in conjunction with the accompanying drawings.

[0080] The control method of the thermal management system provided in the embodiment of the present application can be applicable to the thermal management system.

[0081] Figure 3A schematic diagram of the structure of a thermal management system provided in an embodiment of the present application.

[0082] like Figure 3 As shown, the thermal management system 1 includes: a compressor 10, a refrigerant circulation circuit 20 and a coolant circulation circuit 30. Among them,

[0083] The compressor 10 is used to drive the refrigerant to flow in the refrigerant circulation loop 20, so that the refrigerant absorbs heat from the external environment of the vehicle, and through the operation of the compressor, the refrigerant carrying heat is exchanged with the air in the passenger compartment to achieve heating of the passenger compartment. Optionally, the compressor 10 can be arranged on the refrigerant circulation loop 20.

[0084] The refrigerant circulation circuit 20 is used to transfer the heat absorbed by the refrigerant from the external environment of the vehicle and the coolant circulation circuit 30 to the passenger compartment inside the vehicle to achieve heating of the passenger compartment. The refrigerant is driven by the compressor 10 to flow in the refrigerant circulation circuit 20, and the refrigerant exchanges heat with the passenger compartment inside the vehicle to release heat. After releasing heat, the refrigerant is driven by the compressor 10 to exchange heat with the coolant in the coolant circulation circuit 30 to absorb heat, thereby completing the circulation process.

[0085] In some embodiments, the thermal management system 1 may further include a controller 40 .

[0086] The controller 40 is used to obtain the temperature of the coolant in the coolant circulation loop in the first mode; and control the working parameters of the compressor based on the temperature of the coolant.

[0087] In some embodiments, the controller 40 is also used to control the operating parameters of the compressor to be within a preset parameter value range based on the temperature of the coolant, and the preset parameter value range matches the temperature range of the coolant temperature.

[0088] In some embodiments, the controller 40 is further configured to reduce the speed of the compressor when the current speed of the compressor is greater than an upper limit of the speed range, so that the speed of the compressor is within the speed range.

[0089] In some embodiments, the controller 40 is further configured to reduce the speed of the compressor when the current pressure ratio of the compressor is greater than the upper limit of the pressure ratio value range, so that the pressure ratio of the compressor is within the pressure ratio value range.

[0090] In some embodiments, the controller 40 is also used to reduce the speed of the compressor when the current speed of the compressor is greater than the upper limit of the speed value range, or the current pressure ratio of the compressor is greater than the upper limit of the pressure ratio value range, so that the speed of the compressor is within the speed value range and the pressure ratio of the compressor is within the pressure ratio value range.

[0091] In some embodiments, the controller 40 is further configured to adjust the speed of the compressor based on the temperature of the refrigerant at the outlet of the heat exchanger and the temperature of the coolant, so that the temperature of the refrigerant is lower than the temperature of the coolant.

[0092] In some embodiments, the controller 40 is further configured to control the compressor to reduce its speed when the temperature of the refrigerant is greater than or equal to the temperature of the cooling liquid.

[0093] In some embodiments, the controller 40 is further configured to control the speed of a water pump in the coolant circulation loop based on the temperature of the refrigerant at the outlet of the heat exchanger in the first mode.

[0094] In some embodiments, the controller 40 is further configured to operate the first sub-mode or the second sub-mode based on the temperature of the coolant.

[0095] In some embodiments, the controller 40 is also used to determine the first mode usage strategy according to the actual air outlet temperature and the target air outlet temperature when running the second sub-mode, and the first mode usage strategy is used to indicate maintaining the second sub-mode or switching to the first sub-mode.

[0096] Figure 4 The hardware structure diagram of a controller provided in an embodiment of the present application is shown in FIG. Figure 4 As shown, the compressor 10, the heat exchanger 50, the heating assembly 60, the gas-liquid separator 201, the in-vehicle condenser 202, the first expansion valve 203, the temperature sensor 204, the first solenoid valve 205, the evaporator 206, the second expansion valve 207, the motor assembly 301, the water pump 302, the radiator 303, the fan 304, the four-way valve 305, the second solenoid valve 306, the out-vehicle condenser 307, the first check valve 308, the third solenoid valve 70, the battery cold plate 80, the third expansion valve 90, the fourth expansion valve 110, the second check valve 120, the third check valve 130 and the fourth solenoid valve 140 are electrically connected to the controller 40. The controller 40 refers to a device that can generate an operation control signal according to the instruction operation code and the timing signal to instruct the thermal management system 1 to execute the control instruction. Exemplarily, the controller 40 may be a central processing unit (CPU), a general-purpose processor network processor (NP), a digital signal processor (DSP), a microprocessor, a microcontroller, a programmable logic device (PLD), or any combination thereof. The controller may also be other devices with processing functions, such as circuits, devices, or software modules, and the embodiments of the present application do not impose any restrictions on this.

[0097] In some embodiments, the controller 40 may be a microcontroller unit (MCU). MCU, also known as a single chip microcomputer or single chip microcomputer, is a computer that appropriately reduces the frequency and specifications of a central processing unit, and integrates peripheral interfaces such as memory, timer, USB, A / D conversion, UART, PLC, DMA, and even LCD driver circuits on a single chip to form a chip-level computer that performs different combination controls for different application scenarios.

[0098] In addition, the controller may be used to control the operation of various components in the thermal management system 1 , so that the various components of the thermal management system 1 operate to achieve various predetermined functions of the thermal management system 1 .

[0099] Figure 5 This is a schematic diagram of the structure of another thermal management system provided in the embodiment of the present application. Figure 5 As shown, the thermal management system 1 may further include a heat exchanger 50. The heat exchanger 50 is used to perform heat exchange between the refrigerant circulation circuit 20 and the coolant circulation circuit 30, so that in the waste heat heating mode, the coolant in the coolant circulation circuit 30 first provides heat to the refrigerant in the refrigerant circulation circuit 20 to achieve heating of the passenger compartment. The plate heat exchanger 50 may be disposed between the refrigerant circulation circuit 20 and the coolant circulation circuit 30.

[0100] Optionally, the heat exchanger 50 may be a plate heat exchanger, which is usually formed of a series of thin metal plates pressed into heat exchange plates with a corrugated shape, and rectangular channels are formed between the heat exchange plates. The rectangular channels are separated by sealing gaskets, so that the refrigerant in the refrigerant circulation loop 20 and the coolant in the coolant circulation loop 30 flow through different channels and exchange heat with the separated plates to achieve heat exchange between the refrigerant circulation loop 20 and the coolant circulation loop 30.

[0101] Figure 6 This is a schematic diagram of the structure of another thermal management system provided in the embodiment of the present application. Figure 6 As shown, the thermal management system 1 may also include a heating assembly 60, which is used to provide heat energy for the passenger compartment. The heating assembly 60 is disposed on the coolant circulation loop 30, for example, the heating assembly 60 is disposed on the coolant circulation loop 30 at a position close to the battery assembly. The heating assembly 60 can provide additional heat to meet the heat demand of the passenger compartment through the operation of the heating assembly 60 when the residual heat generated by the operation of the vehicle (such as the heat generated by the operation of the engine, the heat generated by the battery pack, etc.) is insufficient to meet the heat demand of the passenger compartment.

