Cooling liquid circulation loop, thermal management system, method and device, medium and vehicle

Abstract

The invention relates to the technical field of heat management, and particularly discloses a cooling liquid circulation loop, a heat management system, method and device, a medium and a vehicle. The cooling liquid circulation loop comprises a warm air core heat exchange loop, a battery heat exchange loop, a first multi-way valve and a heater; the warm air core heat exchange loop can be connected with the battery heat exchange loop in series through the first multi-way valve, and the heater is arranged on the warm air core heat exchange loop and / or the battery heat exchange loop. A heater is arranged in a warm air core heat exchange loop and / or a battery heat exchange loop, so that the heater can correspondingly heat cooling liquid in the warm air core heat exchange loop and / or the battery heat exchange loop, and on the basis, a first multi-way valve is arranged, so that the warm air core heat exchange loop can be connected with the battery heat exchange loop in series through the first multi-way valve; therefore, the heater can heat the cooling liquid in the warm air core heat exchange loop and the battery heat exchange loop in the series connection state at the same time, and the utilization rate of the heater is increased.

Description

[0001] The present application is a divisional application of a Chinese patent with the application date of October 21, 2022, the application number of 202211292967.2, and the name of Heat Management System, Method, Device, Medium and Vehicle. TECHNICAL FIELD

[0002] The present application relates to the technical field of heat management, in particular to a cooling liquid circulation loop, a heat management system, a method, a device, a medium and a vehicle. BACKGROUND

[0003] In winter, the temperature of the cabin and the battery is too low, which brings great inconvenience to the user.

[0004] In related technologies, in order to improve the comfort of the cabin and the activity of the battery, a heater is usually arranged in the cooling liquid circulation loop for the warm air core heat exchange circuit and the battery heat exchange circuit, but in this scheme, the heater can only heat the cooling liquid in the warm air core heat exchange circuit or the battery heat exchange circuit, and cannot be used for both, the use efficiency is low, and if the cooling liquid in the warm air core heat exchange circuit and the battery heat exchange circuit needs to be heated, a heater needs to be arranged in each of the warm air core heat exchange circuit and the battery heat exchange circuit, increasing the cost. SUMMARY

[0005] The purpose of the present application is to provide a cooling liquid circulation loop, a heat management system, a method, a device, a medium and a vehicle, which can improve the utilization rate of the heater.

[0006] To achieve this purpose, the present application adopts the following technical scheme:

[0007] The cooling liquid circulation loop comprises:

[0008] a warm air core heat exchange circuit;

[0009] a battery heat exchange circuit;

[0010] a first multi-way valve, the warm air core heat exchange circuit can be connected in series with the battery heat exchange circuit through the first multi-way valve;

[0011] a heater, the heater is arranged in the warm air core heat exchange circuit and / or the battery heat exchange circuit.

[0012] As a preferred, the first multi-way valve comprises a first interface, a second interface, a third interface and a fourth interface, the first interface of the first multi-way valve and the second interface of the first multi-way valve are connected to the inlet and outlet of the warm air core of the warm air core heat exchange circuit respectively, and the third interface of the first multi-way valve and the fourth interface of the first multi-way valve are connected to the inlet and outlet of the cooling liquid pipeline of the battery heat exchange structure of the battery heat exchange circuit respectively.

[0013] Preferably, the battery heat exchange circuit includes a battery heat exchange structure and a second multi-way valve, and the second multi-way valve can adjust the flow rate of the coolant input into the battery heat exchange structure.

[0014] Preferably, the second multi-way valve is a proportional control valve.

[0015] Preferably, the second multi-way valve includes a first interface, a second interface and a third interface, the first interface of the second multi-way valve is connected to the coolant pipe of the battery heat exchange structure, the second interface of the second multi-way valve is connected to the fourth interface of the first multi-way valve, and the third interface of the second multi-way valve and the third interface of the first multi-way valve are both connected to the coolant pipe of the battery heat exchange structure of the battery heat exchange circuit.

[0016] Preferably, it further includes a drive system heat exchange circuit, which is connected to the battery heat exchange circuit via a third multi-way valve.

[0017] Preferably, the third multi-way valve includes a first interface, a second interface, a third interface and a fourth interface, the first interface of the third multi-way valve and the second interface of the third multi-way valve are respectively connected to the inlet and outlet of the coolant pipe of the battery heat exchange structure of the battery heat exchange circuit, and the third interface of the third multi-way valve and the fourth interface of the third multi-way valve are respectively connected to the inlet and outlet of the drive system heat exchange structure of the drive system heat exchange circuit.

[0018] Preferably, the heater core heat exchange circuit includes a fourth multi-way valve, which is arranged on the coolant pipe connecting the condenser and the heater core of the heater core heat exchange circuit. The coolant pipe of the condenser is connected or closed to the coolant pipe of the low-temperature radiator of the drive system heat exchange circuit through the fourth multi-way valve.

[0019] Preferably, a fifth multi-way valve is further included, which is arranged on a coolant pipe connecting the driving system heat exchange structure of the driving system heat exchange circuit and the low-temperature radiator of the driving system heat exchange circuit. The coolant pipe of the driving system heat exchange structure is connected or closed to the coolant pipe of the low-temperature radiator through the fifth multi-way valve.

[0020] The thermal management system includes the above-mentioned coolant circulation loop.

[0021] As a preference, it includes:

[0022] a first refrigerant circulation circuit, the first refrigerant circulation circuit comprising a compressor, a condenser, a first throttling device, and an evaporator;

[0023] A second throttling device, wherein both ends of the second throttling device are respectively connected to both ends of the compressor.

[0024] A thermal management method is applicable to the above-mentioned thermal management system, and the thermal management method includes:

[0025] Get the real-time temperature of the vehicle's environment;

[0026] When the real-time temperature of the vehicle's environment is less than or equal to a first preset temperature, after a preset time, the battery heat exchange circuit and the heater core heat exchange circuit are controlled to be connected in series, the battery heat exchanger in the first refrigerant circulation circuit is started, and the heater is controlled to heat the coolant in the battery heat exchanger.

[0027] A thermal management device, the thermal management device comprising:

[0028] Temperature acquisition module, used to obtain the real-time temperature of the vehicle's environment;

[0029] The circuit control module is used to control the battery heat exchange circuit and the heater core heat exchange circuit to be connected in series after a preset time when the real-time temperature of the vehicle's environment is less than or equal to a first preset temperature, start the battery heat exchanger in the first refrigerant circulation circuit, and control the heater to heat the coolant in the battery heat exchanger.

[0030] A computer-readable storage medium stores a program or instruction, wherein the program or instruction causes a computer to execute the steps of the above method.

[0031] A vehicle including the above-mentioned thermal management system.

[0032] The beneficial effects of the present invention are:

[0033] The heater is set in the heater core heat exchange circuit and / or the battery heat exchange circuit, so that the heater can heat the coolant in the heater core heat exchange circuit and / or the battery heat exchange circuit accordingly. On this basis, by setting a first multi-way valve, the heater core heat exchange circuit can be connected in series with the battery heat exchange circuit through the first multi-way valve, so that the heater can simultaneously heat the coolant in the heater core heat exchange circuit and the battery heat exchange circuit in the series state, thereby improving the utilization rate of the heater. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 A schematic structural diagram of a thermal management system provided in an embodiment of the present disclosure;

[0035] Figure 2 A schematic structural diagram of another thermal management system provided in an embodiment of the present disclosure;

[0036] Figure 3A schematic structural diagram of another thermal management system provided in an embodiment of the present disclosure;

[0037] Figure 4 A schematic structural diagram of another thermal management system provided in an embodiment of the present disclosure;

[0038] Figure 5 A schematic structural diagram of another thermal management system provided in an embodiment of the present disclosure;

[0039] Figure 6 A schematic structural diagram of another thermal management system provided in an embodiment of the present disclosure;

[0040] Figure 7 A schematic structural diagram of another thermal management system provided in an embodiment of the present disclosure;

[0041] Figure 8 A schematic structural diagram of another thermal management system provided in an embodiment of the present disclosure;

[0042] Figure 9 A schematic structural diagram of another thermal management system provided in an embodiment of the present disclosure;

[0043] Figure 10 A schematic structural diagram of another thermal management system provided in an embodiment of the present disclosure;

[0044] Figure 11 A schematic structural diagram of another thermal management system provided in an embodiment of the present disclosure;

[0045] Figure 12 A schematic structural diagram of another thermal management system provided in an embodiment of the present disclosure;

[0046] Figure 13 A schematic structural diagram of another thermal management system provided in an embodiment of the present disclosure;

[0047] Figure 14 A schematic flow chart of a thermal management method provided in an embodiment of the present disclosure;

[0048] Figure 15 This is a structural block diagram of a thermal management device provided in an embodiment of the present disclosure.

[0049] Reference numerals:

[0050] 101. Compressor; 102. Condenser; 103. Second throttling device; 104. Outdoor heat exchanger; 105. First throttle; 106. Indoor heat exchanger; 107. Second throttle; 108. Heater; 109. Warm air core; 110. Battery heat exchange structure; 111. Battery heat exchanger; 112. Third throttle; 113. Low-temperature radiator; 114. Drive system heat exchange structure; 115. Warm air damper; 116. Gas Liquid separator; 117, water pump; 118, expansion kettle; 119, sensor; 120, stop valve; 121, trunk heat exchanger; 122, throttling expansion valve; 123, heating core; 1141, front motor and controller integrated heat exchange structure; 1142, automatic heating controller heat exchange structure; 1143, rear motor and controller integrated heat exchange structure; 1144, electromagnetic compatibility module heat exchange structure; 1145, integrated fiber optic wiring unit Heat exchange structure; 1. First multi-way valve; 11. First interface of the first multi-way valve; 12. Second interface of the first multi-way valve; 13. Third interface of the first multi-way valve; 14. Fourth interface of the first multi-way valve; 2. Second multi-way valve; 21. First interface of the second multi-way valve; 22. Second interface of the second multi-way valve; 23. Third interface of the second multi-way valve; 3. Third multi-way valve; 31. First interface of the third multi-way valve; 32. Second interface of the third multi-way valve; 33. Third interface of the third multi-way valve; 34. Fourth interface of the third multi-way valve; 301. Temperature acquisition module; 302. Loop control module; 4. Fourth multi-way valve; 41. First interface of the fourth multi-way valve; 42. Second interface of the fourth multi-way valve; 43. Third interface of the fourth multi-way valve; 5. Fifth multi-way valve; 51. First interface of the fifth multi-way valve; 52. Second interface of the fifth multi-way valve; 53. Third interface of the fifth multi-way valve. DETAILED DESCRIPTION

[0051] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0052] In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention in specific circumstances.

[0053] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0054] In the description of this embodiment, terms such as "upper," "lower," "left," and "right" are used to refer to positions or locations based on those shown in the accompanying drawings. These terms are intended solely to facilitate description and simplify operation, and are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used solely for descriptive purposes and have no special meaning.

[0055] Figure 1 A schematic diagram of a thermal management system according to an embodiment of the present disclosure is shown in FIG. Figure 1As shown, the thermal management system includes a first refrigerant circulation circuit, which includes a compressor 101, a condenser 102, a first throttling device, and an evaporator. For example, the compressor 101, condenser 102, the first throttling device, and the evaporator are connected in series via a refrigerant pipeline to form the first refrigerant circulation circuit. The evaporator is a device that releases cold energy by evaporating the refrigerant in the refrigerant pipeline, while the condenser 102 is a device that releases heat by condensing the refrigerant in the refrigerant pipeline. That is, the evaporator is a device that generates cold energy in the first refrigerant circulation circuit, and the condenser 102 is a device that generates heat in the first refrigerant circulation circuit. The thermal management system also includes a second throttling device 103, the two ends of which are respectively connected to the two ends of the compressor 101. For example, the second throttling device 103 and the compressor 101 are connected in series to form a second refrigerant circulation circuit. In the first refrigerant circulation circuit, the outlet of the compressor 101 is connected to the inlet of the condenser 102. The outlet of the condenser 102 is connected to the inlet of the first throttling device, and the outlet of the first throttling device is connected to the inlet of the evaporator. The outlet of the evaporator is connected to the inlet of the compressor 101. In the second refrigerant circulation loop, the inlet of the second throttling device 103 is connected to the outlet of the compressor 101, and the outlet of the second throttling device 103 is connected to the inlet of the compressor 101. For example, when the refrigerant circuit is difficult to start, such as when the real-time temperature of the vehicle's environment is less than or equal to a first preset temperature, the first throttling device and the second throttling device 103 are respectively used to throttle and reduce the pressure of the refrigerant flowing through their input to the inlet of the compressor 101. The first refrigerant circulation loop and the second refrigerant circulation loop are both refrigerant circuits in the thermal management system.

[0056] For example, when the real-time temperature of the vehicle's environment is less than or equal to a first preset temperature, the amount of heat that can be extracted from the external environment is low, and the evaporator cannot absorb enough heat from the external air. As a result, the refrigerant liquid input from the condenser 102 to the evaporator cannot be fully evaporated into refrigerant gas. This results in less refrigerant gas being delivered from the evaporator to the compressor 101, and consequently, less refrigerant gas that the compressor 101 can deliver to the condenser 102, insufficient to meet the refrigerant demand of the condenser 102. This causes the entire first refrigerant cycle to fail to operate normally, resulting in the technical problem of the thermal management system being difficult to start at low temperatures. The technical solution provided by the embodiment of the present disclosure is to provide a first refrigerant cycle and a second throttling device 103 connected to both ends of the compressor 101. In the first refrigerant cycle, when the real-time temperature of the vehicle's environment is less than or equal to the first preset temperature, the compressor 101 compresses the low-temperature, low-pressure refrigerant gas into a high-temperature, high-pressure superheated refrigerant gas, reducing the volume of the refrigerant gas and increasing its pressure. The high-temperature, high-pressure refrigerant gas is then delivered to the condenser 102 through the refrigerant pipeline. The condenser 102 condenses the high-pressure refrigerant gas into a high-pressure refrigerant liquid. The condenser 102 needs to release heat during operation, so the refrigerant output from the condenser 102 is a high-pressure, low-temperature refrigerant liquid. The low-temperature, high-pressure refrigerant liquid flowing out of the condenser 102 passes through the first throttling device, and the first throttling device throttles and reduces the pressure of the refrigerant input to the evaporator. Since the ambient temperature is low at this time, the evaporator cannot absorb enough heat from the environment, resulting in a technical problem that the thermal management system is difficult to start at low temperature. At this time, after the throttling and pressure reduction effect of the first throttling device, the refrigerant becomes a low-pressure, low-temperature refrigerant after passing through the evaporator, and is then transported to the compressor 101. At this time, the low-pressure, low-temperature refrigerant output by the evaporator includes a large amount of low-pressure, low-temperature refrigerant liquid and a small amount of low-pressure, low-temperature refrigerant gas.

[0057] Meanwhile, in the second refrigerant circulation loop, the low-temperature and low-pressure refrigerant gas is compressed into high-temperature and high-pressure superheated refrigerant gas by the compressor 101, and the high-temperature and high-pressure superheated refrigerant gas is delivered to the second throttling device 103 through the refrigerant pipeline. The high-temperature and high-pressure superheated refrigerant output from the compressor 101 is subjected to the throttling and pressure reduction of the second throttling device 103, and becomes low-pressure and high-temperature refrigerant and is delivered to the compressor 101. Since the temperature of the refrigerant delivered to the inlet of the compressor 101 by the second throttling device 103 is too high, it cannot meet the temperature requirement of the refrigerant at the inlet of the compressor 101. At this time, the low-pressure and low-temperature refrigerant obtained by the throttling and pressure reduction of the first throttling device 105 is mixed with the low-pressure and high-temperature refrigerant obtained by the throttling and pressure reduction of the second throttling device 103, wherein the low-pressure and low-temperature refrigerant liquid can absorb the heat in the low-pressure and high-temperature refrigerant and evaporate into low-pressure and low-temperature refrigerant gas, so that there is enough low-temperature and low-pressure refrigerant gas at the inlet of the compressor 101 to meet the requirement of the compressor 101 for refrigerant, thereby effectively solving the problem that when the evaporator cannot absorb enough heat from the outside air, the refrigerant liquid input by the condenser 102 into the evaporator cannot be completely evaporated into refrigerant gas, and the low-temperature difficult start of the thermal management system occurs. And the structure of the refrigerant loop is simple, only the first throttling device and the second throttling device 103 connected with both ends of the compressor 101 are needed, which is simple in structure and low in cost.

[0058] In some embodiments, when the real-time temperature of the environment where the vehicle is located is greater than the first preset temperature, if the vehicle appears a low-temperature difficult start condition, the refrigerant input into the inlet of the compressor 101 can be throttled and pressure-reduced by the first throttling device and the second throttling device 103 connected with both ends of the compressor 101, so that there is enough low-temperature and low-pressure refrigerant gas at the inlet of the compressor 101 to meet the requirement of the compressor 101 for refrigerant, thereby effectively solving the problem that when the evaporator cannot absorb enough heat from the outside air, the refrigerant liquid input by the condenser 102 into the evaporator cannot be completely evaporated into refrigerant gas, and the low-temperature difficult start of the thermal management system occurs.

[0059] In some embodiments, the first preset temperature can be, for example, minus 10 degrees.

[0060] In some embodiments, as Figure 1As shown, the first refrigerant circulation loop in the thermal management system also includes an outdoor heat exchanger 104. The first throttling device includes a first throttle 105. The outdoor heat exchanger 104 is a device that releases cold energy when the refrigerant in the refrigerant pipe evaporates or releases heat when the refrigerant condenses. In other words, the outdoor heat exchanger 104 can be used to generate cold energy or heat. The first throttle 105 is arranged on the refrigerant pipe connecting the condenser 102 and the outdoor heat exchanger 104, and is used to conduct the refrigerant flow between the condenser 102 and the outdoor heat exchanger 104, or to throttle and reduce the pressure of the refrigerant input to the outdoor heat exchanger 104.

