Thermal management system, cooling liquid subsystem and vehicle

Abstract

The invention relates to a heat management system, a cooling liquid subsystem and a vehicle, the heat management system comprises a compressor, a refrigerant subsystem and the cooling liquid subsystem, the heat management system comprises a first heat exchanger and a second heat exchanger, and the first heat exchanger and the second heat exchanger are both in heat conduction connection with the cooling liquid subsystem; therefore, parts in the refrigerant subsystem can exchange heat with the cooling liquid system, heat management of the refrigerant subsystem on the cooling liquid subsystem can be achieved, the requirements of multiple working conditions are met, and the energy efficiency of the whole vehicle is improved.

Description

Technical Field

[0001] The present application relates to the technical field of thermal management, and in particular, to a thermal management system, a coolant subsystem, and a vehicle. Background Art

[0002] In the related art, there is only one heat exchanger in the coolant subsystem of the thermal management system, and the mode is single, which cannot meet the requirements of multiple working conditions. Summary of the Invention

[0003] An embodiment of the present application provides a thermal management system, a coolant subsystem, and a vehicle. There are two heat exchangers in the thermal management system, which enhances the recovery and utilization of heat to at least partially solve the above technical problems.

[0004] To achieve the above object, according to the first aspect of the present application, there is provided a thermal management system, including:

[0005] A refrigerant subsystem;

[0006] A coolant subsystem;

[0007] A first heat exchanger and a second heat exchanger, both disposed in the refrigerant subsystem and the coolant subsystem.

[0008] Optionally, the refrigerant subsystem further includes a fourth heat exchanger and a compressor. An input port of the fourth heat exchanger is connected to an exhaust port of the compressor, an output port of the fourth heat exchanger is connected to a first end of the second heat exchanger, and a second end of the second heat exchanger is connected to an intake port of the compressor.

[0009] Optionally, the refrigerant subsystem further includes a fourth check valve and a sixth throttle valve. An input port of the fourth check valve is connected to an output port of the condenser outside the vehicle, an output port of the fourth check valve is connected to a first end of the sixth throttle valve, and a second end of the sixth throttle valve is connected to a first end of the second heat exchanger.

[0010] Optionally, the refrigerant subsystem further includes a compressor and a first heat exchange branch. An output port of the compressor is connected to a first end of the first heat exchanger, and a second end of the first heat exchanger is connected to a first end of the first heat exchange branch.

[0011] Optionally, the refrigerant subsystem further includes a third heat exchanger. An input port of the third heat exchanger is connected to an exhaust port of the compressor, and an output port of the third heat exchanger is connected to a first end of the first heat exchanger.

[0012] Optionally, the refrigerant subsystem further includes a seventh throttle valve, a third check valve, and a first check valve. The first end of the seventh throttle valve is connected to the output port of the third heat exchanger. The second end of the seventh throttle valve is connected to the first end of the first heat exchanger. The second end of the first heat exchanger is connected to the input port of the third check valve. The output port of the third check valve is connected to the first end of the first heat exchange branch. The second end of the first heat exchange branch is connected to the first end of the second solenoid valve. The second end of the second solenoid valve is connected to the input port of the first check valve.

[0013] Optionally, the refrigerant subsystem further includes a compressor, a first heat exchange branch, a second solenoid valve, a third solenoid valve, and a fourth heat exchanger. The exhaust port of the compressor is connected to the second end of the first heat exchange branch. The first end of the second solenoid valve is connected to the second end of the first heat exchange branch. The second end of the second solenoid valve is connected to the intake port of the compressor. The first end of the third solenoid valve is connected to the exhaust port of the compressor. The second end of the third solenoid valve is connected to the fourth heat exchanger. The first end of the first heat exchange branch is connected to the first end of the first heat exchanger. The second end of the first heat exchanger is connected to the intake port of the compressor; or, the first end of the first heat exchange branch is connected to the first end of the second heat exchanger. The second end of the second heat exchanger is connected to the intake port of the compressor.

[0014] Optionally, the refrigerant subsystem further includes a compressor, a second heat exchange branch, a second solenoid valve, a third solenoid valve, and a fourth heat exchanger. The exhaust port of the compressor is connected to the second end of the second heat exchange branch. The first end of the second solenoid valve is connected to the second end of the second heat exchange branch. The second end of the second solenoid valve is connected to the intake port of the compressor. The first end of the second heat exchange branch is connected to the first end of the first heat exchanger. The second end of the first heat exchanger is connected to the first end of the second heat exchanger. The second end of the second heat exchanger is connected to the intake port of the compressor.

[0015] Optionally, the refrigerant subsystem further includes a compressor and a second heat exchange branch. The exhaust port of the compressor is connected to the first end of the second heat exchange branch. The second end of the second heat exchange branch is connected to the first end of the first heat exchanger. The second end of the first heat exchanger is connected to the intake port of the compressor; or, the second end of the second heat exchange branch is connected to the first end of the second heat exchanger. The second end of the second heat exchanger is connected to the intake port of the compressor.

[0016] Optionally, the refrigerant subsystem further includes a fourth heat exchanger, a compressor, and a first heat exchange branch. The input port of the fourth heat exchanger is connected to the exhaust port of the compressor. The output port of the fourth heat exchanger is connected to the first end of the first heat exchange branch. The second end of the first heat exchange branch is connected to the intake port of the compressor.

[0017] Optionally, the refrigerant subsystem further includes a third solenoid valve, a fourth check valve, a third check valve, a second solenoid valve, and a first check valve. The first end of the third solenoid valve is connected to the exhaust port of the compressor. The second end of the third solenoid valve is connected to the input port of the fourth heat exchanger. The output port of the fourth heat exchanger is connected to the input port of the fourth check valve. The output port of the fourth check valve is connected to the input port of the third check valve. The output port of the third check valve is connected to the first end of the first heat exchange branch. The second end of the first heat exchange branch is connected to the first end of the second solenoid valve. The second end of the second solenoid valve is connected to the input port of the first check valve. The output port of the first check valve is connected to the intake port of the compressor.

[0018] Optionally, the refrigerant subsystem further includes a fourth heat exchanger and a fifth heat exchanger. The input port of the fourth heat exchanger is connected to the exhaust port of the compressor. The output port of the fourth heat exchanger is connected to the input port of the evaporator. The output port of the evaporator is connected to the intake port of the compressor.

[0019] Optionally, the refrigerant subsystem further includes a fifth solenoid valve, a third solenoid valve, a fourth check valve, a fifth throttle valve, and a sixth throttle valve. The second end of the first heat exchanger is connected to the first end of the fifth solenoid valve. The second end of the fifth solenoid valve is connected to the intake port of the compressor. The fifth solenoid valve is arranged in parallel with the fifth heat exchanger. The first end of the third solenoid valve is connected to the exhaust port of the compressor. The second end of the third solenoid valve is connected to the input port of the fourth heat exchanger. The output port of the fourth heat exchanger is connected to the input port of the fourth check valve. The output port of the fourth check valve is connected to the first end of the fifth throttle valve. The second end of the fifth throttle valve is connected to the input port of the fifth heat exchanger. The second end of the first heat exchanger is connected to the first end of the sixth throttle valve. The second end of the sixth throttle valve is connected to the first end of the second heat exchanger.

[0020] Optionally, the coolant subsystem includes an electric assembly, a water pump, and a radiator.

[0021] Optionally, the first end of the electric assembly is connected to the first end of the water pump. The second end of the water pump is connected to the first end of the radiator. The second end of the radiator is connected to the first end of the second heat exchanger. The second end of the second heat exchanger is connected to the electric assembly.

[0022] Optionally, when the temperature of the electric assembly output port is greater than the ambient temperature at the radiator, the electric assembly, the water pump, the radiator, and the second heat exchanger are connected.

[0023] Optionally, the coolant subsystem further includes an electric assembly and a water pump.

[0024] Optionally, the first end of the electric assembly is connected to the first end of the water pump, the second end of the water pump is connected to the first end of the second heat exchanger, and the second end of the second heat exchanger is connected to the second end of the electric assembly; or, the second end of the water pump is connected to the second end of the first heat exchanger, and the first end of the first heat exchanger is connected to the second end of the electric assembly.

[0025] Optionally, when the temperature of the electric assembly output port is less than or equal to the ambient temperature at the radiator, the electric assembly, the water pump, and the second heat exchanger are connected.

[0026] Optionally, the first end of the electric assembly is connected to the first end of the water pump, the second end of the water pump is connected to the second end of the first heat exchanger, the first end of the first heat exchanger is connected to the first end of the radiator, the second end of the radiator is connected to the first end of the second heat exchanger, and the second end of the second heat exchanger is connected to the second end of the electric assembly.

[0027] Optionally, when the temperature of the electric assembly output port is less than or equal to the ambient temperature at the radiator, the electric assembly, the water pump, the first heat exchanger, the radiator, and the second heat exchanger are connected.

[0028] Optionally, the coolant subsystem further includes a valve assembly. The valve assembly includes a first interface, a second interface, a third interface, and a fourth interface. The first interface is connected to the second end of the water pump, the second interface is connected to the first end of the first heat exchanger, the third interface is connected to the first end of the radiator, and the fourth interface is connected to the first end of the second heat exchanger.

[0029] Optionally, it further includes a controller and a first heat exchange branch. The controller is configured to control the connection between the first heat exchange branch, the first heat exchanger, the second heat exchanger, and the compressor in Mode 1 for heating the first heat exchange branch.

[0030] Optionally, the first heat exchange branch further includes a cold plate, a two-way electronic expansion valve located at the first end of the cold plate, and a large-diameter ball valve located at the second end of the cold plate; in Mode 1, the first solenoid valve is opened, and both the two-way electronic expansion valve and the large-diameter ball valve are opened.

[0031] Optionally, it further includes a controller, which is used to control the communication among the cockpit heat exchange branch, the first heat exchanger, the second heat exchanger, and the compressor in the first mode for heating the cockpit heat exchange branch.

[0032] Optionally, it further includes a third throttle valve, which is opened in the first mode.

[0033] Optionally, it further includes a controller, which is used to control the communication among the battery heat exchange branch, the first heat exchanger, the second heat exchanger, and the compressor in the first mode for heating the battery heat exchange branch.

[0034] Optionally, the battery heat exchange branch further includes a cold plate, a two-way electronic expansion valve located at the first end of the cold plate, and a large-diameter ball valve located at the second end of the cold plate; in the first mode, the first solenoid valve is opened, and both the two-way electronic expansion valve and the large-diameter ball valve are opened.

[0035] Optionally, it further includes a controller, which is used to control the communication among the coolant subsystem, the first heat exchanger, and the second heat exchanger in the first mode for cooling the coolant subsystem.

[0036] Optionally, the refrigerant subsystem includes a cockpit heat exchange branch and a battery heat exchange branch, and the first heat exchanger and the second heat exchanger are used to cool the battery heat exchange branch, the cockpit heat exchange branch, and the coolant subsystem in any one of the second mode, the third mode, the fourth mode, and the fifth mode.

[0037] Optionally, it further includes a controller, which is used to control the communication among the coolant subsystem, the second heat exchanger, and the compressor in any one of the second mode, the third mode, the fourth mode, and the fifth mode for cooling the coolant subsystem.

[0038] Optionally, it further includes a third solenoid valve and a sixth throttle valve, which are opened in any one of the second mode, the third mode, the fourth mode, and the fifth mode.

[0039] Optionally, it further includes a controller, which is used to control the communication among the compressor, the fourth heat exchanger, and the battery heat exchange branch in any one of the second mode, the third mode, the fourth mode, and the fifth mode for cooling the battery heat exchange branch.

[0040] Optionally, it further includes a third solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a second solenoid valve, and the third solenoid valve, the two-way electronic expansion valve, the large-diameter ball valve, and the second solenoid valve are all opened.

[0041] Optionally, it further includes a controller and a fifth heat exchanger. The controller is used to control the communication among the compressor, the fourth heat exchanger, and the fifth heat exchanger in any one of Mode 2, Mode 3, Mode 4, and Mode 5 for cooling the cockpit heat exchange branch.

[0042] Optionally, it further includes a third solenoid valve and a fifth throttle valve, and the third solenoid valve and the fifth throttle valve are opened.

[0043] Optionally, it further includes a controller, a battery heat exchange branch, a third solenoid valve, a second solenoid valve, a fourth heat exchanger, a two-way electronic expansion valve, and a large-diameter ball valve. The controller is used to control the communication among the compressor, the fourth heat exchanger, and the battery heat exchange branch, and the third solenoid valve and the second solenoid valve are opened.

[0044] Optionally, it further includes a controller, a cockpit heat exchange branch, a third solenoid valve, a fourth heat exchanger, a fifth throttle valve, and an evaporator. The controller is used to control the communication among the compressor, the fourth heat exchanger, the evaporator, and the cockpit heat exchange branch, and the third solenoid valve and the fifth throttle valve are opened.

[0045] Optionally, it further includes a controller, a third solenoid valve, a fourth heat exchanger, and a sixth throttle valve. The controller is used to control the communication among the compressor, the fourth heat exchanger, the second heat exchanger, and the coolant subsystem, and the third solenoid valve and the sixth throttle valve are opened.

[0046] Optionally, it further includes a controller, a battery heat exchange branch, a first solenoid valve, a large-diameter ball valve, a two-way electronic expansion valve, and a fifth solenoid valve. The controller is used to control the communication among the compressor, the first heat exchanger, and the battery heat exchange branch, and the first solenoid valve, the fifth solenoid valve, the large-diameter ball valve, and the two-way electronic expansion valve are opened.

[0047] Optionally, it further includes a controller, a battery heat exchange branch, a first solenoid valve, a large-diameter ball valve, a two-way electronic expansion valve, and a sixth throttle valve. The controller is used to control the communication among the compressor, the first heat exchanger, the second heat exchanger, and the battery heat exchange branch, and the first solenoid valve, the large-diameter ball valve, the two-way electronic expansion valve, and the sixth throttle valve are opened.