[0102] Optionally, in the first sub-mode, the working priority of the compressor 10 is higher than the working priority of the heating component 60 ; in the second sub-mode, the working priority of the heating component 60 is higher than the working priority of the compressor 10 .

[0103] Exemplarily, the heating component 60 can be a PTC thermistor. The working principle of the PTC thermistor is based on the semiconductor material inside it. When the temperature exceeds a certain critical value (Curie temperature), the resistance value of the PTC thermistor will increase stepwise as the temperature rises. In the automotive field, especially in electric vehicles, PTC is often used as a heat source for thermal management systems to generate heat to achieve heating of the thermal management system. Among them, the heating component 60 can be a high-power PTC or a low-power PTC. The high-power PTC is suitable for scenes with lower temperatures and is convenient for raising the temperature more quickly; the low-power PTC is suitable for scenes with higher temperatures and has more stable temperature control.

[0104] Figure 7 This is a schematic diagram of the structure of another thermal management system provided in the embodiment of the present application. Figure 7 As shown, the refrigerant circulation circuit 20 may include a gas-liquid separator 201, an in-vehicle condenser 202, a first expansion valve 203, a temperature sensor 204, a first solenoid valve 205, an evaporator 206, and a second expansion valve 207.

[0105] The gas-liquid separator 201 is used to separate the gaseous refrigerant and the liquid refrigerant in the refrigerant. In the refrigerant circulation loop 20, the compressor 10 may compress the refrigerant into a high-pressure and high-temperature gas-liquid mixture. The gas-liquid separator 201 is used to ensure that only the gaseous refrigerant enters the compressor to prevent the liquid refrigerant from damaging the compressor. The first end of the gas-liquid separator 201 is connected to the first end of the compressor 10, and the second end of the gas-liquid separator 201 is connected to the first end of the temperature sensor 204.

[0106] The in-vehicle condenser 202 is used to condense the high-temperature and high-pressure gaseous refrigerant into liquid refrigerant, so that the heat released during the condensation process can be used to heat the passenger compartment inside the vehicle. The first end of the in-vehicle condenser 202 is connected to the second end of the compressor 10, and the second end of the in-vehicle condenser 202 is connected to the first end of the first expansion valve 203.

[0107] The evaporator 206 is used to evaporate the liquid refrigerant flowing through the evaporator 206 into a gaseous refrigerant under refrigeration conditions, thereby absorbing the heat of the passenger compartment inside the vehicle during the evaporation of the refrigerant, so as to achieve the purpose of cooling the passenger compartment inside the vehicle.

[0108] The first expansion valve 203 is used to adjust the flow rate and pressure of the refrigerant in the refrigerant circulation loop 20. The precise control of the first expansion valve 203 helps to maintain the refrigerant in an optimal state to optimize the heating efficiency of the thermal management system 1. The second end of the first expansion valve 203 is connected to the first end of the heat exchanger 50, and the second end of the first expansion valve 203 is connected to the first end of the temperature sensor.

[0109] The temperature sensor 204 is used to monitor the temperature of the refrigerant in the refrigerant circulation loop 20 , thereby helping the controller 40 to determine whether the flow rate, pressure or temperature of the refrigerant needs to be adjusted. A first end of the temperature sensor 204 is connected to a second end of the heat exchanger 50 .

[0110] The first solenoid valve 205 is used to allow the refrigerant to flow between the compressor and the heat exchanger 50 when the first solenoid valve 205 is in an open state; and to allow the refrigerant to flow between the compressor and the evaporator 206 when the first solenoid valve 205 is in a closed state. The first end of the first solenoid valve 205 is connected to the second end of the gas-liquid separator 201, and the second end of the first solenoid valve 205 is connected to the second end of the temperature sensor 204.

[0111] The second expansion valve 207 is used to control the flow rate and pressure of the refrigerant flowing through the evaporator 206 . The second end of the second expansion valve 207 is connected to the second end of the temperature sensor 204 .

[0112] The coolant circulation loop 30 is used to provide coolant for the engine and other equipment of the vehicle. The coolant regulates the temperature of the equipment to ensure that the equipment operates within a suitable temperature range. At the same time, after absorbing the heat of the equipment, the coolant in the coolant circulation loop 30 transfers the heat in the coolant circulation loop to the refrigerant circulation loop 20 through heat exchange with the refrigerant circulation loop 20. The cooled coolant circulates back to the engine and other equipment again, thus completing the circulation process.

[0113] Continue as Figure 7 As shown, the coolant circulation loop 30 may include: a motor assembly 301, a water pump 302, a radiator 303, a fan 304, a four-way valve 305, a second solenoid valve 306, an external condenser 307 and a first one-way valve 308.

[0114] The motor assembly 301 is used to provide power for the circulation of the coolant circulation loop 30 and the operation of the water pump 302, the radiator 303 and the fan 304. The first end of the motor assembly 301 is connected to the first end of the fan 304, and the second end of the motor assembly 301 is connected to the first end of the water pump 302.

[0115] Optionally, the heat generated when the motor assembly 301 is running can be used to provide heat for the coolant circulation loop. In the first sub-mode, the motor assembly 301 is not started, and in the second sub-mode, the motor assembly 301 is started.

[0116] The water pump 302 is used to pump the coolant from the radiator 303 through mechanical energy and pressurize it to the cooling system of the engine and other equipment. The rotation of the water pump 302 generates sufficient pressure to ensure that the coolant can flow through various cooling channels of the engine and other equipment, thereby taking away the heat generated during the operation of the engine and other equipment. The second end of the water pump 302 is connected to the third end of the heat exchanger 50.

[0117] The external condenser 307 is used to discharge the heat released by the coolant flowing through the external condenser 307 to the outside of the vehicle under the refrigeration condition, so as to realize the refrigeration of the interior of the vehicle. The second end of the external condenser 307 is connected to the input end of the first one-way valve 308.

[0118] The radiator 303 is used to dissipate the heat absorbed by the coolant from the engine and other equipment to the surrounding environment. After the coolant flows through the engine and other equipment, the temperature will rise. After flowing into the radiator 303, the coolant transfers the heat to the metal fins of the radiator 303, and the metal fins dissipate the heat to the surrounding environment through the airflow generated by the fan 304. The first end of the radiator 303 is connected to the first end of the four-way valve 305, and the second end of the radiator 303 is connected to the second end of the fan 304.

[0119] The fan 304 is used to enhance the heat dissipation effect of the radiator 303 and accelerate the heat dissipation on the fins of the radiator 303 by generating airflow through rotation.

[0120] The four-way valve 305 is used to adjust the flow direction of the coolant to control the switching of the coolant between different circuits, so as to meet the cooling requirements of the engine and other equipment under different working conditions. The second end of the four-way valve 305 is connected to the second end of the heat exchanger 50, the third end of the four-way valve 305 is connected to the fourth end of the heat exchanger 50, and the fourth end of the four-way valve 305 is connected to the first end of the water pump 302.

