Control method of vehicle thermal management system, vehicle thermal management system and vehicle

Abstract

The invention relates to a control method of a vehicle heat management system, the vehicle heat management system and a vehicle, and the vehicle heat management system comprises a battery first heat exchange flow path, a motor first heat exchange flow path and a passenger area first heat exchange flow path. Any two of the battery first heat exchange flow path, the motor first heat exchange flow path and the passenger area first heat exchange flow path can be switched between a series connection state and a parallel connection state. The invention aims to enrich heat treatment modes of the vehicle heat management system.

Description

Technical Field

[0001] This application relates to the field of vehicle thermal management system technology, and in particular to a control method for a vehicle thermal management system, a vehicle thermal management system, and a vehicle. Background Technology

[0002] In related technologies, vehicle thermal management systems include a first heat exchange path for the battery, a first heat exchange path for the motor, and a first heat exchange path for the passenger area. Currently, any two of these three paths lack a heat exchange mechanism, resulting in a relatively simple approach to heat management within the vehicle thermal management system. Summary of the Invention

[0003] This application provides a control method for a vehicle thermal management system, a vehicle thermal management system, and a vehicle, to enrich the ways in which the vehicle thermal management system handles heat.

[0004] To achieve the above objectives, according to a first aspect of this application, a vehicle thermal management system is provided, including a first heat exchange flow path for a battery, a first heat exchange flow path for a motor, and a first heat exchange flow path for a passenger area, wherein any two of the first heat exchange flow path for the battery, the first heat exchange flow path for the motor, and the first heat exchange flow path for the passenger area can switch between a series connection and a parallel connection.

[0005] Optionally, the vehicle thermal management system further includes a first reversing valve module, which connects the first heat exchange flow path of the passenger area and the first heat exchange flow path of the motor. The first reversing valve module is used to switch the first heat exchange flow path of the passenger area and the first heat exchange flow path of the motor in a series state and a parallel state.

[0006] Optionally, the first reversing valve module includes a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, and a sixth valve port. The first valve port and the second valve port are respectively connected to both ends of the first heat exchange flow path in the passenger area. The fourth valve port and the fifth valve port are respectively connected to both ends of the first heat exchange flow path in the motor. The third valve port and the fifth valve port are both connected to one end of the first heat exchange flow path in the motor. The second valve port and the sixth valve port are both connected to the other end of the first heat exchange flow path in the passenger area.

[0007] Optionally, the first reversing valve module has a first state and a second state;

[0008] When the first reversing valve module is in the first state, the first valve port and the second valve port are connected, the fourth valve port and the fifth valve port are connected, and the third valve port and the sixth valve port are respectively closed, so that the first heat exchange flow path of the passenger area and the first heat exchange flow path of the motor are connected in parallel;

[0009] When the first reversing valve module is in the second state, the first valve port and the third valve port are connected, the fourth valve port and the sixth valve port are connected, and the second valve port and the fifth valve port are respectively closed, so that the first heat exchange flow path of the passenger area and the first heat exchange flow path of the motor are connected in series.

[0010] Optionally, the first reversing valve module includes a seventh valve port, an eighth valve port, a ninth valve port, and a tenth valve port. The seventh valve port and the eighth valve port are respectively connected to the two ends of the first heat exchange flow path in the passenger area, and the ninth valve port and the tenth valve port are respectively connected to the two ends of the first heat exchange flow path in the motor.

[0011] Optionally, the first reversing valve module has a third state and a fourth state;

[0012] When the first reversing valve module is in the third state, the seventh valve port and the eighth valve port are connected, and the ninth valve port and the tenth valve port are connected, so that the first heat exchange flow path of the passenger area and the first heat exchange flow path of the motor are connected in parallel;

[0013] When the first reversing valve module is in the fourth state, the seventh valve port and the ninth valve port are connected, and the eighth valve port and the tenth valve port are connected, so that the first heat exchange flow path of the passenger area and the first heat exchange flow path of the motor are connected in series.

[0014] Optionally, the vehicle thermal management system includes a second reversing valve module, which is connected to the first heat exchange path of the motor and the first heat exchange path of the battery. The second reversing valve module is used to switch the first heat exchange path of the motor and the first heat exchange path of the battery between a series connection and a parallel connection.

[0015] Optionally, the second reversing valve module includes an eleventh valve port, a twelfth valve port, a thirteenth valve port, a fourteenth valve port, a fifteenth valve port, and a sixteenth valve port. The twelfth valve port and the fourteenth valve port are respectively connected to the two ends of the first heat exchange flow path of the motor. The sixteenth valve port and the thirteenth valve port are both connected to one end of the first heat exchange flow path of the battery. The eleventh valve port and the fifteenth valve port are both connected to the other end of the first heat exchange flow path of the battery.

[0016] Optionally, the second directional valve module has a fifth state and a sixth state;

[0017] When the second reversing valve module is in the fifth state, the eleventh valve port, the twelfth valve port and the thirteenth valve port are connected, the fourteenth valve port and the fifteenth valve port are connected, the sixteenth valve port is closed, and the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in parallel.

[0018] When the second reversing valve module is in the sixth state, the eleventh valve port and the twelfth valve port are connected, the thirteenth valve port is closed, the fourteenth valve port and the sixteenth valve port are connected, and the fifteenth valve port is closed, so that the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in series.

[0019] Optionally, the vehicle thermal management system further includes a first heat exchanger flow path, the two ends of which are respectively connected to the two ends of the first heat exchanger flow path of the motor, and the first heat exchanger flow path is used to enable the first heat exchanger flow path of the motor to exchange heat with the environment outside the vehicle.

[0020] Optionally, the vehicle thermal management system further includes a third reversing valve module, which includes a seventeenth valve port, an eighteenth valve port, and a nineteenth valve port. One end of the first heat exchange flow path of the motor and one end of the first heat exchanger flow path are respectively connected to the seventeenth valve port and the eighteenth valve port, and the other end of the first heat exchange flow path of the motor and the other end of the first heat exchanger flow path are both connected to the nineteenth valve port.

[0021] Optionally, the third directional valve module has a seventh state and an eighth state;

[0022] When the third reversing valve is in the seventh state, the seventeenth valve port and the eighteenth valve port are connected, and the nineteenth valve port is closed, so that the first heat exchange flow path of the motor and the first heat exchanger flow path are connected in series;

[0023] When the third reversing valve is in the eighth state, the seventeenth valve port and the nineteenth valve port are connected, and the eighteenth valve port is closed, so as to disconnect the first heat exchange flow path of the motor and the first heat exchanger flow path, and to connect the two ends of the first heat exchange flow path of the motor through the seventeenth valve port and the nineteenth valve port.

[0024] Optionally, the vehicle thermal management system further includes a second heat exchanger flow path and a second heat exchange flow path in the passenger area. The first heat exchange flow path of the motor and the second heat exchange flow path in the passenger area are respectively used to allow different fluids to flow through. The second heat exchanger flow path connects the first heat exchange flow path of the motor and the second heat exchange flow path in the passenger area, and the second heat exchanger flow path is used to enable the first heat exchange flow path of the motor to exchange heat with the second heat exchange flow path in the passenger area.

[0025] Optionally, the vehicle thermal management system further includes a fourth reversing valve module, which includes a twentieth valve port, a twentieth eleventh valve port, and a twenty-second valve port. One end of the first heat exchanger flow path, one end of the second heat exchanger flow path, and one end of the first heat exchanger flow path of the motor are interconnected. The other ends of the first heat exchanger flow path, the other ends of the second heat exchanger flow path, and the other ends of the first heat exchanger flow path of the motor are respectively connected to the twentieth eleventh valve port, the twentieth twentieth valve port, and the twentieth valve port.

[0026] Optionally, the fourth directional valve module has a ninth state and a tenth state;

[0027] When the fourth reversing valve module is in the ninth state, the twentieth valve port and the twentieth valve port are connected, and the twentieth valve port is closed, so that the first heat exchange flow path of the motor and the first heat exchanger flow path are connected, and the first heat exchange flow path of the motor and the second heat exchanger flow path are disconnected.

[0028] When the fourth reversing valve module is in the tenth state, the twentieth valve port and the twentieth valve port are connected, and the twentieth valve port is closed, so that the first heat exchange flow path of the motor and the second heat exchanger flow path are connected, and the first heat exchange flow path of the motor and the first heat exchanger flow path are disconnected.

[0029] Optionally, the second heat exchange flow path in the passenger area is provided with a compressor, a third heat exchanger, a fourth heat exchanger, and a fifth reversing valve module. The third heat exchanger is used for heat exchange with the passenger area of ​​the vehicle, and the fourth heat exchanger is used to enable the second heat exchange flow path in the passenger area to exchange heat with the external environment of the vehicle. The fifth reversing valve module includes a twenty-third valve port, a twenty-fourth valve port, a twenty-fifth valve port, and a twenty-sixth valve port. The twenty-third valve port and the twenty-fourth valve port are respectively connected to the two ends of the compressor, the twenty-fifth valve port is connected to the third heat exchanger, and the twenty-sixth valve port is connected to the fourth heat exchanger, so that the second heat exchange flow path in the passenger area can heat and dissipate heat from the passenger area of ​​the vehicle.

[0030] Optionally, the fifth directional valve module has an eleventh state and a twelfth state;

[0031] When the fifth reversing valve module is in the eleventh state, the twenty-fourth valve port and the twenty-sixth valve port are connected, and the twenty-third valve port and the twenty-fifth valve port are connected, so that the fluid flowing out of the compressor flows through the third heat exchanger and the twenty-fifth valve port in sequence;

[0032] When the fifth reversing valve module is in the twelfth state, the twenty-fourth valve port and the twenty-fifth valve port are connected, and the twenty-third valve port and the twenty-sixth valve port are connected, so that the fluid flowing out of the compressor flows through the twenty-fifth valve port and the third heat exchanger in sequence.

[0033] Optionally, the second heat exchanger flow path is provided with a second heat exchanger, and the second heat exchanger is also provided in the second heat exchange flow path of the passenger area. The second heat exchanger is used to enable the first heat exchange flow path of the motor to exchange heat with the second heat exchange flow path of the passenger area.

[0034] The second heat exchange flow path in the passenger area is also provided with a first shut-off valve and a second shut-off valve. One end of the first shut-off valve is connected to the 26th valve port through the fourth heat exchanger, and one end of the second shut-off valve is connected to the 26th valve port. The other ends of the first shut-off valve and the other ends of the second shut-off valve are both connected to the same end of the second heat exchanger.