[0061] For example, Figure 1 As shown, the outlet of the compressor 101 is connected to the inlet of the first throttle device 105 through the condenser 102. The outlet of the first throttle device 105 is connected to the inlet of the compressor 101 through the outdoor heat exchanger 104. The outdoor heat exchanger 104 is arranged in the front engine compartment of the vehicle. The outdoor heat exchanger 104 is a device that releases cold energy when the refrigerant in the refrigerant pipeline evaporates or releases heat when the refrigerant condenses. That is, the outlet of the compressor 101 is connected to the inlet of the condenser 102 and the inlet of the second throttle device 103 respectively. The outlet of the condenser 102 is connected to the inlet of the first throttle device 105, and the outlet of the first throttle device 105 is connected to the inlet of the outdoor heat exchanger 104. The outlet of the outdoor heat exchanger 104 is connected to the outlet of the second throttle device 103 and then to the inlet of the compressor 101.

[0062] For example, when the refrigerant circuit has difficulty starting, such as when the real-time temperature of the vehicle's environment is less than or equal to a first preset temperature, the outdoor heat exchanger 104 is used for cooling. For example, in low-temperature heating mode, the refrigerant circulation pattern may be compressor 101 - condenser 102 - first throttle 105 - outdoor heat exchanger 104 - compressor 101. Condenser 102 is used for heating, and outdoor heat exchanger 104 is used for cooling. In this case, when the first refrigerant circuit is started, the outdoor heat exchanger 104 has difficulty absorbing sufficient heat from the environment, resulting in insufficient evaporation of the refrigerant liquid input from condenser 102 to the outdoor heat exchanger 104 into refrigerant gas. This results in less refrigerant gas being delivered from the outdoor heat exchanger 104 to the compressor 101, and consequently, less refrigerant gas being delivered from the compressor 101 to the condenser 102, insufficient to meet the refrigerant demand of the condenser 102. This, in turn, causes the entire first refrigerant circuit to fail to operate normally, resulting in the entire first refrigerant circuit experiencing a low-temperature startup difficulty. However, the technical solution provided by the embodiment of the present disclosure is that when the real-time temperature of the environment in which the vehicle is located is less than or equal to the first preset temperature, the outdoor heat exchanger 104 can be used for cooling. Figure 2 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure is shown in FIG. Figure 2As shown, the arrow circulation circuit is the first refrigerant circulation circuit and the second refrigerant circulation circuit that use the outdoor heat exchanger 104 for cooling in the low-temperature heating mode. The first refrigerant circulation circuit is: the low-temperature, low-pressure refrigerant gas is compressed into a high-temperature, high-pressure refrigerant gas by the compressor 101, so that the volume of the refrigerant gas is reduced and the pressure is increased. The high-temperature, high-pressure refrigerant gas is then transported to the condenser 102. The condenser 102 condenses the high-pressure refrigerant gas into a high-pressure refrigerant liquid. The condenser 102 needs to release heat during operation, so the refrigerant output from the condenser 102 is a high-pressure, low-temperature refrigerant liquid. The low-temperature, high-pressure refrigerant liquid flowing out of the condenser 102 passes through the first throttle 105, which throttles and reduces the pressure of the refrigerant input to the outdoor heat exchanger 104. Since the ambient temperature is low at this time, the outdoor heat exchanger 104 cannot absorb enough heat from the environment, so that the refrigerant liquid input from the condenser 102 to the outdoor heat exchanger 104 cannot be fully evaporated into refrigerant gas. As a result, the amount of refrigerant gas delivered from the outdoor heat exchanger 104 to the compressor 101 is less, and the amount of refrigerant gas that the compressor 101 can deliver to the condenser 102 is also less, which is insufficient to meet the refrigerant demand of the condenser 102, thereby causing the entire first refrigerant circulation loop to fail to operate normally. At this time, after the throttling and pressure reduction effect of the first throttle 105, the refrigerant passes through the outdoor heat exchanger 104 and becomes a low-pressure and low-temperature refrigerant, which is then delivered to the compressor 101. At this time, the low-pressure and low-temperature refrigerant output from the outdoor heat exchanger 104 includes a large amount of low-pressure and low-temperature refrigerant liquid and a small amount of low-pressure and low-temperature refrigerant gas.

[0063] The second refrigerant circulation loop is as follows: the compressor 101 compresses the low-temperature, low-pressure refrigerant gas into a high-temperature, high-pressure refrigerant gas, and then delivers the high-temperature, high-pressure refrigerant gas to the second throttling device 103. The high-temperature, high-pressure superheated refrigerant output from the compressor 101 is throttled and depressurized by the second throttling device 103, becoming a low-pressure, high-temperature refrigerant that is then delivered to the compressor 101. Because the temperature of the refrigerant delivered to the inlet of the compressor 101 by the second throttling device 103 is too high, it cannot meet the refrigerant temperature requirement for the inlet of the compressor 101. At this point, the low-pressure, low-temperature refrigerant obtained by the throttling and pressure-reducing action of the first throttle device 105 is mixed with the low-pressure, high-temperature, superheated refrigerant obtained by the throttling and pressure-reducing action of the second throttling device 103. The low-pressure, low-temperature refrigerant liquid absorbs heat from the low-pressure, high-temperature refrigerant and evaporates into low-pressure, low-temperature refrigerant gas. This ensures that sufficient low-temperature, low-pressure refrigerant gas is available at the inlet of the compressor 101 to meet the operating requirements of the compressor 101. This solves the problem of the outdoor heat exchanger 104 failing to absorb sufficient heat from the outside air, preventing the refrigerant liquid input from the condenser 102 to the outdoor heat exchanger 104 from fully evaporating into refrigerant gas, thus causing difficulty in starting the thermal management system at low temperatures. This effectively solves the technical problem of the refrigerant circuit's difficulty in starting at low temperatures. Furthermore, the refrigerant circuit control method is simple and easy to implement, fully utilizing the compressor 101's internal circulation, and is relatively low-cost.

[0064] The technical solution provided by the embodiment of the present disclosure can utilize a first throttle 105 provided at the outdoor heat exchanger 104 to throttle and reduce the pressure of the refrigerant input to the inlet of the compressor 101. The first throttle 105 can not only be used to solve the problem of difficult startup at low temperatures of the thermal management system, but can also regulate the refrigerant input to the inlet of the outdoor heat exchanger 104 when the first refrigerant circulation loop is operating normally, thereby facilitating the adjustment of the cooling or heating function of the outdoor heat exchanger 104. For example, when the outdoor heat exchanger 104 is used for cooling, the refrigerant input to the inlet of the outdoor heat exchanger 104 can be throttled and reduced in pressure by the first throttle 105, so that the condenser 102 is used for heating and the outdoor heat exchanger 104 is used for cooling. When the outdoor heat exchanger 104 is used for heating, the first throttle 105 is in a fully open state, meaning that no throttling or pressure reduction is applied to the refrigerant input to the outdoor heat exchanger 104. At this point, the outdoor heat exchanger 104 and condenser 102 are connected in series to jointly generate heat, effectively increasing the heat dissipation area of ​​the first refrigerant circulation loop, thereby increasing the heating efficiency of the thermal management system. Furthermore, the first throttle 105 can be controlled to be in a fully open state, directly delivering the high-temperature refrigerant output from the condenser 102 to the outdoor heat exchanger 104, and also allowing defrosting of the outdoor heat exchanger 104. The diverse functions of the first throttle 105 enhance the diversity of the control modes of the entire thermal management system.

[0065] In some embodiments, the outdoor heat exchanger 104 is disposed in the front cabin of the vehicle, which means that it does not occupy the internal usable space of the vehicle passenger compartment, and facilitates the outdoor heat exchanger 104 to better absorb heat from the external environment to improve the heating efficiency of the thermal management system.

[0066] In some embodiments, as Figure 1 As shown, the evaporator further includes an indoor heat exchanger 106. The first throttling device further includes a second throttle 107. The second throttle 107 is disposed on the refrigerant pipe connecting the condenser 102 and the indoor heat exchanger 106, and is used to throttle and reduce the pressure of the refrigerant input to the indoor heat exchanger 106. The outlet of the outdoor heat exchanger 104 is connected to the inlet of the second throttle 107.

[0067] For example, Figure 1 As shown, the outlet of the outdoor heat exchanger 104 is connected to the outlet of the condenser 102 and then to the inlet of the second throttle 107. The outlet of the second throttle 107 is connected to the inlet of the compressor 101 through the indoor heat exchanger 106.

[0068] For example, when the refrigerant circuit has difficulty starting, such as when the real-time temperature of the vehicle's environment is less than or equal to a first preset temperature, the indoor heat exchanger 106 is used for cooling. For example, in low-temperature heating mode, the refrigerant circulation pattern can also be compressor 101 - condenser 102 - second throttle 107 - indoor heat exchanger 106 - compressor 101. Condenser 102 is used for heating, and indoor heat exchanger 106 is used for cooling. In this case, when the first refrigerant circuit is started, it is difficult for indoor heat exchanger 106 to absorb sufficient heat from the environment. As a result, the refrigerant liquid input from condenser 102 to indoor heat exchanger 106 cannot fully evaporate into refrigerant gas. As a result, the amount of refrigerant gas delivered from indoor heat exchanger 106 to compressor 101 is relatively small, and consequently, the amount of refrigerant gas that compressor 101 can deliver to condenser 102 is also relatively small, insufficient to meet the refrigerant demand of condenser 102, resulting in the entire first refrigerant circuit being unable to operate normally and experiencing the problem of low-temperature startup difficulty for the entire first refrigerant circuit. However, the technical solution provided by the embodiment of the present disclosure is that when the real-time temperature of the environment in which the vehicle is located is less than or equal to the first preset temperature, the indoor heat exchanger 106 can be used for cooling. Figure 3 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure is shown in FIG. Figure 3As shown, the arrow circulation circuit is the first refrigerant circulation circuit and the second refrigerant circulation circuit for cooling using the indoor heat exchanger 106 in the low-temperature heating mode. The first refrigerant circulation circuit is: the low-temperature, low-pressure refrigerant gas is compressed into a high-temperature, high-pressure refrigerant gas by the compressor 101, so that the volume of the refrigerant gas is reduced and the pressure is increased. The high-temperature, high-pressure refrigerant gas is then transported to the condenser 102. The condenser 102 condenses the high-pressure refrigerant gas into a high-pressure refrigerant liquid. The condenser 102 needs to release heat during operation, so the refrigerant output from the condenser 102 is a high-pressure, low-temperature refrigerant liquid. The low-temperature, high-pressure refrigerant liquid flowing out of the condenser 102 passes through the second throttle 107, which throttles and reduces the pressure of the refrigerant input to the indoor heat exchanger 106. Since the ambient temperature is low at this time, the indoor heat exchanger 106 cannot absorb enough heat from the environment, so that the refrigerant liquid input into the indoor heat exchanger 106 by the condenser 102 cannot be completely evaporated into refrigerant gas. As a result, the amount of refrigerant gas delivered from the indoor heat exchanger 106 to the compressor 101 is less, and the amount of refrigerant gas that the compressor 101 can deliver to the condenser 102 is also less, which is insufficient to meet the refrigerant demand of the condenser 102, thereby causing the entire first refrigerant circulation loop to be unable to operate normally. At this time, after the throttling and pressure reduction effect of the second throttle 107, the refrigerant becomes a low-pressure and low-temperature refrigerant after passing through the indoor heat exchanger 106, and is then delivered to the compressor 101. At this time, the low-pressure and low-temperature refrigerant output by the indoor heat exchanger 106 includes a large amount of low-pressure and low-temperature refrigerant liquid and a small amount of low-pressure and low-temperature refrigerant gas.

[0069] The second refrigerant circulation loop is as follows: the compressor 101 compresses the low-temperature, low-pressure refrigerant gas into a high-temperature, high-pressure refrigerant gas, and then delivers the high-temperature, high-pressure refrigerant gas to the second throttling device 103. The high-temperature, high-pressure superheated refrigerant output from the compressor 101 is throttled and depressurized by the second throttling device 103, becoming a low-pressure, high-temperature refrigerant that is then delivered to the compressor 101. Because the temperature of the refrigerant delivered to the inlet of the compressor 101 by the second throttling device 103 is too high, it cannot meet the refrigerant temperature requirement for the inlet of the compressor 101. At this time, the low-pressure, low-temperature refrigerant obtained by the throttling and pressure-reducing effect of the second throttle device 107 is mixed with the low-pressure, high-temperature, superheated refrigerant obtained by the throttling and pressure-reducing effect of the second throttling device 103. The low-pressure, low-temperature refrigerant liquid can absorb the heat from the low-pressure, high-temperature refrigerant and evaporate into low-pressure, low-temperature refrigerant gas, so that there is sufficient low-temperature, low-pressure refrigerant gas at the inlet of the compressor 101 to meet the working requirements of the compressor 101. This effectively solves the problem of the indoor heat exchanger 106 being unable to absorb sufficient heat from the outside air, so that the refrigerant liquid input from the condenser 102 to the indoor heat exchanger 106 cannot be completely evaporated into refrigerant gas, resulting in the thermal management system being difficult to start at low temperatures. In addition, the control method of the refrigerant circuit is simple and easy to implement, and fully utilizes the self-circulation of the compressor 101, which is relatively low in cost.

[0070] Because the outlet of the outdoor heat exchanger 104 is connected to the inlet of the second throttle 107, the outdoor heat exchanger 104 and the indoor heat exchanger 106 can be connected in series, controlling the outdoor heat exchanger 104 to heat the vehicle while the indoor heat exchanger 106 cools the vehicle. For example, in standard cooling mode, the outdoor heat exchanger 104 and the indoor heat exchanger 106 can be connected in series. When the real-time temperature of the vehicle's environment is greater than or equal to the second preset temperature, indicating a high ambient temperature, such as in summer, when there is a need to cool the vehicle's passenger compartment, the standard cooling mode can be activated, i.e., the indoor heat exchanger 106 and the outdoor heat exchanger 104 in the first refrigerant circulation loop are activated. The indoor heat exchanger 106 and the outdoor heat exchanger 104 are connected in series. In standard cooling mode, the refrigerant circulation pattern is: compressor 101 - condenser 102 - first throttle 105 - outdoor heat exchanger 104 - second throttle 107 - indoor heat exchanger 106 - compressor 101. At this time, the condenser 102 is used for heating, the outdoor heat exchanger 104 is used for heating, and the indoor heat exchanger 106 is used for cooling. The first throttle 105 is in a full-pass function, that is, at this time, the first throttle 105 does not throttle or reduce the pressure of the refrigerant input to the inlet of the outdoor heat exchanger 104. The second throttle 107 throttles or reduces the pressure of the refrigerant input to the inlet of the indoor heat exchanger 106. Specifically, Figure 4 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure is shown in FIG. Figure 4As shown, the arrow circulation loop is the first refrigerant circulation loop for cooling the passenger compartment in the standard refrigeration mode. When the refrigerant in the first refrigerant circulation loop circulates, the compressor 101 compresses the low-temperature, low-pressure refrigerant gas into a high-temperature, high-pressure refrigerant gas, which reduces the volume of the refrigerant gas and increases the pressure. The high-temperature, high-pressure refrigerant gas is then transported to the condenser 102, which condenses the high-pressure refrigerant gas into a high-pressure refrigerant liquid. The condenser 102 needs to release heat during operation. The high-pressure refrigerant liquid flowing out of the condenser 102 passes through the first throttle 105. At this time, the first throttle 105 is a full-pass function, that is, at this time, the first throttle 105 does not throttle and reduce the pressure of the refrigerant input to the inlet of the outdoor heat exchanger 104. The high-pressure refrigerant liquid flowing out of the first throttle 105 is transported to the outdoor heat exchanger 104, which is used for heating. This further condenses the refrigerant, effectively increasing the heat exchange area of ​​the first refrigerant circulation loop. Simultaneously utilizing the condenser 102 and the outdoor heat exchanger 104 for heating increases the energy efficiency of the thermal management system. The refrigerant output from the outdoor heat exchanger 104 is transported to the second throttle 107. The high-pressure refrigerant liquid flowing out of the outdoor heat exchanger 104 is throttled and reduced in pressure by the second throttle 107, converting the refrigerant input to the indoor heat exchanger 106 into a low-pressure refrigerant liquid, which is then transported to the indoor heat exchanger 106. The indoor heat exchanger 106 is used for cooling, evaporating the low-pressure refrigerant liquid into low-pressure refrigerant vapor. During operation, the indoor heat exchanger 106 absorbs heat, thereby cooling the vehicle's passenger compartment. The refrigerant gas output from the indoor heat exchanger 106 is transported to the compressor 101 for compression.

[0071] Therefore, the technical solution provided by the embodiment of the present disclosure comprises an evaporator including an indoor heat exchanger 106, and a first throttling device further including a second throttling device 107. The first throttling device and the second throttling device 107 can be used in conjunction to solve the problem of difficulty in starting the refrigerant circuit at low temperatures. Alternatively, when the outlet of the outdoor heat exchanger 104 is connected to the inlet of the second throttling device 107, the outdoor heat exchanger 104 and the indoor heat exchanger 106 can be connected in series. In this case, when the real-time temperature of the vehicle environment is greater than or equal to a second preset temperature and there is a need for cooling the vehicle passenger compartment, a standard cooling mode can be activated. In standard cooling mode, the condenser 102, the outdoor heat exchanger 104, and the indoor heat exchanger 106 can be connected in series, wherein the condenser 102 is used for heating, the outdoor heat exchanger 104 is used for heating, and the indoor heat exchanger 106 is used for cooling. The outdoor heat exchanger 104 and the condenser 102 are connected in series to jointly provide heating, which is equivalent to increasing the heat dissipation area of ​​the first refrigerant circulation circuit, thereby improving the heating energy efficiency of the thermal management system.