[0048] Optionally, it further includes a controller, a third heat exchanger, a seventh throttle valve, a first heat exchanger, and a fifth solenoid valve. The controller is used to control the connection between the compressor, the third heat exchanger, the first heat exchanger, and the cabin heat exchange branch, and the seventh throttle valve and the fifth solenoid valve are opened.

[0049] Optionally, it further includes a controller, a third heat exchanger, a seventh throttle valve, a first heat exchanger, and a sixth throttle valve. The controller is used to control the connection between the compressor, the third heat exchanger, the first heat exchanger, the second heat exchanger, and the cabin heat exchange branch, and the seventh throttle valve and the sixth throttle valve are opened.

[0050] Optionally, it further includes a controller, a cabin heat exchange branch, a third heat exchanger, an evaporator, a seventh throttle valve, a fifth solenoid valve, a sixth throttle valve, and a fifth throttle valve. The controller is used to control the connection between the compressor, the third heat exchanger, the first heat exchanger, the second heat exchanger, and the cabin heat exchange branch. The controller is also used to control the connection between the compressor, the third heat exchanger, the evaporator, and the cabin heat exchange branch. The seventh throttle valve, the sixth throttle valve, the fifth solenoid valve, and the fifth throttle valve are opened.

[0051] Optionally, it further includes a controller, a cabin heat exchange branch, a fourth heat exchanger, an evaporator, a third solenoid valve, a fifth throttle valve, and a sixth throttle valve. The controller is used to control the connection between the compressor, the fourth heat exchanger, the cabin heat exchange branch, and the second heat exchanger. The controller is also used to control the connection between the compressor, the fourth heat exchanger, the evaporator, and the cabin heat exchange branch. The third solenoid valve, the fifth throttle valve, and the sixth throttle valve are opened.

[0052] Optionally, it further includes a controller, a cabin heat exchange branch, a third heat exchanger, a fourth heat exchanger, an evaporator, a third solenoid valve, a fifth throttle valve, a sixth throttle valve, and a seventh throttle valve. The controller is used to control the connection between the compressor, the fourth heat exchanger, the coolant subsystem, and the second heat exchanger. The controller is also used to control the connection between the compressor, the third heat exchanger, the first heat exchanger, and the cabin heat exchange branch. The third solenoid valve, the fifth throttle valve, the sixth throttle valve, and the seventh throttle valve are opened.

[0053] Optionally, the thermal management system further includes a controller, a battery heat exchange branch, a third heat exchanger, a fourth heat exchanger, a second solenoid valve, a third solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a sixth throttle valve. The controller is configured to control the communication among the compressor, the fourth heat exchanger, and the battery heat exchange branch when the charging ambient temperature is greater than a first value and the driving ambient temperature is greater than a second value. The controller is further configured to control the communication among the compressor, the second heat exchanger, the fourth heat exchanger, and the coolant subsystem, and to open the second solenoid valve, the third solenoid valve, the large-diameter ball valve, the two-way electronic expansion valve, and the sixth throttle valve.

[0054] Optionally, the thermal management system further includes a controller, a battery heat exchange branch, a cockpit heat exchange branch, an evaporator, a fourth heat exchanger, a second solenoid valve, a third solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a fifth throttle valve. The controller is configured to control the communication among the compressor, the fourth heat exchanger, and the battery heat exchange branch when the charging ambient temperature is greater than a first value and the driving ambient temperature is greater than a second value. The controller is further configured to control the communication among the compressor, the evaporator, the fourth heat exchanger, and the cockpit heat exchange branch, and to open the second solenoid valve, the third solenoid valve, the large-diameter ball valve, the two-way electronic expansion valve, and the fifth throttle valve.

[0055] Optionally, it further includes a sixth throttle valve. The controller is further configured to control the communication among the compressor, the fourth heat exchanger, the second heat exchanger, and the coolant subsystem, and to open the sixth throttle valve.

[0056] Optionally, the thermal management system further includes a controller, a battery heat exchange branch, a cockpit heat exchange branch, a third heat exchanger, a fourth heat exchanger, a second solenoid valve, a third solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a seventh throttle valve. The controller is configured to control the communication among the compressor, the fourth heat exchanger, and the battery heat exchange branch when the charging ambient temperature is greater than a first value and the driving ambient temperature is greater than a second value. The controller is further configured to control the communication among the compressor, the first heat exchanger, the third heat exchanger, and the cockpit heat exchange branch, and to open the second solenoid valve, the third solenoid valve, the large-diameter ball valve, the two-way electronic expansion valve, and the seventh throttle valve.

[0057] Optionally, it further includes a sixth throttle valve. The controller is further configured to control the communication among the compressor, the fourth heat exchanger, the second heat exchanger, and the coolant subsystem, and to open the sixth throttle valve.

[0058] Optionally, it further includes a fifth throttle valve. The controller is further configured to control the communication among the compressor, the third heat exchanger, the first heat exchanger, and the cockpit heat exchange branch, and to open the fifth throttle valve.

[0059] Optionally, the thermal management system further includes a controller, a battery heat exchange branch, a third heat exchanger, a fourth heat exchanger, a second solenoid valve, a third solenoid valve, a fourth solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a sixth throttle valve. The controller is configured to control the communication among the compressor, the first heat exchanger, the third heat exchanger, and the battery heat exchange branch when the charging ambient temperature is less than or equal to a first value and the driving ambient temperature is greater than a second value. The controller is further configured to control the communication among the compressor, the second heat exchanger, the fourth heat exchanger, and the coolant subsystem, and to open the second solenoid valve, the third solenoid valve, the fourth solenoid valve, the large-diameter ball valve, the two-way electronic expansion valve, and the sixth throttle valve.

[0060] Optionally, the thermal management system further includes a controller, a battery heat exchange branch, a cabin heat exchange branch, an evaporator, a third heat exchanger, a fourth heat exchanger, a second solenoid valve, a third solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a fifth throttle valve. The controller is configured to control the communication among the compressor, the first heat exchanger, the fourth heat exchanger, and the battery heat exchange branch when the charging ambient temperature is less than or equal to a first value and the driving ambient temperature is less than or equal to a second value. The controller is further configured to control the communication among the compressor, the evaporator, the fourth heat exchanger, and the cabin heat exchange branch, and to open the second solenoid valve, the third solenoid valve, the large-diameter ball valve, the two-way electronic expansion valve, and the fifth throttle valve.

[0061] Optionally, it further includes a sixth throttle valve. The controller is further configured to control the communication among the compressor, the fourth heat exchanger, the second heat exchanger, and the coolant subsystem, and to open the sixth throttle valve.

[0062] Optionally, the thermal management system further includes a controller, a battery heat exchange branch, a cabin heat exchange branch, a third heat exchanger, a fourth heat exchanger, a second solenoid valve, a third solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a seventh throttle valve. The controller is configured to control the communication among the compressor, the fourth heat exchanger, and the battery heat exchange branch when the charging ambient temperature is less than or equal to a first value and the driving ambient temperature is less than or equal to a second value. The controller is further configured to control the communication among the compressor, the first heat exchanger, the third heat exchanger, and the cabin heat exchange branch, and to open the second solenoid valve, the third solenoid valve, the large-diameter ball valve, the two-way electronic expansion valve, and the seventh throttle valve.

[0063] Optionally, it further includes a sixth throttle valve. The controller is further configured to control the communication among the compressor, the fourth heat exchanger, the second heat exchanger, and the coolant subsystem, and to open the sixth throttle valve.

[0064] Optionally, it further includes a fifth throttle valve and an evaporator, and the controller is further configured to control the communication among the compressor, the fourth heat exchanger, the evaporator, and the cabin heat exchange branch, and open the fifth throttle valve.

[0065] Optionally, it further includes a controller, a battery heat exchange branch, a fourth heat exchanger, a first solenoid valve, a third solenoid valve, a fifth solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a sixth throttle valve. The controller is configured to control the communication among the compressor, the fourth heat exchanger, the second heat exchanger, and the coolant subsystem, and the controller is further configured to control the communication among the compressor, the first heat exchanger, and the battery heat exchange branch, and open the first solenoid valve, the third solenoid valve, the fifth solenoid valve, the two-way electronic expansion valve, the large-diameter ball valve, and the sixth throttle valve.

[0066] Optionally, it further includes a cabin heat exchange branch, a fifth throttle valve, and an evaporator. The controller is further configured to control the communication among the compressor, the fourth heat exchanger, the fifth heat exchanger, and the cabin heat exchange branch, and open the fifth throttle valve.

[0067] Optionally, it further includes a controller, a battery heat exchange branch, a cabin heat exchange branch, a third heat exchanger, a fourth heat exchanger, a first solenoid valve, a fifth solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a seventh throttle valve. The controller is configured to control the communication among the compressor, the first heat exchanger, the third heat exchanger, and the cabin heat exchange branch, and the controller is further configured to control the communication among the compressor, the first heat exchanger, and the battery heat exchange branch, and open the first solenoid valve, the fifth solenoid valve, the two-way electronic expansion valve, the large-diameter ball valve, and the seventh throttle valve.

[0068] Optionally, it further includes a sixth throttle valve. The controller is further configured to control the communication among the compressor, the fourth heat exchanger, the second heat exchanger, and the coolant subsystem, and open the sixth throttle valve.

[0069] Optionally, it further includes a fifth throttle valve and an evaporator. The controller is further configured to control the communication among the compressor, the fourth heat exchanger, the evaporator, and the cabin heat exchange branch, and open the fifth throttle valve.

[0070] Optionally, it further includes a controller, a battery heat exchange branch, a cockpit heat exchange branch, a fourth heat exchanger, a first solenoid valve, a third solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a fifth throttle valve. The controller is used to control the connection between the compressor, the fourth heat exchanger, the fifth heat exchanger, and the cockpit heat exchange branch, and the controller is further used to control the connection between the compressor, the first heat exchanger, the fifth heat exchanger, and the battery heat exchange branch. The first solenoid valve, the third solenoid valve, the two-way electronic expansion valve, the large-diameter ball valve, and the fifth throttle valve are opened.

[0071] According to a second aspect of the present application, a vehicle is provided, including the thermal management system as described in any one of the above embodiments.

[0072] In the thermal management system of the embodiment of the present application, the thermal management system includes a first heat exchanger and a second heat exchanger. Both the first heat exchanger and the second heat exchanger are thermally connected to the coolant subsystem, and then the first heat exchanger and the second heat exchanger are connected between the input end and the output end of the compressor, so that the components in the refrigerant subsystem can exchange heat with the coolant system, and the refrigerant subsystem can also manage the heat of the coolant subsystem to meet the requirements of multiple working conditions.

[0073] Other features and advantages of the present application will be described in detail in the subsequent specific implementation part. Description of the Drawings

[0074] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for the description of the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative efforts.

[0075] In order to more completely understand the present application and its beneficial effects, the following description will be made in conjunction with the drawings, where the same reference numerals represent the same parts in the following description.

[0076] Figure 1 It is the first schematic diagram of the thermal management system provided in the exemplary embodiment of the present disclosure;

[0077] Figure 2 It is the second schematic diagram of the thermal management system provided in the exemplary embodiment of the present disclosure;

[0078] Figure 3 It is the third schematic diagram of the thermal management system provided in the exemplary embodiment of the present disclosure.

[0079] Description of the Reference Numerals:

[0080] 1. Thermal management system; 2. Compressor; 3. Refrigerant subsystem; 4. Coolant subsystem; 5. Heat generating component; 51. Radiator; 52. Electric assembly; 6. First heat exchanger; 7. Second heat exchanger; 8. Third heat exchanger; 9. Battery pack; 91. Cold plate; 901. Daughter board; 10. First check valve; 11. Second check valve; 12. Third check valve; 13. Fourth check valve; 14. First solenoid valve; 15. Third solenoid valve; 16. Fifth solenoid valve; 17. Second solenoid valve; 18. Fourth solenoid valve; 19. Two-way electronic expansion valve; 20. Large diameter ball valve; 21. Pipeline; 23. Fourth heat exchanger; 24. Fifth heat exchanger; 25. Gas-liquid separator; 26. Fifth throttle valve; 27. Sixth throttle valve; 28. Seventh throttle valve; 29. First temperature and pressure sensor; 30. Second temperature and pressure sensor; 31. Temperature sensor; 32. Third temperature and pressure sensor; 33. Water tank; 34. PTC heater. Detailed implementation manners

[0081] Next, the technical solutions in the embodiments of the present application will be clearly and completely described with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative efforts shall fall within the protection scope of the present application.

[0082] According to the first aspect of the present application, please refer to Figures 1 to 3 , the thermal management system 1 provided by the present disclosure includes a compressor 2, a refrigerant subsystem 3, and a coolant subsystem 4. The coolant subsystem 4 includes a heat generating component 5, a first heat exchanger 6, and a second heat exchanger 7. Both the first heat exchanger 6 and the second heat exchanger 7 are thermally connected to the heat generating component 5. Among them, the input end of the refrigerant subsystem 3 is connected to the output end of the compressor 2, and the output end of the refrigerant subsystem 3 is sequentially connected to the first heat exchanger 6, the second heat exchanger 7, and the input end of the compressor 2.

[0083] It can be understood that the refrigerant subsystem 3 may include a first heating component for heating the passenger compartment and a second heating component for heating the battery pack 9. The first heating component may include a third heat exchanger 8 and a PTC heater 34, and the second heating component may include a cold plate 91. Among them, the third heat exchanger 8 may be an in-vehicle condenser, and specific limitations are not made and will not be repeated hereinafter.