[0035] Optionally, the second heat exchange flow path in the occupant area has a thirteenth state and a fourteenth state;

[0036] When the second heat exchange flow path in the passenger area is in the thirteenth state, the fifth reversing valve module is in the twelfth state, the first shut-off valve is closed, and the second shut-off valve is open, so that the fluid flowing out from the second heat exchanger can flow through the second shut-off valve and the twenty-sixth valve port in sequence.

[0037] When the second heat exchange flow path in the occupant area is in the fourteenth state, the fifth reversing valve module is in the eleventh state, the first shut-off valve is open, and the second shut-off valve is closed, so that the fluid flowing out from the twenty-sixth valve port can flow through the fourth heat exchanger and the second heat exchanger in sequence.

[0038] Optionally, the first heat exchange flow path in the passenger area is provided with a first pump body and a fifth heat exchanger. The fifth heat exchanger is used to exchange heat with the passenger area of ​​the vehicle, and the first pump body is used to drive fluid to flow through the fifth heat exchanger.

[0039] Optionally, the first heat exchange flow path in the passenger area is further provided with a first heater, the two ends of which are connected to the fifth heat exchanger and the first pump body. The first heater is used to heat the fluid flowing through the fifth heat exchanger.

[0040] Optionally, the vehicle thermal management system further includes a second pump body, which is connected to both ends of the first heat exchange flow path of the motor, and the second pump body is used to drive fluid to flow through the first heat exchange flow path of the motor.

[0041] Optionally, the vehicle thermal management system further includes a second heat exchange flow path for the motor, wherein the two ends of the second heat exchange flow path for the motor are respectively connected to the two ends of the first heat exchange flow path for the motor;

[0042] And / or, the vehicle thermal management system further includes a second battery heat exchange path, the two ends of which are respectively connected to the two ends of the first battery heat exchange path;

[0043] And / or, the vehicle thermal management system further includes a first air compressor, which is disposed in at least one of the first heat exchange path of the motor and the first heat exchange path of the battery.

[0044] Optionally, the vehicle thermal management system further includes a heating flow path, the two ends of which are respectively connected to the two ends of the first heat exchange flow path of the battery. The heating flow path is provided with a second heater and a third pump body. The third pump body is used to drive fluid to flow through the first heat exchange flow path of the battery, and the second heater is used to heat the fluid flowing through the first heat exchange flow path of the battery.

[0045] Optionally, the heating flow path is further provided with a one-way valve. In the heating flow path, the third pump body can drive the fluid to flow in a first direction, and the one-way valve is used to inhibit the fluid from flowing in a direction opposite to the first direction.

[0046] According to a second aspect of this application, a vehicle is provided, including the aforementioned vehicle thermal management system.

[0047] According to a third aspect of this application, a control method for a vehicle thermal management system is provided. The vehicle thermal management system includes a first heat exchange path for a battery, a first heat exchange path for a motor, and a first heat exchange path for a passenger area. The control method includes:

[0048] Control any two of the battery first heat exchange flow path, the motor first heat exchange flow path, and the passenger area first heat exchange flow path to be connected in series or in parallel.

[0049] Optionally, the first heat exchange flow path of the motor is provided with a first motor;

[0050] Controlling any two of the battery first heat exchange path, the motor first heat exchange path, and the passenger area first heat exchange path to be connected in series or in parallel includes:

[0051] When the passenger area has a heating requirement and the first motor has a heat dissipation requirement, the first heat exchange path of the motor and the first heat exchange path of the passenger area are connected in series.

[0052] Optionally, the first heat exchange flow path of the motor is provided with a fluid output end and a first motor;

[0053] The vehicle thermal management system further includes a second heat exchanger flow path and a second heat exchanger flow path in the passenger area. The second heat exchanger flow path is connected to the second heat exchanger flow path in the passenger area and is used to exchange heat with the second heat exchanger flow path in the passenger area. The first heat exchanger flow path of the motor and the second heat exchanger flow path in the passenger area are respectively used to supply different fluids to flow through.

[0054] Controlling any two of the battery first heat exchange path, the motor first heat exchange path, and the passenger area first heat exchange path to be connected in series or in parallel also includes:

[0055] When the passenger area has a heating requirement, the first motor has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is less than or equal to a first threshold, the first heat exchange flow path of the motor and the first heat exchange flow path of the passenger area are disconnected, the second heat exchange flow path of the passenger area is operated to heat the passenger area, and the first heat exchange flow path of the motor and the second heat exchanger flow path are connected in series.

[0056] When the passenger area has a heating requirement, the first motor has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is greater than a first threshold, the first heat exchange flow path of the motor and the first heat exchange flow path of the passenger area are connected in series, the second heat exchange flow path of the passenger area is stopped, and the first heat exchange flow path of the motor and the second heat exchanger flow path are disconnected.

[0057] Optionally, the vehicle thermal management system further includes a first heat exchanger flow path, which is used to exchange heat with the environment outside the vehicle.

[0058] When the passenger area has a heating requirement, the first motor has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is greater than a first threshold, controlling the first heat exchange path of the motor and the first heat exchange path of the passenger area to be connected in series, controlling the second heat exchange path of the passenger area to stop operating, and controlling the first heat exchange path of the motor and the second heat exchanger path to be disconnected include:

[0059] When the passenger area has a heating requirement, the first motor has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is greater than a first threshold and less than a second threshold, the first heat exchange flow path of the motor and the first heat exchange flow path of the passenger area are connected in series, the second heat exchange flow path of the passenger area is stopped, and the first heat exchange flow path of the motor is disconnected from the first heat exchanger flow path and the second heat exchanger flow path respectively, wherein the second threshold is greater than the first threshold;

[0060] When the passenger area has a heating requirement, the first motor has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is greater than or equal to the second threshold, the first heat exchange flow path of the motor, the first heat exchange flow path of the passenger area, and the first heat exchanger flow path are connected in series, the second heat exchange flow path of the passenger area is stopped, and the first heat exchange flow path of the motor and the second heat exchanger flow path are disconnected.

[0061] Optionally, the vehicle thermal management system further includes a third reversing valve module, which includes a seventeenth valve port, an eighteenth valve port, and a nineteenth valve port. One end of the first heat exchange flow path of the motor and one end of the first heat exchanger flow path are respectively connected to the seventeenth valve port and the eighteenth valve port, and the other end of the first heat exchange flow path of the motor and the other end of the first heat exchanger flow path are both connected to the nineteenth valve port.

[0062] When the passenger area has a heating requirement, the first motor has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is greater than or equal to a second threshold, controlling the first heat exchange path of the motor, the first heat exchange path of the passenger area, and the first heat exchanger path to be connected in series, controlling the second heat exchange path of the passenger area to stop operating, and controlling the first heat exchange path of the motor and the second heat exchanger path to disconnect include:

[0063] When the passenger area has a heating requirement, the first motor has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is greater than or equal to the second threshold, the first heat exchange flow path of the motor, the first heat exchange flow path of the passenger area, and the first heat exchanger flow path are connected in series in sequence, the second heat exchange flow path of the passenger area is stopped, the first heat exchange flow path of the motor and the second heat exchanger flow path are disconnected, the seventeenth valve port and the nineteenth valve port are connected, and the eighteenth valve port is closed.

[0064] Optionally, the first heat exchange flow path of the motor is provided with a fluid output end and a first motor, the first heat exchange flow path of the battery is provided with a first battery, and the vehicle thermal management system further includes a first heat exchanger flow path, a second heat exchanger flow path, and a second heat exchange flow path for the passenger area. The first heat exchanger flow path is used to exchange heat with the environment outside the vehicle, the second heat exchanger flow path is connected to the second heat exchange flow path for the passenger area, and the second heat exchanger flow path is used to exchange heat with the second heat exchange flow path for the passenger area. The first heat exchange flow path of the motor and the second heat exchange flow path for the passenger area are respectively used to supply different fluids, and the second heat exchange flow path for the passenger area can dissipate heat to the passenger area of ​​the vehicle.

[0065] The control method further includes:

[0066] When the passenger area has a heat dissipation requirement and the first motor has a heat dissipation requirement, the first heat exchange flow path of the motor and the first heat exchanger flow path are controlled to be connected in series, the first heat exchange flow path of the motor and the second heat exchanger flow path are disconnected, and the second heat exchange flow path of the passenger area is controlled to dissipate heat to the passenger area; and / or,

[0067] When the passenger area has a heat dissipation requirement and the first battery has a heat dissipation requirement, the first heat exchange flow path of the battery and the first heat exchanger flow path are connected in series, the first heat exchange flow path of the battery and the second heat exchanger flow path are disconnected, and the second heat exchange flow path of the passenger area is controlled to dissipate heat to the passenger area.

[0068] Optionally, the first heat exchange path of the motor is provided with a first motor, and the first heat exchange path of the battery is provided with a first battery;

[0069] Controlling any two of the battery first heat exchange path, the motor first heat exchange path, and the passenger area first heat exchange path to be connected in series or in parallel includes:

[0070] When the first motor and the first battery have heat dissipation requirements, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in parallel.

[0071] Optionally, the vehicle thermal management system further includes a second reversing valve module, which includes an eleventh valve port, a twelfth valve port, a thirteenth valve port, a fourteenth valve port, a fifteenth valve port, and a sixteenth valve port. The twelfth valve port and the fourteenth valve port are respectively connected to the two ends of the first heat exchange flow path of the motor, the sixteenth valve port and the thirteenth valve port are both connected to one end of the first heat exchange flow path of the battery, and the eleventh valve port and the fifteenth valve port are both connected to the other end of the first heat exchange flow path of the battery.

[0072] When the first motor and the first battery have heat dissipation requirements, controlling the first heat exchange path of the motor and the first heat exchange path of the battery to be connected in parallel includes:

[0073] When the first motor and the first battery have a heat dissipation requirement, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in parallel, the eleventh valve port, the twelfth valve port and the thirteenth valve port are connected, the fourteenth valve port and the fifteenth valve port are connected, and the sixteenth valve port is cut off.

[0074] Optionally, the first heat exchange path of the motor is provided with a first motor, and the first heat exchange path of the battery is provided with a first battery;

[0075] Controlling any two of the battery first heat exchange path, the motor first heat exchange path, and the passenger area first heat exchange path to be connected in series or in parallel includes:

[0076] When the first motor has a heat dissipation requirement and the first battery has a heating requirement, the first heat exchange path of the motor and the first heat exchange path of the battery are connected in series.