[0121] The second solenoid valve 306 is used to allow the coolant to flow between the compressor 10 and the external condenser 307 when the second solenoid valve 306 is in an open state; and to allow the coolant to flow between the compressor 10 and the heat exchanger 50 when the second solenoid valve 306 is in a closed state. The first end of the second solenoid valve 306 is connected to the second end of the compressor 10, and the second end of the second solenoid valve 306 is connected to the first end of the external condenser 307.

[0122] The first one-way valve 308 is used to control the flow direction of the coolant from the external condenser 307 to the heat exchanger 50 . The output end of the first one-way valve 308 is connected to the second end of the temperature sensor 204 .

[0123] Continue as Figure 7 As shown, the thermal management system 1 may further include a third solenoid valve 70, a battery cold plate 80, a third expansion valve 90, a fourth expansion valve 110, a second check valve 120, a third check valve 130 and a fourth solenoid valve 140.

[0124] The battery cold plate 80 is used to conduct the heat inside the battery and take away the heat through the refrigerant, thereby reducing the battery temperature and ensuring that the battery remains in an efficient working range. The second end of the battery cold plate 80 is connected to the first end of the fourth expansion valve 110 .

[0125] The third solenoid valve 70 is used to allow the refrigerant to flow through the battery cold plate 80 when in an open state. The first end of the third solenoid valve 70 is connected to the second end of the gas-liquid separator 201 , and the second end of the third solenoid valve 70 is connected to the first end of the third expansion valve 90 .

[0126] The third expansion valve 90 is used to adjust the flow rate and pressure of the refrigerant flowing out of the battery cold plate 80 . The second end of the third expansion valve 90 is connected to the first end of the battery cold plate 80 .

[0127] The fourth expansion valve 110 is used to adjust the flow rate and pressure of the refrigerant entering the battery cold plate 80. The second end of the fourth expansion valve 110 is connected to the input end of the second check valve 120 and the output end of the third check valve 130 respectively.

[0128] The second one-way valve 120 is used to control the flow direction of the refrigerant from the battery cold plate 80 to the heat exchanger 50 . The output end of the second one-way valve 120 is connected to the heat exchanger 50 and the temperature sensor 204 .

[0129] The third one-way valve 130 is used to control the flow direction of the refrigerant from the external condenser 307 to the battery cold plate 80. The input end of the third one-way valve 130 is respectively connected to the temperature sensor 204, the output end of the first one-way valve 308, the second end of the first solenoid valve 205 and the second end of the second expansion valve 207.

[0130] The fourth solenoid valve 140 is used to allow the refrigerant to flow through the battery cold plate 80 when the fourth solenoid valve 140 is in an open state. The first end of the fourth solenoid valve 140 is connected to the second end of the compressor 10 and the first end of the second solenoid valve 306, respectively, and the second end of the fourth solenoid valve 140 is connected to the second end of the third solenoid valve 70 and the first end of the third expansion valve 90, respectively.

[0131] In the first mode, the compressor 10 in the refrigerant circulation loop compresses the refrigerant into a high-temperature and high-pressure state; the refrigerant in the high-temperature and high-pressure state flows out from the first end of the compressor 10, flows through the in-vehicle condenser 202 for heat exchange, and is in a medium-temperature and high-pressure state after releasing a large amount of heat; the refrigerant in the medium-temperature and high-pressure state is throttled and reduced in pressure to a low-temperature and low-pressure state through the first expansion valve 203; the refrigerant in the low-temperature and low-pressure state flows through the heat exchanger 50 to exchange heat with the coolant in the coolant circulation loop, and then flows into the gas-liquid separator 201 from the first end of the gas-liquid separator 201 through the opened first solenoid valve 205, and the liquid refrigerant after gas-liquid separation in the gas-liquid separator 201 flows from the second end of the gas-liquid separator 201 to the second end of the compressor 10, and enters the next refrigerant cycle. The coolant in the coolant circulation loop is pumped out by the water pump 302 and flows to the heat exchanger 50. After exchanging heat with the refrigerant in the refrigerant circulation loop in the heat exchanger 50, it is connected to the heating component 60 through the reversing of the four-way valve 305 in sequence; when the heating component 60 is in the open state, the coolant is heated at the heating component 60 and then returns to the water pump 302 after passing through the radiator 303 and the motor assembly 301 to enter the next coolant circulation.

[0132] It is to be understood that the structure illustrated in the embodiment of the present invention does not constitute a specific limitation on the thermal management system. In other embodiments of the present application, the thermal management system may include more or fewer components than shown in the figure, or combine certain components, or split certain components, or arrange the components differently. The components shown in the figure may be implemented in hardware, software, or a combination of software and hardware.

[0133] A control method for a thermal management system provided in an embodiment of the present application is described below in conjunction with the accompanying drawings.

[0134] Figure 8 The control method of the thermal management system provided in this application can be applied to the controller of the thermal management system, such as Figure 8 As shown, the method includes the following steps S1-S2.

[0135] S1. In a first mode, obtaining the temperature of the coolant in the coolant circulation loop.

[0136] Among them, the first mode is used to make the coolant in the coolant circulation loop provide heat to the refrigerant in the refrigerant circulation loop to achieve heating of the passenger compartment. The first mode can be a waste heat heating mode. In the first mode, after the coolant absorbs heat in the engine and other equipment, it flows to the exchanger through the coolant circulation loop, exchanges heat with the refrigerant in the exchanger, and transfers heat to the refrigerant. After the refrigerant absorbs heat in the exchanger, it flows to the evaporator on the refrigerant circulation loop through the refrigerant circulation loop, and releases heat in the evaporator to heat the passenger compartment.

[0137] Optionally, the temperature of the coolant in the coolant circulation loop is monitored in real time by a temperature sensor arranged on the coolant circulation loop.

[0138] S2. Controlling the operating parameters of the compressor based on the temperature of the coolant.

[0139] It is understandable that the temperature of the coolant is an important basis for the working parameters of the compressor. When the temperature of the coolant is high, it means that the heat generated by the engine and other equipment is large, and the workload of the compressor needs to be increased to increase the circulation speed and heat exchange efficiency of the refrigerant, and further speed up the heating speed of the members. Conversely, when the temperature of the coolant is low, it means that the heat generated by the engine and other equipment is small, and the load of the compressor needs to be reduced to avoid energy waste caused by excessive circulation of the refrigerant.

[0140] Optionally, the operating parameters of the compressor may include parameters such as the compressor speed, compression ratio, energy efficiency ratio, exhaust temperature, and exhaust pressure. Among them, the compression ratio refers to the ratio of the gas pressure at the compressor outlet to the gas pressure at the compressor inlet, which can reflect the degree to which the compressor compresses the gas. Generally speaking, the higher the compression ratio, the higher the efficiency of the compressor. The energy efficiency ratio refers to the ratio of the compressor output power to the input electrical power. Generally speaking, the higher the compressor energy efficiency ratio, the higher the efficiency of the compressor.