[0084] It can be understood that the coolant subsystem 4 can be used to cool components such as the motor. The heat generated by the heat - generating components 5 such as the motor will be absorbed by the first heat exchanger 6 and the second heat exchanger 7, and this heat is used to enhance the heating effect on the passenger compartment or the battery pack 9 in the heating mode, better utilize the heat generated by the motor, and reduce energy waste.

[0085] In this embodiment, both the first heat exchanger 6 and the second heat exchanger 7 are thermally connected to the coolant subsystem 4, which can better absorb the heat in the coolant subsystem 4 and use this heat to enhance the heating effect of the refrigerant subsystem 3, so as to avoid energy waste and improve the energy efficiency of the whole vehicle.

[0086] In one embodiment, the refrigerant subsystem 3 includes a third heat exchanger 8. The input end of the third heat exchanger 8 is connected to the output end of the compressor 2, and the output end of the third heat exchanger 8 is connected to the first heat exchanger 6.

[0087] Among them, the refrigerant subsystem 3 further includes a PTC heater 34 for heating the passenger compartment. The PTC heater 34 and the third heat exchanger 8 jointly heat the passenger compartment.

[0088] Among them, a first temperature and pressure sensor 29 is also connected to the output end of the compressor 2. The first temperature and pressure sensor 29 is used to monitor the pressure at the output end to prevent the thermal management system 1 from over - pressurizing.

[0089] It can be understood that the refrigerant compressed by the compressor 2 can heat the passenger compartment through the third heat exchanger 8. The refrigerant passing through the third heat exchanger 8 then passes through the first heat exchanger 6 and the second heat exchanger 7 in sequence. After being heated by the first heat exchanger 6 and the second heat exchanger 7, the heated refrigerant is then re - input to the input end of the compressor 2, so as to cyclically heat the passenger compartment.

[0090] In one embodiment, the refrigerant subsystem 3 includes a cold plate 91 and a first check valve 10. The first end of the cold plate 91 is connected to the input end of the first check valve 10, and the second end of the cold plate 91 is connected to the output end of the compressor 2.

[0091] Among them, a temperature sensor 31 is also connected between the first end of the cold plate 91 and the first check valve 10. The temperature sensor 31 is located at the first end of the cold plate 91 and is used to monitor the temperature of the battery cooling circuit to ensure that the battery temperature is within a safe range.

[0092] Among them, a second temperature and pressure sensor 30 is also connected between the second end of the cold plate 91 and the output end of the compressor 2. The second temperature and pressure sensor 30 is located at the output end of the cold plate 91 and is used to monitor the pressure of the battery cooling circuit to ensure the cooling effect. At the same time, it monitors the overheating or undercooling of the battery cooling circuit to adjust the opening of the throttle valve.

[0093] It can be understood that the refrigerant at the output end of the compressor 2 passes through the cold plate 91 to heat the battery pack 9, and then passes through the first heat exchanger 6 and the second heat exchanger 7 through the first one-way valve 10 respectively. After being heated by the first heat exchanger 6 and the second heat exchanger 7, the heated refrigerant is re-input into the input end of the compressor 2, thereby cyclically heating the battery pack 9.

[0094] In one embodiment, a first solenoid valve 14 is further included, wherein a first end of the first solenoid valve 14 is connected to the first end of the cold plate 91 , and a second end of the cold plate 91 is connected to the output end of the compressor 2 .

[0095] It is understandable that the first solenoid valve 14 is used to control whether the refrigerant enters the cold plate 91 , so as to enable the thermal management system 1 to have multiple working modes.

[0096] In one embodiment, a bidirectional electronic expansion valve 19 is further included, and the bidirectional electronic expansion valve 19 is disposed at the first end of the cold plate 91 .

[0097] It is understandable that the bidirectional electronic expansion valve 19 has a throttling and pressure-reducing function, and is used to adjust the overheating degree of the first end of the cold plate 91 to prevent the battery pack 9 from overheating.

[0098] In one embodiment, a large-diameter ball valve 20 is further included, and the large-diameter ball valve 20 is disposed at the second end of the cold plate 91 .

[0099] It can be understood that the large-diameter ball valve 20 is used to adjust the pressure at the second end of the cold plate 91 .

[0100] In one embodiment, the coolant subsystem 4 further includes a pipeline 21 , and the pipeline 21 is used to thermally connect the heat-generating component 5 , the first heat exchanger 6 , and the second heat exchanger 7 .

[0101] It also includes a water tank 33. Circulating water, but not limited to, can flow in the pipe 21 and the water tank 33. The circulating water can take away the heat of the heating component and transfer the heat to the first heat exchanger 6 and the second heat exchanger 7 by thermal conductivity. Compared with only setting up one heat exchanger that is thermally connected to the heating component 5 through the pipe 21, the first heat exchanger 6 and the second heat exchanger 7 are both thermally connected to the heating component 5 through the pipe 21, so that the heat of the heating component can be better recovered and utilized.

[0102] It can be understood that by connecting the coolant subsystem 4 to the circuit for heating or cooling the battery pack 9 and / or the passenger compartment, the heat of the heating components in the coolant subsystem 4 can be better recovered and utilized, thereby improving the energy utilization efficiency.

[0103] In one embodiment, the heating component 5 includes a radiator 51 and a plurality of electric assemblies 52, and the plurality of electric assemblies 52 are connected between the first heat exchanger 6 and the second heat exchanger 7. Among them, the electric assembly 52 includes at least one of an engine and a motor.

[0104] It can be understood that the heat conduction connection of the radiator 51, the plurality of electric assemblies 52, the first heat exchanger 6, and the second heat exchanger 7 is realized through the pipeline 21; so that the heat of the radiator 51 and the electric assembly 52 is recovered and utilized by the first heat exchanger 6 and the second heat exchanger 7.

[0105] In one embodiment, it further includes a refrigerant subsystem 3 and a fourth heat exchanger 23. The output end of the fourth heat exchanger 23 is connected to the refrigerant subsystem 3, and the input end of the fourth heat exchanger 23 is connected to the output end of the compressor 2.

[0106] Among them, the refrigerant subsystem 3 is used to cool the passenger compartment or the battery pack 9.

[0107] It can be understood that the refrigerant at the output end of the compressor 2 will be cooled after passing through the fourth heat exchanger 23 and flow to the input end of the refrigerant subsystem 3 to achieve a refrigeration effect.

[0108] In one embodiment, it further includes a third solenoid valve 15. The first end of the third solenoid valve 15 is connected to the output end of the compressor 2, and the second end of the third solenoid valve 15 is connected to the input end of the fourth heat exchanger 23.

[0109] Among them, the third solenoid valve 15 is used to control whether the refrigerant at the output end of the compressor 2 flows through the fourth heat exchanger 23.

[0110] It can be understood that by connecting a third solenoid valve 15 between the fourth heat exchanger 23 and the compressor 2, and using the third solenoid valve 15 to control whether the refrigerant at the output end of the compressor 2 passes through the fourth heat exchanger 23, the refrigeration can be made controllable, so that the thermal management system 1 has more working modes.

[0111] In one embodiment, the refrigerant subsystem 3 includes a fifth heat exchanger 24. The input end of the fifth heat exchanger 24 is connected to the output end of the fourth heat exchanger 23, and the output end of the fifth heat exchanger 24 is connected to the input end of the fourth one-way valve 13.

[0112] Among them, the thermal management system 1 further includes a gas-liquid separator 25. The output end of the fifth heat exchanger 24 is connected to the gas-liquid separator 25 to recover the hot air formed after passing through the fifth heat exchanger 24.

[0113] It can be understood that the fifth heat exchanger 24 is used to cool the passenger compartment. By connecting the input end of the fifth heat exchanger 24 to the output end of the fourth heat exchanger 23, the refrigerant formed after passing through the fourth heat exchanger 23 can directly participate in the cooling of the passenger compartment.

[0114] In one embodiment, a fifth throttle valve 26 is further included, and the fifth throttle valve 26 is connected in series with the input end of the fifth heat exchanger 24.

[0115] It can be understood that the fifth throttle valve 26 is used to control the flow rate of the refrigerant passing through the fifth heat exchanger 24, thereby adjusting the cooling effect in the passenger compartment.

[0116] In one embodiment, a fifth solenoid valve 16 is further included, and the fifth solenoid valve 16 is connected in parallel with the fifth heat exchanger 24.

[0117] It can be understood that the fifth solenoid valve 16 is used to manage the return pipeline of the refrigerant passing through the first heat exchanger 6, and can enable the refrigerant passing through the first heat exchanger 6 to also pass through the second heat exchanger 7 to improve the heat absorption efficiency.

[0118] In one embodiment, a second one-way valve 11 is further included. The output end of the fourth heat exchanger 23 is connected to the input end of the second one-way valve 11, and the output end of the second one-way valve 11 is connected to the input end of the fifth heat exchanger 24.

[0119] Among them, the output end of the second one-way valve 11 is divided into two connecting branches. One branch is connected to the second heat exchanger 7, and the other branch is connected to the fifth heat exchanger 24.

[0120] It can be understood that the second one-way valve 11 prevents the refrigerant from flowing back by controlling the one-way flow of the refrigerant, ensuring the efficient and stable operation of the system under different working conditions.

[0121] In one embodiment, a sixth throttle valve 27 is further included. The first end of the sixth throttle valve 27 is connected to the output end of the second one-way valve 11, and the second end of the sixth throttle valve 27 is connected to the output end of the second heat exchanger 7.

[0122] It can be understood that the sixth throttle valve 27 is used to adjust the flow rate and pressure of the refrigerant flowing into the second heat exchanger 7, and the refrigerant can also participate in cooling components such as the motor, thereby optimizing the cooling effect of the coolant subsystem 4.

[0123] In one embodiment, the refrigerant subsystem 3 includes a cold plate 91 and a third one-way valve 12. The first end of the cold plate 91 is connected to the output end of the third one-way valve 12, and the second end of the cold plate 91 is connected to the output end of the compressor 2.

[0124] It can be understood that the third one-way valve 12 controls the refrigerant to flow unidirectionally towards the cold plate 91. By connecting the first end of the cold plate 91 to the output end of the third one-way valve 12, the refrigerant can unidirectionally reach the cold plate 91 from the output end of the fourth heat exchanger 23, preventing the refrigerant from flowing back and ensuring the efficient and stable operation of the system under different working conditions.

[0125] In one embodiment, the coolant subsystem 4 includes an electric assembly 52, a water pump, and a radiator 51.

[0126] In one embodiment, the first end of the electric assembly 52 is connected to the first end of the water pump, the second end of the water pump is connected to the first end of the radiator 51, the second end of the radiator 51 is connected to the first end of the second heat exchanger 7, and the second end of the second heat exchanger 7 is connected to the electric assembly 52.

[0127] In one embodiment, when the temperature at the output port of the electric assembly 52 is greater than the ambient temperature at the radiator 51, the electric assembly 52, the water pump, the radiator 51, and the second heat exchanger are in communication.

[0128] In one embodiment, the coolant subsystem 4 includes an electric assembly 52 and a water pump.

[0129] In one embodiment, the first end of the electric assembly 52 is connected to the first end of the water pump, the second end of the water pump is connected to the first end of the second heat exchanger 7, and the second end of the second heat exchanger 7 is connected to the second end of the electric assembly 52, or the second end of the water pump is connected to the second end of the first heat exchanger 6, and the first end of the first heat exchanger 6 is connected to the second end of the 7 electric assembly.

[0130] In one embodiment, when the temperature at the output port of the electric assembly 52 is less than or equal to the ambient temperature at the radiator 51, the electric assembly 52, the water pump, and the second heat exchanger 7 are in communication. The refrigerant subsystem cools the electric assembly 52 through the second heat exchanger 7.

[0131] In one embodiment, the coolant subsystem 4 includes an electric assembly 52, a water pump, and a radiator 51.

[0132] In one embodiment, the first end of the electric assembly 52 is connected to the first end of the water pump, the second end of the water pump is connected to the second end of the first heat exchanger 6, the first end of the first heat exchanger 6 is connected to the first end of the radiator 51, the second end of the radiator 51 is connected to the first end of the second heat exchanger 7, and the second end of the second heat exchanger 7 is connected to the second end of the electric assembly 52.

[0133] In one embodiment, when the temperature at the output port of the electric assembly 52 is less than or equal to the ambient temperature at the radiator 51, the electric assembly 52, the water pump, the first heat exchanger 6, the radiator 51, and the second heat exchanger 7 are in communication.

[0134] In one embodiment, the coolant subsystem further includes a valve assembly. The valve assembly includes a first interface, a second interface, a third interface, and a fourth interface. The first interface is connected to the second end of the water pump, the second interface is connected to the first end of the first heat exchanger 6, the third interface is connected to the first end of the radiator 51, and the fourth interface is connected to the first end of the second heat exchanger 7.

[0135] In one embodiment, it further includes an electric assembly 52 and a controller. The electric assembly 52 and the controller are connected in series within the coolant subsystem.

[0136] In one embodiment, it further includes an independently provided electric assembly.

[0137] Wherein, the cooling pipeline is disposed inside the electric assembly for cooling the electric assembly, or the cooling pipeline can be disposed outside the electric assembly for cooling the electric assembly.

[0138] In one embodiment, at least two cold plates 91 are arranged in parallel.

[0139] It can be understood that the battery pack 9 may include at least two cold plates 91. The battery pack 9 is heated or cooled by the two parallel cold plates 91, thereby increasing the heat exchange area of the cold plates 91 and improving the heat exchange efficiency.

[0140] In one embodiment, it further includes a two-way electronic expansion valve 19 and a large-diameter ball valve 20. Each cold plate 91 includes at least two sub-plates 901 arranged in parallel. Both ends of one cold plate 91 are respectively connected to a two-way electronic expansion valve 19 and a large-diameter ball valve 20.