[0077] Optionally, the vehicle thermal management system further includes a heating flow path, which is provided with a second heater and a third pump body. The third pump body is used to drive fluid to flow through the battery first heat exchange flow path, and the second heater is used to heat the fluid flowing through the battery first heat exchange flow path. The battery first heat exchange flow path is provided with a fluid input end.

[0078] When the first motor has a heat dissipation requirement and the first battery has a heating requirement, controlling the first heat exchange path of the motor and the first heat exchange path of the battery in series includes:

[0079] When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than the third threshold, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in series, and the third pump body and the second heater are turned off.

[0080] When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is less than or equal to the third threshold, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in series, and the third pump and the second heater are started.

[0081] Optionally, the first heat exchange flow path of the passenger area is provided with a first pump body, a first heater and a fifth heat exchanger, the fifth heat exchanger being used for heat exchange with the passenger area of ​​the vehicle;

[0082] When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than the third threshold, the first heat exchange path of the motor and the first heat exchange path of the battery are connected in series, and the third pump and the second heater are shut down.

[0083] When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than the third threshold and less than the fourth threshold, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in series, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are both disconnected from the first heat exchange flow path of the passenger area, the third pump and the second heater are turned off, and the first pump and the first heater are started, wherein the fourth threshold is greater than the third threshold;

[0084] When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than a third threshold, controlling the first heat exchange path of the motor and the first heat exchange path of the battery in series, and controlling the third pump and the second heater to shut down includes:

[0085] When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than or equal to the fourth threshold, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in series, and the third pump body and the second heater are turned off.

[0086] Optionally, the vehicle thermal management system further includes a first heat exchanger flow path, which enables the first heat exchanger flow path of the motor to exchange heat with the external environment of the vehicle.

[0087] When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is less than or equal to a third threshold, controlling the first heat exchange path of the motor and the first heat exchange path of the battery in series, and controlling the third pump and the second heater to start includes:

[0088] When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is less than or equal to the third threshold, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in series, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are disconnected from the first heat exchanger flow path respectively, and the third pump body and the second heater are started.

[0089] When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than a third threshold and less than a fourth threshold, the system controls the first heat exchange path of the motor and the first heat exchange path of the battery to be connected in series, controls both the first heat exchange path of the motor and the first heat exchange path of the battery to be disconnected from the first heat exchange path of the passenger area, controls the third pump and the second heater to be turned off, and controls the first pump and the first heater to be started, including:

[0090] When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than the third threshold and less than the fourth threshold, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in series, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are both disconnected from the first heat exchange flow path of the passenger area, the third pump body and the second heater are turned off, the first pump body and the first heater are started, and the first heat exchange flow path of the motor and the first heat exchanger flow path are disconnected.

[0091] When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than or equal to a fourth threshold, controlling the first heat exchange path of the motor and the first heat exchange path of the battery in series, and controlling the third pump and the second heater to shut down include:

[0092] When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than or equal to the fourth threshold, the first heat exchange flow path of the motor, the first heat exchange flow path of the battery, the first heat exchange flow path of the passenger area, and the first heat exchanger flow path are connected in series, and the third pump body and the second heater are turned off.

[0093] Optionally, the vehicle thermal management system further includes a third reversing valve module, which includes a seventeenth valve port, an eighteenth valve port, and a nineteenth valve port. One end of the first heat exchange flow path of the motor and one end of the first heat exchanger flow path are respectively connected to the seventeenth valve port and the eighteenth valve port, and the other end of the first heat exchange flow path of the motor and the other end of the first heat exchanger flow path are both connected to the nineteenth valve port.

[0094] When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the fluid temperature flowing through the fluid input terminal is greater than or equal to the fourth threshold, controlling the first heat exchange flow path of the motor, the first heat exchange flow path of the battery, the first heat exchange flow path of the passenger area, and the first heat exchanger flow path to be connected in series, and controlling the third pump body and the second heater to shut down includes:

[0095] When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than or equal to the fourth threshold, the first heat exchange flow path of the motor, the first heat exchange flow path of the battery, the first heat exchange flow path of the passenger area, and the first heat exchanger flow path are connected in series in sequence, the third pump body and the second heater are closed, the seventeenth valve port and the nineteenth valve port are opened, and the eighteenth valve port is closed.

[0096] Optionally, the vehicle thermal management system further includes a heating flow path, which is provided with a second heater and a third pump body. The third pump body is used to drive fluid to flow through the battery first heat exchange flow path, and the second heater is used to heat the fluid flowing through the battery first heat exchange flow path. The battery first heat exchange flow path is provided with a first battery.

[0097] Controlling any two of the battery first heat exchange path, the motor first heat exchange path, and the passenger area first heat exchange path to be connected in series or in parallel includes:

[0098] When the vehicle is in a cold start state and the first battery needs heating, the third pump and the second heater are started, and the first heat exchange path of the motor and the first heat exchange path of the passenger area are disconnected from the first heat exchange path of the battery.

[0099] According to a fourth aspect of this application, a computer-readable storage medium is provided that stores a computer program thereon, which, when executed by a processor, implements the steps of the aforementioned method.

[0100] According to a fifth aspect of this application, a controller is provided that stores a computer program thereon, which, when executed by a processor, implements the steps of the aforementioned method.

[0101] According to a sixth aspect of this application, a computer program product is provided, comprising a computer program or instructions that, when executed by a processor, implement the steps of the aforementioned method.

[0102] In the vehicle thermal management system of this application embodiment, either the first heat exchange flow path of the motor or the first heat exchange flow path of the passenger area can switch between a series connection and a parallel connection. For the two connected in series, at least one of the heat can be used by the other. For the two connected in parallel, if one fails, the other can continue to operate and exchange heat. This enriches the ways in which the vehicle thermal management system handles heat.

[0103] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0104] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0105] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0106] Figure 1 This is a schematic diagram of a vehicle thermal management system provided in an exemplary embodiment of this disclosure.

[0107] Figure 2 yes Figure 1 Exploded view of the vehicle thermal management system.

[0108] Figure 3 yes Figure 2 Schematic diagram of the flow path of the first heat exchanger and the flow path of the second heat exchanger;

[0109] Figure 4 yes Figure 2 Schematic diagram of the second heat exchange flow path in the middle passenger area;

[0110] Figure 5 yes Figure 2 Schematic diagram of the first heat exchange flow path in the middle passenger area;

[0111] Figure 6 yes Figure 2 Schematic diagram of the structure of the first heat exchange flow path and the second heat exchange flow path of the motor;

[0112] Figure 7 yes Figure 2 A schematic diagram of the structure of the first heat exchange flow path, the second heat exchange flow path, and the heating flow path of the battery.

[0113] Figure 8 yes Figure 2 A schematic diagram of the structure of the first directional valve module;

[0114] Figure 9 yes Figure 2 A schematic diagram of the structure of the second directional valve module;

[0115] Figure 10 yes Figure 2 Schematic diagram of the structure of the third and fourth directional valve modules;

[0116] Figure 11 This is the first flow trajectory of the fluid in the vehicle thermal management system provided in the exemplary embodiments of this disclosure;

[0117] Figure 12 This is a second flow trajectory of the fluid in the vehicle thermal management system provided in the exemplary embodiments of this disclosure;

[0118] Figure 13 This is the third flow trajectory of the fluid in the vehicle thermal management system provided in the exemplary embodiments of this disclosure;

[0119] Figure 14 This is the fourth flow trajectory of the fluid in the vehicle thermal management system provided in the exemplary embodiments of this disclosure;

[0120] Figure 15 This is the fifth flow trajectory of the fluid in the vehicle thermal management system provided in the exemplary embodiments of this disclosure.

[0121] Figure 16 This is the sixth flow trajectory of the fluid in the vehicle thermal management system provided in the exemplary embodiments of this disclosure.

[0122] Figure 17This is the seventh flow trajectory of the fluid in the vehicle thermal management system provided in the exemplary embodiments of this disclosure.

[0123] Figure 18 This is the eighth flow trajectory of the fluid in the vehicle thermal management system provided in the exemplary embodiments of this disclosure.

[0124] Figure 19 This is the ninth flow trajectory of the fluid in the vehicle thermal management system provided in the exemplary embodiments of this disclosure.

[0125] Figure 20 This is the tenth flow trajectory of the fluid in the vehicle thermal management system provided in the exemplary embodiments of this disclosure.

[0126] Figure 21 This is the eleventh flow trajectory of the fluid in the vehicle thermal management system provided in the exemplary embodiments of this disclosure.

[0127] Figure 22 This is the twelfth flow trajectory of the fluid in the vehicle thermal management system provided in the exemplary embodiments of this disclosure.

[0128] Figure 23 This is another structural schematic diagram of the vehicle thermal management system provided in an exemplary embodiment of this disclosure;

[0129] Figure 24 yes Figure 23 A schematic diagram of the structure of the first directional valve module;

[0130] Figure 25 This is a flowchart of the control method for a vehicle thermal management system.

[0131] Explanation of reference numerals in the attached figures:

[0132] 100. Vehicle thermal management system; 200. First heat exchange path in passenger area; 210. First pump body; 220. First heater; 230. Fifth heat exchanger; 240. Water tank; 300. Second heat exchange path in passenger area; 310. Compressor; 320. Second four-way valve; 321. Twenty-third valve port; 322. Twenty-fourth valve port; 323. Twenty-fifth valve port; 324. Twenty-sixth valve port; 330. Third heat exchanger; 340. Throttling device; 350. Liquid receiver dryer; 360. Fourth heat exchanger; 370. First shut-off valve; 380. Second shut-off valve; 410. First heat exchange path of motor; 4 11. First motor; 420. Second heat exchange flow path of the motor; 421. Second motor; 422. Oil filter; 423. Electrical control; 430. First heat exchange flow path of the battery; 431. First battery; 440. Second heat exchange flow path of the battery; 441. Second battery; 450. Heating flow path; 451. Third pump body; 452. Second heater; 453. One-way valve; 510. First heat exchanger flow path; 511. First heat exchanger; 520. Second heat exchanger flow path; 521. Second heat exchanger; 610. First reversing valve module; 620. First three-way valve; 621. First valve port; 622. Second valve port; 623. Third valve port; 630, Second three-way valve; 631, Fourth valve port; 632, Fifth valve port; 633, Sixth valve port; 640, First four-way valve; 641, Seventh valve port; 642, Eighth valve port; 643, Ninth valve port; 644, Tenth valve port; 650, Second directional valve module; 660, Third three-way valve; 661, Eleventh valve port; 662, Twelfth valve port; 663, Thirteenth valve port; 670, Fourth three-way valve; 671, Fourteenth valve port; 672, Fifteenth valve port; 673, Sixteenth valve port; 680, Third directional valve module; 690, Fifth three-way valve; 691, Seventeenth valve port ; 692, Eighteenth valve port; 693, Nineteenth valve port; 710, Fourth directional valve module; 720, Sixth three-way valve; 721, Twentieth valve port; 722, Twenty-first valve port; 723, Twenty-second valve port; 810, First flow path; 820, Second flow path; 830, Third flow path; 840, Fourth flow path; 850, Fifth flow path; 860, Sixth flow path; 870, Seventh flow path; 880, Eighth flow path; 890, Ninth flow path; 900, Tenth flow path; 910, First fan; 920, Second fan; 930, First air compressor; 940, Second air compressor; 950, Second pump body. Detailed Implementation

[0133] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0134] According to the first aspect of this application, referring to Figure 1 , Figure 2 and Figure 23 This disclosure provides a vehicle thermal management system 100, including a battery first heat exchange flow path 430, a motor first heat exchange flow path 410, and a passenger area first heat exchange flow path 200. Any two of the battery first heat exchange flow path 430, the motor first heat exchange flow path 410, and the passenger area first heat exchange flow path 200 can switch between a series connection and a parallel connection.