[0141] Figure 8 The embodiment shown brings at least the following beneficial effects: in the first mode of the present application, the coolant in the coolant circulation loop provides heat to the refrigerant in the refrigerant circulation loop, and the waste heat of the coolant circulation loop can be transferred to the passenger compartment through the refrigerant circulation loop, so that the waste heat generated during the operation of the coolant circulation loop can be fully utilized. At the same time, the temperature of the coolant can reflect the amount of heat in the coolant circulation loop. The working parameters of the compressor in the first mode of the embodiment of the present application are related to the temperature of the coolant, so that the working state of the compressor can be matched with the heat in the coolant circulation loop, ensuring that the working efficiency of the compressor is maintained at a high level, and further reducing the energy consumption of the thermal management system.

[0142] In some embodiments, the above step S2 can be specifically implemented by controlling the operating parameters of the compressor to be within a preset parameter value range based on the temperature of the coolant.

[0143] The preset parameter value range matches the temperature range of the coolant temperature. The preset temperature threshold is used to represent the coolant temperature value when the compressor can obtain sufficient heat exchange from the coolant circulation loop to maintain the heating demand of the passenger compartment.

[0144] Since the temperature of the coolant can reflect whether the compressor can obtain sufficient heat from the coolant circulation loop, when the temperature of the coolant is lower than the preset temperature threshold, it indicates that the heat provided by the coolant in the coolant circulation loop is limited, and the heat obtained by the compressor from the cooling circulation loop is insufficient to maintain the heating demand of the passenger compartment; in this regard, in the embodiment of the present application, when the temperature of the coolant is lower than the preset temperature threshold, controlling the operating parameters of the compressor to match the temperature of the coolant can maintain the operating efficiency of the compressor at a high level, thereby further reducing the energy consumption of the thermal management system.

[0145] In some embodiments, when the temperature of the coolant is greater than or equal to a preset temperature threshold, the operating parameters of the compressor are controlled to remain unchanged. When the temperature of the coolant is greater than or equal to the preset temperature threshold, it means that the compressor can obtain sufficient heat from the coolant circulation loop to maintain the heating demand of the passenger compartment, so there is no need to adjust the operating parameters of the compressor, and the operating parameters of the compressor can be controlled to remain unchanged to continuously provide sufficient heat for the passenger compartment.

[0146] Optionally, the preset temperature threshold may be determined according to the temperature of the coolant in the heat exchanger. For example, the preset temperature threshold may be consistent with the temperature value of the coolant in the heat exchanger.

[0147] As a possible implementation manner, the working parameter includes a rotational speed, and the preset parameter value range includes a rotational speed value range.

[0148] Optionally, there is a positive correlation between the upper limit value of the rotational speed range and the temperature of the coolant.

[0149] Exemplarily, when the temperature of the coolant is less than or equal to -15°C, the compressor does not participate in heating and the speed is 0; when the temperature of the coolant is greater than -15°C and less than or equal to -10°C, the speed can range from [0,3000rmp]; when the temperature of the coolant is greater than -10°C and less than or equal to -5°C, the speed can range from [0,4000rmp]; when the temperature of the coolant is greater than -5°C and less than or equal to 0°C, the speed can range from [0,5000rmp]; when the temperature of the coolant is greater than 0°C and less than or equal to 5°C, the speed can range from [0,6000rmp]; when the temperature of the coolant is greater than 5°C, the speed is not limited.

[0150] It can be seen from the above embodiments that the present application adjusts the speed of the compressor when the temperature of the coolant is lower than a preset temperature threshold, thereby maintaining the working efficiency of the compressor at a high level and further reducing the energy consumption of the thermal management system.

[0151] As another possible implementation manner, the working parameter also includes a pressure ratio, and the preset parameter value range also includes a pressure ratio value range.

[0152] Optionally, there is a positive correlation between the upper limit of the compression ratio value range and the temperature of the coolant. As the temperature of the coolant increases, the density of the coolant decreases, which affects the density of the gas sucked by the compressor, and further affects the compression efficiency of the compressor. Therefore, the higher the temperature of the coolant, the larger the value of the compression ratio should be to ensure the compression efficiency of the compressor.

[0153] Exemplarily, when the temperature of the coolant is less than or equal to -15°C, the compressor does not participate in heating and the pressure ratio is 0; when the temperature of the coolant is greater than -15°C and less than or equal to -10°C, the pressure ratio may be in the range of [0,4]; when the temperature of the coolant is greater than -10°C and less than or equal to -5°C, the pressure ratio may be in the range of [0,5]; when the temperature of the coolant is greater than -5°C and less than or equal to 0°C, the pressure ratio may be in the range of [0,6]; when the temperature of the coolant is greater than 0°C and less than or equal to 5°C, the pressure ratio may be in the range of [0,7]; when the temperature of the coolant is greater than 5°C, the pressure ratio may be in the range of [0,7].

[0154] When the temperature of the coolant is less than the preset temperature threshold, it means that the temperature of the coolant is low, which usually means that the ambient temperature is also at a low level. Since the operating state of the thermal management system is closely related to the ambient temperature, the heating pressure of the thermal management system is often relatively low. In this regard, the present application adjusts the compression ratio of the compressor when the temperature of the coolant is less than the preset temperature threshold, so that the working efficiency of the compressor is maintained at a high level, further reducing the energy consumption of the thermal management system.

[0155] It is understandable that within the allowable speed range, if the pressure of the thermal management system is higher than the allowable range, the compressor needs to be slowed down to ensure that the compressor is always operating in an efficient state. As the coolant temperature rises, the allowable speed range and pressure ratio range of the compressor gradually expand. When the coolant temperature is greater than 5°C, the coolant can provide sufficient heat. At this time, the speed of the compressor does not need to be limited, only the pressure ratio is limited. Under normal circumstances, the pressure ratio is not greater than 7.

[0156] It should be noted that as the temperature of the coolant increases, the speed and pressure ratio of the compressor also gradually increase. However, under different pressures of the thermal management system, in addition to the effect of the pressure ratio on the working efficiency of the compressor, the pressure value of the thermal management system will also affect the operating efficiency of the compressor. For example, in the case of high pressure of 0.45Mpa (pressure unit), low pressure of 0.15Mpa, and high pressure of 1.5Mpa, low pressure of 0.3Mpa, when the speed of the compressors and the pressure ratio of the compressors are the same, the operating efficiency of the compressor with high pressure of 1.5Mpa and low pressure of 0.3Mpa is higher than that of the compressor with high pressure of 0.45Mpa (pressure unit) and low pressure of 0.15Mpa. The operating pressure of the thermal management system will gradually increase with the increase of the temperature of the coolant. Based on this, as the temperature of the coolant increases, the upper limit of the range of the pressure ratio will gradually increase. For example, when the temperature of the coolant is greater than 5°C and the speed of the compressor is 4000rmp, even if the pressure ratio is greater than 5 and less than or equal to 7, the compressor is still in an efficient operating state. That is, even if the compressor is in a low-speed state, the pressure ratio is increased compared to the pressure ratio at the same speed when the coolant temperature is low, and the compressor may still be in a high-efficiency operating state.

[0157] In some embodiments, the control method of the thermal management system provided in the present application also includes reducing the speed of the compressor when the current speed of the compressor is greater than the upper limit of the speed value range, so that the speed of the compressor is within the speed value range.