[0141] It can be understood that by making each cold plate 91 include at least two sub-plates 901 arranged in parallel, the heat exchange area of the cold plates 91 is further increased and the heat exchange efficiency is improved.

[0142] In one embodiment, a two-way electronic expansion valve 19 and a large-diameter ball valve 20 are further included. The cold plate 91 includes at least two sub-plates 901 connected in parallel with each other. Two ends of one sub-plate 901 are respectively connected to a two-way electronic expansion valve 19 and a large-diameter ball valve 20.

[0143] Among them, the two-way electronic expansion valve 19 and the large-diameter ball valve 20 are throttle valves of different types.

[0144] It can be understood that two ends of each sub-plate 901 are respectively connected to a two-way electronic expansion valve 19 and a large-diameter ball valve 20, and multiple sub-plates 901 are independently controlled, so that the refrigerant flow rate of each sub-plate 901 can be adjusted separately.

[0145] In one embodiment, a fourth one-way valve 13 is further included. The input end of the fourth one-way valve 13 is connected to the first end of the cold plate 91, and the output end of the fourth one-way valve 13 is connected to the input end of the compressor 2.

[0146] It can be understood that the fourth one-way valve 13 is used to control the one-way flow of the refrigerant from the cold plate 91 to the gas-liquid separator 25, prevent the reverse flow of the refrigerant, and avoid the pressure imbalance of the thermal management system 1.

[0147] In one embodiment, a gas-liquid separator 25 is further included. The output end of the gas-liquid separator 25 is connected to the input end of the compressor 2, and the input end of the gas-liquid separator 25 is connected to the output end of the fourth one-way valve 13.

[0148] It can be understood that the gas-liquid separator 25 is used to recover the refrigerant that has completed refrigeration or heating, and it flows out through the liquid output end and the gas output end. The gas output end is connected to the input end of the compressor 2 to realize the recovery and utilization of the gaseous refrigerant, so that the refrigerant can circulate in the thermal management system 1 in a recyclable manner.

[0149] In one embodiment, a second solenoid valve 17 is further included. The refrigerant subsystem 3 includes a cold plate 91. The first end of the second solenoid valve 17 is connected to the input end of the fourth one-way valve 13, and the second end of the second solenoid valve 17 is connected to the first end of the cold plate 91.

[0150] It can be understood that according to the feedback of the temperature and pressure of the second temperature and pressure sensor 30 and the temperature sensor 31, the switching state of the second solenoid valve 17 and the opening degrees of each throttle valve are dynamically adjusted to ensure that the battery temperature is within the set range.

[0151] In one embodiment, a seventh throttle valve 28 is further included. The first end of the seventh throttle valve 28 is connected to the output end of the third heat exchanger 8, and the second end of the seventh throttle valve 28 is connected to the input end of the first heat exchanger 6.

[0152] It can be understood that the seventh throttle valve 28 is used to regulate the flow rate at the output end of the third heat exchanger 8. By adjusting the flow rate and pressure of the refrigerant, it ensures efficient heating in the passenger compartment under low-temperature environments.

[0153] In one embodiment, it further includes a fourth solenoid valve 18, and the fourth solenoid valve 18 is connected in parallel with the seventh throttle valve 28.

[0154] It can be understood that the fourth solenoid valve 18 is used to control whether the refrigerant flows through the third heat exchanger 8, thereby affecting the heating effect in the passenger compartment.

[0155] The thermal management system 1 composed of the above components has at least five working modes.

[0156] The five working modes include but are not limited to: a racing mode, a boost charging mode, a normal driving mode, a direct connection charging mode, and a double heat exchanger mode.

[0157] In one embodiment, the thermal management system 1 can be in the racing mode. In the racing mode, it is necessary to cool the battery pack 9, the coolant subsystem 4, and the passenger compartment.

[0158] Among them, the applicable scenario of the racing mode is: when the vehicle is driving at high speed or during high-power charging, which causes a significant increase in the heat generated by the coolant subsystem 4, the coolant subsystem 4 is preferentially cooled to ensure driving safety and shorten the charging time.

[0159] Among them, the cooling priority in the racing mode is: coolant subsystem 4 > passenger compartment > battery pack 9.

[0160] Among them, when cooling the battery pack 9, the flow direction of the refrigerant is as follows: the refrigerant sequentially passes through the compressor 2, the first temperature and pressure sensor 29, the third solenoid valve 15, the fourth heat exchanger 23, the second check valve 11, the third check valve 12, the two-way electronic expansion valve 19, the temperature sensor 31, the cold plate 91, the second temperature and pressure sensor 30, the large-diameter ball valve 20, the second solenoid valve 17, the fourth check valve 13, the gas-liquid separator 25, and the compressor 2.

[0161] Among them, when cooling the coolant subsystem 4, the flow direction of the refrigerant is as follows: compressor 2, first temperature and pressure sensor 29, third solenoid valve 15, fourth heat exchanger 23, second check valve 11, sixth throttle valve 27, second heat exchanger 7, third temperature and pressure sensor 32, gas-liquid separator 25, compressor 2.

[0162] Among them, the flow direction of the refrigerant when cooling the passenger compartment is as follows: compressor 2, first temperature and pressure sensor 29, third solenoid valve 15, fourth heat exchanger 23, second check valve 11, fifth throttle valve 26, fifth heat exchanger 24, third temperature and pressure sensor 32, gas-liquid separator 25, compressor 2.

[0163] It can be understood that the action process in the racing mode is as follows. The compressor 2 is turned on, and the third solenoid valve 15 is opened. The refrigerant dissipates heat to the outside through the fourth heat exchanger 23. First, the difference between the electronically controlled water temperature and the target water temperature is judged. If the difference is greater than the first preset value, the opening of the sixth throttle valve 27 is preferentially and quickly adjusted, and the cooling requirements of the passenger compartment and the battery cooling are not responded to. If the difference is less than the first preset value, it is then judged whether the rotational speed of the compressor 2 is less than the second preset value, whether the high-pressure pressure is less than the third preset value, and whether the low-pressure pressure is greater than the fourth preset value. If any one of the conditions that whether it is less than the second preset value, whether the high-pressure pressure is less than the third preset value, and whether the low-pressure pressure is greater than the fourth preset value is not satisfied, the air conditioner does not respond to the cooling requirements of the passenger compartment and the battery cooling. If the difference is the first preset value, and the rotational speed of the compressor 2 is less than the second preset value, the high-pressure pressure is less than the third preset value, and the low-pressure pressure is greater than the fourth preset value, the air conditioner responds to the cooling requirements of the passenger compartment and the battery cooling.

[0164] It can be understood that it is judged whether the cooling requirement of the passenger compartment is received. If so, the opening of the fifth throttle valve 26 is adjusted. It is judged whether the battery cooling requirement is received. If so, the opening of the two-way electronic expansion valve 19, the large-caliber ball valve 20, and the second solenoid valve 17 is adjusted.

[0165] In one embodiment, the thermal management system 1 can be in the boost charging mode. In the boost charging mode, it is necessary to cool the battery pack 9, the coolant subsystem 4, and the passenger compartment.

[0166] Among them, the applicable scenario of the boost charging mode is: during the charging process, the heat generated by the coolant subsystem 4 is relatively large. The electric powertrain module is preferentially cooled to ensure charging safety and shorten the charging time.

[0167] Among them, the cooling priority of the boost charging mode is: coolant subsystem 4 > passenger compartment > battery pack 9.

[0168] Among them, in the boost charging mode, the flow direction of the refrigerant when cooling the battery pack 9, the coolant subsystem 4, and the passenger compartment is the same as that in the racing mode. The action process in the boost charging mode is the same as the action process in the racing mode, and will not be elaborated here.

[0169] In one embodiment, the thermal management system 1 can be in the normal driving mode. In the normal driving mode, it is necessary to cool the battery pack 9, the coolant subsystem 4, and the passenger compartment.

[0170] Among them, the applicable scenario of the normal driving mode is: in the normal driving mode, the comfort of the passenger compartment needs to be ensured first.

[0171] Among them, the cooling priority of the normal driving mode is: passenger compartment > coolant subsystem 4 > battery pack 9.

[0172] Among them, in the normal driving mode, the flow direction of the refrigerant during the cooling of the battery pack 9, the coolant subsystem 4, and the passenger compartment is the same as that in the racing mode, and the operation process in the normal driving mode is the same as that in the racing mode, which will not be elaborated here.

[0173] In one embodiment, the thermal management system 1 can be in the direct connection charging mode. In the direct connection charging mode, it is necessary to cool the battery pack 9, the coolant subsystem 4, and the passenger compartment.

[0174] Among them, the applicable scenario of the direct connection charging mode is: in the direct connection charging mode, the comfort of the passenger compartment needs to be ensured first.

[0175] Among them, the cooling priority of the direct connection charging mode is: passenger compartment > coolant subsystem 4 > battery pack 9.

[0176] Among them, in the direct connection charging mode, the flow direction of the refrigerant during the cooling of the battery pack 9, the coolant subsystem 4, and the passenger compartment is the same as that in the racing mode, and the operation process in the direct connection charging mode is the same as that in the racing mode, which will not be elaborated here.

[0177] Applicable scenario: In the case of direct connection charging, the comfort of the passenger compartment is ensured first, and the electric powertrain liquid cooling system can basically meet the heat dissipation requirements of the electric powertrain.

[0178] In one embodiment, the thermal management system 1 can be in the double-plate heat exchanger mode. In the double-plate heat exchanger mode, it is necessary to heat the battery pack 9 and the passenger compartment and cool the coolant subsystem 4.

[0179] Among them, the applicable scenario of the double-plate heat exchanger mode is: when there is a heating requirement for the battery and the passenger compartment, the double-plate heat exchanger mode is enabled. The coolant subsystem 4 can simultaneously use the first heat exchanger 6 and the second heat exchanger 7 to efficiently absorb the heat generated by the heat generating component 5 and other components, and improve the temperature rise rate of the battery and the passenger compartment.

[0180] Among them, the cooling priority of the double-plate heat exchanger mode is: electric powertrain > passenger compartment > battery.

[0181] Among them, the flow direction of the refrigerant when cooling the coolant subsystem 4 is as follows: compressor 2, first temperature and pressure sensor 29, first solenoid valve 14, large-diameter ball valve 20, second temperature and pressure sensor 30, cold plate 91, temperature sensor 31, two-way electronic expansion valve 19, first check valve 10, first heat exchanger 6, sixth throttle valve 27, second heat exchanger 7, third temperature and pressure sensor 32, gas-liquid separator 25, compressor 2.

[0182] Among them, the flow direction of the refrigerant when heating the passenger compartment is as follows: compressor 2, first temperature and pressure sensor 29, third heat exchanger 8, fourth solenoid valve 18, first heat exchanger 6, sixth throttle valve 27, second heat exchanger 7, third temperature and pressure sensor 32, gas-liquid separator 25, compressor 2.

[0183] Among them, the flow direction of the refrigerant when heating the battery pack 9 is as follows: compressor 2, first temperature and pressure sensor 29, first solenoid valve 14, large-diameter ball valve 20, second temperature and pressure sensor 30, cold plate 91, temperature sensor 31, two-way electronic expansion valve 19, first check valve 10, first heat exchanger 6, sixth throttle valve 27, second heat exchanger 7, third temperature and pressure sensor 32, gas-liquid separator 25, compressor 2.

[0184] Among them, the operation process is as follows:

[0185] The compressor 2 is turned on, and it is judged whether a heating demand for the passenger compartment is received. If there is no heating demand for the passenger compartment, the fourth solenoid valve 18 does not respond. If a heating demand for the passenger compartment is received, the seventh throttle valve 28 is opened;

[0186] It is judged whether a heating demand for the battery pack 9 is received. If there is no heating demand for the battery pack 9, the two-way electronic expansion valve 19, large-diameter ball valve 20, and first solenoid valve 14 do not respond; if a heating demand for the battery pack 9 is received, the first solenoid valve 14 is opened, and the two-way electronic expansion valve 19 operates at an initial opening for a first preset time, and then is adjusted according to the subcooling degree calculated by the second temperature and pressure sensor 30 and temperature sensor 31. When the subcooling degree of the temperature sensor 31 is less than a fifth preset value, the opening of the two-way electronic expansion valve 19 is adjusted and reduced according to the proportional-integral-derivative controller; when the subcooling degree of the temperature sensor 31 is greater than a sixth preset value, the opening of the two-way electronic expansion valve 19 is adjusted and increased according to the proportional-integral-derivative controller; when the subcooling degree of the temperature sensor 31 is greater than the fifth preset value and less than the sixth preset value, the two-way electronic expansion valve 19 maintains the current opening; the large-diameter ball valve 20 operates at an initial opening for a first preset time, and then is adjusted according to the temperature of the temperature sensor 31.

[0187] Judge the difference between the electronically controlled water temperature and the target water temperature. If the difference is greater than the first preset value, quickly adjust the opening degree of the sixth throttle valve 27 according to the proportional-integral-derivative controller. If the difference is less than the first preset value, the sixth throttle valve 27 does not respond.

[0188] In the above embodiment, through the reasonable cold quantity distribution and cooling priority setting of the above five modes, the thermal management system 1 can effectively protect the performance of the battery and the electric powertrain system under different working conditions, while ensuring the comfort of the passenger compartment.

[0189] The following working conditions cover scenarios such as high temperature, low temperature, charging, and driving to ensure the thermal management requirements of the thermal management system in different scenarios.

[0190] In one embodiment, the refrigerant subsystem further includes a controller, a battery heat exchange branch, a third solenoid valve 15, a second solenoid valve 17, a fourth heat exchanger 23, a two-way electronic expansion valve 19, and a large-diameter ball valve 20. The controller is used to control the connection between the compressor 2, the fourth heat exchanger 23, and the battery heat exchange branch, and the third solenoid valve 15 and the second solenoid valve 17 are opened.