[0072] For example, Figure 1As shown, when the evaporator includes an indoor heat exchanger 106, the first refrigerant circulation loop includes an outdoor heat exchanger 104, and the first throttling device includes a first throttling device 105 and a second throttling device 107. The connections between the various components in the refrigerant circuit are as follows: the outlet of the compressor 101 is connected to the inlet of the condenser 102 and the inlet of the second throttling device 103, respectively. The outlet of the condenser 102 is connected to the inlet of the first throttling device 105 and the inlet of the second throttling device 107, respectively. The outlet of the first throttling device 105 is connected to the inlet of the outdoor heat exchanger 104. The outlet of the outdoor heat exchanger 104 is connected to the outlet of the second throttling device 103, and then to the inlet of the compressor 101. The outlet of the outdoor heat exchanger 104 is also connected to the inlet of the second throttling device 107. In other words, the outlet of the outdoor heat exchanger 104 is connected to the inlet of the condenser 102, and then to the inlet of the second throttling device 107. The outlet of the second throttle 107 is connected to the inlet of the indoor heat exchanger 106. The outlet of the indoor heat exchanger 106 is connected to the inlet of the compressor 101. Therefore, the outdoor heat exchanger 104 and the indoor heat exchanger 106 can be connected in series or in parallel.

[0073] In some embodiments, the outdoor heat exchanger 104 can be used for cooling or heating, and thus the outdoor heat exchanger 104 and the indoor heat exchanger 106 can be connected in parallel. For example, in low-temperature heating mode, the outdoor heat exchanger 104 or the indoor heat exchanger 106 can be activated separately, and the first throttle 105 or the second throttle 107 can be used to throttle and reduce the pressure of the refrigerant input to the inlet of the compressor 101. Alternatively, the outdoor heat exchanger 104 and the indoor heat exchanger 106 can be connected in series, and the outdoor heat exchanger 104 can be controlled to perform heating and the indoor heat exchanger 106 can be controlled to perform cooling. For example, in low-temperature heating mode, the outdoor heat exchanger 104 or the indoor heat exchanger 106 can be activated separately, and the first throttle 105 or the second throttle 107 can be used to throttle and reduce the pressure of the refrigerant input to the inlet of the compressor 101.

[0074] In addition, the outdoor heat exchanger 104 is disposed within the vehicle's front engine compartment, which means it does not occupy the internal usable space of the vehicle's passenger compartment and allows the outdoor heat exchanger 104 to better absorb heat from the external environment. Furthermore, when the real-time temperature of the vehicle's environment is less than or equal to a first preset temperature, a first throttle 105 disposed at the outdoor heat exchanger 104 can be used to throttle and reduce the pressure of the refrigerant input to the inlet of the compressor 101. This first throttle 105 not only solves the problem of difficult startup at low temperatures of the thermal management system, but also regulates the refrigerant input to the inlet of the outdoor heat exchanger 104 when the first refrigerant circulation loop is operating normally, facilitating adjustment of the outdoor heat exchanger 104's cooling or heating function. For example, when the outdoor heat exchanger 104 is used for cooling, the first throttle 105 can be used to throttle and reduce the pressure of the refrigerant input to the inlet of the outdoor heat exchanger 104, so that the condenser 102 is used for heating and the outdoor heat exchanger 104 is used for cooling. When outdoor heat exchanger 104 is used for heating, first throttle 105 is in a fully open position, meaning no throttling or pressure reduction is applied to the refrigerant input to outdoor heat exchanger 104. In this case, outdoor heat exchanger 104 and condenser 102 are connected in series to jointly generate heat, effectively increasing the heat dissipation area of ​​the first refrigerant circulation loop, thereby improving the cooling or heating efficiency of the thermal management system. Furthermore, when first throttle 105 is fully open, high-temperature refrigerant output from condenser 102 is directly delivered to outdoor heat exchanger 104, allowing defrosting of outdoor heat exchanger 104.

[0075] In addition, when there is a need for cooling the vehicle passenger compartment, the indoor heat exchanger 106 can be started to cool the vehicle passenger compartment. For example, the indoor heat exchanger 106 can be set in the vehicle passenger compartment. This can reduce the heat exchange loss between the indoor heat exchanger 106 and the vehicle passenger compartment, improve the cooling energy efficiency of the thermal management system, and facilitate the thermal management system to quickly cool the vehicle passenger compartment.

[0076] In some embodiments, as Figure 1 As shown, the thermal management system also includes a coolant circulation circuit. The coolant circulation circuit includes a heater core heat exchange circuit. A refrigerant pipe and a coolant pipe are provided in the condenser 102. The refrigerant pipe in the condenser 102 is connected to the first refrigerant circulation circuit. The coolant pipe in the condenser 102 is connected to the heater core heat exchange circuit. The heater core heat exchange circuit includes a heater 108 and a heater core 109 connected in series. The heater 108 is used to heat the heater core 109. That is, the outlet of the coolant pipe in the condenser 102 is connected to the inlet of the heater core 109 through the heater 108. The outlet of the heater core 109 is connected to the inlet of the condenser 102.

[0077] Because condenser 102 is used for heating, the refrigerant in condenser 102 generates heat. Through heat exchange, this heat is transferred to the coolant pipe within condenser 102. The coolant pipe within condenser 102 then transfers the heat generated by condenser 102 to heater core 109, heating heater core 109. For example, in standard heating mode, when the vehicle's ambient temperature is greater than a first preset temperature and less than a second preset temperature, outdoor heat exchanger 104 in the first refrigerant circulation loop is activated, and the heater core heat exchange circuit in the coolant circulation loop is connected to the coolant pipe within condenser 102. In this case, the refrigerant circulation pattern in standard heating mode is compressor 101 - condenser 102 - first throttle 105 - outdoor heat exchanger 104 - compressor 101. Condenser 102 is used for heating, while outdoor heat exchanger 104 is used for cooling. In standard heating mode, the heater core heat exchange circuit in the coolant circulation loop is connected and circulated.

[0078] For example, Figure 5 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure is shown in FIG. Figure 5 As shown, the arrow circulation circuit is the first refrigerant circulation circuit and the coolant circulation circuit for cooling the passenger compartment in the standard heating mode. When the refrigerant in the first refrigerant circulation circuit circulates, the compressor 101 compresses the low-temperature, low-pressure refrigerant gas into a high-temperature, high-pressure refrigerant gas, which reduces the volume of the refrigerant gas and increases the pressure. The high-temperature, high-pressure refrigerant gas is then transported to the condenser 102, which condenses the high-pressure refrigerant gas into a high-pressure refrigerant liquid. The condenser 102 needs to release heat during operation. Since a refrigerant pipe and a coolant pipe are provided in the condenser 102, the refrigerant pipe in the condenser 102 is connected to the first refrigerant circulation circuit. The coolant pipe in the condenser 102 is connected to the heater core heat exchange circuit. Therefore, the refrigerant in condenser 102 generates heat. Through heat exchange, this heat is transferred to the coolant pipes within condenser 102. The coolant pipes within condenser 102 then transport the heat generated by condenser 102 to heater core 109, heating heater core 109. This, in turn, heats the vehicle's passenger compartment. The high-pressure refrigerant liquid flowing out of condenser 102 passes through first throttle 105, which throttles and reduces the pressure of the refrigerant entering outdoor heat exchanger 104. This refrigerant is converted to low-pressure refrigerant liquid and then transported to outdoor heat exchanger 104. Outdoor heat exchanger 104 is used for cooling, evaporating the low-pressure refrigerant liquid into low-pressure refrigerant vapor. During operation, outdoor heat exchanger 104 absorbs heat. The refrigerant gas output from outdoor heat exchanger 104 is transported to compressor 101 for compression.

[0079] Therefore, the technical solution provided by the embodiment of the present disclosure is that a coolant pipe is provided in the condenser 102, and a heater core heat exchange circuit is provided in the coolant circulation circuit. The coolant pipe in the condenser 102 can be connected to the heater core heat exchange circuit, and the heat generated by the condenser 102 can be transported to the heater core 109 through the coolant pipe to heat the heater core 109. In this way, the water system can be used to transport heat to the heater core 109, and there is no need to use a refrigerant pipe to transport heat. Since the refrigerant pipe must consider problems such as refrigerant leakage when designing the refrigerant pipe, the refrigerant pipe design is relatively complex and will limit the choice of refrigerant types. The embodiment of the present disclosure transports heat to the heater core 109 through the water system, which can simplify the complexity of the entire refrigerant pipe design and also increase the diversity of refrigerant selection.

[0080] In some embodiments, as Figure 1 As shown, the coolant circulation loop also includes a battery heat exchange circuit. The battery heat exchange circuit includes a battery heat exchange structure 110, a first multi-way valve 1, and a second multi-way valve 2. The first multi-way valve 1 is used to control the series or parallel connection of the heater core heat exchange circuit with the battery heat exchange circuit. That is, the heater core heat exchange circuit is connected in series or in parallel with the battery heat exchange circuit through the first multi-way valve 1. The second multi-way valve 2 is used to adjust the flow rate of coolant input to the battery heat exchange structure 110.

[0081] For example, Figure 1 As shown, the first multi-way valve 1 includes a first interface 11, a second interface 12, a third interface 13 and a fourth interface 14. The second multi-way valve 2 includes a first interface 21, a second interface 22 and a third interface 23. The outlet of the coolant pipeline in the condenser 102 is connected to the inlet of the heater core 109 through the heater 108. The outlet of the heater core 109 is connected to the first interface 11 of the first multi-way valve 1. The second interface 12 of the first multi-way valve 1 is connected to the inlet of the condenser 102. The third interface 13 of the first multi-way valve 1 is connected to the inlet of the coolant pipeline of the battery heat exchange structure 110. The outlet of the coolant pipeline of the battery heat exchange structure 110 is connected to the first interface 21 of the second multi-way valve 2. The second interface 22 of the second multi-way valve 2 is connected to the fourth interface 14 of the first multi-way valve 1. The third interface 23 of the second multi-way valve 2 is connected to the third interface 13 of the first multi-way valve 1. That is, the third port 23 of the second multi-way valve 2 is connected to the coolant pipe inlet of the battery heat exchange structure 110 and then connected to the third port 13 of the first multi-way valve 1 .

[0082] Therefore, the technical solution provided by the embodiments of the present disclosure, by providing a first multi-way valve 1 and a second multi-way valve 2 in the battery heat exchange circuit, allows the first multi-way valve 1 to achieve a series or parallel connection between the heater core heat exchange circuit and the battery heat exchange circuit. Since the second multi-way valve 2 can be used to adjust the flow rate of coolant entering the battery heat exchange structure 110, when the heater 108 heats the coolant entering the evaporator, the flow rate of coolant entering the battery heat exchange structure 110 can be adjusted to reduce the impact of the battery on the heater 108 heating the coolant. For example, when the heater 108 is used to heat the coolant in the evaporator, the flow rate of coolant entering the battery heat exchange structure 110 can be reduced by the second multi-way valve 2. While resolving the difficulty of starting the thermal management system at low temperatures, the amount of heat applied to the battery by the heater 108 can also be reduced, thereby reducing the power of the heater 108, making the heater 108 lighter and more cost-effective, while also increasing the efficiency of the heater 108 in heating the coolant in the evaporator. The power of the heater 108 is reduced while ensuring that the problem of the thermal management system being difficult to start at low temperature can be solved. The structure of the coolant circulation loop is simple and easy to implement.

[0083] In some embodiments, as Figure 1 As shown, the evaporator also includes a battery heat exchanger 111. The first throttling device also includes a third throttle 112. A refrigerant pipe and a coolant pipe are provided in the battery heat exchanger 111. The refrigerant pipe in the battery heat exchanger 111 is connected to the first refrigerant circulation loop. The coolant pipe in the battery heat exchanger 111 is connected to the battery heat exchange loop. The third throttle 112 is provided on the refrigerant pipe connecting the condenser 102 and the battery heat exchanger 111, and is used to throttle and reduce the pressure of the refrigerant input to the battery heat exchanger 111. The outlet of the outdoor heat exchanger 104 is connected to the inlet of the third throttle 112.

[0084] For example, Figure 1 As shown, the outlet of outdoor heat exchanger 104 is connected to the outlet of condenser 102 and then to the inlet of third throttle 112. The outlet of third throttle 112 is connected to the inlet of compressor 101 through battery heat exchanger 111. Battery heat exchanger 111 is provided with a refrigerant pipe and a coolant pipe. The refrigerant pipe in battery heat exchanger 111 is connected to the first refrigerant circulation loop. The coolant pipe in battery heat exchanger 111 is connected to the battery heat exchange loop.

[0085] For example, when the refrigerant circuit is difficult to start, such as when the real-time temperature of the vehicle's environment is less than or equal to a first preset temperature, the battery heat exchanger 111 is used for cooling. For example, in low-temperature heating mode, the refrigerant circulation method can also be compressor 101-condenser 102-third throttle 112-battery heat exchanger 111-compressor 101. Among them, the condenser 102 is used for heating, and the battery heat exchanger 111 is used for cooling. In this case, when the first refrigerant circulation loop is started, it is difficult for the battery heat exchanger 111 to absorb enough heat from the environment, so that the refrigerant liquid input from the condenser 102 to the battery heat exchanger 111 cannot be completely evaporated into refrigerant gas. As a result, the refrigerant gas delivered from the battery heat exchanger 111 to the compressor 101 is less, and the refrigerant gas that the compressor 101 can deliver to the condenser 102 is also less, which is insufficient to meet the refrigerant demand of the condenser 102, resulting in the first refrigerant circulation loop being unable to operate normally and experiencing the problem of difficulty in starting the first refrigerant circulation loop at low temperatures. The technical solution provided by the embodiment of the present disclosure is that when the real-time temperature of the vehicle's environment is less than or equal to the first preset temperature, the battery heat exchanger 111 can be used for cooling. Figure 6 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure is shown in FIG. Figure 6 As shown, the arrow circulation loop is the first refrigerant circulation loop and the second refrigerant circulation loop that uses the battery heat exchanger 111 for cooling in the low-temperature heating mode. The first refrigerant circulation loop is: the low-temperature, low-pressure refrigerant gas is compressed into a high-temperature, high-pressure refrigerant gas through the compressor 101, so that the volume of the refrigerant gas is reduced and the pressure is increased. The high-temperature, high-pressure refrigerant gas is then transported to the condenser 102. The condenser 102 condenses the high-pressure refrigerant gas into a high-pressure refrigerant liquid. The condenser 102 needs to release heat during operation, so the refrigerant output from the condenser 102 is a high-pressure, low-temperature refrigerant liquid. The low-temperature, high-pressure refrigerant liquid flowing out of the condenser 102 passes through the third throttle 112, and the third throttle 112 throttles and reduces the pressure of the refrigerant input to the battery heat exchanger 111. Since the ambient temperature is low at this time, the battery heat exchanger 111 cannot absorb enough heat from the environment, so that the refrigerant liquid input from the condenser 102 to the battery heat exchanger 111 cannot be completely evaporated into refrigerant gas. As a result, the refrigerant gas delivered from the battery heat exchanger 111 to the compressor 101 is less, and the refrigerant gas that the compressor 101 can deliver to the condenser 102 is also less, which is insufficient to meet the refrigerant demand of the condenser 102, thereby causing the entire first refrigerant circulation loop to be unable to operate normally. At this time, after the throttling and pressure reduction effect of the third throttle 112, the refrigerant becomes a low-pressure and low-temperature refrigerant after passing through the battery heat exchanger 111, and is then delivered to the compressor 101. At this time, the low-pressure and low-temperature refrigerant output by the battery heat exchanger 111 includes a large amount of low-pressure and low-temperature refrigerant liquid and a small amount of low-pressure and low-temperature refrigerant gas.

[0086] The second refrigerant circulation loop is as follows: the compressor 101 compresses the low-temperature, low-pressure refrigerant gas into a high-temperature, high-pressure refrigerant gas, and then delivers the high-temperature, high-pressure refrigerant gas to the second throttling device 103. The high-temperature, high-pressure superheated refrigerant output from the compressor 101 is throttled and depressurized by the second throttling device 103, becoming a low-pressure, high-temperature refrigerant that is then delivered to the compressor 101. Because the temperature of the refrigerant delivered to the inlet of the compressor 101 by the second throttling device 103 is too high, it cannot meet the refrigerant temperature requirement for the inlet of the compressor 101. At this time, the low-pressure, low-temperature refrigerant obtained by the throttling and pressure-reducing effect of the third throttle device 112 is mixed with the low-pressure, high-temperature, superheated refrigerant obtained by the throttling and pressure-reducing effect of the second throttling device 103. The low-pressure, low-temperature refrigerant liquid can absorb the heat in the low-pressure, high-temperature refrigerant and evaporate into low-pressure, low-temperature refrigerant gas, so that there is sufficient low-temperature, low-pressure refrigerant gas at the inlet of the compressor 101 to meet the working requirements of the compressor 101. This can effectively solve the problem of the battery heat exchanger 111 being unable to absorb enough heat from the outside air, so that the refrigerant liquid input from the condenser 102 to the battery heat exchanger 111 cannot be completely evaporated into refrigerant gas, resulting in the thermal management system being difficult to start at low temperature. In addition, the control method of the refrigerant circuit is simple and easy to implement, and fully utilizes the self-circulation of the compressor 101, which is relatively low in cost.

[0087] Since the outlet of the outdoor heat exchanger 104 is connected to the inlet of the third throttle 112, the outdoor heat exchanger 104 and the battery heat exchanger 111 can be connected in series, with the outdoor heat exchanger 104 controlled to provide heating and the battery heat exchanger 111 to provide cooling. For example, in the summer, when the battery needs to be cooled during charging, the battery cooling mode can be activated, i.e., the outdoor heat exchanger 104 and the battery heat exchanger 111 in the first refrigerant circulation loop are activated, and the outdoor heat exchanger 104 and the battery heat exchanger 111 are connected in series. The battery heat exchange loop is connected and circulated, and the fourth multi-way valve 4 is controlled to allow the coolant to flow between the condenser 102 and the low-temperature radiator 113, and the drive system heat exchange loop in the coolant circulation loop is connected and circulated. At this time, the refrigerant circulation method is compressor 101-condenser 102-first throttle 105-outdoor heat exchanger 104-third throttle 112-battery heat exchanger 111-compressor 101. At this time, condenser 102 is used for heating, outdoor heat exchanger 104 is used for heating, and battery heat exchanger 111 is used for cooling. First throttle 105 is in full-flow mode, meaning it does not throttle or reduce the pressure of the refrigerant entering the outdoor heat exchanger 104. Third throttle 112 throttles or reduces the pressure of the refrigerant entering the battery heat exchanger 111. In battery cooling mode, the drive system heat exchange circuit within the coolant circulation loop is connected to the coolant pipe of condenser 102.