[0158] In some embodiments, the control method of the thermal management system provided in the present application also includes adjusting the pressure ratio of the compressor when the current pressure ratio of the compressor is greater than the upper limit value of the pressure ratio value range, so that the pressure ratio of the compressor is within the pressure ratio value range.

[0159] As a possible implementation manner, the pressure ratio of the compressor is adjusted by reducing the rotation speed of the compressor.

[0160] In some embodiments, the control method of the thermal management system provided in the present application also includes reducing the speed of the compressor when the current speed of the compressor is greater than the upper limit of the speed value range, or the current pressure ratio of the compressor is greater than the upper limit of the pressure ratio value range, so that the speed of the compressor is within the speed value range and the pressure ratio of the compressor is within the pressure ratio value range.

[0161] When the current speed of the compressor is greater than the upper limit of the speed range, or the current pressure ratio of the compressor is greater than the upper limit of the pressure ratio range, it means that the compressor is not in an efficient operating state. In this regard, the present application reduces the speed of the compressor so that the speed of the compressor is below the upper limit of the speed range to ensure that the compressor is in an efficient operating state; or reduces the pressure ratio of the compressor by reducing the speed of the compressor so that the pressure ratio of the compressor is below the upper limit of the pressure ratio range to ensure that the compressor is in an efficient operating state.

[0162] As a possible implementation manner, the rotation speed of the compressor is reduced by changing the operating frequency of the compressor motor.

[0163] Optionally, the adjustment value by which the compressor reduces its speed is determined based on a pressure ratio difference between a current pressure ratio of the compressor and an upper limit of a pressure ratio value range, or a speed difference between a current speed of the compressor and an upper limit of the speed value range.

[0164] For example, the greater the pressure ratio difference between the current pressure ratio of the compressor and the upper limit of the value range, the greater the adjustment value that is reduced when the compressor reduces the speed; conversely, the smaller the pressure ratio difference between the current pressure ratio of the compressor and the upper limit of the value range, the smaller the adjustment value that is reduced when the compressor reduces the speed.

[0165] In some embodiments, the control method of the thermal management system provided in the present application also includes: adjusting the speed of the compressor based on the temperature of the refrigerant at the outlet of the heat exchanger and the temperature of the coolant to achieve that the temperature of the refrigerant is lower than the temperature of the coolant.

[0166] As a possible implementation manner, when the temperature of the refrigerant is greater than or equal to the temperature of the coolant, the compressor is controlled to reduce its rotation speed.

[0167] Optionally, the compressor speed can be reduced by adjusting the input voltage to the compressor motor, or the compressor speed can be precisely controlled by using a frequency converter.

[0168] It can be seen from the above embodiments that when the temperature of the refrigerant is greater than or equal to the temperature of the refrigerant at the outlet of the heat exchanger, it means that the speed of the compressor is too high and the pressure of the thermal management system is too high. At this time, the refrigerant may transfer heat to the coolant in the opposite direction, which is contrary to the circulation principle of the thermal management system and the energy efficiency of the thermal management system is low. In this regard, the present application can further reduce the temperature of the refrigerant by reducing the speed of the compressor until the temperature of the refrigerant is lower than the temperature of the cooling fluid.

[0169] Optionally, the adjustment value by which the compressor reduces its speed is determined based on a temperature difference between the temperature of the refrigerant and the temperature of the coolant.

[0170] For example, the greater the temperature difference between the refrigerant temperature and the coolant temperature, the greater the adjustment value that is reduced when the compressor reduces the speed; conversely, the smaller the temperature difference between the refrigerant temperature and the coolant temperature, the smaller the adjustment value that is reduced when the compressor reduces the speed.

[0171] In some embodiments, the control method of the thermal management system provided in the present application further includes, in a first mode, controlling the rotation speed of a water pump in the coolant circulation loop based on the temperature of the refrigerant at the outlet of the heat exchanger.

[0172] Optionally, there is a negative correlation between the temperature of the refrigerant and the rotation speed of the water pump. The higher the temperature of the refrigerant, the lower the rotation speed of the water pump; conversely, the lower the temperature of the refrigerant, the higher the rotation speed of the water pump.

[0173] As a possible implementation manner, when the temperature value of the refrigerant is greater than the first preset temperature value, the rotation speed of the water pump is reduced.

[0174] Exemplarily, the first preset temperature value may be 5°C.

[0175] Optionally, the speed of the water pump can be reduced to 20% of the full speed.

[0176] When the temperature of the refrigerant is greater than the first preset temperature value, it indicates that the heat carried by the refrigerant is sufficient to meet the heating requirements of the thermal management system, and reducing the speed of the water pump at this time has no significant effect on the operation of the thermal management system. In this regard, the embodiment of the present application reduces the speed of the water pump when the temperature of the refrigerant meets the heat exchange requirements. This can avoid ineffective output of the water pump, thereby reducing the energy consumption of the thermal management system.

[0177] As another possible implementation manner, when the temperature value of the refrigerant is less than the second preset temperature value, the rotation speed of the water pump is increased.

[0178] Exemplarily, the second preset temperature value may be -6°C.

[0179] When the temperature of the refrigerant is less than the second preset temperature value, it means that the heat carried in the refrigerant is low and cannot meet the heating demand of the thermal management system. In this regard, the embodiment of the present application increases the heat exchange per unit time by increasing the speed of the water pump, thereby increasing the heat carried in the refrigerant to meet the heating demand of the thermal management system.

[0180] Fig. 9 FIG. 1 is a flow chart of a water pump control method in the related art. Fig. 9 The method comprises the following steps:

[0181] After the system is started, it is determined to run the residual heat invalid mode, or to run the first sub-mode / second sub-mode. Among them, the residual heat invalid mode means that the thermal management system has no heating demand and the water pump does not need to run; in the first sub-mode, the working priority of the compressor is higher than the working priority of the heating component, and the motor assembly does not need to be started; in the second sub-mode, the working priority of the heating component is higher than the working priority of the compressor, and the motor assembly needs to be started. Exemplarily, the first sub-mode can be a residual heat utilization mode, and the second sub-mode can be a residual heat compensation mode.

[0182] When it is determined that the waste heat invalid mode is in operation, the controller controls the water pump to stop running.

[0183] After the controller controls the water pump to stop running, it continues to determine whether to run in the second sub-mode or the first sub-mode.

[0184] When it is determined that the second sub-mode / the first sub-mode is to be operated, the gear position of the water pump is adjusted to 100%.

[0185] Since the water pump operating gear in the related art is usually 0 or 100%, and the water pump outputting at 100% gear often causes invalid output, increases the energy consumption of the thermal management system, and wastes energy. In this regard, the present application determines the speed of the water pump according to the temperature of the refrigerant to avoid invalid output of the water pump, thereby reducing the energy consumption of the thermal management system.

[0186] Fig.10 The following is a flow chart of a water pump control method provided in an embodiment of the present application. Fig.10 As shown, the method comprises the following steps:

[0187] After the system is started, it is determined to operate in the residual heat invalidation mode, or to operate in the second sub-mode / the first sub-mode.