[0191] It can be understood that by opening the third solenoid valve 15 and the second solenoid valve 17, the thermal management system 1 is in the single battery cooling working condition.

[0192] In one embodiment, it further includes a controller, a cabin heat exchange branch, a third solenoid valve 15, a fourth heat exchanger 23, a fifth throttle valve 26, and a fifth heat exchanger 24. The controller is used to control the connection between the compressor 2, the fourth heat exchanger 23, the fifth heat exchanger 24, and the cabin heat exchange branch, and the third solenoid valve 15 and the fifth throttle valve 26 are opened. Among them, the fourth heat exchanger 23 can be an out-of-vehicle condenser, and the fifth heat exchanger 24 can be an evaporator, which is not specifically limited and will not be repeated hereinafter.

[0193] It can be understood that by opening the third solenoid valve 15 and the fifth throttle valve 26, the thermal management system 1 is in the single passenger compartment cooling working condition.

[0194] In one embodiment, the refrigerant subsystem further includes a controller, a third solenoid valve 15, a fourth heat exchanger 23, and a sixth throttle valve 27. The controller is used to control the connection between the compressor 2, the fourth heat exchanger 23, the second heat exchanger 7, and the coolant subsystem 4, and the third solenoid valve 15 and the sixth throttle valve 27 are opened.

[0195] It can be understood that by opening the third solenoid valve 15 and the sixth throttle valve 27, the thermal management system 1 is in the single electric powertrain cooling working condition.

[0196] In one embodiment, the refrigerant subsystem further includes a controller, a battery heat exchange branch, a first solenoid valve 14, a large-diameter ball valve 20, a two-way electronic expansion valve 19, and a fifth solenoid valve 16. The controller is used to control the connection among the compressor 2, the first heat exchanger 6, and the battery heat exchange branch, and the first solenoid valve 14, the fifth solenoid valve 16, the large-diameter ball valve 20, and the two-way electronic expansion valve 19 are opened.

[0197] It can be understood that by opening the first solenoid valve 14, the fifth solenoid valve 16, the large-diameter ball valve 20, and the two-way electronic expansion valve 19, the thermal management system 1 is in the single-cell heating condition, and the refrigerant only passes through the first heat exchanger 6.

[0198] In one embodiment, the refrigerant subsystem further includes a controller, a battery heat exchange branch, a first solenoid valve 14, a large-diameter ball valve 20, a two-way electronic expansion valve 19, and a sixth throttle valve 27. The controller is used to control the connection among the compressor 2, the first heat exchanger 6, the second heat exchanger 7, and the battery heat exchange branch, and the first solenoid valve 14, the large-diameter ball valve 20, the two-way electronic expansion valve 19, and the sixth throttle valve 27 are opened.

[0199] It can be understood that by opening the first solenoid valve 14, the large-diameter ball valve 20, the two-way electronic expansion valve 19, and the sixth throttle valve 27, the thermal management system 1 is in the single-cell heating condition, and the refrigerant passes through the first heat exchanger 6 and the second heat exchanger 7.

[0200] In one embodiment, the refrigerant subsystem further includes a controller, a third heat exchanger 8, a seventh throttle valve 28, a first heat exchanger 6, and a fifth solenoid valve 16. The controller is used to control the connection among the compressor 2, the third heat exchanger 8, the first heat exchanger 6, and the cockpit heat exchange branch, and the seventh throttle valve 28 and the fifth solenoid valve 16 are opened.

[0201] It can be understood that by opening the seventh throttle valve 28 and the fifth solenoid valve 16, the thermal management system 1 is in the single-occupant cabin heating condition, and the refrigerant only passes through the first heat exchanger 6.

[0202] In one embodiment, it further includes a controller, a third heat exchanger 8, a seventh throttle valve 28, a first heat exchanger 6, and a sixth throttle valve 27. The controller is used to control the connection among the compressor 2, the third heat exchanger 8, the first heat exchanger 6, the second heat exchanger 7, and the cockpit heat exchange branch, and the seventh throttle valve 28 and the sixth throttle valve 27 are opened.

[0203] It can be understood that by opening the seventh throttle valve 28 and the sixth throttle valve 27, the thermal management system 1 is in the single-occupant cabin heating condition, and the refrigerant passes through the first heat exchanger 6 and the second heat exchanger 7.

[0204] In one embodiment, the refrigerant subsystem further includes a controller, a cabin heat exchange branch, a third heat exchanger 8, a fifth heat exchanger 24, a seventh throttle valve 28, a fifth solenoid valve 16, a sixth throttle valve 27, and a fifth throttle valve 26. The controller is configured to control the communication between the compressor 2, the third heat exchanger 8, the first heat exchanger 6, the second heat exchanger 7, and the cabin heat exchange branch. The controller is further configured to control the communication between the compressor 2, the third heat exchanger 8, the fifth heat exchanger 24, and the cabin heat exchange branch. The seventh throttle valve 28, the sixth throttle valve 27, the fifth solenoid valve 16, and the fifth throttle valve 26 are opened.

[0205] It can be understood that by opening the seventh throttle valve 28, the sixth throttle valve 27, the fifth solenoid valve 16, and the fifth throttle valve 26, the thermal management system 1 is in the condition of heating and dehumidifying the occupant cabin.

[0206] In one embodiment, the refrigerant subsystem further includes a controller, a cabin heat exchange branch, a fourth heat exchanger 23, a fifth heat exchanger 24, a third solenoid valve 15, a fifth throttle valve 26, and a sixth throttle valve 27. The controller is configured to control the communication between the compressor 2, the fourth heat exchanger 23, the cabin heat exchange branch, and the second heat exchanger 7. The controller is further configured to control the communication between the compressor 2, the fourth heat exchanger 23, the fifth heat exchanger 24, and the cabin heat exchange branch. The third solenoid valve 15, the fifth throttle valve 26, and the sixth throttle valve 27 are opened.

[0207] It can be understood that by opening the third solenoid valve 15, the fifth throttle valve 26, and the sixth throttle valve 27, the thermal management system 1 is in the condition of cooling both the occupant cabin and the electric powertrain.

[0208] In one embodiment, the refrigerant subsystem further includes a controller, a cabin heat exchange branch, a third heat exchanger 8, a fourth heat exchanger 23, a fifth heat exchanger 24, a third solenoid valve 15, a fifth throttle valve 26, a sixth throttle valve 27, and a seventh throttle valve 28. The controller is configured to control the communication between the compressor 2, the fourth heat exchanger 23, the coolant subsystem 4, and the second heat exchanger 7. The controller is further configured to control the communication between the compressor 2, the third heat exchanger 8, the first heat exchanger 6, and the cabin heat exchange branch. The third solenoid valve 15, the fifth throttle valve 26, the sixth throttle valve 27, and the seventh throttle valve 28 are opened.

[0209] It can be understood that by opening the third solenoid valve 15, the fifth throttle valve 26, the sixth throttle valve 27, and the seventh throttle valve 28, the thermal management system 1 is in the working condition of heating the passenger compartment and cooling the electric powertrain.

[0210] In one embodiment, the thermal management system 1 further includes a controller, a battery heat exchange branch, a third heat exchanger 8, a fourth heat exchanger 23, a second solenoid valve 17, a third solenoid valve 15, a two-way electronic expansion valve 19, a large-diameter ball valve 20, and a sixth throttle valve 27. The controller is configured to control the connection between the compressor 2, the fourth heat exchanger 23, and the battery heat exchange branch when the charging ambient temperature is greater than a first value and the driving ambient temperature is greater than a second value. The controller is further configured to control the connection between the compressor 2, the second heat exchanger 7, the fourth heat exchanger 23, and the coolant subsystem 4. The second solenoid valve 17, the third solenoid valve 15, the large-diameter ball valve 20, the two-way electronic expansion valve 19, and the sixth throttle valve 27 are opened.

[0211] It can be understood that when the charging ambient temperature is greater than a first value and the driving ambient temperature is greater than a second value, by opening the second solenoid valve 17, the third solenoid valve 15, the large-diameter ball valve 20, the two-way electronic expansion valve 19, and the sixth throttle valve 27, the thermal management system 1 is in the working condition of cooling the battery and cooling the electric powertrain.

[0212] In one embodiment, the thermal management system 1 further includes a controller, a battery heat exchange branch, a cockpit heat exchange branch, a fifth heat exchanger 24, a fourth heat exchanger 23, a second solenoid valve 17, a third solenoid valve 15, a two-way electronic expansion valve 19, a large-diameter ball valve 20, and a fifth throttle valve 26. The controller is configured to control the connection between the compressor 2, the fourth heat exchanger 23, and the battery heat exchange branch when the charging ambient temperature is greater than a first value and the driving ambient temperature is greater than a second value. The controller is further configured to control the connection between the compressor 2, the fifth heat exchanger 24, the fourth heat exchanger 23, and the cockpit heat exchange branch. The second solenoid valve 17, the third solenoid valve 15, the large-diameter ball valve 20, the two-way electronic expansion valve 19, and the fifth throttle valve 26 are opened.

[0213] It can be understood that when the charging ambient temperature is greater than a first value and the driving ambient temperature is greater than a second value, by opening the second solenoid valve 17, the third solenoid valve 15, the large-diameter ball valve 20, the two-way electronic expansion valve 19, and the fifth throttle valve 26, the thermal management system 1 is in the working condition of cooling the battery and cooling the passenger compartment.

[0214] In one embodiment, a sixth throttle valve 27 is further included, and the controller is further configured to control the communication among the compressor 2, the fourth heat exchanger 23, the second heat exchanger 7, and the coolant subsystem 4, and open the sixth throttle valve 27.

[0215] It can be understood that when the charging ambient temperature is greater than the first value and the driving ambient temperature is greater than the second value, the second solenoid valve 17, the third solenoid valve 15, the large-diameter ball valve 20, the two-way electronic expansion valve 19, the fifth throttle valve 26, and the sixth throttle valve 27 are opened, so that the thermal management system 1 is in the working conditions of battery cooling, occupant compartment cooling, and electric powertrain cooling.

[0216] In one embodiment, the thermal management system 1 further includes a controller, a battery heat exchange branch, a cockpit heat exchange branch, a third heat exchanger 8, a fourth heat exchanger 23, a second solenoid valve 17, a third solenoid valve 15, a two-way electronic expansion valve 19, a large-diameter ball valve 20, and a seventh throttle valve 28. The controller is configured to control the communication among the compressor 2, the fourth heat exchanger 23, and the battery heat exchange branch when the charging ambient temperature is greater than the first value and the driving ambient temperature is greater than the second value. The controller is further configured to control the communication among the compressor 2, the first heat exchanger 6, the third heat exchanger 8, and the cockpit heat exchange branch, and open the second solenoid valve 17, the third solenoid valve 15, the large-diameter ball valve 20, the two-way electronic expansion valve 19, and the seventh throttle valve 28.

[0217] It can be understood that when the charging ambient temperature is greater than the first value and the driving ambient temperature is greater than the second value, the second solenoid valve 17, the third solenoid valve 15, the large-diameter ball valve 20, the two-way electronic expansion valve 19, and the seventh throttle valve 28 are opened, so that the thermal management system 1 is in the working conditions of battery cooling and occupant compartment heating.

[0218] In one embodiment, a sixth throttle valve 27 is further included, and the controller is further configured to control the communication among the compressor 2, the fourth heat exchanger 23, the second heat exchanger 7, and the coolant subsystem 4, and open the sixth throttle valve 27.

[0219] It can be understood that the thermal management system 1 is in the working conditions of battery cooling, electric powertrain cooling, and occupant compartment heating.

[0220] In one embodiment, a fifth throttle valve 26 is further included, and the controller is further configured to control the communication among the compressor 2, the third heat exchanger 8, the first heat exchanger 6, and the cockpit heat exchange branch, and open the fifth throttle valve 26.

[0221] It can be understood that the thermal management system 1 is in the working conditions of battery cooling, electric powertrain cooling, and occupant compartment heating and dehumidifying.

[0222] In one embodiment, when the charging loop temperature is less than or equal to the first value and the driving loop temperature is greater than the second value, the thermal management system 1 further includes a controller, a battery heat exchange branch, a third heat exchanger 8, a fourth heat exchanger 23, a second solenoid valve 17, a third solenoid valve 15, a fourth solenoid valve 18, a two-way electronic expansion valve 19, a large-diameter ball valve 20, and a sixth throttle valve 27. The controller is used to control the connection between the compressor 2, the first heat exchanger 6, the third heat exchanger 8, and the battery heat exchange branch. The controller is also used to control the connection between the compressor 2, the second heat exchanger 7, the fourth heat exchanger 23, and the coolant subsystem 4. The second solenoid valve 17, the third solenoid valve 15, the fourth solenoid valve 18, the large-diameter ball valve 20, the two-way electronic expansion valve 19, and the sixth throttle valve 27 are opened.

[0223] It can be understood that when the charging loop temperature is less than or equal to the first value and the driving loop temperature is greater than the second value, by opening the second solenoid valve 17, the third solenoid valve 15, the fourth solenoid valve 18, the large-diameter ball valve 20, the two-way electronic expansion valve 19, and the sixth throttle valve 27, the thermal management system 1 is in the working condition of battery cooling and electric powertrain cooling.

[0224] In one embodiment, the thermal management system 1 further includes a controller, a battery heat exchange branch, a cockpit heat exchange branch, a fifth heat exchanger 24, a third heat exchanger 8, a fourth heat exchanger 23, a second solenoid valve 17, a third solenoid valve 15, a two-way electronic expansion valve 19, a large-diameter ball valve 20, and a fifth throttle valve 26. The controller is used to control the connection between the compressor 2, the first heat exchanger 6, the fourth heat exchanger 23, and the battery heat exchange branch when the charging loop temperature is less than or equal to the first value and the driving loop temperature is less than or equal to the second value. The controller is also used to control the connection between the compressor 2, the fifth heat exchanger 24, the fourth heat exchanger 23, and the cockpit heat exchange branch. The second solenoid valve 17, the third solenoid valve 15, the large-diameter ball valve 20, the two-way electronic expansion valve 19, and the fifth throttle valve 26 are opened.