[0088] Specifically, Figure 7 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure is shown in FIG. Figure 7 As shown, the arrow circulation loop is the first refrigerant circulation loop that uses the outdoor heat exchanger 104 and the battery heat exchanger 111 to operate together in the battery cooling mode to cool the battery. When the refrigerant in this first refrigerant circulation loop circulates, the compressor 101 compresses the low-temperature, low-pressure refrigerant gas into a high-temperature, high-pressure refrigerant gas, reducing the volume of the refrigerant gas and increasing the pressure. The high-temperature, high-pressure refrigerant gas is then transported to the condenser 102, which condenses the high-pressure refrigerant gas into a high-pressure refrigerant liquid. The condenser 102 needs to release heat during operation. The high-pressure refrigerant liquid flowing out of the condenser 102 passes through the first throttle 105. At this time, the first throttle 105 is in a full-pass function, that is, at this time, the first throttle 105 does not throttle or reduce the pressure of the refrigerant input to the inlet of the outdoor heat exchanger 104. The high-pressure refrigerant liquid flowing out of the first throttle 105 is transported to the outdoor heat exchanger 104, which is used for heating and further condenses the refrigerant. This effectively increases the heat exchange area of ​​the first refrigerant circulation loop. Simultaneously using the condenser 102 and the outdoor heat exchanger 104 for heating increases the energy efficiency of the thermal management system. The refrigerant output from the outdoor heat exchanger 104 is transported to the third throttle 112. The high-pressure refrigerant liquid flowing out of the outdoor heat exchanger 104 is throttled and depressurized by the third throttle 112, converting the refrigerant input to the battery heat exchanger 111 into a low-pressure refrigerant liquid, which is then transported to the battery heat exchanger 111. The battery heat exchanger 111 is used for cooling, evaporating the low-pressure refrigerant liquid into low-pressure refrigerant vapor. The refrigerant gas output from the battery heat exchanger 111 is transported to the compressor 101 for compression.

[0089] Therefore, the technical solution provided by the embodiments of the present disclosure comprises an evaporator including a battery heat exchanger 111, and a first throttling device further including a third throttling device 112. The first throttling device and the third throttling device 112 can be used in conjunction to solve the problem of difficulty starting the refrigerant circuit at low temperatures. Alternatively, when the outlet of the outdoor heat exchanger 104 is connected to the inlet of the third throttling device 112, the outdoor heat exchanger 104 and the battery heat exchanger 111 can be connected in series. When the battery requires charging and cooling, a battery cooling mode can be activated. In battery cooling mode, the condenser 102, the outdoor heat exchanger 104, and the battery heat exchanger 111 can be connected in series, wherein the condenser 102 is used for heating, the outdoor heat exchanger 104 is used for heating, and the battery heat exchanger 111 is used for cooling. The outdoor heat exchanger 104 and the condenser 102 are connected in series to jointly provide heating, which is equivalent to increasing the heat dissipation area of ​​the first refrigerant circulation loop, thereby increasing the cooling energy efficiency of the thermal management system.

[0090] In some embodiments, in the low-temperature heating mode, for example, the battery heat exchanger 111 can also be started, and the coolant in the battery heat exchanger 111 can be heated by the heater 108 in the heater core heat exchange circuit, so that the refrigerant in the battery heat exchanger 111 can obtain enough heat, and then assist the compressor 101 to work normally. For example, when the real-time temperature of the vehicle's environment is less than or equal to the first preset temperature, after a preset time, the battery heat exchange circuit is controlled to be connected in series with the heater core heat exchange circuit, the battery heat exchanger 111 in the first refrigerant circulation circuit is started, and the heater 108 in the heater core heat exchange circuit is controlled to heat the coolant in the battery heat exchanger 111, and the flow rate of the coolant input to the battery heat exchange structure 110 is controlled to be less than the flow rate of the coolant input to the heater core 109. At this time, the circulation method of the refrigerant can refer to Figure 8 The arrow in the figure shows a circulation loop, i.e., compressor 101 - condenser 102 - third throttle 112 - battery heat exchanger 111 - compressor 101. The condenser 102 is used for heating, and the battery heat exchanger 111 is used for cooling. Figure 9 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure is shown in FIG. Figure 9As shown, the arrowed loop represents the coolant circuit in low-temperature heating mode, where heater 108 heats battery heat exchanger 111. The coolant circulation pattern is: heater 108 - heater core 109 - battery heat exchanger 111. This coolant circuit includes: coolant output from the coolant pipe within condenser 102 is delivered to heater core 109 via heater 108. Coolant output from heater core 109 is delivered to first port 11 of first multi-way valve 1, which is connected to fourth port 14 of first multi-way valve 1. Coolant output from fourth port 14 of first multi-way valve 1 is delivered to second port 22 of second multi-way valve 2, which is connected to third port 23 of second multi-way valve 2. Coolant output from third port 23 of second multi-way valve 2 is delivered to the coolant pipe of battery heat exchanger 111. The coolant output from the coolant pipe of the battery heat exchanger 111 is delivered to the third port 13 of the first multi-way valve 1, and the second port 12 of the first multi-way valve 1 is connected to the third port 13 of the first multi-way valve 1. The coolant output from the second port 12 of the first multi-way valve 1 is delivered to the coolant pipe of the condenser 102. At this time, the heater core heat exchange circuit and the battery heat exchange circuit in the coolant circuit are connected in series. Since the third port 13 of the first multi-way valve 1 is connected to the first port 21 of the second multi-way valve 2 through the battery heat exchange structure 110, the flow rate of the coolant input to the battery heat exchange structure 110 can be controlled by the opening size of the first port 21 of the second multi-way valve 2. When the opening degree of the first port 21 of the second multi-way valve 2 is larger, the flow rate of the coolant input to the battery heat exchange structure 110 is larger, and the corresponding flow rate of the coolant input to the heater core 109 is smaller. When the opening of the first interface 21 of the second multi-way valve 2 is smaller, the flow rate of the coolant input to the battery heat exchange structure 110 is smaller, and correspondingly the flow rate of the coolant input to the heater core 109 is larger.

[0091] In low-temperature heating mode, the vehicle's ambient temperature is less than or equal to the first preset temperature, which can cause the thermal management system to have difficulty starting at low temperatures. Therefore, in low-temperature heating mode, the heater core heat exchange circuit is connected in series with the battery heat exchange circuit. This allows heater 108 to heat the coolant in battery heat exchanger 111. The coolant pipe in battery heat exchanger 111 provides heat to the refrigerant pipe in the evaporator through heat exchange, allowing battery heat exchanger 111 to absorb sufficient heat even when the ambient temperature is too low, causing the refrigerant liquid input to battery heat exchanger 111 to completely evaporate into refrigerant gas. This ensures that the refrigerant gas delivered from battery heat exchanger 111 to compressor 101 can meet the refrigerant demand of compressor 101, allowing compressor 101 to deliver sufficient refrigerant gas to condenser 102 to meet the refrigerant demand of condenser 102, ensuring normal operation of the entire refrigerant circuit and thus resolving the thermal management system's difficulty starting at low temperatures. Furthermore, because the second multi-way valve 2 can be used to regulate the flow rate of coolant entering the battery heat exchange structure 110, when the heater 108 heats the coolant entering the battery heat exchanger 111, the flow rate of coolant entering the battery heat exchange structure 110 can be adjusted to reduce the battery's influence on the coolant heating by the heater 108. For example, when the heater 108 is used to heat the coolant in the battery heat exchanger 111, the flow rate of coolant entering the battery heat exchange structure 110 can be reduced by the second multi-way valve 2. While resolving the problem of the thermal management system's difficulty starting at low temperatures, the amount of heat applied to the battery by the heater 108 can also be reduced, thereby reducing the power of the heater 108, making the heater 108 lighter and more cost-effective. Furthermore, the efficiency of the heater 108 in heating the coolant in the battery heat exchanger 111 can be increased. This reduces the power of the heater 108 while ensuring that the thermal management system's difficulty starting at low temperatures is resolved, and the coolant circulation loop has a simple and easy-to-implement structure.

[0092] For example, in the low-temperature heating mode, when the heater 108 is used to heat the coolant in the battery heat exchanger 111, the second multi-way valve 2 can be used to control the flow rate of the coolant input to the battery heat exchange structure 110 to be smaller than the flow rate of the coolant input to the heater core 109. This can not only achieve heating of the battery and the passenger compartment, but also achieve the joint operation of the heater 108 and the compressor 101, thereby improving the heating capacity of the thermal management system, and at the same time reducing the power demand for the heater 108 and reducing costs.

[0093] Therefore, in the technical solution provided by the embodiment of the present disclosure, the second multi-way valve 2 is used to adjust the flow rate of the coolant input to the battery heat exchange structure 110. In this way, when the heater core heat exchange circuit is connected in series with the battery heat exchange circuit, the second multi-way valve 2 can be used to adjust the flow rate of the coolant input to the battery heat exchange structure 110 to be less than the flow rate of the coolant input to the heater core 109, so that the heater core 109 is not affected by the battery when heating. For example, when the second multi-way valve 2 adjusts the flow rate of the coolant input to the battery heat exchange structure 110 to zero, the heater core heat exchange circuit can be independently connected to the coolant pipe in the battery heat exchanger 111 and is not affected by the battery. Since the heater core heat exchange circuit is connected in series with the battery heat exchange circuit, when the second multi-way valve 2 adjusts the flow rate of the coolant input to the battery heat exchange structure 110 to be low, the corresponding flow rate of the coolant input to the heater core 109 is high.

[0094] In some embodiments, as Figure 1 As shown, the coolant circulation loop also includes a drive system heat exchange circuit. The drive system heat exchange circuit includes a low-temperature radiator 113, a drive system heat exchange structure 114, and a third multi-way valve 3 connected in series. The drive system heat exchange circuit is connected in series or in parallel with the battery heat exchange circuit via the third multi-way valve 3.

[0095] Alternatively, as Figure 1 As shown, the third multi-way valve 3 includes a first interface 31, a second interface 32, a third interface 33 and a fourth interface 34. The first interface 31 of the third multi-way valve 3 is connected to the third interface 23 of the second multi-way valve 2. The second interface 32 of the third multi-way valve 3 is connected to the third interface 13 of the first multi-way valve 1 through the coolant pipe of the battery heat exchanger 111. The third interface 33 of the third multi-way valve 3 is connected to the inlet of the low-temperature radiator 113, the outlet of the low-temperature radiator 113 is connected to the inlet of the drive system heat exchange structure 114, and the outlet of the drive system heat exchange structure 114 is connected to the fourth interface 34 of the third multi-way valve 3. When the first interface 31 of the third multi-way valve 3 and the second interface 32 of the third multi-way valve 3 are connected, the third interface 33 of the third multi-way valve 3 and the fourth interface 34 of the third multi-way valve 3 are connected, then the drive system heat exchange circuit and the battery heat exchange circuit are connected in parallel. When the first interface 31 of the third multi-way valve 3 is connected to the fourth interface 34 of the third multi-way valve 3, and the second interface 32 of the third multi-way valve 3 is connected to the third interface 33 of the third multi-way valve 3, the drive system heat exchange circuit and the battery heat exchange circuit are connected in series.

[0096] The technical solution provided by the embodiment of the present disclosure can realize the series and parallel connection of the drive system heat exchange circuit and the battery heat exchange circuit through the third multi-way valve 3, and the structure is simple and easy to implement.

[0097] For example, in the standard heating mode, when the heater core 109 has a heating demand and the actual temperature of the coolant in the battery heat exchange circuit and / or the drive system heat exchange circuit is greater than the target temperature of the coolant in the heater core heat exchange circuit, the battery heat exchanger 111 can be used to recover the waste heat generated by the battery heat exchange structure 110 and / or the drive system heat exchange structure 114, that is, the battery heat exchanger 111 is started. At this time, the battery heat exchanger 111 is used for cooling and controls the coolant pipe in the battery heat exchanger 111 to be connected to the battery heat exchange circuit and / or the drive system heat exchange circuit for circulation. The refrigerant circulation loop that uses the battery heat exchanger 111 to recover the excess heat generated by the battery and / or the drive system can be referred to. Figure 8 The arrows indicate a circulation loop, namely, compressor 101 - condenser 102 - third throttle 112 - battery heat exchanger 111 - compressor 101. Condenser 102 is used for heating, while battery heat exchanger 111 is used for cooling. This allows excess heat generated by the battery and / or drive system to be transferred to the coolant pipe of battery heat exchanger 111, improving the battery's cooling and cooling efficiency. It also allows waste heat from the battery and / or drive system to be recovered through battery heat exchanger 111, avoiding energy waste.

[0098] In some embodiments, as Figure 1 As shown, the heater core heat exchange circuit also includes a fourth multi-way valve 4. The low-temperature radiator 113 is connected to the fourth multi-way valve 4. The fourth multi-way valve 4 is disposed on the coolant pipe connecting the condenser 102 and the heater core 109 and is used to control whether the coolant pipe between the condenser 102 and the low-temperature radiator 113 is connected or disconnected.

[0099] Alternatively, as Figure 1As shown, the fourth multi-way valve 4 includes a first port 41, a second port 42, and a third port 43. The first port 41 of the fourth multi-way valve 4 is connected to the outlet of the coolant pipe of the condenser 102. The inlet of the coolant pipe of the condenser 102 is connected to the second port 12 of the first multi-way valve 1. The second port 42 of the fourth multi-way valve 4 is connected to the outlet of the low-temperature radiator 113. The outlet of the low-temperature radiator 113 is connected to the inlet of the drive system heat exchange structure 114, and the outlet of the drive system heat exchange structure 114 is connected to the fourth port 34 of the third multi-way valve 3. The third port 43 of the fourth multi-way valve 4 is connected to the first port 11 of the first multi-way valve 1 via the heater 108. Therefore, when the first port 41 and the third port 43 of the fourth multi-way valve 4 are connected and the second port 42 of the fourth multi-way valve 4 is closed, the coolant pipe of the condenser 102 is disconnected from the low-temperature radiator 113, and the coolant pipe of the condenser 102 is connected to the heater core 109. When the first interface 41 of the fourth multi-way valve 4 and the second interface 42 of the fourth multi-way valve 4 are connected and the third interface 43 of the fourth multi-way valve 4 is closed, the coolant pipe of the condenser 102 is connected to the low-temperature radiator 113, and the coolant pipe of the condenser 102 is disconnected from the heater core 109.

[0100] The technical solution provided by the embodiment of the present disclosure is that the fourth multi-way valve 4 is used to open or close the flow of coolant between the condenser 102 and the low-temperature radiator 113, and the coolant in the condenser 102 can be transported to the low-temperature radiator 113 for heat dissipation. In this way, the coolant in the condenser 102 can be cooled by the low-temperature radiator 113, and then the refrigerant in the condenser 102 can be cooled, thereby improving the heating energy efficiency of the condenser 102.

[0101] For example, in the summer, when the battery requires charging and cooling, the battery cooling mode can be activated. This activates the outdoor heat exchanger 104 and the battery heat exchanger 111 in the first refrigerant circulation loop, with the outdoor heat exchanger 104 and the battery heat exchanger 111 connected in series. The battery heat exchange loop is connected, and the fourth multi-way valve 4 is controlled to allow coolant flow between the condenser 102 and the low-temperature radiator 113. The drive system heat exchange loop in the coolant circulation loop is also connected. The refrigerant circulation pattern is compressor 101 - condenser 102 - first throttle 105 - outdoor heat exchanger 104 - third throttle 112 - battery heat exchanger 111 - compressor 101. In this case, the condenser 102 is used for heating, the outdoor heat exchanger 104 is used for heating, and the battery heat exchanger 111 is used for cooling. The first throttle 105 is in a full-pass mode, meaning it does not throttle or reduce the pressure of the refrigerant entering the outdoor heat exchanger 104. The third throttle 112 throttles and reduces the pressure of the refrigerant input to the inlet of the battery heat exchanger 111. In the battery cooling mode, the drive system heat exchange circuit in the coolant circulation circuit is connected to the coolant pipeline of the condenser 102.

[0102] Specifically, Figure 7 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure is shown in FIG. Figure 7As shown, the arrow circulation loop is the first refrigerant circulation loop that uses the outdoor heat exchanger 104 and the battery heat exchanger 111 to operate together in the battery cooling mode to cool the battery. When the refrigerant in this first refrigerant circulation loop circulates, the compressor 101 compresses the low-temperature, low-pressure refrigerant gas into a high-temperature, high-pressure refrigerant gas, reducing the volume of the refrigerant gas and increasing the pressure. The high-temperature, high-pressure refrigerant gas is then transported to the condenser 102, which condenses the high-pressure refrigerant gas into a high-pressure refrigerant liquid. The condenser 102 needs to release heat during operation. The high-pressure refrigerant liquid flowing out of the condenser 102 passes through the first throttle 105. At this time, the first throttle 105 is in a full-pass function, that is, at this time, the first throttle 105 does not throttle or reduce the pressure of the refrigerant input to the inlet of the outdoor heat exchanger 104. The high-pressure refrigerant liquid flowing out of the first throttle 105 is transported to the outdoor heat exchanger 104, which is used for heating and further condenses the refrigerant. This effectively increases the heat exchange area of ​​the first refrigerant circulation loop. Simultaneously using the condenser 102 and the outdoor heat exchanger 104 for heating increases the energy efficiency of the thermal management system. The refrigerant output from the outdoor heat exchanger 104 is transported to the third throttle 112. The high-pressure refrigerant liquid flowing out of the outdoor heat exchanger 104 is throttled and depressurized by the third throttle 112, converting the refrigerant input to the battery heat exchanger 111 into a low-pressure refrigerant liquid, which is then transported to the battery heat exchanger 111. The battery heat exchanger 111 is used for cooling, evaporating the low-pressure refrigerant liquid into low-pressure refrigerant vapor. The refrigerant gas output from the battery heat exchanger 111 is transported to the compressor 101 for compression.