[0135] For two devices connected in series, at least one's heat can be used by the other. For two devices connected in parallel, if one fails, the other can continue to exchange heat. This enriches the ways in which the vehicle's thermal management system can handle heat.

[0136] Refer to together Figure 6 and 7 Without loss of generality, the battery first heat exchange flow path 430 is provided with a first battery 431, and the fluid flowing through the battery first heat exchange flow path 430 can exchange heat with the first battery 431. The motor first heat exchange flow path 410 is provided with a first motor 411, and the fluid flowing through the motor first heat exchange flow path 410 can exchange heat with the first motor 411. The passenger area first heat exchange flow path 200 is used to exchange heat with the passenger area of ​​the vehicle.

[0137] For example, when the first heat exchange flow path 410 of the motor and the first heat exchange flow path 200 of the passenger area are connected in series, the fluid outlet of the first heat exchange flow path 410 of the motor can be connected to the fluid inlet of the first heat exchange flow path 200 of the passenger area. In this way, the first heat exchange flow path 200 of the passenger area can use the heat of the first motor 411 to heat the passenger area.

[0138] Alternatively, the fluid outlet of the first heat exchange flow path 200 in the passenger area can be connected to the fluid inlet of the first heat exchange flow path 410 in the motor. In this way, after the first heat exchange flow path 200 in the passenger area heats the passenger area, the fluid flowing into the first heat exchange flow path 410 in the motor from the first heat exchange flow path 200 in the passenger area has a lower temperature. The lower temperature fluid can exchange heat with the first motor 411 to dissipate heat for the first motor 411.

[0139] Alternatively, the fluid outlet of the first heat exchange flow path 410 of the motor can be connected to the fluid inlet of the first heat exchange flow path 200 of the passenger area, and the fluid outlet of the first heat exchange flow path 200 of the passenger area can be connected to the fluid inlet of the first heat exchange flow path 410 of the motor. The first heat exchange flow path 200 of the passenger area can use the heat of the first motor 411 to heat the passenger area. After the passenger area is heated by the first heat exchange flow path 200 of the passenger area, the fluid flowing into the first heat exchange flow path 410 of the motor from the first heat exchange flow path 200 of the passenger area has a lower temperature. The lower temperature fluid can exchange heat with the first motor 411 to dissipate heat for the first motor 411.

[0140] It is understandable that the understanding of the series connection of the first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery, as well as the understanding of the series connection of the first heat exchange flow path 430 of the battery and the first heat exchange flow path 200 of the passenger area, can be referred to the understanding of the series connection of the first heat exchange flow path 410 of the motor and the first heat exchange flow path 200 of the passenger area in the example above, and will not be elaborated further here.

[0141] For example, when the first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery are connected in parallel, the fluid inlet of the first heat exchange flow path 410 of the motor and the fluid inlet of the first heat exchange flow path 430 of the battery can be connected, and the fluid outlet of the first heat exchange flow path 410 of the motor and the fluid outlet of the first heat exchange flow path 430 of the battery can be connected. It should be noted that, based on this, the fluid flowing out of the fluid outlet of the first heat exchange flow path 410 of the motor can either flow back to the fluid inlet of the first heat exchange flow path 410 of the motor or not, without limitation; if the temperature of the fluid from the fluid inlet of the first heat exchange flow path 410 of the motor is high, part of the fluid can heat the first motor 411, and another part of the fluid can heat the first battery 431, so that both the first motor 411 and the first battery 431 can exchange heat with the higher-temperature fluid. If the temperature of the fluid at the fluid inlet of the first heat exchange flow path 410 of the motor is low, a portion of the fluid can dissipate heat for the first motor 411, and another portion of the fluid can dissipate heat for the first battery 431. Both the first motor 411 and the first battery 431 can exchange heat with the fluid at a lower temperature.

[0142] For the parallel connection of the motor's first heat exchange flow path 410 and the battery's first heat exchange flow path 430, they can also be disconnected. It should be noted that, based on this, the motor's first heat exchange flow path 410 can be either an open circuit or a closed circuit, and the battery's first heat exchange flow path 430 can also be either an open circuit or a closed circuit. This prevents the fluids in the motor's first heat exchange flow path 410 and the battery's first heat exchange flow path 430 from mixing, reducing the degree of mutual influence between the heat from the first heat exchange flow path and the heat from the battery's first heat exchange flow path 430.

[0143] The first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery are connected in parallel, so that even if one of them fails, the other can continue to operate.

[0144] It is understandable that the parallel connection of the first heat exchange flow path 410 of the motor and the first heat exchange flow path 200 of the passenger area, as well as the parallel connection of the first heat exchange flow path 430 of the battery and the first heat exchange flow path 200 of the passenger area, can be understood by referring to the understanding of the parallel connection of the first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery in the example above, and will not be elaborated further here.

[0145] Refer to together Figure 8 In some embodiments, the vehicle thermal management system 100 further includes a first reversing valve module 610, which connects the first heat exchange flow path 200 in the passenger area and the first heat exchange flow path 410 in the motor. The first reversing valve module 610 is used to switch the first heat exchange flow path 200 in the passenger area and the first heat exchange flow path 410 in the motor between a series connection and a parallel connection. However, this design is not limited to this. In some other embodiments, the first heat exchange flow path 200 in the passenger area and the first heat exchange flow path 410 in the motor can also be switched between a series connection and a parallel connection using other components, which is not limited here.

[0146] The first reversing valve module 610 has many structural forms. In some embodiments, the first reversing valve module 610 includes a first valve port 621, a second valve port 622, a third valve port 623, a fourth valve port 631, a fifth valve port 632, and a sixth valve port 633. The first valve port 621 and the second valve port 622 are respectively connected to the two ends of the first heat exchange flow path 200 in the passenger area. The fourth valve port 631 and the fifth valve port 632 are respectively connected to the two ends of the first heat exchange flow path 410 in the motor. The third valve port 623 and the fifth valve port 632 are both connected to one end of the first heat exchange flow path 410 in the motor. The second valve port 622 and the sixth valve port 633 are both connected to the other end of the first heat exchange flow path 200 in the passenger area.

[0147] For example, the first reversing valve module 610 includes a first three-way valve 620 and a second three-way valve 630. The first three-way valve 620 includes a first valve port 621, a second valve port 622 and a third valve port 623, and the second three-way valve 630 includes a fourth valve port 631, a fifth valve port 632 and a sixth valve port 633.

[0148] The following describes how the first reversing valve module 610 controls the switching between the first heat exchange flow path 200 in the passenger area and the first heat exchange flow path 410 in the motor in a series and parallel state. In some embodiments, the first reversing valve module 610 has a first state and a second state;

[0149] When the first reversing valve module 610 is in the first state, the first valve port 621 and the second valve port 622 are connected, the fourth valve port 631 and the fifth valve port 632 are connected, and the third valve port 623 and the sixth valve port 633 are respectively cut off, so that the first heat exchange flow path 200 of the passenger area and the first heat exchange flow path 410 of the motor are connected in parallel.

[0150] When the first reversing valve module 610 is in the second state, the first valve port 621 and the third valve port 623 are connected, the fourth valve port 631 and the sixth valve port 633 are connected, and the second valve port 622 and the fifth valve port 632 are respectively cut off, so that the first heat exchange flow path 200 of the passenger area and the first heat exchange flow path 410 of the motor are connected in series.

[0151] For ease of explanation, the following example is used: the fluid inlet of the first heat exchange flow path 200 in the passenger area is connected to the second valve port 622, the fluid outlet of the first heat exchange flow path 200 in the passenger area is connected to the first valve port 621, the fluid inlet of the first heat exchange flow path 410 of the motor is connected to the fifth valve port 632, and the fluid outlet of the first heat exchange flow path 410 of the motor is connected to the fourth valve port 631.

[0152] In the first state, the first heat exchange flow path 200 in the passenger area and the first heat exchange flow path 410 in the motor are disconnected. The first heat exchange flow path 200 in the passenger area forms a loop through the first valve port 621 and the second valve port 622, allowing fluid to flow sequentially from the first heat exchange flow path 200 in the passenger area through the first valve port 621 and the second valve port 622, and then return from the second valve port 622 to the first heat exchange flow path 200 in the passenger area. The first heat exchange flow path 410 in the motor forms a loop through the fourth valve port 631 and the fifth valve port 632, allowing fluid to flow sequentially from the first heat exchange flow path 410 in the motor through the fourth valve port 631 and the fifth valve port 632, and then return from the fifth valve port 632 to the first heat exchange flow path 410 in the motor.

[0153] In the second state, the fluid can flow from the first heat exchange flow path 410 of the motor through the fourth valve port 631, the sixth valve port 633, the first heat exchange flow path 200 of the passenger area, the first valve port 621 and the third valve port 623 in sequence, and then flow back from the third valve port 623 to the first heat exchange flow path 410 of the motor.

[0154] Refer to together Figure 23 and 24 In some other embodiments, the first reversing valve module 610 includes a seventh valve port 641, an eighth valve port 642, a ninth valve port 643, and a tenth valve port 644. The seventh valve port 641 and the eighth valve port 642 are respectively connected to the two ends of the first heat exchange flow path 200 in the passenger area, and the ninth valve port 643 and the tenth valve port 644 are respectively connected to the two ends of the first heat exchange flow path 410 of the motor.