[0225] It can be understood that when the charging loop temperature is less than or equal to the first value and the driving loop temperature is greater than the second value, by opening the second solenoid valve 17, the third solenoid valve 15, the large-diameter ball valve 20, the two-way electronic expansion valve 19, and the fifth throttle valve 26, the thermal management system 1 is in the working condition of battery cooling and occupant compartment cooling.

[0226] In one embodiment, a sixth throttle valve 27 is further included, and the controller is further configured to control the communication among the compressor 2, the fourth heat exchanger 23, the second heat exchanger 7, and the coolant subsystem 4, and open the sixth throttle valve 27.

[0227] It can be understood that when the charging ambient temperature is less than or equal to the first value and the driving ambient temperature is greater than the second value, by opening the second solenoid valve 17, the third solenoid valve 15, the large-diameter ball valve 20, the two-way electronic expansion valve 19, the fifth throttle valve 26, and the sixth throttle valve, the thermal management system 1 is in the working conditions of battery cooling, electric powertrain cooling, and occupant compartment cooling.

[0228] In one embodiment, the thermal management system 1 further includes a controller, a battery heat exchange branch, a cabin heat exchange branch, a third heat exchanger 8, a fourth heat exchanger 23, a second solenoid valve 17, a third solenoid valve 15, a two-way electronic expansion valve 19, a large-diameter ball valve 20, and a seventh throttle valve 28. When the charging ambient temperature is less than or equal to the first value and the driving ambient temperature is less than or equal to the second value, the controller is configured to control the communication among the compressor 2, the fourth heat exchanger 23, and the battery heat exchange branch, and the controller is further configured to control the communication among the compressor 2, the first heat exchanger 6, the third heat exchanger 8, and the cabin heat exchange branch, and open the second solenoid valve 17, the third solenoid valve 15, the large-diameter ball valve 20, the two-way electronic expansion valve 19, and the seventh throttle valve 28.

[0229] It can be understood that when the charging ambient temperature is less than or equal to the first value and the driving ambient temperature is greater than the second value, by opening the second solenoid valve 17, the third solenoid valve 15, the large-diameter ball valve 20, the two-way electronic expansion valve 19, and the seventh throttle valve 28, the thermal management system 1 is in the working conditions of battery cooling and occupant compartment heating.

[0230] In one embodiment, a sixth throttle valve 27 is further included, and the controller is further configured to control the communication among the compressor 2, the fourth heat exchanger 23, the second heat exchanger 7, and the coolant subsystem 4, and open the sixth throttle valve 27.

[0231] It can be understood that by opening the second solenoid valve 17, the third solenoid valve 15, the large-diameter ball valve 20, the two-way electronic expansion valve 19, and the seventh throttle valve 28, the thermal management system 1 is in the working conditions of battery cooling, electric powertrain cooling, and occupant compartment heating.

[0232] In one embodiment, a fifth throttle valve 26 and a fifth heat exchanger 24 are further included, and the controller is further configured to control the communication among the compressor 2, the fourth heat exchanger 23, the fifth heat exchanger 24, and the cabin heat exchange branch, and open the fifth throttle valve 26.

[0233] It can be understood that by opening the second solenoid valve 17, the third solenoid valve 15, the large-diameter ball valve 20, the two-way electronic expansion valve 19, the seventh throttle valve 28, and the fifth throttle valve 26, the thermal management system 1 is in the working conditions of battery cooling, electric powertrain cooling, and occupant compartment heating and dehumidification.

[0234] In one embodiment, it further includes a controller, a battery heat exchange branch, a fourth heat exchanger 23, a first solenoid valve 14, a third solenoid valve 15, a fifth solenoid valve 16, a two-way electronic expansion valve 19, a large-diameter ball valve 20, and a sixth throttle valve 27. The controller is used to control the connection between the compressor 2, the fourth heat exchanger 23, the second heat exchanger 7, and the coolant subsystem 4. The controller is also used to control the connection between the compressor 2, the first heat exchanger 6, and the battery heat exchange branch. The first solenoid valve 14, the third solenoid valve 15, the fifth solenoid valve 16, the two-way electronic expansion valve 19, the large-diameter ball valve 20, and the sixth throttle valve 27 are opened.

[0235] It can be understood that by opening the first solenoid valve 14, the third solenoid valve 15, the fifth solenoid valve 16, the two-way electronic expansion valve 19, the large-diameter ball valve 20, and the sixth throttle valve 27, the thermal management system 1 is in the working conditions of battery heating and electric powertrain cooling.

[0236] In one embodiment, it further includes a cabin heat exchange branch, a fifth throttle valve 26, and a fifth heat exchanger 24. The controller is also used to control the connection between the compressor 2, the fourth heat exchanger 23, the fifth heat exchanger 24, and the cabin heat exchange branch. The fifth throttle valve 26 is opened.

[0237] It can be understood that by opening the first solenoid valve 14, the third solenoid valve 15, the fifth solenoid valve 16, the two-way electronic expansion valve 19, the large-diameter ball valve 20, the sixth throttle valve 27, and the fifth throttle valve 26, the thermal management system 1 is in the working conditions of battery heating, occupant compartment cooling, and electric powertrain cooling.

[0238] In one embodiment, the refrigerant subsystem further includes a controller, a battery heat exchange branch, a cabin heat exchange branch, a third heat exchanger 8, a fourth heat exchanger 23, a first solenoid valve 14, a fifth solenoid valve 16, a two-way electronic expansion valve 19, a large-diameter ball valve 20, and a seventh throttle valve 28. The controller is configured to control the communication between the compressor 2, the first heat exchanger 6, the third heat exchanger 8, and the cabin heat exchange branch, and the controller is further configured to control the communication between the compressor 2, the first heat exchanger 6, and the battery heat exchange branch. The first solenoid valve 14, the fifth solenoid valve 16, the two-way electronic expansion valve 19, the large-diameter ball valve 20, and the seventh throttle valve 28 are opened.

[0239] It can be understood that by opening the first solenoid valve 14, the fifth solenoid valve 16, the two-way electronic expansion valve 19, the large-diameter ball valve 20, and the seventh throttle valve 28, the thermal management system 1 is in the working condition of battery heating and occupant compartment heating.

[0240] In one embodiment, a sixth throttle valve 27 is further included. The controller is further configured to control the communication between the compressor 2, the fourth heat exchanger 23, the second heat exchanger 7, and the coolant subsystem 4, and the sixth throttle valve 27 is opened.

[0241] It can be understood that by opening the first solenoid valve 14, the fifth solenoid valve 16, the two-way electronic expansion valve 19, the large-diameter ball valve 20, the sixth throttle valve, and the seventh throttle valve 28, the thermal management system 1 is in the working conditions of battery heating, occupant compartment heating, and electric powertrain cooling.

[0242] In one embodiment, a fifth throttle valve 26 and a fifth heat exchanger 24 are further included. The controller is further configured to control the communication between the compressor 2, the fourth heat exchanger 23, the fifth heat exchanger 24, and the cabin heat exchange branch, and the fifth throttle valve 26 is opened.

[0243] It can be understood that by opening the first solenoid valve 14, the fifth solenoid valve 16, the two-way electronic expansion valve 19, the large-diameter ball valve 20, the fifth throttle valve, the sixth throttle valve, and the seventh throttle valve 28, the thermal management system 1 is in the working conditions of battery heating, occupant compartment heating and dehumidification, and electric powertrain cooling.

[0244] In one embodiment, the refrigerant subsystem further includes a controller, a battery heat exchange branch, a cabin heat exchange branch, a fourth heat exchanger 23, a first solenoid valve 14, a third solenoid valve 15, a two-way electronic expansion valve 19, a large-diameter ball valve 20, and a fifth throttle valve 26. The controller is configured to control the connection between the compressor 2, the fourth heat exchanger 23, the fifth heat exchanger 24, and the cabin heat exchange branch. The controller is also configured to control the connection between the compressor 2, the first heat exchanger 6, the fifth heat exchanger 24, and the battery heat exchange branch. The first solenoid valve 14, the third solenoid valve 15, the two-way electronic expansion valve 19, the large-diameter ball valve 20, and the fifth throttle valve 26 are opened.

[0245] It can be understood that by opening the first solenoid valve 14, the third solenoid valve 15, the two-way electronic expansion valve 19, the large-diameter ball valve 20, and the fifth throttle valve 26, the heat management system 1 is in the working condition of heating the battery and cooling the passenger compartment.

[0246] In some embodiments, under the working condition of a high-temperature environment, such as in the racing mode, the electric powertrain is preferentially cooled.

[0247] Among them, the applicable scenario is a high-temperature environment where the electric powertrain system generates significant heat.

[0248] It can be understood that the control logic is: preferentially cool the electric powertrain, and its cooling priority is electric powertrain > passenger compartment > battery.

[0249] It can be understood that if the temperature difference between the electric control water temperatures is greater than the third preset value, the opening degree of the sixth throttle valve 27 is preferentially adjusted, and the air conditioner does not respond to the demands of the passenger compartment and the battery; when there is sufficient margin, the cooling of the passenger compartment and the battery is responded to in sequence.

[0250] It should be noted that the opening degrees of the respective throttle valves are dynamically adjusted by a proportional-integral-derivative controller to ensure that the superheat is within the target range.

[0251] In some embodiments, under the working condition of a high-temperature environment, such as in the boost charging mode, the electric powertrain is preferentially cooled.

[0252] Among them, the applicable scenario is high-power charging in a high-temperature environment.

[0253] It can be understood that the control logic is similar to the racing mode, preferentially ensuring the cooling of the electric powertrain, and responding to other demands when there is a margin of cooling capacity. Through the coordinated control of the solenoid valves and throttle valves, the cooling capacity distribution is optimized.

[0254] It can be understood that if the temperature difference between the electric control water temperatures is greater than the third preset value, the opening degree of the sixth throttle valve 27 is preferentially adjusted, and the air conditioner does not respond to the demands of the passenger compartment and the battery; when there is sufficient margin, the cooling of the passenger compartment and the battery is responded to in sequence.

[0255] In some embodiments, under the working conditions of a high-temperature environment, for example, when in the dual heat exchanger mode.

[0256] Among them, the applicable scenario is when the battery and the passenger compartment need to be heated in a high-temperature environment.

[0257] It can be understood that the control logic is to enable the dual heat exchangers, namely the first heat exchanger 6 and the second heat exchanger 7, to absorb the heat of the electric powertrain system simultaneously, improve the heating efficiency, and dynamically adjust the refrigerant flow pipeline and valve opening according to the needs of the battery and the passenger compartment.

[0258] In some embodiments, during charging or driving, the ambient temperature is greater than the fourth preset value.

[0259] Among them, the applicable scenario is when the ambient temperature is higher than the fourth preset value, and the cooling or heating requirements of the battery, electric powertrain, and passenger compartment need to be processed simultaneously.

[0260] It can be understood that the control logic is that the air-conditioning system gives priority to responding to the cooling requirements of the battery and the electric powertrain, controls the refrigerant flow through multi-branch coordination, and the requirements of the passenger compartment are dynamically adjusted according to the margin. Some working conditions support simultaneous heating and dehumidification.

[0261] In some embodiments, under the working conditions in a low-temperature environment, that is, the charging ambient temperature is less than or equal to the fifth preset value, and the driving ambient temperature is less than or equal to the sixth preset value.

[0262] Among them, when in the dual heat exchanger mode, the battery and the passenger compartment need to be heated in a low-temperature environment.

[0263] It can be understood that the control logic is to use the heat pump system to absorb heat from the waste heat of the electric powertrain, improve the heating rate through the dual heat exchangers, optimize the refrigerant pipeline, and ensure the balance between the cooling and heating requirements of the electric powertrain.

[0264] In some embodiments, under the working conditions in a low-temperature environment, that is, the charging ambient temperature is less than or equal to the fifth preset value, and the driving ambient temperature is less than or equal to the sixth preset value.

[0265] Among them, when the cooling of the battery and the heating of the passenger compartment need to be processed simultaneously, the air-conditioning system dissipates heat through the cooperation of the third heat exchanger and the fourth heat exchanger, giving priority to ensuring the comfort of the passenger compartment. The cooling requirement of the battery is achieved by adjusting the valve, and the cooling capacity is dynamically distributed to the electric powertrain system at the same time.

[0266] In some embodiments, in the charging scenario, the thermal management system is in the boost charging mode.

[0267] Among them, when applicable to high-power charging, the heat generation of the electric powertrain system increases sharply, and the system gives priority to cooling the electric powertrain to shorten the charging time.

[0268] It is understandable that the refrigerant flows preferentially through the electric assembly cooling circuit, and the third solenoid valve 15 and the sixth throttle valve 27 dominate the cooling capacity distribution.

[0269] In some embodiments, in a charging scenario, the thermal management system is in a direct connection and direct charging mode.

[0270] Among them, it is suitable for ordinary charging scenarios, and the heat dissipation requirements of the electric assembly are relatively low.

[0271] Among them, the cooling priority is: passenger compartment > electric assembly > battery, and the cooling distribution focuses more on comfort.

[0272] It is understandable that during high-temperature charging, the battery cooling demand is collaboratively controlled through multi-branch cold plates, and the refrigerant flow is dynamically adjusted according to the pressure / superheat.

[0273] In some embodiments, in a driving scenario, the thermal management system is in normal driving mode.

[0274] Among them, the heat dissipation requirements of the electric assembly during normal driving are relatively low.

[0275] It is understandable that the cooling priority is: passenger compartment > electric assembly > battery, and the air conditioning system is dominated by comfort.