[0103] Specifically, Figure 10 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure is shown in FIG. Figure 10As shown, the arrowed loop represents the coolant circulation loop in battery cooling mode. When the coolant circulates within this coolant circulation loop, the drive system heat exchange loop is connected and circulated in parallel with the battery heat exchange loop, resulting in an internal circuit. Since the battery heat exchanger 111 absorbs heat during operation, the cooling energy generated by the battery heat exchanger 111 can be transferred to the battery heat exchange structure 110 via the coolant pipe of the battery heat exchanger 111 to cool the battery. The fourth multi-way valve 4 is controlled to allow coolant flow between the condenser 102 and the low-temperature radiator 113, connecting the drive system heat exchange loop within the coolant circulation loop. At this point, the first port 41 of the fourth multi-way valve 4 is connected to the second port 42 of the fourth multi-way valve 4, while the third port 43 of the fourth multi-way valve 4 is closed. The coolant pipe of the condenser 102 is connected to the low-temperature radiator 113, while the coolant pipe of the condenser 102 is disconnected from the heater core 109. At this time, the first interface 31 of the third multi-way valve 3 is connected to the second interface 32 of the third multi-way valve 3, and the third interface 33 of the third multi-way valve 3 is connected to the fourth interface 34 of the third multi-way valve 3, so that the drive system heat exchange circuit and the battery heat exchange circuit are connected in parallel.

[0104] At this time, the battery heat exchange circuit and the drive system heat exchange circuit can be controlled to be connected in series or in parallel as needed. The battery heat exchange circuit and / or the drive system heat exchange circuit can then be cooled through the coolant pipe of the battery heat exchanger 111, thereby achieving the purpose of cooling the battery and / or the drive system through the battery heat exchanger 111.

[0105] The technical solution provided by the embodiment of the present disclosure controls the fourth multi-way valve 4 to allow the coolant to flow between the condenser 102 and the low-temperature radiator 113 in the battery cooling mode. In this way, when the battery has a charging cooling demand in the summer, for example, the low-temperature radiator 113 and the outdoor heat exchanger 104 can cool the liquid refrigerant at the same time, thereby improving the cooling capacity of the thermal management system.

[0106] In some embodiments, as Figure 1 As shown, the drive system heat exchange circuit also includes a fifth multi-way valve 5. The fifth multi-way valve 5 is provided on the coolant pipeline connecting the drive system heat exchange structure 114 and the low-temperature radiator 113, and is used to open or close the coolant flow between the drive system heat exchange structure 114 and the low-temperature radiator 113.

[0107] For example, Figure 1As shown. The fifth multi-way valve 5 includes a first interface 51, a second interface 52, and a third interface 53. Among them, the third interface 33 of the third multi-way valve 3 is connected to the first interface 51 of the fifth multi-way valve 5. The fourth interface 34 of the third multi-way valve 3 is connected to the liquid return port of the drive system heat exchange structure 114. The third interface 53 of the fifth multi-way valve 5 is connected to the inlet of the low-temperature radiator 113. The outlet of the low-temperature radiator 113 is connected to the second interface 52 of the fifth multi-way valve 5 and then connected to the inlet of the drive system heat exchange structure 114. The outlet of the drive system heat exchange structure 114 is connected to the fourth interface 34 of the third multi-way valve 3.

[0108] For example, Figure 11 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure is shown in FIG. Figure 11 As shown, the arrow circulation loop is the drive system heat exchange loop. When the first interface 51 of the fifth multi-way valve 5 and the third interface 53 of the fifth multi-way valve 5 are connected, and the second interface 52 of the fifth multi-way valve 5 is closed, the coolant circulates between the drive system heat exchange structure 114 and the low-temperature radiator 113. When the drive system heat exchange structure 114 has excess heat and there is no heating demand in the thermal management system, the coolant flow between the low-temperature radiator 113 and the drive system heat exchange structure 114 can be controlled to dissipate heat to the drive system heat exchange structure 114 through the low-temperature radiator 113. Alternatively, when the drive system heat exchange structure 114 needs to dissipate heat, for example, it can be dissipated through the low-temperature radiator 113, which is simple to operate and low in cost.

[0109] For example, Figure 12 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure is shown in FIG. Figure 12 As shown, the arrowed loop is the drive system heat exchange circuit. When the first port 51 of the fifth multi-way valve 5 is connected to the second port 52 of the fifth multi-way valve 5 and the third port 53 of the fifth multi-way valve 5 is closed, the coolant between the drive system heat exchange structure 114 and the low-temperature radiator 113 is not circulated. When the drive system heat exchange structure has excess heat and the thermal management system needs to generate heat, the coolant between the low-temperature radiator 113 and the drive system heat exchange structure 114 can be disconnected, and heat can be supplied to the thermal management system through the drive system heat exchange circuit. This also allows the thermal management system to recycle excess heat generated by the drive system, thereby increasing energy efficiency.

[0110] The technical solution provided by the embodiment of the present disclosure can control the conduction or disconnection between the low-temperature radiator 113 in the drive system heat exchange circuit and the drive system heat exchange structure 114 through the fifth multi-way valve 5, and the structure is simple and easy to implement.

[0111] For example, Figure 1As shown, the drive system heat exchange structure 114 also includes, for example, a front motor and controller integrated heat exchange structure 1141 and an automatic heating controller heat exchange structure 1142 connected in series, as well as a rear motor and controller integrated heat exchange structure 1143, an electromagnetic compatibility module heat exchange structure 1144, and an integrated optical fiber wiring unit heat exchange structure 1145 connected in series. The front motor and controller integrated heat exchange structure 1141, the automatic heating controller heat exchange structure 1142, the rear motor and controller integrated heat exchange structure 1143, the electromagnetic compatibility module heat exchange structure 1144, and the integrated optical fiber wiring unit heat exchange structure 1145 are connected in parallel. Specifically, the specific components of the drive system heat exchange structure 114 are determined based on the actual vehicle interior design requirements and are not limited in this disclosure.

[0112] In some embodiments, when there is a need for defrosting of outdoor heat dissipation, a defrost mode can be activated. In the defrost mode, the battery heat exchange circuit and / or the drive system heat exchange circuit can be selectively connected to the coolant pipe of the battery heat exchanger 111, depending on whether the battery and / or the drive system generate excess heat. When the battery and / or the drive system generate excess heat, the battery heat exchanger 111 can be turned on to recover the excess heat generated by the battery and / or the drive system, thereby improving the heating efficiency of the first refrigerant circulation circuit and facilitating rapid defrosting of the outdoor heat exchanger 104.

[0113] For example, in defrost mode, the first throttle 105 can be controlled to be fully open, directly delivering the high-temperature refrigerant output by the condenser 102 to the outdoor heat exchanger 104 to defrost the outdoor heat exchanger 104. When the real-time temperature of the vehicle's environment is within a preset temperature range and the outdoor heat exchanger 104 requires defrosting, the defrost mode can be activated. In defrost mode, the outdoor heat exchanger 104 and the battery heat exchanger 111 are activated, and the second throttle device 103 in the second refrigerant circulation loop is simultaneously controlled to throttle and reduce the pressure of the refrigerant input to the inlet of the compressor 101, and the first throttle 105 is controlled to be fully open.

[0114] The preset temperature range can be, for example, -5°C to 5°C. Specifically, when the vehicle's real-time ambient temperature is between -5°C and 5°C, it indicates a high-humidity, cold environment with a high amount of water vapor in the air. In this case, when using the thermal management system for heating, heat from the external environment must be absorbed through the outdoor heat exchanger 104. However, the evaporation temperature of the refrigerant in the outdoor heat exchanger 104 is below 0°C, and the surface temperatures of the metal walls and fins of the outdoor heat exchanger 104 are also below 0°C. As a result, after the air from the external environment passes through the outdoor heat exchanger 104, water vapor forms frost within the outdoor heat exchanger 104, affecting the heat absorption performance of the outdoor heat exchanger 104 and reducing the heating capacity of the entire thermal management system. Therefore, it is necessary to quickly defrost the outdoor heat exchanger 104 after frost forms to avoid affecting the energy efficiency of the thermal management system. Therefore, when the real-time ambient temperature of the vehicle's environment is within the preset temperature range and the outdoor heat exchanger 104 requires defrosting, the defrost mode can be activated. In defrost mode, the refrigerant circulates along the following path: compressor 101 - condenser 102 - first throttle 105 - outdoor heat exchanger 104 - third throttle 112 - battery heat exchanger 111 - compressor 101. At this point, condenser 102 is used for heating, outdoor heat exchanger 104 is used for heating, and battery heat exchanger 111 is used for cooling. First throttle 105 is in full-pass mode, meaning it does not throttle or reduce the pressure of the refrigerant entering the outdoor heat exchanger 104. Third throttle 112 throttles or reduces the pressure of the refrigerant entering the battery heat exchanger 111. Simultaneously, the second throttle device 103 in the second refrigerant circulation loop is controlled to throttle and reduce the pressure of the refrigerant entering the compressor 101.

[0115] For example, Figure 13 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure is shown in FIG. Figure 13As shown, the arrow circulation loop is the first refrigerant circulation loop and the second refrigerant circulation loop for defrosting the outdoor heat exchanger 104 in the defrosting mode. In the circulation of the refrigerant in the first refrigerant circulation loop and the second refrigerant circulation loop, the compressor 101 compresses the low-temperature and low-pressure refrigerant gas into high-temperature and high-pressure refrigerant gas, so that the volume of the refrigerant gas is reduced and the pressure is increased. The high-temperature and high-pressure refrigerant gas is delivered to the condenser 102, and the condenser 102 condenses the high-pressure refrigerant gas into high-pressure refrigerant liquid. The condenser 102 needs to release heat during operation. The high-pressure refrigerant liquid flowing out of the condenser 102 passes through the first throttling device 105, and at this time, the first throttling device 105 is in full-on function, that is, the first throttling device 105 does not perform throttling and pressure reduction on the refrigerant input into the inlet of the outdoor heat exchanger 104. The high-pressure refrigerant liquid flowing out of the first throttling device 105 is delivered to the outdoor heat exchanger 104, and the outdoor heat exchanger 104 is used for heating, which is equivalent to defrosting the outdoor heat exchanger 104. The refrigerant output from the outdoor heat exchanger 104 is delivered to the third throttling device 112, and the high-pressure refrigerant liquid flowing out of the outdoor heat exchanger 104 is throttled and pressure-reduced by the third throttling device 112, so that the refrigerant input into the battery heat exchanger 111 becomes low-pressure refrigerant liquid and is delivered to the battery heat exchanger 111. The battery heat exchanger 111 is used for refrigeration, and the low-pressure refrigerant liquid is evaporated into low-pressure refrigerant vapor. The refrigerant gas output from the battery heat exchanger 111 is delivered to the compressor 101 for compression. At the same time, the high-temperature and high-pressure refrigerant output from the compressor 101 is throttled and pressure-reduced by the second throttling device 103, becomes low-pressure and high-temperature refrigerant, and is delivered to the compressor 101. In this way, the suction port of the compressor 101 is at a relatively high suction pressure, which can increase the discharge capacity of the compressor 101, increase the heating capacity, and facilitate defrosting of the outdoor heat exchanger 104.

[0116] In the defrosting mode, as long as the first throttling device 105 is in full-on state and the second throttling device 103 can throttle and pressure-reduce the refrigerant input into the inlet of the compressor 101, it is not limited to that the refrigerant flowing out of the outdoor heat exchanger 104 must be delivered to the battery heat exchanger 111. In the defrosting mode, as long as the refrigerant output from the outdoor heat exchanger 104 can be delivered to the compressor 101 through the refrigerant pipeline to form a complete refrigerant circulation loop, it is also acceptable. For example, the refrigerant flowing out of the outdoor heat exchanger 104 can also be delivered to the indoor heat exchanger 106. Or, when the battery or the driving system does not generate excess heat, the battery heat exchanger 111 can not work at this time, and only serves as a refrigerant pipeline for connecting the refrigerant circulation.

[0117] In some embodiments, as Figure 1As shown, the heater core 109 and indoor heat exchanger 106 are both installed in the vehicle's air conditioning unit, which is located within the vehicle's passenger compartment. For example, a heater damper 115 is also provided within the vehicle's air conditioning unit. When the vehicle's refrigeration system is used for cooling, the heater core 109 can produce warm air because it is used for heating. The indoor heat exchanger 106 is used for cooling and can provide cool air. The heater damper 115 can thus regulate the ratio of warm and cool air, thereby adjusting the temperature of the cool air at the vehicle's air conditioning unit outlet.

[0118] In some embodiments, as Figure 1 As shown, the first refrigerant circulation loop also includes, for example, a gas-liquid separator 116. Specifically, after the refrigerant gas output from the outdoor heat exchanger 104 enters the gas-liquid separator 116, the gas-liquid separator 116 separates the gaseous refrigerant from the liquid refrigerant, and transports the gaseous refrigerant to the compressor 101 for compression by the compressor 101. The liquid refrigerant is left at the bottom of the gas-liquid separator 116, waiting to be evaporated again. Alternatively, after the refrigerant gas output from the indoor heat exchanger 106 enters the gas-liquid separator 116, the gas-liquid separator 116 separates the gaseous refrigerant from the liquid refrigerant, and transports the gaseous refrigerant to the compressor 101 for compression by the compressor 101. The liquid refrigerant is left at the bottom of the gas-liquid separator 116, waiting to be evaporated again. Alternatively, after the refrigerant gas output from the battery heat exchanger 111 enters the gas-liquid separator 116, the gas-liquid separator 116 separates the gaseous refrigerant from the liquid refrigerant and delivers the gaseous refrigerant to the compressor 101 for compression. The liquid refrigerant remains at the bottom of the gas-liquid separator 116, waiting to evaporate again.

[0119] For example, Figure 1 As shown, conventional components of the thermal management system include a water pump 117, an expansion tank 118, a sensor 119, and a shut-off valve 120. The sensor 119 is a pressure sensor 119 and / or a temperature sensor 119. The shut-off valve 120 is used to control the opening or closing of the corresponding refrigerant circuit according to different thermal management modes.

[0120] In some embodiments, as Figure 1As shown, in the thermal management system, the evaporator, for example, also includes a trunk heat exchanger 121, a throttling expansion valve 122, and a heating core 123, which are arranged in the area of ​​the vehicle passenger compartment near the vehicle trunk. The trunk heat exchanger 121 is arranged in parallel with the indoor heat exchanger 106. The throttling expansion valve 122 is used to throttle and reduce the pressure of the refrigerant input to the trunk heat exchanger 121. Among them, the trunk heat exchanger 121 is a device that releases cold energy by evaporating the refrigerant in the refrigerant pipe. That is, the trunk heat exchanger 121 can be used for cooling, for example. The cooling principle when the trunk heat exchanger 121 is used for cooling is the same as the cooling principle when the indoor heat exchanger 106 is used for cooling. When the indoor heat exchanger 106 is used for cooling, the trunk heat exchanger 121 can be turned on at the same time, and cooling is performed through the trunk heat exchanger 121. The heating core 123 can be arranged next to the trunk heat exchanger 121, for example, to provide heat. When the vehicle needs to be heated, warm air can be provided by the heating core 123.

[0121] For example, the indoor heat exchanger 106 may be a blown-face heat exchanger, primarily used to cool the vehicle's passenger compartment. For example, the indoor heat exchanger 106 may be a left-face heat exchanger or a right-face heat exchanger. For example, the left-face heat exchanger may be located near the driver's seat in the vehicle's passenger compartment, primarily responsible for cooling the area near the driver's seat. The right-face heat exchanger may be located near the passenger seat in the vehicle's passenger compartment, primarily responsible for cooling the area near the passenger seat.

[0122] Alternatively, the indoor heat exchanger 106 can be located in an area of ​​the vehicle passenger compartment near the driver's seat, and the trunk heat exchanger 121 can be located in an area of ​​the vehicle passenger compartment near the trunk. In this way, the front and rear areas of the vehicle passenger compartment can be cooled by the indoor heat exchanger 106 and the trunk heat exchanger 121, respectively, thereby meeting the cooling needs of different areas of the vehicle passenger compartment.

[0123] The number and position of the indoor heat exchangers 106 and the number and position of the trunk heat exchangers 121 may be set according to the actual requirements of the thermal management system, and the present disclosure does not limit this.

[0124] The present disclosure also provides a thermal management method, which is applicable to any thermal management system provided in the present disclosure. Figure 14 A schematic diagram of a thermal management method according to an embodiment of the present disclosure is shown in FIG. Figure 14 As shown, the thermal management method includes the following steps:

[0125] Step 210: Obtain the real-time temperature of the vehicle's environment.

[0126] Step 220: When the real-time temperature of the vehicle's environment is less than or equal to the first preset temperature, the first refrigerant circulation loop and the second throttling device 103 are started, and the first throttling device and the second throttling device 103 are controlled to throttle and reduce the pressure of the refrigerant flowing through the inlet of the input compressor 101.