[0155] For example, the first reversing valve module 610 is configured as a first four-way valve 640, which includes a seventh valve port 641, an eighth valve port 642, a ninth valve port 643 and a tenth valve port 644.

[0156] The following describes how the first reversing valve controls the switching between the first heat exchange flow path 200 in the passenger area and the first heat exchange flow path 410 in the motor in a series and parallel state. In some embodiments, the first reversing valve module 610 has a third state and a fourth state;

[0157] When the first reversing valve module 610 is in the third state, the seventh valve port 641 and the eighth valve port 642 are connected, and the ninth valve port 643 and the tenth valve port 644 are connected, so that the first heat exchange flow path 200 of the passenger area and the first heat exchange flow path 410 of the motor are connected in parallel.

[0158] When the first reversing valve module 610 is in the fourth state, the seventh valve port 641 and the ninth valve port 643 are connected, and the eighth valve port 642 and the tenth valve port 644 are connected, so that the first heat exchange flow path 200 of the passenger area and the first heat exchange flow path 410 of the motor are connected in series.

[0159] For ease of explanation, the following example is used: the fluid inlet of the first heat exchange flow path 200 in the passenger area is connected to the seventh valve port 641, the fluid outlet of the first heat exchange flow path 200 in the passenger area is connected to the eighth valve port 642, the fluid inlet of the first heat exchange flow path 410 in the motor is connected to the ninth valve port 643, and the fluid outlet of the first heat exchange flow path 410 in the motor is connected to the tenth valve port 644.

[0160] In the third state, the first heat exchange flow path 200 in the passenger area and the first heat exchange flow path 410 in the motor are disconnected. The first heat exchange flow path 200 in the passenger area forms a loop through the seventh valve port 641 and the eighth valve port 642, allowing fluid to flow sequentially from the first heat exchange flow path 200 in the passenger area through the eighth valve port 642 and the seventh valve port 641, and then return from the seventh valve port 641 to the first heat exchange flow path 200 in the passenger area. The first heat exchange flow path 410 in the motor forms a loop through the ninth valve port 643 and the tenth valve port 644, allowing fluid to flow sequentially from the first heat exchange flow path 410 in the motor through the tenth valve port 644 and the ninth valve port 643, and then return from the ninth valve port 643 to the first heat exchange flow path 410 in the motor.

[0161] In the fourth state, the fluid can flow from the first heat exchange flow path 410 of the motor through the tenth valve port 644, the seventh valve port 641, the first heat exchange flow path 200 of the passenger area, the eighth valve port 642 and the ninth valve port 643 in sequence, and then flow back from the ninth valve port 643 to the first heat exchange flow path 410 of the motor.

[0162] Refer to together Figure 9In some embodiments, the vehicle thermal management system 100 includes a second reversing valve module 650, which connects the motor first heat exchange flow path 410 and the battery first heat exchange flow path 430. The second reversing valve module 650 is used to switch the motor first heat exchange flow path 410 and the battery first heat exchange flow path 430 between a series connection and a parallel connection. However, this design is not limited to this. In some other embodiments, the battery first heat exchange flow path 430 and the motor first heat exchange flow path 410 can also be switched between a series connection and a parallel connection using other components, which is not limited here.

[0163] The second reversing valve module 650 has many structural forms. In some embodiments, the second reversing valve module 650 includes an eleventh valve port 661, a twelfth valve port 662, a thirteenth valve port 663, a fourteenth valve port 671, a fifteenth valve port 672, and a sixteenth valve port 673. The twelfth valve port 662 and the fourteenth valve port 671 are respectively connected to the two ends of the first heat exchange flow path 410 of the motor. The sixteenth valve port 673 and the thirteenth valve port 663 are both connected to one end of the first heat exchange flow path 430 of the battery. The eleventh valve port 661 and the fifteenth valve port 672 are both connected to the other end of the first heat exchange flow path 430 of the battery.

[0164] For example, the second reversing valve module 650 includes a third three-way valve 660 and a fourth three-way valve 670. The third three-way valve 660 includes an eleventh valve port 661, a twelfth valve port 662 and a thirteenth valve port 663, and the fourth three-way valve 670 includes a fourteenth valve port 671, a fifteenth valve port 672 and a sixteenth valve port 673.

[0165] Regarding the structure of the second reversing valve module 650, in some other embodiments, the structure of the second reversing valve module 650 can also be other, as long as the second reversing valve module 650 can realize the switching between the battery first heat exchange flow path 430 and the motor first heat exchange flow path 410 in series and parallel states, and there are no restrictions here.

[0166] The following describes how the second reversing valve module 650 controls the switching between the battery first heat exchange flow path 430 and the motor first heat exchange flow path 410 in a series and parallel state. In some embodiments, the second reversing valve module 650 has a fifth state and a sixth state;

[0167] When the second reversing valve module 650 is in the fifth state, the eleventh valve port 661, the twelfth valve port 662 and the thirteenth valve port 663 are connected, the fourteenth valve port 671 and the fifteenth valve port 672 are connected, the sixteenth valve port 673 is cut off, and the first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery are connected in parallel.

[0168] When the second reversing valve module 650 is in the sixth state, the eleventh valve port 661 and the twelfth valve port 662 are connected, the thirteenth valve port 663 is cut off, the fourteenth valve port 671 and the sixteenth valve port 673 are connected, and the fifteenth valve port 672 is cut off, so that the first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery are connected in series.

[0169] For ease of explanation, the following example is used: the twelfth valve port 662 is connected to the fluid inlet of the first heat exchange flow path 410 of the motor; the fourteenth valve port 671 is connected to the fluid outlet of the first heat exchange flow path 410 of the motor; the sixteenth valve port 673 and the thirteenth valve port 663 are both connected to the fluid inlet of the first heat exchange flow path 430 of the battery; and the eleventh valve port 661 and the fifteenth valve port 672 are both connected to the fluid outlet of the first heat exchange flow path 430 of the battery.

[0170] In the fifth state, the fluid can be diverted from the eleventh valve port 661 to the twelfth valve port 662 and the thirteenth valve port 663. Part of the fluid flows from the twelfth valve port 662 through the first heat exchange flow path 410 of the motor, the fourteenth valve port 671, the fifteenth valve port 672, and the fluid outlet of the first heat exchange flow path 430 of the battery, and then flows back from the fluid outlet of the first heat exchange flow path 430 of the battery to the eleventh valve port 661. Another part of the fluid flows from the thirteenth valve port 663 through the fluid inlet and the fluid outlet of the first heat exchange flow path 430 of the battery, and then flows back from the fluid outlet of the first heat exchange flow path 430 of the battery to the eleventh valve port 661.

[0171] In the sixth state, the fluid can flow from the eleventh valve port 661 through the motor first heat exchange flow path 410, the fourteenth valve port 671, the sixteenth valve port 673, the fluid inlet of the battery first heat exchange flow path 430, and the fluid outlet of the battery first heat exchange flow path 430 in sequence, and then flow back from the fluid outlet of the battery first heat exchange flow path 430 to the eleventh valve port 661.

[0172] In some embodiments, the vehicle thermal management system 100 further includes a first heat exchanger flow path 510, the two ends of which are respectively connected to the two ends of the motor first heat exchanger flow path 410. The first heat exchanger flow path 510 is used to enable the motor first heat exchanger flow path 410 to exchange heat with the environment outside the vehicle. In this way, the motor first heat exchanger flow path 410 can dissipate heat to the environment outside the vehicle through the first heat exchanger flow path 510.

[0173] Refer to together Figure 10In some embodiments, the vehicle thermal management system 100 further includes a third reversing valve module 680. The third reversing valve module 680 includes a seventeenth valve port 691, an eighteenth valve port 692, and a nineteenth valve port 693. One end of the motor first heat exchange flow path 410 and one end of the first heat exchanger flow path 510 are respectively connected to the seventeenth valve port 691 and the eighteenth valve port 692, while the other ends of the motor first heat exchange flow path 410 and the first heat exchanger flow path 510 are both connected to the nineteenth valve port 693. Thus, the third reversing valve module 680 can control whether the fluid flowing through the motor first heat exchange flow path 410 enters the first heat exchanger flow path 510.

[0174] For example, the third reversing valve module 680 is configured as a fifth three-way valve 690, which includes a seventeenth valve port 691, an eighteenth valve port 692 and a nineteenth valve port 693.

[0175] Regarding the structure of the third reversing valve module 680, in some other embodiments, the structure of the third reversing valve module 680 can also be other, as long as the third reversing valve module 680 can control whether the fluid flowing through the first heat exchange flow path 410 of the motor enters the first heat exchanger flow path 510, and there is no limitation here.

[0176] The following describes how the third reversing valve module 680 controls whether the fluid flowing through the motor's first heat exchange path 410 enters the first heat exchanger path 510. In some embodiments, the third reversing valve module 680 has a seventh state and an eighth state;

[0177] When the third reversing valve is in the seventh state, the seventeenth valve port 691 and the eighteenth valve port 692 are open, and the nineteenth valve port 693 is closed, so that the first heat exchange flow path 410 of the motor and the first heat exchanger flow path 510 are connected in series.

[0178] When the third reversing valve is in the eighth state, the seventeenth valve port 691 and the nineteenth valve port 693 are open, and the eighteenth valve port 692 is closed, so that the first heat exchange flow path 410 of the motor and the first heat exchanger flow path 510 are disconnected, and the two ends of the first heat exchange flow path 410 of the motor are connected through the seventeenth valve port 691 and the nineteenth valve port 693.

[0179] For ease of explanation, the fluid inlet of the first heat exchange flow path 410 of the motor is connected to the nineteenth valve port 693, the fluid outlet of the first heat exchange flow path 410 of the motor is connected to the seventeenth valve port 691, the fluid inlet of the first heat exchanger flow path 510 is connected to the eighteenth valve port 692, and the fluid outlet of the first heat exchanger flow path 510 is connected to the nineteenth valve port 693 as an example.

[0180] In the seventh state, the fluid can flow from the first heat exchange flow path 410 of the motor through the seventeenth valve port 691, the eighteenth valve port 692 and the first heat exchanger flow path 510 in sequence, and then flow back from the first heat exchanger flow path 510 to the first heat exchange flow path 410 of the motor.

[0181] In the eighth state, the fluid can flow from the first heat exchange flow path 410 of the motor through the seventeenth valve port 691 and the nineteenth valve port 693 in sequence, and then flow back from the nineteenth valve port 693 to the first heat exchange flow path 410 of the motor.