[0276] In some embodiments, in a driving scenario, the thermal management system is in racing mode.

[0277] Among them, when driving at high speed or intensely, the heat generated by the electric assembly system increases dramatically.

[0278] It is understandable that the control logic is: the full power of the cooling capacity is invested in cooling the electric assembly, and other demand responses are suspended when the surplus is insufficient.

[0279] It should be noted that when the ambient driving temperature is greater than the seventh preset value, that is, when driving at high temperatures, the air-conditioning system uses multi-branch coordinated control to give priority to the cooling of the electric assembly and battery, while taking into account the needs of the passenger compartment.

[0280] In some embodiments, the thermal management system may be in a single-function mode.

[0281] Among them, the refrigerant pipeline is simpler, specific needs can be met through a single branch, and the valve control strategy is more direct.

[0282] In some embodiments, the thermal management system may be in a mixed demand mode.

[0283] Among them, the thermal management system needs to heat the battery, heat the passenger compartment and cool the electric assembly.

[0284] It is understandable that in the multi-branch collaborative operation, the refrigerant flow pipeline is complex, and it is necessary to dynamically balance the heating and cooling requirements. Through the fine adjustment of the solenoid valve and the throttle valve, the system energy efficiency is maximized.

[0285] The thermal management system 1 provided by this application can perform priority control dynamically. According to different scenarios, such as different scenarios of high temperature or low temperature, charging or driving, it dynamically adjusts the cooling / heating priority, enables multi-branch collaboration, and improves the flexibility and energy efficiency of the thermal management system through a double heat exchanger.

[0286] In one embodiment, when the charging ambient temperature is greater than the first preset temperature and the driving ambient temperature is greater than the second preset temperature, the thermal management system 1 is in the working condition of cooling both the electric powertrain and the battery.

[0287] Among them, the electric powertrain in this application belongs to a part of the coolant subsystem.

[0288] It is understandable that the second solenoid valve 17, the third solenoid valve 15, the large-diameter ball valve 20, and the two-way electronic expansion valve 19 are opened, so that the thermal management system 1 is in the working condition of cooling both the electric powertrain and the battery.

[0289] It should be noted that the control strategy is dynamically adjusted based on parameters such as temperature difference, pressure, and compressor speed. After running at the initial opening for a certain period of time, it is combined with the proportional-integral-derivative controller for feedback adjustment to avoid overcooling or overheating.

[0290] According to the second aspect of the present disclosure, a vehicle is provided. The vehicle includes the thermal management system 1 of any one of the above embodiments, and the vehicle has all the beneficial effects of the thermal management system 1 of any one of the embodiments. The present disclosure will not elaborate herein.

[0291] The vehicle can be a fuel vehicle, a plug-in hybrid vehicle, a new energy vehicle, etc. The present disclosure does not make specific limitations in this regard.

[0292] In the description of this application, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more features. In the description of this application, "a plurality" means two or more, unless otherwise specifically defined.

[0293] In the above embodiments, the descriptions of each embodiment have their own emphases. For the parts not detailed in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0294] Among the embodiments, implementation manners and related technical features of this application, they can be combined and replaced with each other without conflict.

[0295] The above are only the preferred embodiments of the present application, and do not impose any formal restrictions on the present application. However, any simple modifications, equivalent changes, and decorations made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application still fall within the scope of the technical solution of the present application.

Claims

1. A thermal management system, characterized in that, Comprising: A refrigerant subsystem; A coolant subsystem; A first heat exchanger and a second heat exchanger, both disposed in the refrigerant subsystem and the coolant subsystem.

2. The thermal management system according to claim 1, wherein, The refrigerant subsystem further includes a fourth heat exchanger and a compressor. The input port of the fourth heat exchanger is connected to the exhaust port of the compressor. The output port of the fourth heat exchanger is connected to the first end of the second heat exchanger. The second end of the second heat exchanger is connected to the intake port of the compressor.

3. The thermal management system according to claim 2, wherein The refrigerant subsystem further includes a fourth check valve and a sixth throttle valve. The input port of the fourth check valve is connected to the output port of the condenser outside the vehicle. The output port of the fourth check valve is connected to the first end of the sixth throttle valve. The second end of the sixth throttle valve is connected to the first end of the second heat exchanger.

4. The thermal management system according to any one of claims 1 to 3, characterized in that, The refrigerant subsystem further includes a compressor and a first heat exchange branch. The output port of the compressor is connected to the first end of the first heat exchanger. The second end of the first heat exchanger is connected to the first end of the first heat exchange branch.

5. The thermal management system according to claim 4, wherein, The refrigerant subsystem further includes a third heat exchanger. The input port of the third heat exchanger is connected to the exhaust port of the compressor. The output port of the third heat exchanger is connected to the first end of the first heat exchanger.

6. The thermal management system according to claim 4, characterized in that, The refrigerant subsystem further includes a seventh throttle valve, a third check valve, and a first check valve. The first end of the seventh throttle valve is connected to the output port of the third heat exchanger. The second end of the seventh throttle valve is connected to the first end of the first heat exchanger. The second end of the first heat exchanger is connected to the input port of the third check valve. The output port of the third check valve is connected to the first end of the first heat exchange branch. The second end of the first heat exchange branch is connected to the first end of the second solenoid valve. The second end of the second solenoid valve is connected to the input port of the first check valve.

7. The thermal management system according to any one of claims 1 to 5, characterized in that, The refrigerant subsystem further includes a compressor, a first heat exchange branch, a second solenoid valve, a third solenoid valve, and a fourth heat exchanger. The exhaust port of the compressor is connected to the second end of the first heat exchange branch. The first end of the second solenoid valve is connected to the second end of the first heat exchange branch. The second end of the second solenoid valve is connected to the intake port of the compressor. The first end of the third solenoid valve is connected to the exhaust port of the compressor. The second end of the third solenoid valve is connected to the fourth heat exchanger. The first end of the first heat exchange branch is connected to the first end of the first heat exchanger. The second end of the first heat exchanger is connected to the intake port of the compressor; or, the first end of the first heat exchange branch is connected to the first end of the second heat exchanger. The second end of the second heat exchanger is connected to the intake port of the compressor.

8. The thermal management system according to any one of claims 1 to 5, characterized in that The refrigerant subsystem further includes a compressor, a second heat exchange branch, a second solenoid valve, a third solenoid valve, and a fourth heat exchanger. The exhaust port of the compressor is connected to the second end of the second heat exchange branch. The first end of the second solenoid valve is connected to the second end of the second heat exchange branch. The second end of the second solenoid valve is connected to the intake port of the compressor. The first end of the second heat exchange branch is connected to the first end of the first heat exchanger. The second end of the first heat exchanger is connected to the first end of the second heat exchanger. The second end of the second heat exchanger is connected to the intake port of the compressor.

9. The thermal management system according to any one of claims 1 to 8, characterized in that, The refrigerant subsystem further includes a compressor and a second heat exchange branch. The exhaust port of the compressor is connected to the first end of the second heat exchange branch. The second end of the second heat exchange branch is connected to the first end of the first heat exchanger. The second end of the first heat exchanger is connected to the intake port of the compressor; or the second end of the second heat exchange branch is connected to the first end of the second heat exchanger, and the second end of the second heat exchanger is connected to the intake port of the compressor.

10. The thermal management system according to any one of claims 1 to 9, characterized in that, The refrigerant subsystem further includes a fourth heat exchanger, a compressor, and a first heat exchange branch. The input port of the fourth heat exchanger is connected to the exhaust port of the compressor. The output port of the fourth heat exchanger is connected to the first end of the first heat exchange branch. The second end of the first heat exchange branch is connected to the intake port of the compressor.

11. The thermal management system according to claim 10, wherein The refrigerant subsystem further includes a third solenoid valve, a fourth check valve, a third check valve, a second solenoid valve, and a first check valve. The first end of the third solenoid valve is connected to the exhaust port of the compressor. The second end of the third solenoid valve is connected to the input port of the fourth heat exchanger. The output port of the fourth heat exchanger is connected to the input port of the fourth check valve. The output port of the fourth check valve is connected to the input port of the third check valve. The output port of the third check valve is connected to the first end of the first heat exchange branch. The second end of the first heat exchange branch is connected to the first end of the second solenoid valve. The second end of the second solenoid valve is connected to the input port of the first check valve. The output port of the first check valve is connected to the intake port of the compressor.

12. The thermal management system according to any one of claims 1 to 11, characterized in that, The refrigerant subsystem further includes a fourth heat exchanger and a fifth heat exchanger. The input port of the fourth heat exchanger is connected to the exhaust port of the compressor. The output port of the fourth heat exchanger is connected to the input port of the evaporator. The output port of the evaporator is connected to the intake port of the compressor.

13. The thermal management system according to claim 12, characterized in that, The refrigerant subsystem further includes a fifth solenoid valve, a third solenoid valve, a fourth check valve, a fifth throttle valve, and a sixth throttle valve. The second end of the first heat exchanger is connected to the first end of the fifth solenoid valve. The second end of the fifth solenoid valve is connected to the intake port of the compressor. The fifth solenoid valve is arranged in parallel with the fifth heat exchanger. The first end of the third solenoid valve is connected to the exhaust port of the compressor. The second end of the third solenoid valve is connected to the input port of the fourth heat exchanger. The output port of the fourth heat exchanger is connected to the input port of the fourth check valve. The output port of the fourth check valve is connected to the first end of the fifth throttle valve. The second end of the fifth throttle valve is connected to the input port of the fifth heat exchanger. The second end of the first heat exchanger is connected to the first end of the sixth throttle valve. The second end of the sixth throttle valve is connected to the first end of the second heat exchanger.

14. The thermal management system according to any one of claims 1 to 13, characterized in that, The coolant subsystem includes an electric assembly, a water pump, and a radiator.

15. The thermal management system according to claim 14, wherein The first end of the electric assembly is connected to the first end of the water pump. The second end of the water pump is connected to the first end of the radiator. The second end of the radiator is connected to the first end of the second heat exchanger. The second end of the second heat exchanger is connected to the electric assembly.

16. The thermal management system according to claim 14, characterized in that, When the temperature at the output port of the electric assembly is greater than the ambient temperature at the radiator, the electric assembly, the water pump, the radiator, and the second heat exchanger are in communication.

17. The thermal management system according to any one of claims 1 to 13, characterized in that, The coolant subsystem further includes an electric assembly and a water pump.

18. The thermal management system according to claim 17, wherein The first end of the electric assembly is connected to the first end of the water pump. The second end of the water pump is connected to the first end of the second heat exchanger. The second end of the second heat exchanger is connected to the second end of the electric assembly; or, the second end of the water pump is connected to the second end of the first heat exchanger. The first end of the first heat exchanger is connected to the second end of the electric assembly.

19. The thermal management system according to claim 18, characterized in that, When the temperature at the output port of the electric assembly is less than or equal to the ambient temperature at the radiator, the electric assembly, the water pump, and the second heat exchanger are in communication.

20. The thermal management system according to claim 14, characterized in that, The first end of the electric assembly is connected to the first end of the water pump. The second end of the water pump is connected to the second end of the first heat exchanger. The first end of the first heat exchanger is connected to the first end of the radiator. The second end of the radiator is connected to the first end of the second heat exchanger. The second end of the second heat exchanger is connected to the second end of the electric assembly.

21. The thermal management system according to claim 14, characterized in that, When the temperature at the output port of the electric assembly is less than or equal to the ambient temperature at the radiator, the electric assembly, the water pump, the first heat exchanger, the radiator, and the second heat exchanger are in communication.

22. The thermal management system according to any one of claims 14 to 21, characterized in that, The coolant subsystem further includes a valve assembly. The valve assembly includes a first interface, a second interface, a third interface, and a fourth interface. The first interface is connected to the second end of the water pump. The second interface is connected to the first end of the first heat exchanger. The third interface is connected to the first end of the radiator. The fourth interface is connected to the first end of the second heat exchanger.

23. The thermal management system according to claim 1, wherein It further includes a controller and a first heat exchange branch. The controller is configured to control the connection among the first heat exchange branch, the first heat exchanger, the second heat exchanger, and the compressor in the first mode, so as to heat the first heat exchange branch.

24. The thermal management system according to claim 23, wherein The first heat exchange branch further includes a cold plate, a two-way electronic expansion valve located at the first end of the cold plate, and a large-diameter ball valve located at the second end of the cold plate; in the first mode, the first solenoid valve is opened, and both the two-way electronic expansion valve and the large-diameter ball valve are opened.

25. The thermal management system according to claim 1, characterized in that, It further includes a controller. The controller is configured to control the connection among the coolant subsystem, the first heat exchanger, and the second heat exchanger in the first mode, so as to cool the coolant subsystem.

26. The thermal management system according to any one of claims 1 to 13, characterized in that The refrigerant subsystem includes a second heat exchange branch and a first heat exchange branch. The first heat exchanger and the second heat exchanger are configured to cool the first heat exchange branch, the second heat exchange branch, and the coolant subsystem in any one of the second mode, the third mode, the fourth mode, and the fifth mode.

27. The thermal management system according to claim 26, wherein It further includes a controller. The controller is configured to control the connection among the coolant subsystem, the second heat exchanger, and the compressor in any one of the second mode, the third mode, the fourth mode, and the fifth mode, so as to cool the coolant subsystem.

28. The thermal management system according to claim 27, wherein, It further includes a third solenoid valve and a sixth throttle valve. In any one of the second mode, the third mode, the fourth mode, and the fifth mode, the third solenoid valve and the sixth throttle valve are opened.

29. The thermal management system according to claim 27, wherein: It further includes a controller. The controller is configured to control the connection among the compressor, the fourth heat exchanger, and the first heat exchange branch in any one of the second mode, the third mode, the fourth mode, and the fifth mode, so as to cool the first heat exchange branch.