[0188] When it is determined that the waste heat invalid mode is in operation, the controller controls the water pump to stop running.

[0189] After the controller controls the water pump to stop running, it continues to determine whether to run in the second sub-mode or the first sub-mode.

[0190] When the second sub-mode / first sub-mode is determined to be in operation, the controller determines the target gear of the water pump according to the refrigerant temperature value at the outlet of the heat exchanger, and adjusts the gear of the water pump to the target gear. When the temperature of the refrigerant is less than or equal to -6°C, the target gear of the water pump is 100%; when the temperature of the refrigerant is greater than -6°C and less than or equal to -4°C, the target gear of the water pump is 90%; when the temperature of the refrigerant is greater than -4°C and less than or equal to -1°C, the target gear of the water pump is 75%; when the temperature of the refrigerant is greater than -1°C and less than or equal to 0°C, the target gear of the water pump is 60%; when the temperature of the refrigerant is greater than 0°C and less than or equal to 2°C, the target gear of the water pump is 45%; when the temperature of the refrigerant is greater than 2°C and less than or equal to 4°C, the target gear of the water pump is 30%; when the temperature of the refrigerant is greater than 5°C, the target gear of the water pump is 20%.

[0191] The controller adjusts the gear position of the water pump to the target gear position, and continues to determine whether to operate in the second sub-mode or the first sub-mode.

[0192] In some embodiments, the control method of the thermal management system provided in the present application further includes running the first sub-mode or the second sub-mode based on the temperature of the coolant.

[0193] The first sub-mode means that the waste heat generated by the operation of the vehicle can meet the heat demand of the passenger compartment without the need for heat compensation from the motor assembly. The second sub-mode means that when the waste heat generated by the operation of the vehicle (such as the heat generated by the engine operation, the heat generated by the battery pack, etc.) is not enough to meet the heat demand of the passenger compartment, the heating component and the motor assembly are used to provide additional heat to meet the heat demand of the passenger compartment.

[0194] As a possible implementation manner, when the temperature of the coolant is lower than a third preset temperature value, the second sub-mode is operated.

[0195] Exemplarily, the third preset temperature value may be -5°C.

[0196] In the second sub-mode, PTC is used for heating first. When the heat provided by PTC cannot meet the heating demand, compressor heating is used for heat compensation.

[0197] When the temperature of the coolant is less than -5℃, the heat on the coolant side is insufficient. In order to allow the compressor to obtain sufficient heat from the coolant side, PTC is used for heating first, and then the compressor is used to transfer the heat on the coolant side to the passenger compartment for heating. In this way, the problem of low efficiency of active heating by the compressor can be avoided, and the energy consumption of the thermal management system can be reduced while meeting the heating needs.

[0198] As another possible implementation manner, when the temperature of the coolant is greater than or equal to a third temperature value, the first sub-mode is operated.

[0199] In the first sub-mode, the compressor is used for heating first. When the heat provided by the compressor cannot meet the heating demand, the PTC is used for heat compensation.

[0200] When the temperature of the coolant is greater than or equal to -5°C, the heat on the coolant side is sufficient and no additional heating is required from the heating component (PTC). The compressor is used for heating first. When the heat carried by the coolant cannot meet the heating demand, the PTC is used for heat compensation, which can reduce the energy consumption of the thermal management system.

[0201] In some embodiments, the control method of the thermal management system provided in the present application further includes determining a first mode use strategy based on an actual air outlet temperature and a target air outlet temperature when running the second sub-mode.

[0202] The first mode usage strategy is used to indicate whether to maintain the second sub-mode or switch to the first sub-mode.

[0203] As a possible implementation, when the actual outlet air temperature is greater than the target outlet air temperature, the first mode usage strategy is determined to be switched to the first sub-mode. The fact that the actual outlet air temperature is greater than the target outlet air temperature indicates that the heat provided by the current thermal management system can meet the heat demand of the passenger compartment.

[0204] As another possible implementation, when the actual outlet air temperature is less than or equal to the target outlet air temperature, the first mode use strategy is determined to maintain the second sub-mode. The fact that the actual outlet air temperature is less than or equal to the target outlet air temperature indicates that the heat provided by the current thermal management system cannot meet the heat demand of the passenger compartment.

[0205] In the embodiment of the present application, when the actual outlet air temperature is greater than the target outlet air temperature, the first mode usage strategy is determined to switch to the first sub-mode; when the actual outlet air temperature is less than or equal to the target outlet air temperature, the first mode usage strategy is determined to maintain the second sub-mode. In this way, when the heat provided by the thermal management system can meet the heat demand of the passenger compartment, the first mode usage strategy with the lowest energy consumption can be determined.

[0206] Fig.11 A flow chart of another control method of a thermal management system provided in an embodiment of the present application. Fig.11As shown, when low-power PTC is configured and a single air conditioning system is used for heating, it is determined whether the coolant temperature at the outlet of the heat exchanger is less than -5°C. When the coolant temperature at the outlet of the heat exchanger is less than -5°C, the second sub-mode is operated, and PTC heating is used preferentially to achieve PTC compensation for residual heat of the thermal management system. When the actual outlet air temperature of the thermal management system is greater than or equal to the target outlet air temperature, it is switched to the first sub-mode. When the actual outlet air temperature of the thermal management system is less than the target outlet air temperature, the second sub-mode is maintained. When the coolant temperature at the outlet of the heat exchanger is greater than or equal to -5°C, the first sub-mode is operated, and the compressor is used preferentially for heating. According to the temperature of the coolant, the speed and pressure ratio of the compressor are controlled to achieve the utilization of residual heat. In the process of using the compressor for heating, it is determined whether the temperature of the refrigerant at the outlet of the heat exchanger is greater than the temperature of the coolant. When the temperature of the refrigerant is greater than the temperature of the coolant, the speed of the compressor is reduced; when the temperature of the refrigerant is less than or equal to the temperature of the coolant, no special treatment is performed.

[0207] Among them, when the temperature of the coolant is less than or equal to -15℃, the compressor does not participate in heating, the speed value is 0, and the pressure ratio value is 0; when the temperature of the coolant is greater than -15℃ and less than or equal to -10℃, the speed value range can be [0,3000rmp], and the pressure ratio value range can be [0,4]; when the temperature of the coolant is greater than -10℃ and less than or equal to -5℃, the speed value range can be [0,4000rmp], and the pressure ratio value range can be [0,4000rmp]. The range can be [0,5]; when the temperature of the coolant is greater than -5℃ and less than or equal to 0℃, the speed can range from [0,5000rmp], and the pressure ratio can range from [0,6]; when the temperature of the coolant is greater than 0℃ and less than or equal to 5℃, the speed can range from [0,6000rmp], and the pressure ratio can range from [0,7]; when the temperature of the coolant is greater than 5℃, the speed is not limited, and the pressure ratio can range from [0,7].