[0182] In some embodiments, the vehicle thermal management system 100 further includes a second heat exchanger flow path 520 and a passenger area second heat exchanger flow path 300. The motor first heat exchanger flow path 410 and the passenger area second heat exchanger flow path 300 are respectively used to supply different fluids. The second heat exchanger flow path 520 connects the motor first heat exchanger flow path 410 and the passenger area second heat exchanger flow path 300, enabling heat exchange between the motor first heat exchanger flow path 410 and the passenger area second heat exchanger flow path 300. Thus, the motor first heat exchanger flow path 410 can not only directly exchange heat with the passenger area first heat exchanger flow path 200 through fluid, but also indirectly exchange heat with the passenger area second heat exchanger flow path 300 through the second heat exchanger flow path 520. It is understood that both the passenger area first heat exchanger flow path 200 and the passenger area second heat exchanger flow path 300 can exchange heat with the passenger area of ​​the vehicle. In addition, the fluid flowing through the first heat exchange path 410 of the motor can be water, and the fluid flowing through the second heat exchange path 300 of the passenger area can be refrigerant.

[0183] In some embodiments, the vehicle thermal management system 100 further includes a fourth reversing valve module 710. The fourth reversing valve module 710 includes a twentieth valve port 721, a twenty-first valve port 722, and a twenty-second valve port 723. One end of the first heat exchanger flow path 510, one end of the second heat exchanger flow path 520, and one end of the motor first heat exchanger flow path 410 are interconnected. The other ends of the first heat exchanger flow path 510, the second heat exchanger flow path 520, and the motor first heat exchanger flow path 410 are respectively connected to the twenty-first valve port 722, the twenty-second valve port 723, and the twentieth valve port 721. Thus, the fourth reversing valve module 710 can control the motor first heat exchanger flow path 410 to selectively activate either the first heat exchanger flow path 510 or the second heat exchanger flow path 520.

[0184] For example, the fourth reversing valve module 710 includes a sixth three-way valve 720, which includes a twentieth valve port 721, a twenty-first valve port 722, and a twenty-second valve port 723.

[0185] Regarding the structure of the fourth reversing valve module 710, in some other embodiments, the structure of the fourth reversing valve module 710 can also be other, as long as the fourth reversing valve module 710 can control the motor first heat exchange flow path 410 to select one of the first heat exchanger flow path 510 and the second heat exchanger flow path 520 to be connected, and there is no limitation here.

[0186] In some embodiments, the fourth directional valve module 710 has a ninth state and a tenth state;

[0187] When the fourth reversing valve module 710 is in the ninth state, the twentieth valve port 721 and the twentieth valve port 722 are open, and the twentieth valve port 723 is closed, so that the first heat exchange flow path 410 of the motor and the first heat exchanger flow path 510 are open, and the first heat exchange flow path 410 and the second heat exchanger flow path 520 of the motor are disconnected.

[0188] When the fourth reversing valve module 710 is in the tenth state, the twentieth valve port 721 and the twenty-second valve port 723 are open, and the twenty-first valve port 722 is closed, so that the first heat exchange flow path 410 of the motor and the second heat exchanger flow path 520 are open, and the first heat exchange flow path 410 of the motor and the first heat exchanger flow path 510 are disconnected.

[0189] For ease of explanation, the fluid outlet of the first heat exchange flow path 410 of the motor is connected to the twentieth valve port 721, the fluid inlet of the first heat exchanger flow path 510 is connected to the twentieth valve port 722, the fluid inlet of the second heat exchanger flow path 520 is connected to the twentieth valve port 723, and the fluid inlet of the first heat exchange flow path 410, the fluid outlet of the first heat exchanger flow path 510, and the fluid outlet of the second heat exchanger flow path 520 are connected together.

[0190] In the ninth state, the fluid can flow from the first heat exchange flow path 410 of the motor through the twentieth valve port 721, the twentieth valve port 722 and the first heat exchanger flow path 510 in sequence, and then flow back from the first heat exchanger flow path 510 to the first heat exchange flow path 410 of the motor.

[0191] In the tenth state, the fluid can flow from the first heat exchange flow path 410 of the motor through the twentieth valve port 721, the twentieth valve port 723 and the second heat exchanger flow path 520 in sequence, and then flow back from the second heat exchanger flow path 520 to the first heat exchange flow path 410 of the motor.

[0192] Refer to together Figure 4In some embodiments, the second heat exchange flow path 300 in the passenger area is provided with a compressor 310, a third heat exchanger 330, a fourth heat exchanger 360, and a fifth reversing valve module. The third heat exchanger 330 is used for heat exchange with the passenger area of ​​the vehicle, and the fourth heat exchanger 360 is used to enable the second heat exchange flow path 300 in the passenger area to exchange heat with the environment outside the vehicle. The fifth reversing valve module includes a twenty-third valve port 321, a twenty-fourth valve port 322, a twenty-fifth valve port 323, and a twenty-sixth valve port 324. The twenty-third valve port 321 and the twenty-fourth valve port 322 are respectively connected to the two ends of the compressor 310, the twenty-fifth valve port 323 is connected to the third heat exchanger 330, and the twenty-sixth valve port 324 is connected to the fourth heat exchanger 360, so that the second heat exchange flow path 300 in the passenger area can heat and dissipate heat from the passenger area of ​​the vehicle. Thus, the flow direction of the second heat exchange path 300 in the passenger area is reversed through the fifth reversing valve module, so that the third heat exchanger 330 can heat and dissipate heat to the passenger area, that is, it can heat and cool the passenger area.

[0193] For example, the fourth reversing valve module 710 includes a second four-way valve 320, which includes a twenty-third valve port 321, a twenty-fourth valve port 322, a twenty-fifth valve port 323, and a twenty-sixth valve port 324.

[0194] Regarding the structure of the fifth reversing valve module, in some other embodiments, the structure of the fifth reversing valve module can also be other, as long as the fifth reversing valve module can enable the second heat exchange flow path 300 in the passenger area to heat and dissipate heat to the passenger area of ​​the vehicle, and there is no limitation here.

[0195] The following describes how the fifth reversing valve enables the second heat exchange flow path 300 in the passenger area to heat and dissipate heat in the passenger area of ​​the vehicle. In some embodiments, the fifth reversing valve module has an eleventh state and a twelfth state;

[0196] When the fifth reversing valve module is in the eleventh state, the twenty-fourth valve port 322 and the twenty-sixth valve port 324 are open, and the twenty-third valve port 321 and the twenty-fifth valve port 323 are open, so that the fluid flowing out of the compressor 310 flows through the third heat exchanger 330 and the twenty-fifth valve port 323 in sequence.

[0197] When the fifth reversing valve module is in the twelfth state, the twenty-fourth valve port 322 and the twenty-fifth valve port 323 are open, and the twenty-third valve port 321 and the twenty-sixth valve port 324 are open, so that the fluid flowing out of the compressor 310 flows through the twenty-fifth valve port 323 and the third heat exchanger 330 in sequence.

[0198] For ease of explanation, the example is shown with the fluid inlet of compressor 310 connected to the twenty-third valve port 321 and the fluid outlet of compressor 310 connected to the twenty-fourth valve port 322.

[0199] In the eleventh state, fluid can flow from compressor 310 sequentially through valve port 322, valve port 324, third heat exchanger 330, valve port 323, and valve port 321, and then return to compressor 310 from valve port 321. Thus, in the eleventh state, the second heat exchange flow path 300 in the passenger area can cool the passenger area.

[0200] In the twelfth state, fluid can flow from compressor 310 sequentially through valve port 322, valve port 323, third heat exchanger 330, valve port 324, and valve port 321, and then return to compressor 310 from valve port 321. Thus, in the twelfth state, the second heat exchange flow path 300 in the passenger area can provide heating to the passenger area.

[0201] In some embodiments, the second heat exchange flow path 300 in the passenger area includes a throttling device 340, which may be any one of a thermal expansion valve, an electronic expansion valve, and a capillary tube.

[0202] In some embodiments, the second heat exchanger flow path 520 is provided with a second heat exchanger 521, and the second heat exchanger 521 is also provided in the second heat exchange flow path 300 of the passenger area. The second heat exchanger 521 is used to enable the first heat exchange flow path 410 of the motor to exchange heat with the second heat exchange flow path 300 of the passenger area.

[0203] The second heat exchange flow path 300 in the passenger area is further equipped with a first shut-off valve 370 and a second shut-off valve 380. One end of the first shut-off valve 370 is connected to the 26th valve port 324 via the fourth heat exchanger 360, and one end of the second shut-off valve 380 is also connected to the 26th valve port 324. The other ends of both the first shut-off valve 370 and the second shut-off valve 380 are connected to the same end of the second heat exchanger 521. Thus, the first shut-off valve 370 and the second shut-off valve 380 can control whether the flow through the second heat exchange flow path 300 in the passenger area passes through the fourth heat exchanger 360.

[0204] However, this design is not limited to this. In some other implementations, one end of the first shut-off valve 370 is connected to the twenty-sixth valve port 324 through the other end of the second shut-off valve 380. The other end of the first shut-off valve 370 is connected to the second heat exchanger 521 through the fourth heat exchanger 360. The other end of the second shut-off valve 380 and the fourth heat exchanger 360 are connected to the same end of the second heat exchanger 521.

[0205] In some embodiments, the second heat exchange flow path 300 in the occupant area has a thirteenth state and a fourteenth state;

[0206] When the second heat exchange flow path 300 in the passenger area is in the thirteenth state, the fifth reversing valve module is in the twelfth state, the first shut-off valve 370 is shut off, and the second shut-off valve 380 is open, so that the fluid flowing out of the second heat exchanger 521 can flow through the second shut-off valve 380 and the twenty-sixth valve port 324 in sequence.

[0207] When the second heat exchange flow path 300 in the passenger area is in the fourteenth state, the fifth reversing valve module is in the eleventh state, the first shut-off valve 370 is open, and the second shut-off valve 380 is closed, so that the fluid flowing out from the twenty-sixth valve port 324 can flow through the fourth heat exchanger 360 and the second heat exchanger 521 in sequence.

[0208] For ease of explanation, the example is shown with the fluid inlet of compressor 310 connected to the twenty-third valve port 321 and the fluid outlet of compressor 310 connected to the twenty-fourth valve port 322.