[0127] For example, when the refrigerant circuit is difficult to start, for example, when the real-time temperature of the vehicle's environment is less than or equal to the first preset temperature, the heat that can be extracted from the external environment is small, and the evaporator cannot absorb enough heat from the external air, so that the refrigerant liquid input to the evaporator by the condenser 102 cannot be completely evaporated into refrigerant gas. As a result, the refrigerant gas delivered by the evaporator to the compressor 101 is small, and the refrigerant gas that the compressor 101 can deliver to the condenser 102 is also small, which is insufficient to meet the refrigerant demand of the condenser 102, thereby causing the entire first refrigerant cycle to fail to operate normally, resulting in the technical problem of the thermal management system being difficult to start at low temperature. The technical solution provided by the embodiment of the present disclosure is that when the real-time temperature of the vehicle's environment is less than or equal to the first preset temperature, the compressor 101 compresses the low-temperature and low-pressure refrigerant gas into a high-temperature and high-pressure superheated refrigerant gas, thereby reducing the volume of the refrigerant gas and increasing the pressure. The high-temperature and high-pressure refrigerant gas is then delivered to the condenser 102 and the second throttling device 103 through the refrigerant pipeline respectively. The condenser 102 condenses the high-pressure refrigerant gas into a high-pressure refrigerant liquid. The condenser 102 needs to release heat during operation, so the refrigerant output from the condenser 102 is a high-pressure, low-temperature refrigerant liquid. The low-temperature, high-pressure refrigerant liquid flowing out of the condenser 102 passes through the first throttling device, and the first throttling device throttles and reduces the pressure of the refrigerant input to the evaporator. Since the ambient temperature is low at this time, the evaporator cannot absorb enough heat from the environment, resulting in a technical problem that the thermal management system is difficult to start at low temperature. At this time, after the throttling and pressure reduction effect of the first throttling device, the refrigerant becomes a low-pressure, low-temperature refrigerant after passing through the evaporator, and is then transported to the compressor 101. At this time, the low-pressure, low-temperature refrigerant output by the evaporator includes a large amount of low-pressure, low-temperature refrigerant liquid and a small amount of low-pressure, low-temperature refrigerant gas.

[0128] Meanwhile, the high-temperature and high-pressure superheated refrigerant output from the compressor 101 is throttled and depressurized by the second throttling device 103 to become low-pressure and high-temperature refrigerant, and is delivered to the compressor 101. Since the temperature of the refrigerant delivered to the inlet of the compressor 101 by the second throttling device 103 is too high, it cannot meet the temperature requirement of the refrigerant input to the inlet of the compressor 101. At this time, the low-pressure and low-temperature refrigerant obtained by throttling and depressurizing by the first throttling device 105 is mixed with the low-pressure and high-temperature superheated refrigerant obtained by throttling and depressurizing by the second throttling device 103, wherein the low-pressure and low-temperature refrigerant liquid can absorb heat from the low-pressure and high-temperature refrigerant to evaporate into low-pressure and low-temperature refrigerant gas, so that there is enough low-temperature and low-pressure refrigerant gas at the inlet of the compressor 101 to meet the working requirement of the compressor 101, solving the problem that when the evaporator cannot absorb enough heat from the outside air, the refrigerant liquid input to the evaporator from the condenser 102 cannot all evaporate into refrigerant gas, and the low-temperature refrigeration system is difficult to start. Thus, the technical problem of difficult low-temperature start of the refrigerant circuit can be effectively solved. Moreover, the control method of the refrigerant circuit is simple, easy to implement, and fully utilizes the self-circulation of the compressor 101, with low cost.

[0129] In some embodiments, the first throttling device includes a first throttling device 105, a second throttling device 107, and a third throttling device 112. The outlet of the condenser 102 is connected to the inlet of the compressor 101 through the first throttling device 105, the second throttling device 107, and the third throttling device 112, respectively.

[0130] Step 220: when the real-time temperature of the environment where the vehicle is located is less than or equal to the first preset temperature, start the first refrigerant circulation loop and the second throttling device 103, and control the first throttling device and the second throttling device 103 to throttle and depressurize the refrigerant flowing into the inlet of the compressor 101, for example, including:

[0131] When the real-time temperature of the environment where the vehicle is located is less than or equal to the first preset temperature, start the first refrigerant circulation loop and the second refrigerant circulation loop, and control the second throttling device 103 to throttle and depressurize the refrigerant flowing into the inlet of the compressor 101, and control at least one of the first throttling device 105, the second throttling device 107, and the third throttling device 112 to throttle and depressurize the refrigerant flowing into the inlet of the compressor 101.

[0132] For example, with reference to Figure 2In the structure shown, for example, in low-temperature heating mode, the refrigerant circulation pattern can be compressor 101 - condenser 102 - first throttle device 105 - outdoor heat exchanger 104 - compressor 101. Condenser 102 is used for heating, and outdoor heat exchanger 104 is used for cooling. At the same time, the high-temperature, high-pressure refrigerant output from compressor 101 is throttled and depressurized by the second throttle device 103, becoming low-pressure, high-temperature refrigerant and then delivered to compressor 101. Therefore, the refrigerant input to the inlet of compressor 101 can be throttled and depressurized by the first throttle device 105 and the second throttle device 103 to solve the problem of difficult startup of the thermal management system at low temperatures.

[0133] For example, refer to Figure 3 In the structure shown, for example, in low-temperature heating mode, the refrigerant circulation method can also be compressor 101-condenser 102-second throttle device 107-indoor heat exchanger 106-compressor 101. Among them, condenser 102 is used for heating, and indoor heat exchanger 106 is used for cooling. At the same time, the high-temperature and high-pressure refrigerant output from compressor 101 is throttled and depressurized by the second throttle device 103, becoming a low-pressure and high-temperature refrigerant and being transported to compressor 101. Therefore, the refrigerant input to the inlet of compressor 101 can be throttled and depressurized by the second throttle device 107 and the second throttle device 103 to solve the problem of difficult low-temperature startup of the thermal management system.

[0134] For example, refer to Figure 6 The structure shown, for example, in the low-temperature heating mode, the refrigerant circulation method can also be compressor 101-condenser 102-third throttle device 112-battery heat exchanger 111-compressor 101. Among them, the condenser 102 is used for heating, and the battery heat exchanger 111 is used for cooling. At the same time, the high-temperature and high-pressure refrigerant output from the compressor 101 is throttled and depressurized by the second throttling device 103, and becomes a low-pressure and high-temperature refrigerant, and is transported to the compressor 101. Therefore, the refrigerant input to the inlet of the compressor 101 can be throttled and depressurized by the third throttle device 112 and the second throttling device 103 to solve the problem of difficult startup of the thermal management system at low temperatures.

[0135] The technical solution provided in this public embodiment can control at least one of the first throttle 105, the second throttle 107 and the third throttle 112 to throttle and reduce the pressure of the refrigerant input to the inlet of the compressor 101, thereby improving the diversity of the refrigerant circuit operation in the low-temperature heating mode of the thermal management system. The method is simple and easy to implement, and can reduce the cost of the thermal management system.

[0136] In some embodiments, the first refrigerant circulation loop further includes an outdoor heat exchanger 104 , and the first throttling device includes a first throttle 105 .

[0137] The thermal management method further includes, for example:

[0138] When the real-time temperature of the vehicle's environment is less than or equal to the first preset temperature and the outdoor heat exchanger 104 needs to be defrosted, the first refrigerant circulation loop and the second throttling device 103 are started, and the second throttling device 103 is controlled to throttle and reduce the pressure of the refrigerant input to the inlet of the compressor 101, and the first throttle 105 is controlled to be fully open.

[0139] For example, in defrost mode, the first throttle 105 can be controlled to be fully open, and the high-temperature refrigerant output by the condenser 102 can be directly delivered to the outdoor heat exchanger 104 to defrost the outdoor heat exchanger 104. When the real-time temperature of the vehicle environment is within a preset temperature range and the outdoor heat exchanger 104 needs to be defrosted, the defrost mode can be activated. In defrost mode, the outdoor heat exchanger 104 and the battery heat exchanger 111 are activated, and the second throttle device 103 in the second refrigerant circulation loop is controlled to throttle and reduce the pressure of the refrigerant input to the inlet of the compressor 101, and the first throttle 105 in the first refrigerant circulation loop is controlled to be fully open.

[0140] The preset temperature range can be, for example, -5°C to 5°C. That is, when the real-time temperature of the environment in which the vehicle is located is -5°C to 5°C, it is indicated that the vehicle is in an environment with high humidity and high coldness at this time, and a large amount of water vapor is contained in the air. At this time, when the heat management system is used for heating, the heat in the external environment needs to be absorbed by the outdoor heat exchanger 104. However, the evaporation temperature of the refrigerant in the outdoor heat exchanger 104 is lower than 0 degrees, and the surface temperature of the metal wall and the heat exchanger fins of the outdoor heat exchanger 104 is also lower than 0 degrees. In this way, after the air in the external environment passes through the outdoor heat exchanger 104, the water vapor in the outdoor heat exchanger 104 is frozen, which affects the heat absorption performance of the outdoor heat exchanger 104 and reduces the heating capacity of the entire heat management system. Therefore, it is necessary to defrost the outdoor heat exchanger 104 quickly after it is frozen to avoid affecting the energy efficiency of the heat management system. Therefore, when the real-time temperature of the environment in which the vehicle is located is the preset temperature range, and the outdoor heat exchanger 104 has a defrosting demand, the defrosting mode can be started. In the defrosting mode, the circulation mode of the refrigerant is compressor 101-condenser 102-first throttling device 105-outdoor heat exchanger 104-third throttling device 112-battery heat exchanger 111-compressor 101. At this time, the condenser 102 is used for heating, the outdoor heat exchanger 104 is used for heating, the battery heat exchanger 111 is used for refrigeration, the first throttling device 105 is full-through function, that is, the first throttling device 105 does not perform the throttling and pressure reduction function on the refrigerant input into the inlet of the outdoor heat exchanger 104. The third throttling device 112 in the first refrigerant circulation loop throttles and depressurizes the refrigerant input into the inlet of the battery heat exchanger 111. And at the same time, the second throttling device 103 in the second refrigerant circulation loop throttles and depressurizes the refrigerant input into the inlet of the compressor 101.

[0141] Exemplarily, Figure 13 Another structure schematic diagram of a heat management system provided by the embodiment of the present disclosure is shown in FIG. 6. The heat management system comprises a compressor 101, a condenser 102, a first throttling device 105, an outdoor heat exchanger 104, a second throttling device 103, a third throttling device 112, and a battery heat exchanger 111. The compressor 101 is connected to the condenser 102, the first throttling device 105, the outdoor heat exchanger 104, the second throttling device 103, and the third throttling device 112 in sequence to form a first refrigerant circulation loop. The condenser 102 is connected to the first throttling device 105, and the first throttling device 105 is connected to the outdoor heat exchanger 104. The outdoor heat exchanger 104 is connected to the third throttling device 112, and the third throttling device 112 is connected to the battery heat exchanger 111. The battery heat exchanger 111 is connected to the second throttling device 103, and the second throttling device 103 is connected to the compressor 101. Figure 13As shown, the arrowed loop represents the first refrigerant circulation circuit for defrosting the outdoor heat exchanger 104 in defrost mode. As the refrigerant circulates in this first refrigerant circuit, compressor 101 compresses low-temperature, low-pressure refrigerant gas into high-temperature, high-pressure refrigerant gas, reducing its volume and increasing its pressure. The high-temperature, high-pressure refrigerant gas is then delivered to condenser 102, where it condenses the high-pressure refrigerant gas into high-pressure refrigerant liquid. Condenser 102 releases heat during operation. The high-pressure refrigerant liquid exiting condenser 102 passes through first throttle 105, which is fully open at this point. That is, it does not throttle or reduce the pressure of the refrigerant entering the outdoor heat exchanger 104. The high-pressure refrigerant liquid exiting first throttle 105 is delivered to the outdoor heat exchanger 104, which is used for heating, effectively releasing heat to defrost the outdoor heat exchanger 104. The refrigerant output from the outdoor heat exchanger 104 is delivered to the third throttle device 112. The high-pressure refrigerant liquid flowing out of the outdoor heat exchanger 104 is throttled and depressurized by the third throttle device 112, converting the refrigerant input to the battery heat exchanger 111 into a low-pressure refrigerant liquid, which is then delivered to the battery heat exchanger 111. The battery heat exchanger 111 is used for cooling, evaporating the low-pressure refrigerant liquid into low-pressure refrigerant vapor. The refrigerant gas output from the battery heat exchanger 111 is delivered to the compressor 101 for compression. Simultaneously, the high-temperature, high-pressure refrigerant output from the compressor 101 is throttled and depressurized by the second throttle device 103, converting it into low-pressure, high-temperature refrigerant, which is then delivered to the compressor 101.

[0142] The technical solution provided by the embodiment of the present disclosure is that when the outdoor heat exchanger 104 needs to be defrosted, the first refrigerant circulation loop is started, the second throttling device 103 is controlled to throttle and reduce the pressure of the refrigerant input to the inlet of the compressor 101, and the first throttle 105 is controlled to be fully open. This is equivalent to placing the suction port of the compressor 101 at a relatively high suction pressure, which can increase the exhaust volume of the compressor 101, increase the heating capacity, and facilitate defrosting of the outdoor heat exchanger 104. At the same time, in the defrost mode, the outdoor heat exchanger 104 is used for heating, which is equivalent to releasing heat and defrosting the outdoor heat exchanger 104. The entire defrosting process is simple and easy to implement.

[0143] In defrost mode, it is sufficient to ensure that the first throttle 105 is fully open and that the second throttle device 103 can throttle and reduce the pressure of the refrigerant input to the inlet of the compressor 101. It is not limited to the refrigerant flowing out of the outdoor heat exchanger 104 being transported to the battery heat exchanger 111. In defrost mode, as long as the refrigerant output from the outdoor heat exchanger 104 can be transported to the compressor 101 through the refrigerant pipeline to form a complete refrigerant circuit, it is sufficient. For example, the refrigerant flowing out of the outdoor heat exchanger 104 can also be transported to the indoor heat exchanger 106. Alternatively, when the battery or drive system does not generate excess heat, the battery heat exchanger 111 can be non-operating and can simply serve as a refrigerant pipeline connecting the refrigerant circulation.

[0144] In some embodiments, as Figure 1 As shown, the evaporator includes an indoor heat exchanger 106. The first throttling device also includes a second throttling device 107. The second throttling device 107 is provided on a refrigerant pipe connecting the condenser 102 and the indoor heat exchanger 106. The outlet of the outdoor heat exchanger 104 is connected to the inlet of the second throttling device 107.

[0145] The thermal management method further includes, for example:

[0146] When the real-time temperature of the vehicle's environment is greater than or equal to the second preset temperature and there is a cooling demand for the vehicle's passenger compartment, the outdoor heat exchanger 104 and the indoor heat exchanger 106 are started, the second throttle 107 is controlled to throttle and reduce the pressure of the refrigerant input to the inlet of the indoor heat exchanger 106, and the first throttle 105 is controlled to be fully open.

[0147] Because the outlet of the outdoor heat exchanger 104 is connected to the inlet of the second throttle 107, the outdoor heat exchanger 104 and the indoor heat exchanger 106 can be connected in series, controlling the outdoor heat exchanger 104 to heat the vehicle while the indoor heat exchanger 106 cools the vehicle. For example, in standard cooling mode, the outdoor heat exchanger 104 and the indoor heat exchanger 106 can be connected in series. When the real-time temperature of the vehicle's environment is greater than or equal to the second preset temperature, indicating a high ambient temperature, such as in summer, when there is a need to cool the vehicle's passenger compartment, the standard cooling mode can be activated, i.e., the indoor heat exchanger 106 and the outdoor heat exchanger 104 in the first refrigerant circulation loop are activated. The indoor heat exchanger 106 and the outdoor heat exchanger 104 are connected in series. In standard cooling mode, the refrigerant circulation pattern is: compressor 101 - condenser 102 - first throttle 105 - outdoor heat exchanger 104 - second throttle 107 - indoor heat exchanger 106 - compressor 101. At this time, the condenser 102 is used for heating, the outdoor heat exchanger 104 is used for heating, and the indoor heat exchanger 106 is used for cooling. The first throttle 105 is in a full-pass function, that is, at this time, the first throttle 105 does not throttle or reduce the pressure of the refrigerant input to the inlet of the outdoor heat exchanger 104. The second throttle 107 throttles or reduces the pressure of the refrigerant input to the inlet of the indoor heat exchanger 106. Specifically, Figure 4 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure is shown in FIG. Figure 4As shown, the arrow circulation loop is the first refrigerant circulation loop for cooling the passenger compartment in the standard refrigeration mode. When the refrigerant in the first refrigerant circulation loop circulates, the compressor 101 compresses the low-temperature, low-pressure refrigerant gas into a high-temperature, high-pressure refrigerant gas, which reduces the volume of the refrigerant gas and increases the pressure. The high-temperature, high-pressure refrigerant gas is then transported to the condenser 102, which condenses the high-pressure refrigerant gas into a high-pressure refrigerant liquid. The condenser 102 needs to release heat during operation. The high-pressure refrigerant liquid flowing out of the condenser 102 passes through the first throttle 105. At this time, the first throttle 105 is a full-pass function, that is, at this time, the first throttle 105 does not throttle and reduce the pressure of the refrigerant input to the inlet of the outdoor heat exchanger 104. The high-pressure refrigerant liquid flowing out of the first throttle 105 is transported to the outdoor heat exchanger 104, which is used for heating. This further condenses the refrigerant, effectively increasing the heat exchange area of ​​the first refrigerant circulation loop. Simultaneously utilizing the condenser 102 and the outdoor heat exchanger 104 for heating increases the energy efficiency of the thermal management system. The refrigerant output from the outdoor heat exchanger 104 is transported to the second throttle 107. The high-pressure refrigerant liquid flowing out of the outdoor heat exchanger 104 is throttled and reduced in pressure by the second throttle 107, converting the refrigerant input to the indoor heat exchanger 106 into a low-pressure refrigerant liquid, which is then transported to the indoor heat exchanger 106. The indoor heat exchanger 106 is used for cooling, evaporating the low-pressure refrigerant liquid into low-pressure refrigerant vapor. During operation, the indoor heat exchanger 106 absorbs heat, thereby cooling the vehicle's passenger compartment. The refrigerant gas output from the indoor heat exchanger 106 is transported to the compressor 101 for compression.

[0148] Therefore, the technical solution provided by the embodiment of the present disclosure is that the evaporator includes an indoor heat exchanger 106, and the first throttling device also includes a second throttling device 107. When the outlet of the outdoor heat exchanger 104 is connected to the inlet of the second throttling device 107, the outdoor heat exchanger 104 and the indoor heat exchanger 106 can be connected in series. At this time, when the real-time temperature of the vehicle's environment is greater than or equal to the second preset temperature, and there is a cooling demand in the vehicle's passenger compartment, the standard cooling mode can be turned on. In the standard cooling mode, the condenser 102, the outdoor heat exchanger 104 and the indoor heat exchanger 106 can be connected in series, wherein the condenser 102 is used for heating, the outdoor heat exchanger 104 is used for heating, and the indoor heat exchanger 106 is used for cooling. The outdoor heat exchanger 104 and the condenser 102 are connected in series to play a role in heating, which is equivalent to increasing the heat dissipation area of ​​the first refrigerant circulation loop, thereby increasing the heating energy efficiency of the thermal management system. The method is simple and easy to implement.