[0208] Fig.12 A flow chart of another control method of a thermal management system provided in an embodiment of the present application. Fig.12As shown, when a high-power PTC is configured and a single air-conditioning system is used for heating, the first sub-mode is operated, and the speed and pressure ratio of the compressor are preferentially controlled according to the temperature of the coolant, so as to use the compressor to heat the passenger compartment. When the actual air outlet temperature of the thermal management system is greater than or equal to the target air outlet temperature, the first mode is maintained. When the actual air outlet temperature of the thermal management system is less than the target air outlet temperature, the compressor is used for heating. In the process of using the compressor for heating, it is determined whether the temperature of the refrigerant at the outlet of the heat exchanger is greater than the temperature of the coolant. When the temperature of the refrigerant is greater than the temperature of the coolant, the speed of the compressor is reduced; when the temperature of the refrigerant is less than or equal to the temperature of the coolant, no special treatment is performed.

[0209] Among them, when the temperature of the coolant is less than or equal to -15℃, the compressor does not participate in heating, the speed value is 0, and the pressure ratio value is 0; when the temperature of the coolant is greater than -15℃ and less than or equal to -10℃, the speed value range can be [0,3000rmp], and the pressure ratio value range can be [0,4]; when the temperature of the coolant is greater than -10℃ and less than or equal to -5℃, the speed value range can be [0,4000rmp], and the pressure ratio value range can be [0,4000rmp]. The range can be [0,5]; when the temperature of the coolant is greater than -5℃ and less than or equal to 0℃, the speed can range from [0,5000rmp], and the pressure ratio can range from [0,6]; when the temperature of the coolant is greater than 0℃ and less than or equal to 5℃, the speed can range from [0,6000rmp], and the pressure ratio can range from [0,7]; when the temperature of the coolant is greater than 5℃, the speed is not limited, and the pressure ratio can range from [0,7].

[0210] It should be noted that in the embodiment of the present application, when the thermal management system is configured with a high-power PTC, regardless of whether the compressor heating can meet the needs of the user, sufficient heat can be provided to the passenger compartment through the high-power PTC. Therefore, it is not necessary to start the motor assembly in the residual heat compensation mode to cool down, that is, when the high-power PTC is configured, only the residual heat utilization mode needs to be run, and the residual heat compensation mode does not need to be run.

[0211] It can be seen that the above mainly introduces the solution provided by the embodiment of the present application from the perspective of the method. To achieve the above functions, the embodiment of the present application provides a hardware structure and / or software module corresponding to each function. Those skilled in the art should easily appreciate that, in combination with the modules and algorithm steps of each example described in the embodiment disclosed herein, the embodiment of the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present invention.

[0212] The embodiment of the present application can divide the controller into functional modules according to the above method example. For example, each functional module can be divided according to each function, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware or in the form of software functional modules. Optionally, the division of modules in the embodiment of the present application is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0213] An embodiment of the present application also provides a computer-readable storage medium, including computer-executable instructions, which, when executed on a computer, enable the computer to execute any one of the control methods for the thermal management system provided in the above embodiments.

[0214] An embodiment of the present application also provides a computer program product including computer executable instructions, which, when executed on a computer, enables the computer to execute any one of the control methods for the thermal management system provided in the above embodiments.

[0215] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented using a software program, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer-executable instructions. When the computer-executable instructions are loaded and executed on a computer, the process or function according to the embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer-executable instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer-executable instructions can be transmitted from a website site, computer, server or data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (digital subscriber line, DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode to another website site, computer, server or data center. The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server, data center, etc. that contains one or more servers that can be integrated with the medium. The available medium may be a magnetic medium (eg, a floppy disk, a hard disk, a magnetic tape), an optical medium (eg, a DVD), or a semiconductor medium (eg, a solid state disk (SSD)).

[0216] Although the present application is described herein in conjunction with various embodiments, in the process of implementing the claimed application, those skilled in the art may understand and implement other changes to the disclosed embodiments by viewing the drawings, the disclosure, and the appended claims. In the claims, the word "comprising" does not exclude other components or steps, and "one" or "an" does not exclude multiple situations. A single processor or other unit may implement several functions listed in a claim. Certain measures are recorded in mutually different dependent claims, but this does not mean that these measures cannot be combined to produce good results.

[0217] Although the present application is described in conjunction with specific features and embodiments thereof, it is obvious that various modifications and combinations may be made thereto without departing from the spirit and scope of the present application. Accordingly, this specification and the drawings are merely exemplary illustrations of the present application as defined by the appended claims, and are deemed to have covered any and all modifications, variations, combinations or equivalents within the scope of the present application. Obviously, those skilled in the art may make various modifications and variations to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

[0218] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A thermal management system, characterized in that: The thermal management system comprises: A compressor (10); a coolant circulation circuit (30) and a refrigerant circulation circuit (20) connected to the compressor (10); In the first mode, the coolant in the coolant circulation circuit (30) provides heat to the refrigerant in the refrigerant circulation circuit (20) to achieve heating of the passenger compartment; in the first mode, the operating parameters of the compressor (10) are related to the temperature of the coolant.

2. The thermal management system according to claim 1, characterized in that: In the first mode, the temperature of the compressor (10) is within a preset parameter value range that matches the temperature of the coolant.

3. The thermal management system according to claim 2, characterized in that: The working parameter includes a rotational speed, and the preset parameter value range includes a rotational speed value range.

4. The thermal management system according to claim 3, characterized in that: There is a positive correlation between the upper limit value of the rotation speed value range and the temperature of the coolant.

5. The thermal management system according to claim 3, characterized in that: When the current rotational speed of the compressor (10) is greater than the upper limit of the rotational speed value range, the thermal management system reduces the rotational speed of the compressor (10) so that the rotational speed of the compressor (10) is within the rotational speed value range.

6. The thermal management system according to claim 2, characterized in that: The working parameter includes a pressure ratio, and the preset parameter value range includes a pressure ratio value range.

7. The thermal management system according to claim 6, characterized in that: There is a positive correlation between the upper limit value of the pressure ratio value range and the temperature of the coolant.

8. The thermal management system according to claim 6, characterized in that: When the current pressure ratio of the compressor (10) is greater than the upper limit of the pressure ratio value range, the thermal management system adjusts the pressure ratio of the compressor (10) so that the pressure ratio of the compressor (10) is within the pressure ratio value range.

9. The thermal management system according to claim 6, characterized in that: The working parameters also include the rotation speed, and the preset parameter value range also includes the rotation speed value range; When the current rotational speed of the compressor (10) is greater than the upper limit of the rotational speed value range, or the current pressure ratio of the compressor (10) is greater than the upper limit of the pressure ratio value range, the thermal management system reduces the rotational speed of the compressor (10) so that the rotational speed of the compressor (10) is within the rotational speed value range and the pressure ratio of the compressor (10) is within the pressure ratio value range.

10. The thermal management system according to claim 9, characterized in that: The adjustment value by which the compressor (10) is reduced when reducing its speed is determined based on a pressure ratio difference between a current pressure ratio of the compressor (10) and an upper limit value of the pressure ratio value range, or based on a speed difference between a current speed of the compressor (10) and an upper limit value of the speed value range.