[0209] In the thirteenth state, fluid can flow from compressor 310 sequentially through the twenty-fourth valve port 322, the twenty-fifth valve port 323, the third heat exchanger 330, the second heat exchanger 521, the second shut-off valve 380, the twenty-sixth valve port 324, and the twenty-third valve port 321, and then return from the twenty-third valve port 321 to compressor 310. Thus, in the twelfth state, the second heat exchange flow path 300 in the passenger area can provide heating to the passenger area.

[0210] In the fourteenth state, fluid can flow from compressor 310 sequentially through the twenty-fourth valve port 322, the twenty-sixth valve port 324, the fourth heat exchanger 360, the first shut-off valve 370, the second heat exchanger 521, the third heat exchanger 330, the twenty-fifth valve port 323, and the twenty-third valve port 321, and then return to compressor 310 from the twenty-third valve port 321. Thus, in the eleventh state, the second heat exchange flow path 300 in the passenger area can cool the passenger area.

[0211] Understandably, in the thirteenth state, the second heat exchange path 300 in the passenger area heats the passenger area. The fluid flowing through the second heat exchange path 300 does not flow through the fourth heat exchanger 360. This means the second heat exchange path 300 can reduce the heat dissipated from the fourth heat exchanger 360 to the outside environment, thus improving the heat utilization rate of the second heat exchange path 300. In the fourteenth state, the second heat exchange path 300 in the passenger area cools the passenger area. The fluid flowing through the second heat exchange path 300 flows through the fourth heat exchanger 360, which helps to cool the higher-temperature fluid.

[0212] Refer to together Figure 5In some embodiments, the first heat exchange flow path 200 in the passenger area is provided with a first pump body 210 and a fifth heat exchanger 230. The fifth heat exchanger 230 is used for heat exchange with the passenger area of ​​the vehicle, and the first pump body 210 is used to drive fluid to flow through the fifth heat exchanger 230. In this way, the first heat exchange flow path 200 in the passenger area can operate independently.

[0213] In some embodiments, the first heat exchange flow path 200 in the passenger area is further provided with a first heater 220, the two ends of which are connected to a fifth heat exchanger 230 and a first pump body 210. The first heater 220 is used to heat the fluid flowing through the fifth heat exchanger 230. In this way, the first heat exchange flow path 200 in the passenger area can operate independently and can heat the passenger area through the first heater 220.

[0214] In some embodiments, the vehicle thermal management system 100 further includes a second pump body 950, which is connected to both ends of the motor first heat exchange flow path 410. The second pump body 950 is used to drive fluid to flow through the motor first heat exchange flow path 410. In this way, the motor first heat exchange flow path 410 can operate independently.

[0215] In some embodiments, the vehicle thermal management system 100 further includes a second motor heat exchange path 420, with its two ends respectively connected to the two ends of a first motor heat exchange path 410. Thus, the second motor heat exchange path 420 and the first motor heat exchange path 410 are connected in parallel. For example, the first motor heat exchange path 410 is provided with a first motor 411, and the second motor heat exchange path 420 is provided with a second motor 421. Thus, the fluid flowing through the first motor heat exchange path 410 can exchange heat with the first motor 411, and the fluid flowing through the second motor heat exchange path 420 can exchange heat with the second motor 421.

[0216] In some embodiments, the second heat exchange flow path 420 of the motor is provided with at least one of an oil filter 422 and a motor controller. In this way, the fluid flowing through the second heat exchange flow path 420 of the motor can exchange heat with at least one of the oil filter 422 and the motor controller.

[0217] In some embodiments, the vehicle thermal management system 100 further includes a second battery heat exchange path 440, with its two ends respectively connected to the two ends of a first battery heat exchange path 430. Thus, the second battery heat exchange path 440 and the first battery heat exchange path 430 are connected in parallel. Exemplarily, the first battery heat exchange path 430 is provided with a first battery 431, and the second battery heat exchange path 440 is provided with a second battery 441. Fluid flowing through the first battery heat exchange path 430 can exchange heat with the first battery 431, and fluid flowing through the second battery heat exchange path 440 can exchange heat with the second battery 441.

[0218] In some embodiments, the vehicle thermal management system 100 further includes a first air compressor 930, which is disposed in at least one of the motor first heat exchange flow path 410 and the battery first heat exchange flow path 430. Thus, fluid flowing through the motor first heat exchange flow path 410 and / or fluid flowing through the battery first heat exchange flow path 430 can exchange heat with the first air compressor 930.

[0219] In some embodiments, the vehicle thermal management system 100 further includes a second air compressor 940, which is disposed in at least one of the motor first heat exchange flow path 410 and the battery second heat exchange flow path 440. Thus, fluid flowing through the motor first heat exchange flow path 410 and / or fluid flowing through the battery second heat exchange flow path 440 can exchange heat with the second air compressor 940.

[0220] In some embodiments, the vehicle thermal management system 100 further includes a heating flow path 450, with its two ends connected to the two ends of a first battery heat exchange flow path 430, respectively. The heating flow path 450 is equipped with a second heater 452 and a third pump 451. The third pump 451 drives fluid to flow through the first battery heat exchange flow path 430, and the second heater 452 heats the fluid flowing through the first battery heat exchange flow path 430. Thus, the first battery heat exchange flow path 430 and the heating flow path 450 are connected in series to form a loop. Therefore, the fluid heated by the second heater 452 can be driven by the third pump 451 to flow through the first battery heat exchange flow path 430 to heat the first battery 431.

[0221] In some embodiments, the heating flow path 450 is further provided with a one-way valve 453. In the heating flow path 450, the third pump body 451 can drive the fluid to flow in a first direction, and the one-way valve 453 is used to inhibit the fluid from flowing in the opposite direction to the first direction. In this way, the possibility of the third pump body 451 reversing can be reduced.

[0222] In some embodiments, the first reversing valve module 610 includes a first three-way valve 620 and a second three-way valve 630. The fluid inlet of the first heat exchange flow path 200 in the passenger area is connected to the second valve port 622, and the fluid outlet of the first heat exchange flow path 200 in the passenger area is connected to the first valve port 621. The first heat exchange flow path 200 in the passenger area is provided with a first pump body 210, a first heater 220, a fifth heat exchanger 230, and a kettle 240. The first pump body 210, the first heater 220, the fifth heat exchanger 230, and the kettle 240 are arranged sequentially in the direction from the fluid inlet to the fluid outlet of the first heat exchange flow path 200 in the passenger area.

[0223] The fluid inlet of the first heat exchange flow path 410 of the motor is connected to the twelfth valve port 662, and the fluid outlet of the first heat exchange flow path 410 of the motor is connected to the fourteenth valve port 671. The first heat exchange flow path 410 of the motor is equipped with a first motor 411. In the direction from the fluid inlet to the fluid outlet of the first heat exchange flow path 410 of the motor, the first air compressor 930, the second air compressor 940 and the first motor 411 are sequentially arranged in the first heat exchange flow path 410 of the motor.

[0224] The fluid inlet of the second heat exchange flow path 420 of the motor is connected to the fluid inlet of the first heat exchange flow path 410 of the motor, and the fluid outlet of the second heat exchange flow path 420 of the motor is connected to the fluid outlet of the first heat exchange flow path 410 of the motor. The second heat exchange flow path 420 of the motor is equipped with an electronic control 423, a second motor 421 and an oil filter 422. The electronic control 423, the second motor 421 and the oil filter 422 are arranged sequentially in the direction from the fluid inlet of the second heat exchange flow path 420 of the motor to the fluid outlet of the second heat exchange flow path 420 of the motor.

[0225] The fluid inlet of the battery first heat exchange flow path 430 is connected to the fluid outlet of the heating flow path 450, and the fluid outlet of the battery first heat exchange flow path 430 is connected to the fluid inlet of the heating flow path 450. The battery first heat exchange flow path 430 is provided with a first battery 431, and a first air compressor 930 is also provided in the battery first heat exchange flow path 430. The first battery 431 and the first air compressor 930 are arranged sequentially in the direction from the fluid inlet to the fluid outlet of the battery first heat exchange flow path 430.

[0226] The fluid inlet of the second heat exchange flow path 440 of the battery is connected to the fluid inlet of the first heat exchange flow path 430 of the battery. The second heat exchange flow path 440 of the battery is provided with a second battery 441. A second air compressor 940 is also provided in the second heat exchange flow path 440 of the battery. The second battery 441 and the second air compressor 940 are arranged sequentially from the fluid inlet of the second heat exchange flow path 440 of the battery to the fluid outlet of the second heat exchange flow path 440 of the battery.

[0227] The vehicle thermal management system 100 also includes a first flow path 810, one end of which is connected to the sixteenth valve port 673, and the other end is connected to the fluid inlet of the battery first flow path 810 and the fluid outlet of the heating flow path 450.

[0228] The vehicle thermal management system 100 also includes a second flow path 820, one end of which is connected to the fourth valve port 631, and the other end is connected to the fluid inlet of the heating flow path 450 and the fluid outlet of the motor first heat exchange flow path 410. The fluid outlet of the battery second heat exchange flow path 440 is located in the second flow path 820.

[0229] The vehicle thermal management system 100 also includes a third flow path 830, one end of the second flow path 820 is connected to the thirteenth valve port 663, and the other end is connected to the first flow path 810.

[0230] The vehicle thermal management system 100 also includes a fourth flow path 840, one end of which is connected to the fifteenth valve port 672 and the other end is connected to the first flow path 810.

[0231] Refer to together Figure 3 The first heat exchanger flow path 510 is provided with a first heat exchanger 511, and the fluid inlet of the first heat exchanger flow path 510 is connected to the twenty-first valve port 722.

[0232] The second heat exchanger flow path 520 is provided with a second heat exchanger 521, and the fluid inlet of the second heat exchanger 521 is connected to the twenty-second valve port 723.

[0233] The vehicle thermal management system 100 also includes a fifth flow path 850, one end of which is connected to the eleventh valve port 661, and the other end is connected to the fluid outlet of the first heat exchanger flow path 510, and also to the fluid outlet of the second heat exchanger flow path 520.

[0234] The vehicle thermal management system 100 also includes a sixth flow path 860, one end of which is connected to the twentieth valve port 721 and the other end is connected to the eighteenth valve port 692.

[0235] The vehicle thermal management system 100 also includes a seventh flow path 870, one end of which is connected to the fifth valve port 632 and the other end is connected to the seventeenth valve port 691. A second pump body 950 is disposed in the seventh flow path 870 and is used to pump fluid from the fifth valve port 632 to the seventeenth valve port 691.

[0236] The vehicle thermal management system 100 also includes an eighth flow path 880, one end of which is connected to the nineteenth valve port 693 and the other end is connected to the fifth flow path 850.