[0149] In some embodiments, the evaporator further includes a battery heat exchanger 111. A refrigerant pipe and a coolant pipe are provided in the battery heat exchanger 111. The refrigerant pipe in the battery heat exchanger 111 is connected to the first refrigerant circulation loop. The coolant pipe in the battery heat exchanger 111 is connected to the battery heat exchange loop. The outlet of the outdoor heat exchanger 104 is connected to the inlet of the third throttle 112.

[0150] The thermal management method further includes, for example:

[0151] When the vehicle's ambient temperature is greater than or equal to a second preset temperature and the battery requires charging and cooling, the outdoor heat exchanger 104 and the battery heat exchanger 111 are activated to maintain coolant circulation within the battery heat exchange circuit. The third throttle 112 is controlled to throttle and reduce the pressure of the refrigerant entering the inlet of the battery heat exchanger 111, and the first throttle 105 is fully opened.

[0152] The outdoor heat exchanger 104 and the battery heat exchanger 111 in the first refrigerant circulation loop are connected in series.

[0153] Exemplarily, when the real-time temperature of the vehicle's environment is greater than or equal to the second preset temperature, it means that the ambient temperature is relatively high. For example, in summer, when the battery needs to be charged and cooled, the battery cooling mode can be turned on, that is, the outdoor heat exchanger 104 and the battery heat exchanger 111 in the first refrigerant circulation loop are started, and the outdoor heat exchanger 104 and the battery heat exchanger 111 are connected in series. At this time, the circulation mode of the refrigerant is compressor 101-condenser 102-first throttle 105-outdoor heat exchanger 104-third throttle 112-battery heat exchanger 111-compressor 101. At this time, the condenser 102 is used for heating, the outdoor heat exchanger 104 is used for heating, and the battery heat exchanger 111 is used for cooling. The first throttle 105 is a full-pass function, that is, the first throttle 105 does not throttle or reduce the pressure of the refrigerant input at the inlet of the outdoor heat exchanger 104. The third throttle 112 throttles and reduces the pressure of the refrigerant input at the inlet of the battery heat exchanger 111. Specifically, as Figure 7As shown, the arrow circulation loop is a first refrigerant circulation loop for cooling the battery by jointly operating the outdoor heat exchanger 104 and the battery heat exchanger 111 in the battery cooling mode. In the first refrigerant circulation loop, the refrigerant is compressed into high-temperature and high-pressure refrigerant gas by the compressor 101 when circulating, so that the volume of the refrigerant gas is reduced and the pressure is increased. The high-temperature and high-pressure refrigerant gas is delivered to the condenser 102, and the condenser 102 condenses the high-pressure refrigerant gas into high-pressure refrigerant liquid. The condenser 102 needs to release heat during operation. The high-pressure refrigerant liquid flowing out of the condenser 102 passes through the first throttling device 105, and at this time, the first throttling device 105 is fully open, that is, the first throttling device 105 does not throttle and depressurize the refrigerant input into the outdoor heat exchanger 104. The high-pressure refrigerant liquid flowing out of the first throttling device 105 is delivered to the outdoor heat exchanger 104, which is used for heating and further condensing the refrigerant, which is equivalent to increasing the heat exchange area of the first refrigerant circulation loop. At the same time, the condenser 102 and the outdoor heat exchanger 104 are used for heating, so that the energy efficiency of the thermal management system can be increased. The refrigerant output from the outdoor heat exchanger 104 is delivered to the third throttling device 112, and the high-pressure refrigerant liquid flowing out of the outdoor heat exchanger 104 is throttled and depressurized by the third throttling device 112 to change the refrigerant input into the battery heat exchanger 111 into low-pressure refrigerant liquid and deliver it to the battery heat exchanger 111. The battery heat exchanger 111 is used for refrigeration to evaporate the low-pressure refrigerant liquid into low-pressure refrigerant vapor, and the refrigerant gas output from the battery heat exchanger 111 is delivered to the compressor 101 for compression.

[0154] Therefore, the technical scheme provided by the embodiments of the present disclosure, the evaporator includes the battery heat exchanger 111, and the first throttling device further includes the third throttling device 112. When the outlet of the outdoor heat exchanger 104 is connected to the inlet of the third throttling device 112, the outdoor heat exchanger 104 and the battery heat exchanger 111 are connected in series. When the real-time temperature of the environment in which the vehicle is located is greater than or equal to the second preset temperature and the battery has a charging cooling demand, the battery cooling mode can be started. In the battery cooling mode, the condenser 102, the outdoor heat exchanger 104, and the battery heat exchanger 111 are connected in series. The condenser 102 is used for heating, the outdoor heat exchanger 104 is used for heating, and the battery heat exchanger 111 is used for refrigeration. The outdoor heat exchanger 104 and the condenser 102 are connected in series to jointly function as heating, which is equivalent to increasing the heat dissipation area of the first refrigerant circulation loop, so that the refrigeration energy efficiency of the thermal management system can be increased, and the method is simple and easy to implement.

[0155] In some embodiments, the thermal management system further includes a cooling liquid circulation loop. The cooling liquid circulation loop includes a heating core heat exchange circuit. The heating core heat exchange circuit includes a heater 108 and a heating core 109 connected in series.

[0156] The thermal management method further includes, for example:

[0157] When the real-time temperature of the environment in which the vehicle is located is less than or equal to the first preset temperature, the heater 108 in the heater core heat exchange circuit is controlled to heat the heater core 109 .

[0158] Specifically, when the real-time temperature of the vehicle's environment is less than or equal to the first preset temperature, the thermal management system is prone to difficulty starting at low temperatures. At this time, the heat generated by the condenser 102 cannot meet the heating needs of the vehicle's passenger compartment. Therefore, the heater 108 can be turned on to heat the heater core 109 to avoid affecting the heating needs of the vehicle's passenger compartment.

[0159] The technical solution provided by the embodiment of the present disclosure uses a heater 108 to heat the heater core 109. In this way, when the thermal management system is difficult to start at low temperatures, the heater core 109 can still meet the heating needs of the vehicle passenger compartment, thereby improving the comfort of the vehicle. The method is simple and easy to implement.

[0160] In some embodiments, the coolant circulation loop also includes a battery heat exchange loop. The battery heat exchange loop includes a battery heat exchange structure 110. The evaporator also includes a battery heat exchanger 111. Battery heat exchanger 111 is provided with a refrigerant pipe and a coolant pipe. The refrigerant pipe in battery heat exchanger 111 is connected to the first refrigerant circulation loop. The coolant pipe in battery heat exchanger 111 is connected to the battery heat exchange loop.

[0161] The thermal management method further includes, for example:

[0162] When the real-time temperature of the vehicle's environment is less than or equal to the first preset temperature, after a preset time, the battery heat exchange circuit and the heater core heat exchange circuit are controlled to be connected in series, the battery heat exchanger 111 in the first refrigerant circulation circuit is started, and the heater 108 in the heater core heat exchange circuit is controlled to heat the coolant in the battery heat exchanger 111, and the flow rate of the coolant input into the battery heat exchange structure 110 is controlled to be less than the flow rate of the coolant input into the heater core 109.

[0163] Exemplarily, in the low-temperature heating mode, the battery heat exchanger 111 can also be started, and the cooling liquid in the battery heat exchanger 111 is heated by the heater 108 in the heater core heat exchange circuit, so that the refrigerant in the battery heat exchanger 111 can obtain sufficient heat, and then can assist the compressor 101 to work normally. For example, when the real-time temperature of the environment where the vehicle is located is less than or equal to the first preset temperature, after a preset time, the battery heat exchange circuit and the heater core heat exchange circuit are connected in series, the battery heat exchanger 111 in the first refrigerant circulation circuit is started, the heater 108 in the heater core heat exchange circuit is controlled to heat the cooling liquid in the battery heat exchanger 111, and the flow of the cooling liquid input into the battery heat exchange structure 110 is less than the flow of the cooling liquid input into the heater core 109. At this time, the circulation mode of the refrigerant can refer to the arrow circulation loop in Figure 8 , that is, the compressor 101-condenser 102-third throttling device 112-battery heat exchanger 111-compressor 101. Among them, the condenser 102 is used for heating, and the battery heat exchanger 111 is used for refrigeration. Figure 9 The structure schematic diagram of another heat management system provided by the embodiment of the present disclosure is as follows Figure 9As shown, the arrow circulation loop is the cooling liquid circulation loop in which the heater 108 heats the battery heat exchanger 111 in the low-temperature heating mode. At this time, the circulation mode of the cooling liquid is: the heater 108 - the warm air core 109 - the battery heat exchanger 111. The cooling liquid circulation loop includes: the cooling liquid output from the cooling liquid pipeline in the condenser 102 is delivered to the warm air core 109 through the heater 108, the cooling liquid output from the warm air core 109 is delivered to the first interface 11 of the first multi-way valve 1, the first interface 11 of the first multi-way valve 1 is in communication with the fourth interface 14 of the first multi-way valve 1, the cooling liquid output from the fourth interface 14 of the first multi-way valve 1 is delivered to the second interface 22 of the second multi-way valve 2, the second interface 22 of the second multi-way valve 2 is in communication with the third interface 23 of the second multi-way valve 2. The cooling liquid output from the third interface 23 of the second multi-way valve 2 is delivered to the cooling liquid pipeline of the battery heat exchanger 111. The cooling liquid output from the cooling liquid pipeline of the battery heat exchanger 111 is delivered to the third interface 13 of the first multi-way valve 1, the second interface 12 of the first multi-way valve 1 is in communication with the third interface 13 of the first multi-way valve 1. The cooling liquid output from the second interface 12 of the first multi-way valve 1 is delivered to the cooling liquid pipeline of the condenser 102. At this time, the warm air core heat exchange circuit and the battery heat exchange circuit in the cooling liquid circulation loop are connected in series. Since the third interface 13 of the first multi-way valve 1 is connected with the first interface 21 of the second multi-way valve 2 through the battery heat exchange structure 110. Therefore, the flow of the cooling liquid input into the battery heat exchange structure 110 can be controlled by the opening size of the first interface 21 of the second multi-way valve 2. The greater the opening size of the first interface 21 of the second multi-way valve 2, the greater the flow of the cooling liquid input into the battery heat exchange structure 110, and the smaller the flow of the cooling liquid input into the warm air core 109. The smaller the opening size of the first interface 21 of the second multi-way valve 2, the smaller the flow of the cooling liquid input into the battery heat exchange structure 110, and the greater the flow of the cooling liquid input into the warm air core 109.

[0164] The technical solution provided by the disclosed embodiments involves the thermal management system having difficulty starting at low temperatures, as the real-time temperature of the vehicle's environment is less than or equal to a first preset temperature in low-temperature heating mode. Therefore, in low-temperature heating mode, the heater core heat exchange circuit is connected in series with the battery heat exchange circuit. This allows heater 108 to heat the coolant in battery heat exchanger 111, ensuring that the refrigerant in battery heat exchanger 111 receives sufficient heat to assist compressor 101 in its normal operation. However, the battery heat exchange structure 110 is relatively large. If the coolant flow rate entering the battery heat exchange structure 110 is high, heater 108 will need to heat the coolant in the battery heat exchange structure 110 simultaneously. This will affect the heater 108's ability to heat the coolant in the battery heat exchanger 111, hindering the solution to the low-temperature difficulty starting issue. This will also increase the power consumption and cost of heater 108. Therefore, in the low-temperature heating mode, when the heater 108 is used to heat the coolant in the battery heat exchanger 111, the second multi-way valve 2 can be used to control the flow rate of the coolant input to the battery heat exchange structure 110 to be smaller than the flow rate of the coolant input to the heater core 109. This can not only achieve heating of the battery and the passenger compartment, but also achieve the joint operation of the heater 108 and the compressor 101, thereby improving the heating capacity of the thermal management system and reducing the power demand and cost of the heater 108.

[0165] In some embodiments, when the second multi-way valve 2 adjusts the flow of coolant input to the battery heat exchange structure 110 to zero, the heater core heat exchange circuit can be independently connected to the coolant pipe in the battery heat exchanger 111 without being affected by the battery.

[0166] In some embodiments, the coolant circulation loop further includes a drive system heat exchange loop, which includes a drive system heat exchange structure 114 .

[0167] The thermal management method further includes, for example:

[0168] When the temperature of the drive system heat exchange structure 114 is greater than or equal to the third preset temperature, and the heater core 109 and / or the battery have a heating demand, the drive system heat exchange circuit is controlled to be connected with the battery heat exchange circuit and / or the heater core heat exchange circuit, and the flow rate of the coolant input from the drive system heat exchange circuit to the battery heat exchange circuit and / or the flow rate of the coolant input to the heater core heat exchange circuit is adjusted.

[0169] The technical solution provided by the disclosed embodiment indicates that when the temperature of the drive system heat exchange structure 114 is greater than or equal to a third preset temperature, the drive system has excess heat and requires heating of the heater core 109 and / or the battery. Therefore, the drive system heat exchange circuit can be controlled to connect to the battery heat exchange circuit, and / or the drive system heat exchange circuit can be controlled to connect to the heater core heat exchange circuit. This allows excess heat generated by the drive system to be used to heat the battery and / or the heater core 109, not only recycling waste heat from the drive system but also saving energy. If both the battery and the heater core 109 require heating, the flow rate of coolant from the drive system heat exchange circuit to the battery heat exchange circuit and the flow rate of coolant from the heater core heat exchange circuit can be adjusted. The flow rate of coolant entering each of the battery and heater core 109 is controlled based on their respective heating priorities. When battery heating has a higher priority, the flow rate of coolant entering the battery heat exchange structure 110 is increased. When the priority level of heating the heater core 109 is higher, the flow rate of the coolant input to the heater core 109 is increased. The entire thermal management control method is relatively simple and easy to implement.

[0170] In some embodiments, the first refrigerant circulation loop further includes an outdoor heat exchanger 104. The coolant circulation loop further includes a low-temperature radiator 113. A refrigerant pipe and a coolant pipe are provided in the condenser 102. The refrigerant pipe in the condenser 102 is connected to the first refrigerant circulation loop.

[0171] The thermal management method further includes, for example:

[0172] When the real-time temperature of the vehicle's environment is greater than or equal to the second preset temperature and the battery has a charging cooling requirement, the outdoor heat exchanger 104 and the battery heat exchanger 111 are started, the coolant circulation in the battery heat exchange circuit is controlled, and the coolant pipeline of the condenser 102 is controlled to be connected to the low-temperature radiator 113.

[0173] The outdoor heat exchanger 104 and the battery heat exchanger 111 in the first refrigerant circulation loop are connected in series.

[0174] For example, when the real-time temperature of the environment in which the vehicle is located is greater than or equal to the second preset temperature, it indicates that the ambient temperature is high at this time, for example, in summer, when the battery has a cooling charging demand, the battery cooling mode can be started, that is, the outdoor heat exchanger 104 and the battery heat exchanger 111 in the first refrigerant circulation loop are started, and the outdoor heat exchanger 104 and the battery heat exchanger 111 are connected in series at this time. The circulation mode of the refrigerant is compressor 101-condenser 102-first throttling device 105-outdoor heat exchanger 104-third throttling device 112-battery heat exchanger 111-compressor 101. At this time, the condenser 102 is used for heating, the outdoor heat exchanger 104 is used for heating, and the battery heat exchanger 111 is used for cooling. The first throttling device 105 is full-through, that is, the first throttling device 105 does not throttle and depressurize the refrigerant input into the inlet of the outdoor heat exchanger 104 at this time. The third throttling device 112 throttles and depressurizes the refrigerant input into the inlet of the battery heat exchanger 111. Specifically, as shown in Figure 7 the arrow circulation loop is the first refrigerant circulation loop in which the outdoor heat exchanger 104 and the battery heat exchanger 111 are used to cool the battery in the battery cooling mode. When the refrigerant circulates in the first refrigerant circulation loop, the compressor 101 compresses the low-temperature and low-pressure refrigerant gas into high-temperature and high-pressure refrigerant gas, so that the volume of the refrigerant gas decreases and the pressure increases. The high-temperature and high-pressure refrigerant gas is delivered to the condenser 102, which condenses the high-pressure refrigerant gas into high-pressure refrigerant liquid. The condenser 102 releases heat during operation. The high-pressure refrigerant liquid flowing out of the condenser 102 passes through the first throttling device 105, which is full-through at this time, that is, the first throttling device 105 does not throttle and depressurize the refrigerant input into the inlet of the outdoor heat exchanger 104 at this time. The high-pressure refrigerant liquid flowing out of the first throttling device 105 is delivered to the outdoor heat exchanger 104, which is used for heating and further condenses the refrigerant, equivalent to increasing the heat exchange area of the first refrigerant circulation loop. At the same time, the condenser 102 and the outdoor heat exchanger 104 are used for heating, so that the energy efficiency of the thermal management system can be increased. The refrigerant output from the outdoor heat exchanger 104 is delivered to the third throttling device 112, and the high-pressure refrigerant liquid flowing out of the outdoor heat exchanger 104 is throttled and depressurized by the third throttling device 112 to become low-pressure refrigerant liquid and is delivered to the battery heat exchanger 111. The battery heat exchanger 111 is used for cooling to evaporate the low-pressure refrigerant liquid into low-pressure refrigerant vapor, and the refrigerant gas output from the battery heat exchanger 111 is delivered to the compressor 101 for compression.