11. The thermal management system according to any one of claims 1 to 10, characterized in that: A heat exchanger (50) is provided on the refrigerant circulation circuit (20); the heat exchanger (50) is used to perform heat exchange between the refrigerant circulation circuit (20) and the coolant circulation circuit (30).

12. The thermal management system according to claim 11, characterized in that: The operating parameters of the compressor (10) include a rotation speed, and the rotation speed of the compressor (10) is adjusted based on the temperature of the refrigerant at the outlet of the heat exchanger (50) and the temperature of the coolant, so that the temperature of the refrigerant is lower than the temperature of the coolant.

13. The thermal management system according to claim 12, characterized in that: When the temperature of the refrigerant is greater than or equal to the temperature of the cooling liquid, the compressor (10) reduces its rotation speed.

14. The thermal management system according to claim 13, characterized in that: The adjustment value by which the compressor (10) reduces its rotation speed is determined based on the temperature difference between the temperature of the refrigerant and the temperature of the coolant.

15. The thermal management system according to claim 11, characterized in that: The cooling liquid circulation loop (30) is provided with a water pump (302); In the first mode, the rotation speed of the water pump (302) is adjusted based on the temperature of the refrigerant at the outlet of the heat exchanger (50).

16. The thermal management system according to claim 15, characterized in that: There is a negative correlation between the temperature of the refrigerant and the rotation speed of the water pump.

17. The thermal management system according to any one of claims 1 to 16, characterized in that: The thermal management system also includes a heating component (60); The first mode includes a first sub-mode and a second sub-mode; wherein, in the first sub-mode, the working priority of the compressor (10) is higher than the working priority of the heating component (60); and in the second sub-mode, the working priority of the heating component (60) is higher than the working priority of the compressor (10).

18. The thermal management system according to claim 17, characterized in that: The thermal management system adopts the first sub-mode or the second sub-mode, which is determined by the temperature of the coolant.

19. The thermal management system according to claim 17, characterized in that When operating in the second sub-mode, the thermal management system maintains the second sub-mode or switches to the first sub-mode, which is determined by the actual outlet air temperature and the target outlet air temperature.

20. The thermal management system according to claim 1, characterized in that The thermal management system also includes a controller; The controller is configured to: Based on the temperature of the coolant, the operating parameters of the compressor (10) are controlled.

21. A control method for a thermal management system, characterized in that: The method comprises: In the first mode, the operating parameters of the compressor are controlled based on the temperature of the coolant; the first mode is used to enable the coolant in the coolant circulation loop to provide heat to the refrigerant in the refrigerant circulation loop to achieve heating of the passenger compartment.

22. The method according to claim 21, characterized in that The controlling the operating parameters of the compressor based on the temperature of the coolant comprises: Based on the temperature of the coolant, the operating parameter of the compressor is controlled to be within a preset parameter value range, and the preset parameter value range matches the temperature range of the coolant.

23. The method according to claim 22, characterized in that The working parameter includes a rotational speed, and the preset parameter value range includes a rotational speed value range.

24. The method according to claim 23, characterized in that There is a positive correlation between the upper limit value of the rotation speed value range and the temperature of the coolant.

25. The method according to claim 23, characterized in that When the current rotation speed of the compressor is greater than the upper limit of the rotation speed value range, the rotation speed of the compressor is reduced so that the rotation speed of the compressor is within the rotation speed value range.

26. The method according to claim 22, characterized in that The working parameter includes a pressure ratio, and the preset parameter value range includes a pressure ratio value range.

27. The method according to claim 26, characterized in that There is a positive correlation between the upper limit value of the pressure ratio value range and the temperature of the coolant.

28. The method according to claim 26, characterized in that When the current pressure ratio of the compressor is greater than an upper limit of the pressure ratio value range, the pressure ratio of the compressor is adjusted so that the pressure ratio of the compressor is within the pressure ratio value range.

29. The method according to claim 26, characterized in that The working parameters also include the rotation speed, and the preset parameter value range also includes the rotation speed value range; The step of controlling the operating parameters of the compressor to be within a preset parameter value range includes: When the current speed of the compressor is greater than the upper limit of the speed value range, or the current pressure ratio of the compressor is greater than the upper limit of the pressure ratio value range, the speed of the compressor is reduced so that the speed of the compressor is within the speed value range and the pressure ratio of the compressor is within the pressure ratio value range.

30. The method according to claim 29, characterized in that The adjustment value by which the compressor reduces its speed is determined based on a pressure ratio difference between a current pressure ratio of the compressor and an upper limit of the pressure ratio value range, or based on a speed difference between a current speed of the compressor and an upper limit of the speed value range.

31. The method according to any one of claims 21 to 30, characterized in that: A heat exchanger is provided on the refrigerant circulation loop, and the method further comprises: Based on the temperature of the refrigerant at the outlet of the heat exchanger and the temperature of the coolant, the speed of the compressor is adjusted to achieve that the temperature of the refrigerant is lower than the temperature of the coolant; the heat exchanger is used to perform heat exchange between the refrigerant circulation loop and the coolant circulation loop.

32. The method according to claim 31, characterized in that The adjusting the speed of the compressor based on the temperature of the refrigerant at the outlet of the heat exchanger and the temperature of the coolant comprises: When the temperature of the refrigerant is greater than or equal to the temperature of the coolant, the compressor is controlled to reduce its rotation speed.

33. The method according to claim 32, characterized in that The adjustment value by which the compressor reduces its rotation speed is determined according to a temperature difference between the temperature of the refrigerant and the temperature of the coolant.

34. The method according to claim 31, characterized in that The coolant circulation loop is provided with a water pump, and the method further comprises: In the first mode, the rotation speed of the water pump is controlled based on the temperature of the refrigerant at the outlet of the heat exchanger.

35. The method according to claim 34, characterized in that There is a negative correlation between the temperature of the refrigerant and the rotation speed of the water pump.

36. The method according to any one of claims 21 to 35, characterized in that The first mode includes a first sub-mode and a second sub-mode; wherein, in the first sub-mode, the working priority of the compressor is higher than the working priority of the heating component; in the second sub-mode, the working priority of the heating component is higher than the working priority of the compressor.

37. The method according to claim 36, characterized in that The method further comprises: The first sub-mode or the second sub-mode is operated based on the temperature of the coolant.

38. The method according to claim 36, characterized in that The method further comprises: When the second sub-mode is running, a first mode use strategy is determined according to the actual air outlet temperature and the target air outlet temperature, wherein the first mode use strategy is used to indicate whether to maintain the second sub-mode or switch to the first sub-mode.

39. An electronic device, characterized in that: comprising a processor and a memory for storing instructions executable by the processor; Wherein, the processor is configured to execute the instructions to implement the method as described in any one of claims 21 to 38.

40. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer instructions, and when the computer instructions are executed on a computer, the computer is caused to execute the method according to any one of claims 21 to 38.

41. A vehicle, characterized in that: Comprising the thermal management system as described in any one of claims 1-20, or, the electronic device as described in claim 39, or, the computer-readable storage medium as described in claim 40.

42. A computer program product, characterized in that The computer program product comprises computer instructions, which, when executed on a computer, cause the computer to perform the method according to any one of claims 21 to 38.

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