30. The thermal management system according to claim 29, wherein It further includes a third solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a second solenoid valve. The third solenoid valve, the two-way electronic expansion valve, the large-diameter ball valve, and the second solenoid valve are all opened.

31. The thermal management system according to claim 27, wherein It further includes a controller and a fifth heat exchanger. The controller is configured to control the connection among the compressor, the fourth heat exchanger, and the fifth heat exchanger in any one of the second mode, the third mode, the fourth mode, and the fifth mode, so as to cool the second heat exchange branch.

32. The thermal management system according to claim 31, characterized in that, It further includes a third solenoid valve and a fifth throttle valve. The third solenoid valve and the fifth throttle valve are opened.

33. The thermal management system according to any one of claims 1 to 32, characterized in that It further includes a controller, a first heat exchange branch, a third solenoid valve, a second solenoid valve, a fourth heat exchanger, a two-way electronic expansion valve, and a large-diameter ball valve. The controller is configured to control the connection among the compressor, the fourth heat exchanger, and the first heat exchange branch. The third solenoid valve and the second solenoid valve are opened.

34. The thermal management system according to any one of claims 1 to 32, characterized in that It further includes a controller, a second heat exchange branch, a third solenoid valve, a fourth heat exchanger, a fifth throttle valve, and an evaporator. The controller is configured to control the connection among the compressor, the fourth heat exchanger, the evaporator, and the second heat exchange branch. The third solenoid valve and the fifth throttle valve are opened.

35. The thermal management system according to any one of claims 1 to 32, characterized in that, It further includes a controller, a third solenoid valve, a fourth heat exchanger, and a sixth throttle valve. The controller is used to control the connection among the compressor, the fourth heat exchanger, the second heat exchanger, and the coolant subsystem, and the third solenoid valve and the sixth throttle valve are opened.

36. The thermal management system according to any one of claims 1 to 32, characterized in that It further includes a controller, a first heat exchange branch, a first solenoid valve, a large-diameter ball valve, a two-way electronic expansion valve, and a fifth solenoid valve. The controller is used to control the connection among the compressor, the first heat exchanger, and the first heat exchange branch, and the first solenoid valve, the fifth solenoid valve, the large-diameter ball valve, and the two-way electronic expansion valve are opened.

37. The thermal management system according to any one of claims 1 to 32, characterized in that, It further includes a controller, a first heat exchange branch, a first solenoid valve, a large-diameter ball valve, a two-way electronic expansion valve, and a sixth throttle valve. The controller is used to control the connection among the compressor, the first heat exchanger, the second heat exchanger, and the first heat exchange branch, and the first solenoid valve, the large-diameter ball valve, the two-way electronic expansion valve, and the sixth throttle valve are opened.

38. The thermal management system according to any one of claims 1 to 32, characterized in that, It further includes a controller, a third heat exchanger, a seventh throttle valve, a first heat exchanger, and a fifth solenoid valve. The controller is used to control the connection among the compressor, the third heat exchanger, the first heat exchanger, and the second heat exchange branch, and the seventh throttle valve and the fifth solenoid valve are opened.

39. The thermal management system according to any one of claims 1 to 32, characterized in that: It further includes a controller, a third heat exchanger, a seventh throttle valve, a first heat exchanger, and a sixth throttle valve. The controller is used to control the connection among the compressor, the third heat exchanger, the first heat exchanger, the second heat exchanger, and the second heat exchange branch, and the seventh throttle valve and the sixth throttle valve are opened.

40. The thermal management system according to any one of claims 1 to 32, characterized in that, It further includes a controller, a second heat exchange branch, a third heat exchanger, an evaporator, a seventh throttle valve, a fifth solenoid valve, a sixth throttle valve, and a fifth throttle valve. The controller is used to control the connection among the compressor, the third heat exchanger, the first heat exchanger, the second heat exchanger, and the second heat exchange branch. The controller is also used to control the connection among the compressor, the third heat exchanger, the evaporator, and the second heat exchange branch. The seventh throttle valve, the sixth throttle valve, the fifth solenoid valve, and the fifth throttle valve are opened.

41. The thermal management system according to any one of claims 1 to 32, characterized in that, It further includes a controller, a second heat exchange branch, a fourth heat exchanger, an evaporator, a third solenoid valve, a fifth throttle valve, and a sixth throttle valve. The controller is used to control the connection among the compressor, the fourth heat exchanger, the second heat exchange branch, and the second heat exchanger. The controller is also used to control the connection among the compressor, the fourth heat exchanger, the evaporator, and the second heat exchange branch. The third solenoid valve, the fifth throttle valve, and the sixth throttle valve are opened.

42. The thermal management system according to any one of claims 1 to 32, characterized in that, It further includes a controller, a second heat exchange branch, a third heat exchanger, a fourth heat exchanger, an evaporator, a third solenoid valve, a fifth throttle valve, a sixth throttle valve, and a seventh throttle valve. The controller is used to control the connection between the compressor, the fourth heat exchanger, the coolant subsystem, and the second heat exchanger. The controller is also used to control the connection between the compressor, the third heat exchanger, the first heat exchanger, and the second heat exchange branch. The third solenoid valve, the fifth throttle valve, the sixth throttle valve, and the seventh throttle valve are opened.

43. The thermal management system according to any one of claims 1 to 32, characterized in that, The thermal management system further includes a controller, a first heat exchange branch, a third heat exchanger, a fourth heat exchanger, a second solenoid valve, a third solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a sixth throttle valve. When the charging ambient temperature is greater than a first value and the driving ambient temperature is greater than a second value, the controller is used to control the connection between the compressor, the fourth heat exchanger, and the first heat exchange branch. The controller is also used to control the connection between the compressor, the second heat exchanger, the fourth heat exchanger, and the coolant subsystem. The second solenoid valve, the third solenoid valve, the large-diameter ball valve, the two-way electronic expansion valve, and the sixth throttle valve are opened.

44. The thermal management system according to any one of claims 1 to 32, characterized in that, The thermal management system further includes a controller, a first heat exchange branch, a second heat exchange branch, a fifth heat exchanger, a fourth heat exchanger, a second solenoid valve, a third solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a fifth throttle valve. When the charging ambient temperature is greater than a first value and the driving ambient temperature is greater than a second value, the controller is used to control the connection between the compressor, the fourth heat exchanger, and the first heat exchange branch. The controller is also used to control the connection between the compressor, the fifth heat exchanger, the fourth heat exchanger, and the second heat exchange branch. The second solenoid valve, the third solenoid valve, the large-diameter ball valve, the two-way electronic expansion valve, and the fifth throttle valve are opened.

45. The thermal management system according to claim 44, characterized in that, It further includes a sixth throttle valve. The controller is also used to control the connection between the compressor, the fourth heat exchanger, the second heat exchanger, and the coolant subsystem. The sixth throttle valve is opened.

46. The thermal management system according to any one of claims 1 to 32, characterized in that The thermal management system further includes a controller, a first heat exchange branch, a second heat exchange branch, a third heat exchanger, a fourth heat exchanger, a second solenoid valve, a third solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a seventh throttle valve. When the charging ambient temperature is greater than a first value and the driving ambient temperature is greater than a second value, the controller is used to control the connection between the compressor, the fourth heat exchanger, and the first heat exchange branch. The controller is also used to control the connection between the compressor, the first heat exchanger, the third heat exchanger, and the second heat exchange branch. The second solenoid valve, the third solenoid valve, the large-diameter ball valve, the two-way electronic expansion valve, and the seventh throttle valve are opened.

47. The thermal management system according to claim 46, wherein It further includes a sixth throttle valve. The controller is also used to control the connection between the compressor, the fourth heat exchanger, the second heat exchanger, and the coolant subsystem. The sixth throttle valve is opened.

48. The thermal management system according to claim 46, characterized in that, It further includes a fifth throttle valve, and the controller is further configured to control the communication among the compressor, the third heat exchanger, the first heat exchanger, and the second heat exchange branch, and open the fifth throttle valve.

49. The thermal management system according to any one of claims 1 to 32, characterized in that The thermal management system further includes a controller, a first heat exchange branch, a third heat exchanger, a fourth heat exchanger, a second solenoid valve, a third solenoid valve, a fourth solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a sixth throttle valve. The controller is configured to control the communication among the compressor, the first heat exchanger, the third heat exchanger, and the first heat exchange branch when the charging ambient temperature is less than or equal to a first value and the driving ambient temperature is less than or equal to a second value. The controller is further configured to control the communication among the compressor, the second heat exchanger, the fourth heat exchanger, and the coolant subsystem, and open the second solenoid valve, the third solenoid valve, the fourth solenoid valve, the large-diameter ball valve, the two-way electronic expansion valve, and the sixth throttle valve.

50. The thermal management system according to any one of claims 1 to 32, characterized in that The thermal management system further includes a controller, a first heat exchange branch, a second heat exchange branch, a fifth heat exchanger, a third heat exchanger, a fourth heat exchanger, a second solenoid valve, a third solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a fifth throttle valve. The controller is configured to control the communication among the compressor, the first heat exchanger, the fourth heat exchanger, and the first heat exchange branch when the charging ambient temperature is less than or equal to a first value and the driving ambient temperature is less than or equal to a second value. The controller is further configured to control the communication among the compressor, the fifth heat exchanger, the fourth heat exchanger, and the second heat exchange branch, and open the second solenoid valve, the third solenoid valve, the large-diameter ball valve, the two-way electronic expansion valve, and the fifth throttle valve.

51. The thermal management system according to claim 50, characterized in that, It further includes a sixth throttle valve, and the controller is further configured to control the communication among the compressor, the fourth heat exchanger, the second heat exchanger, and the coolant subsystem, and open the sixth throttle valve.

52. The thermal management system according to any one of claims 1 to 32, characterized in that, The thermal management system further includes a controller, a first heat exchange branch, a second heat exchange branch, a third heat exchanger, a fourth heat exchanger, a second solenoid valve, a third solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a seventh throttle valve. The controller is configured to control the communication among the compressor, the fourth heat exchanger, and the first heat exchange branch when the charging ambient temperature is less than or equal to a first value and the driving ambient temperature is less than or equal to a second value. The controller is further configured to control the communication among the compressor, the first heat exchanger, the third heat exchanger, and the second heat exchange branch, and open the second solenoid valve, the third solenoid valve, the large-diameter ball valve, the two-way electronic expansion valve, and the seventh throttle valve.

53. The thermal management system according to claim 52, characterized in that, It further includes a sixth throttle valve, and the controller is further configured to control the communication among the compressor, the fourth heat exchanger, the second heat exchanger, and the coolant subsystem, and open the sixth throttle valve.

54. The thermal management system according to claim 53, wherein It further includes a fifth throttle valve and a fifth heat exchanger, and the controller is further configured to control the communication among the compressor, the fourth heat exchanger, the fifth heat exchanger, and the second heat exchange branch, and open the fifth throttle valve.

55. The thermal management system according to any one of claims 1 to 32, characterized in that, It further includes a controller, a first heat exchange branch, a fourth heat exchanger, a first solenoid valve, a third solenoid valve, a fifth solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a sixth throttle valve. The controller is used to control the connection among the compressor, the fourth heat exchanger, the second heat exchanger, and the coolant subsystem. The controller is also used to control the connection among the compressor, the first heat exchanger, and the first heat exchange branch. The first solenoid valve, the third solenoid valve, the fifth solenoid valve, the two-way electronic expansion valve, the large-diameter ball valve, and the sixth throttle valve are opened.

56. The thermal management system according to claim 55, characterized in that, It further includes a second heat exchange branch, a fifth throttle valve, and a fifth heat exchanger. The controller is also used to control the connection among the compressor, the fourth heat exchanger, the fifth heat exchanger, and the second heat exchange branch. The fifth throttle valve is opened.

57. The thermal management system according to any one of claims 1 to 32, characterized in that, It further includes a controller, a first heat exchange branch, a second heat exchange branch, a third heat exchanger, a fourth heat exchanger, a first solenoid valve, a fifth solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a seventh throttle valve. The controller is used to control the connection among the compressor, the first heat exchanger, the third heat exchanger, and the second heat exchange branch. The controller is also used to control the connection among the compressor, the first heat exchanger, and the first heat exchange branch. The first solenoid valve, the fifth solenoid valve, the two-way electronic expansion valve, the large-diameter ball valve, and the seventh throttle valve are opened.

58. The thermal management system of claim 57, wherein: It further includes a sixth throttle valve. The controller is also used to control the connection among the compressor, the fourth heat exchanger, the second heat exchanger, and the coolant subsystem. The sixth throttle valve is opened.

59. The thermal management system according to claim 58, wherein, It further includes a fifth throttle valve and a fifth heat exchanger. The controller is also used to control the connection among the compressor, the fourth heat exchanger, the fifth heat exchanger, and the second heat exchange branch. The fifth throttle valve is opened.

60. The thermal management system according to any one of claims 1 to 32, characterized in that, It further includes a controller, a first heat exchange branch, a second heat exchange branch, a fourth heat exchanger, a first solenoid valve, a third solenoid valve, a two-way electronic expansion valve, a large-diameter ball valve, and a fifth throttle valve. The controller is used to control the connection among the compressor, the fourth heat exchanger, the fifth heat exchanger, and the second heat exchange branch. The controller is also used to control the connection among the compressor, the first heat exchanger, the fifth heat exchanger, and the first heat exchange branch. The first solenoid valve, the third solenoid valve, the two-way electronic expansion valve, the large-diameter ball valve, and the fifth throttle valve are opened.

61. A coolant subsystem, characterized in that, A first heat exchanger and a second heat exchanger are provided in the coolant subsystem.

62. A vehicle, characterized in that, It includes the thermal management system according to any one of claims 1 to 60, or the coolant subsystem according to claim 61.

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