[0175] In the battery cooling mode, the coolant in the battery heat exchange circuit is controlled to be connected and circulated, and the coolant pipe of the condenser 102 is controlled to be connected to the low-temperature radiator 113. The battery heat exchange circuit is connected and circulated. Since the battery heat exchanger 111 needs to absorb heat during operation, the cold energy generated by the battery heat exchanger 111 can be transported to the battery heat exchange structure 110 through the coolant pipe of the battery heat exchanger 111 to cool the battery. For example, by controlling the flow of coolant between the condenser 102 and the low-temperature radiator 113 through the fourth multi-way valve 4, the coolant in the condenser 102 can be dissipated through the low-temperature radiator 113. This can increase the heat dissipation area of ​​the condenser 102, thereby increasing the refrigeration energy efficiency of the first refrigerant circulation circuit.

[0176] In some embodiments, in the battery cooling mode, the drive system heat exchange circuit in the coolant circulation loop can be selectively connected to the circulation, and the drive system heat exchange circuit in the coolant circulation loop can be connected to the coolant pipe of the condenser 102. Figure 10 In the illustrated structure, the arrowed loop represents the coolant circulation loop in battery cooling mode. While the coolant circulates within this coolant circulation loop, the battery heat exchange loop circulates internally, the drive system heat exchange loop is connected and circulated, and the drive system heat exchange loop is connected in parallel with the battery heat exchange loop, connecting the drive system heat exchange loop within the coolant circulation loop. At this point, the first port 41 of the fourth multi-way valve 4 is connected to the second port 42 of the fourth multi-way valve 4, the third port 43 of the fourth multi-way valve 4 is closed, the coolant pipe of the condenser 102 is connected to the low-temperature radiator 113, and the coolant pipe of the condenser 102 is disconnected from the heater core 109. Furthermore, the first port 31 of the third multi-way valve 3 is connected to the second port 32 of the third multi-way valve 3, and the third port 33 of the third multi-way valve 3 is connected to the fourth port 34 of the third multi-way valve 3, connecting the drive system heat exchange loop and the battery heat exchange loop in parallel.

[0177] The technical solution provided by the embodiment of the present disclosure controls the flow of coolant between the condenser 102 and the low-temperature radiator 113 in the battery cooling mode. In this way, when the battery has a charging cooling demand in the summer, for example, the low-temperature radiator 113 and the outdoor heat exchanger 104 can cool the liquid refrigerant at the same time, thereby improving the cooling capacity of the thermal management system, and the method is simple and easy to implement.

[0178] In some embodiments, the thermal management method further includes, for example, activating indoor heat exchanger 106 and outdoor heat exchanger 104 in the first refrigerant circulation loop when the real-time temperature of the vehicle's environment is greater than or equal to a second preset temperature and the vehicle's passenger compartment requires cooling. Indoor heat exchanger 106 and outdoor heat exchanger 104 are connected in series.

[0179] Since the outdoor heat exchanger 104 can be used for either cooling or heating, the outdoor heat exchanger 104 and the indoor heat exchanger 106 can be connected in parallel. For example, in low-temperature heating mode, either the outdoor heat exchanger 104 or the indoor heat exchanger 106 can be activated separately, with the first throttle 105 or the second throttle 107 throttling and reducing the pressure of the refrigerant entering the inlet of the compressor 101. Alternatively, the outdoor heat exchanger 104 and the indoor heat exchanger 106 can be connected in series, with the outdoor heat exchanger 104 controlling heating and the indoor heat exchanger 106 controlling cooling. For example, in standard cooling mode, the outdoor heat exchanger 104 and the indoor heat exchanger 106 can be connected in series. When the real-time temperature of the vehicle's environment is greater than or equal to the second preset temperature, indicating a high ambient temperature, such as in summer, when there is a need to cool the vehicle's passenger compartment, the standard cooling mode can be activated, i.e., the indoor heat exchanger 106 and the outdoor heat exchanger 104 in the first refrigerant circulation loop are activated. Among them, the indoor heat exchanger 106 and the outdoor heat exchanger 104 are connected in series. In the standard cooling mode, the circulation mode of the refrigerant is compressor 101-condenser 102-first throttle 105-outdoor heat exchanger 104-second throttle 107-indoor heat exchanger 106-compressor 101. At this time, the condenser 102 is used for heating, the outdoor heat exchanger 104 is used for heating, and the indoor heat exchanger 106 is used for cooling. The first throttle 105 is a full-pass function, that is, at this time the first throttle 105 does not throttle and reduce the pressure of the refrigerant input at the inlet of the outdoor heat exchanger 104. The second throttle 107 throttles and reduces the pressure of the refrigerant input at the inlet of the indoor heat exchanger 106. Specifically, as Figure 4As shown, the arrow circulation loop is the first refrigerant circulation loop for cooling the passenger compartment in the standard refrigeration mode. When the refrigerant in the first refrigerant circulation loop circulates, the compressor 101 compresses the low-temperature, low-pressure refrigerant gas into a high-temperature, high-pressure refrigerant gas, which reduces the volume of the refrigerant gas and increases the pressure. The high-temperature, high-pressure refrigerant gas is then transported to the condenser 102, which condenses the high-pressure refrigerant gas into a high-pressure refrigerant liquid. The condenser 102 needs to release heat during operation. The high-pressure refrigerant liquid flowing out of the condenser 102 passes through the first throttle 105. At this time, the first throttle 105 is a full-pass function, that is, at this time, the first throttle 105 does not throttle and reduce the pressure of the refrigerant input to the inlet of the outdoor heat exchanger 104. The high-pressure refrigerant liquid flowing out of the first throttle 105 is transported to the outdoor heat exchanger 104, which is used for heating. This further condenses the refrigerant, effectively increasing the heat exchange area of ​​the first refrigerant circulation loop. Simultaneously utilizing the condenser 102 and the outdoor heat exchanger 104 for heating increases the energy efficiency of the thermal management system. The refrigerant output from the outdoor heat exchanger 104 is transported to the second throttle 107. The high-pressure refrigerant liquid flowing out of the outdoor heat exchanger 104 is throttled and reduced in pressure by the second throttle 107, converting the refrigerant input to the indoor heat exchanger 106 into a low-pressure refrigerant liquid, which is then transported to the indoor heat exchanger 106. The indoor heat exchanger 106 is used for cooling, evaporating the low-pressure refrigerant liquid into low-pressure refrigerant vapor. During operation, the indoor heat exchanger 106 absorbs heat, thereby cooling the vehicle's passenger compartment. The refrigerant gas output from the indoor heat exchanger 106 is transported to the compressor 101 for compression.

[0180] Therefore, the technical solution provided by the embodiment of the present disclosure can turn on the standard cooling mode when the real-time temperature of the vehicle's environment is greater than or equal to the second preset temperature and there is a cooling demand in the vehicle's passenger compartment. In the standard cooling mode, the condenser 102, the outdoor heat exchanger 104 and the indoor heat exchanger 106 can be connected in series, wherein the condenser 102 is used for heating, the outdoor heat exchanger 104 is used for heating, and the indoor heat exchanger 106 is used for cooling. The outdoor heat exchanger 104 and the condenser 102 are connected in series to jointly play a heating role, which is equivalent to increasing the heat dissipation area of ​​the first refrigerant circulation loop, thereby increasing the cooling or heating energy efficiency of the thermal management system.

[0181] In some embodiments, the thermal management method also includes, for example: when the real-time temperature of the vehicle's environment is greater than a first preset temperature and less than a second preset temperature, starting the outdoor heat exchanger 104 in the first refrigerant circulation loop, and controlling the heater core heat exchange loop in the coolant circulation loop to be connected to the coolant pipe set in the condenser 102.

[0182] Because condenser 102 is used for heating, the refrigerant in condenser 102 generates heat. Through heat exchange, this heat is transferred to the coolant pipe within condenser 102. The coolant pipe within condenser 102 then transfers the heat generated by condenser 102 to heater core 109, heating heater core 109. For example, in standard heating mode, when the vehicle's ambient temperature is greater than a first preset temperature and less than a second preset temperature, outdoor heat exchanger 104 in the first refrigerant circulation loop is activated, and the heater core heat exchange circuit in the coolant circulation loop is connected to the coolant pipe within condenser 102. In this case, the refrigerant circulation pattern in standard heating mode is compressor 101 - condenser 102 - first throttle 105 - outdoor heat exchanger 104 - compressor 101. Condenser 102 is used for heating, while outdoor heat exchanger 104 is used for cooling. In standard heating mode, the heater core heat exchange circuit in the coolant circulation loop is connected and circulated.

[0183] For example, Figure 5 As shown, the arrow circulation circuit is the first refrigerant circulation circuit and the coolant circulation circuit for cooling the passenger compartment in the standard heating mode. When the refrigerant in the first refrigerant circulation circuit circulates, the compressor 101 compresses the low-temperature, low-pressure refrigerant gas into a high-temperature, high-pressure refrigerant gas, which reduces the volume of the refrigerant gas and increases the pressure. The high-temperature, high-pressure refrigerant gas is then transported to the condenser 102, which condenses the high-pressure refrigerant gas into a high-pressure refrigerant liquid. The condenser 102 needs to release heat during operation. Since a refrigerant pipe and a coolant pipe are provided in the condenser 102, the refrigerant pipe in the condenser 102 is connected to the first refrigerant circulation circuit. The coolant pipe in the condenser 102 is connected to the heater core heat exchange circuit. Therefore, the refrigerant in condenser 102 generates heat. Through heat exchange, this heat is transferred to the coolant pipes within condenser 102. The coolant pipes within condenser 102 then transport the heat generated by condenser 102 to heater core 109, heating heater core 109. This, in turn, heats the vehicle's passenger compartment. The high-pressure refrigerant liquid flowing out of condenser 102 passes through first throttle 105, which throttles and reduces the pressure of the refrigerant entering outdoor heat exchanger 104. This refrigerant is converted to low-pressure refrigerant liquid and then transported to outdoor heat exchanger 104. Outdoor heat exchanger 104 is used for cooling, evaporating the low-pressure refrigerant liquid into low-pressure refrigerant vapor. During operation, outdoor heat exchanger 104 absorbs heat. The refrigerant gas output from outdoor heat exchanger 104 is transported to compressor 101 for compression.

[0184] Therefore, the technical solution provided by the embodiment of the present disclosure is that a coolant pipe is provided in the condenser 102, and a heater core heat exchange circuit is provided in the coolant circulation circuit. The coolant pipe in the condenser 102 can be connected with the heater core heat exchange circuit, and the heat generated by the condenser 102 can be transported to the heater core 109 through the coolant pipe to heat the heater core 109, and the vehicle passenger compartment can be heated through the heater core 109. The method is simple and easy to implement.

[0185] It should be understood that only in combination with Figure 14 The order of executing the steps in the thermal management method provided by the embodiment of the present disclosure is exemplified, but does not limit the thermal management method provided by the embodiment of the present disclosure. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be executed in other orders. Moreover, Figure 14 At least part of the steps may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily executed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least part of the sub-steps or stages of other steps.

[0186] Corresponding to the thermal management method provided by the embodiment of the present disclosure, the embodiment of the present disclosure also provides a thermal management device. Figure 15 A structural block diagram of a thermal management device provided in an embodiment of the present disclosure, such as Figure 15 As shown, the thermal management device includes: a temperature acquisition module 301 and a loop control module 302. The temperature acquisition module 301 is used to obtain the real-time temperature of the vehicle's environment. The loop control module 302 is used to start the first refrigerant circulation loop and the second throttling device 103 when the real-time temperature of the vehicle's environment is less than or equal to the first preset temperature, and control the first throttling device and the second throttling device 103 to throttle and reduce the pressure of the refrigerant flowing through the inlet of the input compressor 101, and the loop control module 302 is used to start the indoor heat exchanger 106 and the outdoor heat exchanger 104 in the first refrigerant circulation loop when the real-time temperature of the vehicle's environment is greater than or equal to the second preset temperature and there is a cooling demand in the vehicle's passenger compartment, and the indoor heat exchanger 106 and the outdoor heat exchanger 104 are connected in series.

[0187] The thermal management device disclosed in the above embodiments can execute the thermal management method disclosed in the above embodiments and has the same or corresponding beneficial effects. To avoid repetition, they will not be described again here.

[0188] The embodiments of the present disclosure further provide a computer-readable storage medium, which stores a program or instruction, and the program or instruction enables a computer to execute the steps of any of the above methods.

[0189] Optionally, when executed by a computer processor, the computer executable instructions can also be used to execute the technical solutions of any of the above-mentioned thermal management methods provided in the embodiments of the present disclosure to achieve corresponding beneficial effects.

[0190] Through the above description of the implementation methods, those skilled in the art can clearly understand that the embodiments of the present disclosure can be implemented with the help of software and necessary general-purpose hardware, and of course can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the embodiments of the present disclosure is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as a computer floppy disk, read-only memory (ROM), random access memory (RAM), flash memory (FLASH), hard disk or optical disk, etc., including a number of instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute the methods described in each embodiment of the present disclosure.

[0191] The embodiments of the present disclosure also provide a vehicle, which includes any one of the thermal management systems provided by the embodiments of the present disclosure and has the same or corresponding beneficial effects. To avoid repetition, they will not be described here.

[0192] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention and are not intended to limit the embodiments of the present invention. A person skilled in the art would be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. Coolant circulation circuit, characterized in that: include: Warm air core heat exchange circuit; Battery heat exchange circuit; a first multi-way valve (1), wherein the heater core heat exchange circuit can be connected in series with the battery heat exchange circuit via the first multi-way valve (1); A heater (108) is provided in the heater core heat exchange circuit and / or the battery heat exchange circuit.

2. The coolant circulation circuit according to claim 1, characterized in that: The first multi-way valve (1) comprises a first interface (11), a second interface (12), a third interface (13) and a fourth interface (14); the first interface (11) of the first multi-way valve (1) and the second interface (12) of the first multi-way valve (1) are respectively connected to the inlet and outlet of the warm air core (109) of the warm air core heat exchange circuit; the third interface (13) of the first multi-way valve (1) and the fourth interface (14) of the first multi-way valve (1) are respectively connected to the inlet and outlet of the coolant pipe of the battery heat exchange structure (110) of the battery heat exchange circuit.

3. The coolant circulation circuit according to claim 1 or 2, characterized in that: The battery heat exchange circuit comprises a battery heat exchange structure (110) and a second multi-way valve (2), wherein the second multi-way valve (2) is capable of adjusting the flow of the coolant input into the battery heat exchange structure (110).

4. The coolant circulation circuit according to claim 3, characterized in that: The second multi-way valve (2) is a proportional regulating valve.

5. The coolant circulation circuit according to claim 3 or 4, characterized in that: The second multi-way valve (2) comprises a first interface (21), a second interface (22) and a third interface (23); the first interface (21) of the second multi-way valve (2) is connected to the coolant pipeline of the battery heat exchange structure (110); the second interface (22) of the second multi-way valve (2) is connected to the fourth interface (14) of the first multi-way valve (1); the third interface (23) of the second multi-way valve (2) and the third interface (13) of the first multi-way valve (1) are both connected to the coolant pipeline of the battery heat exchange structure (110) of the battery heat exchange circuit.

6. The coolant circulation circuit according to any one of claims 1 to 5, characterized in that: It also includes a drive system heat exchange circuit, which is connected to the battery heat exchange circuit through a third multi-way valve (3).

7. The coolant circulation circuit according to claim 6, characterized in that: The third multi-way valve (3) comprises a first interface (31), a second interface (32), a third interface (33) and a fourth interface (34); the first interface (31) of the third multi-way valve (3) and the second interface (32) of the third multi-way valve (3) are respectively connected to the inlet and outlet of the coolant pipe of the battery heat exchange structure (110) of the battery heat exchange circuit; the third interface (33) of the third multi-way valve (3) and the fourth interface (34) of the third multi-way valve (3) are respectively connected to the inlet and outlet of the drive system heat exchange structure (114) of the drive system heat exchange circuit.

8. The coolant circulation circuit according to any one of claims 1 to 7, characterized in that: The warm air core heat exchange circuit includes a fourth multi-way valve (4), and the fourth multi-way valve (4) is arranged on a coolant pipe connecting the condenser (102) and the warm air core (109) of the warm air core heat exchange circuit. The coolant pipe of the condenser (102) is connected to or closed by the coolant pipe of the low-temperature radiator (113) of the drive system heat exchange circuit through the fourth multi-way valve (4).

9. The coolant circulation circuit according to any one of claims 1 to 8, characterized in that: The invention also includes a fifth multi-way valve (5), which is arranged on a coolant pipe connecting the drive system heat exchange structure (114) of the drive system heat exchange circuit and the low-temperature radiator (113) of the drive system heat exchange circuit, and the coolant pipe of the drive system heat exchange structure (114) is connected to or closed by the coolant pipe of the low-temperature radiator (113) through the fifth multi-way valve (5).

10. A thermal management system, characterized in that The cooling liquid circulation circuit comprises any one of claims 1 to 9.

11. The thermal management system according to claim 10, wherein: include: a first refrigerant circulation circuit, the first refrigerant circulation circuit comprising a compressor (101), a condenser (102), a first throttling device, and an evaporator; A second throttling device (103), wherein both ends of the second throttling device (103) are respectively connected to both ends of the compressor (101).

12. A thermal management method, characterized in that: Applicable to the thermal management system according to claim 10 or 11, the thermal management method comprises: Get the real-time temperature of the vehicle's environment; When the real-time temperature of the vehicle's environment is less than or equal to a first preset temperature, after a preset time, the battery heat exchange circuit is controlled to be connected in series with the heater core heat exchange circuit, the battery heat exchanger (111) in the first refrigerant circulation circuit is started, and the heater (108) is controlled to heat the coolant in the battery heat exchanger (111).

13. A thermal management device, characterized in that The thermal management device comprises: A temperature acquisition module (301) is used to obtain the real-time temperature of the environment in which the vehicle is located; The circuit control module (302) is used to control the battery heat exchange circuit and the heater core heat exchange circuit to be connected in series after a preset time when the real-time temperature of the vehicle environment is less than or equal to a first preset temperature, start the battery heat exchanger (111) in the first refrigerant circulation circuit, and control the heater (108) to heat the coolant in the battery heat exchanger (111).

14. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a program or instruction, which enables a computer to execute the steps of the method according to claim 12 .

15. A vehicle, characterized in that The thermal management system comprises the thermal management system according to claim 10 or 11.

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