[0237] The vehicle thermal management system 100 also includes a ninth flow path 890, one end of which is connected to the third valve port 623 and the other end is connected to the seventh flow path 870, and is located between the second pump body 950 and the fifth valve port 632.

[0238] The vehicle thermal management system 100 also includes a tenth flow path 900, one end of which is connected to the sixth valve port 633, and the other end is connected to the first heat exchange flow path 200 in the passenger area, and is located between the second valve port 622 and the first pump body 210.

[0239] The vehicle thermal management system 100 also includes a first fan 910, which guides airflow through the fourth heat exchanger 360 and the first heat exchanger 511 to exchange heat with the external environment. The vehicle thermal management system 100 also includes a second fan 920, which guides airflow through the fifth heat exchanger 230. The second heat exchange path 300 in the passenger area also includes a liquid receiver dryer 350, which is disposed between the second heat exchanger 521 and the throttling device 340.

[0240] It is worth mentioning that in some other embodiments, if the first reversing valve module 610 adopts the first four-way valve 640, then the ninth flow path 890 and the tenth flow path 900 can be eliminated, so that the two ends of the first heat exchange flow path 200 in the passenger area can be directly connected to the seventh valve port 641 and the eighth valve port 642 respectively, one end of the seventh flow path 870 is connected to the ninth valve port 643, and one end of the second flow path 820 is connected to the tenth valve port 644.

[0241] It is worth mentioning that the flow trajectory of fluids in a vehicle's thermal management system can be referenced. Figures 11 to 22 .

[0242] Secondly, embodiments of the present invention provide a vehicle including the aforementioned vehicle thermal management system 100. The vehicle thermal management system 100 adopts all the technical solutions of all the above embodiments, and therefore has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0243] According to a third aspect of this application, a control method for a vehicle thermal management system 100 is provided. The vehicle thermal management system 100 includes a first heat exchange flow path 430 for the battery, a first heat exchange flow path 410 for the motor, and a first heat exchange flow path 200 for the passenger area. Please refer to the references. Figure 25 The control methods include:

[0244] S100: Controls any two of the following: the first heat exchange path 430 for the battery, the first heat exchange path 410 for the motor, and the first heat exchange path 200 for the passenger area, connected in series or in parallel. For those connected in series, at least one can utilize the heat from the other. For those connected in parallel, if one fails, the other can continue to exchange heat. This enriches the heat handling methods of the vehicle thermal management system 100.

[0245] In some embodiments, the first heat exchange flow path 410 of the motor is provided with a first motor 411, and S100 includes:

[0246] S110: When there is a heating requirement in the passenger area and a heat dissipation requirement in the first motor 411, the first heat exchange flow path 410 of the control motor and the first heat exchange flow path 200 of the passenger area are connected in series.

[0247] Here, we will use the example of a fluid that can flow sequentially through the first heat exchange path 410 of the motor and the first heat exchange path 200 of the passenger area, and can flow back from the first heat exchange path 200 of the passenger area to the first heat exchange path 410 of the motor as an example.

[0248] In this way, the first heat exchange flow path 410 of the motor and the first heat exchange flow path 200 of the passenger area form a continuous fluid path, which is a closed loop, that is, the first heat exchange flow path 410 of the motor and the first heat exchange flow path 200 of the passenger area together form a loop. The fluid flowing through the first heat exchange flow path 410 of the motor exchanges heat with the first motor 411, resulting in a higher fluid temperature. The higher-temperature fluid enters the first heat exchange flow path 200 of the passenger area from the first heat exchange flow path 410 of the motor to heat the passenger area. After exchanging heat with the passenger area through the first heat exchange flow path 200 of the passenger area, the fluid temperature drops, and the lower-temperature fluid flows back from the first heat exchange flow path 200 of the passenger area to the first heat exchange flow path 410 of the motor to dissipate heat from the first motor 411.

[0249] In some embodiments, the vehicle thermal management system 100 further includes a second heat exchanger flow path 520 and a passenger area second heat exchanger flow path 300, the second heat exchanger flow path 520 being connected to the passenger area second heat exchanger flow path 300, and the second heat exchanger flow path 520 being used for heat exchange with the passenger area second heat exchanger flow path 300; the motor first heat exchanger flow path 410 and the passenger area second heat exchanger flow path 300 are respectively used for different fluids to flow through, the passenger area second heat exchanger flow path 300 being capable of heating the passenger area, S100 including:

[0250] S120: When the passenger area has a heating requirement, the first motor 411 has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is less than or equal to a first threshold, the first heat exchange flow path 410 of the motor and the first heat exchange flow path 200 of the passenger area are disconnected, the second heat exchange flow path 300 of the passenger area is operated to heat the passenger area, and the first heat exchange flow path 410 of the motor and the second heat exchanger flow path 520 are connected in series.

[0251] S130: When the passenger area has a heating requirement, the first motor 411 has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is greater than the first threshold, the first heat exchange flow path 410 of the motor and the first heat exchange flow path 200 of the passenger area are connected in series, the second heat exchange flow path 300 of the passenger area is stopped, and the first heat exchange flow path 410 of the motor and the second heat exchanger flow path 520 are disconnected.

[0252] In step S120, an example is given where fluid can flow sequentially through the first heat exchanger path 410 and the second heat exchanger path 520 of the motor, and can flow back from the second heat exchanger path 520 to the first heat exchanger path 410 of the motor.

[0253] It is understood that the fluid output terminal mentioned in this article refers to the fluid outlet of the first heat exchange flow path 410 of the motor. If the fluid temperature output from the fluid output terminal is less than or equal to a first threshold, and the passenger area is heated solely by the heat from the first motor 411 through the first heat exchange flow path 200, the heating efficiency of the passenger area is low. To improve the heating efficiency of the passenger area, the second heat exchange flow path 300 of the passenger area is controlled to operate for heating. The second heat exchange flow path 300 can also utilize the heat from the first motor 411 through the second heat exchanger flow path 520 to heat the passenger area. Thus, the heat used to heat the passenger area comes not only from the second heat exchange flow path 300 but also from the first motor 411. This is beneficial for improving the heating efficiency of the passenger area. After the second heat exchange flow path 300 utilizes the heat from the first motor 411 through the second heat exchanger 521, the lower-temperature fluid can exchange heat with the first motor 411, which is beneficial for improving the heat dissipation effect of the first motor 411.

[0254] In step S130, an example is given where fluid can flow sequentially through the first heat exchange path 410 of the motor and the first heat exchange path 200 of the passenger area, and can flow back from the first heat exchange path 200 of the passenger area to the first heat exchange path 410 of the motor.

[0255] The fluid temperature output from the fluid outlet is higher than the first threshold, resulting in a higher fluid temperature. This leads to higher heating efficiency of the first heat exchange path 200 in the passenger area, allowing for heating of the passenger area without relying on the heat from the second heat exchange path 300, thus saving energy consumption in the second heat exchange path 300. After heat exchange with the passenger area through the first heat exchange path 200, the fluid temperature is lower, which improves the heat dissipation efficiency of the fluid on the first motor 411.

[0256] In some embodiments, the motor first heat exchange flow path 410 is provided with a fluid output terminal, and the vehicle thermal management system 100 further includes a first heat exchanger flow path 510, which is used for heat exchange with the environment outside the vehicle; S120 includes:

[0257] S122: When the passenger area has a heating requirement, the first motor 411 has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is greater than a first threshold and less than a second threshold, the first heat exchange flow path 410 of the motor and the first heat exchange flow path 200 of the passenger area are connected in series, the second heat exchange flow path 300 of the passenger area is stopped, and the first heat exchange flow path 410 of the motor is disconnected from the first heat exchanger flow path 510 and the second heat exchanger flow path 520 respectively, wherein the second threshold is greater than the first threshold.

[0258] S123: When the passenger area has a heating requirement, the first motor 411 has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is greater than or equal to the second threshold, the first heat exchange flow path 410 of the motor, the first heat exchange flow path 200 of the passenger area, and the first heat exchanger flow path 510 are connected in series, the second heat exchange flow path 300 of the passenger area is stopped, and the first heat exchange flow path 410 of the motor and the second heat exchanger flow path 520 are disconnected.

[0259] In step S122, the example is given that the fluid can flow sequentially through the first heat exchange flow path 410 of the motor and the first heat exchange flow path 200 of the passenger area, and can flow back from the first heat exchange flow path 200 of the passenger area to the first heat exchange flow path 410 of the motor.

[0260] The fluid temperature output from the fluid outlet is greater than a first threshold, ensuring high heating efficiency of the passenger area through the first heat exchange path 200 when the fluid flows through it. The fluid temperature output from the fluid outlet is less than a second threshold, preventing the fluid temperature from becoming excessively high after heat exchange with the passenger area through the first heat exchange path 200. This ensures that the temperature of the fluid entering the first heat exchange path 410 from the passenger area is not too high, resulting in a lower temperature of the fluid exchanging heat with the first motor 411, thus improving the heat dissipation efficiency of the fluid for the first motor 411. Furthermore, the fluid can bypass the first heat exchanger path 510, reducing the energy consumption required by the vehicle thermal management system 100 to drive the fluid.

[0261] In step S123, the example is given that the fluid can flow sequentially through the first heat exchange flow path 410 of the motor, the first heat exchange flow path 200 of the passenger area, and the first heat exchanger flow path 510, and can flow back from the first heat exchanger flow path 510 to the first heat exchange flow path 410 of the motor.

[0262] The fluid temperature output from the fluid outlet is greater than the second threshold, resulting in high heating efficiency of the first heat exchange path 200 in the passenger area when the fluid flows through it. However, the fluid temperature is high after heat exchange with the passenger area through the first heat exchange path 200. To reduce the impact of heat damage on the first motor 411, the fluid flowing out of the first heat exchange path 200 needs to pass through the first heat exchanger path 510 before flowing into the first heat exchanger path 410 of the motor. The fluid temperature is lower when it flows from the first heat exchanger path 510 into the first heat exchanger path 410 of the motor. This not only helps reduce the impact of heat damage on the first motor 411 but also keeps the temperature of the fluid exchanging heat with the first motor 411 low, thus improving the heat dissipation efficiency of the fluid on the first motor 411.

[0263] In some embodiments, the vehicle thermal management system 100 further includes a third reversing valve module 680, which includes a seventeenth valve port 691, an eighteenth valve port 692, and a nineteenth valve port 693. One end of the motor first heat exchange flow path 410 and one end of the first heat exchanger flow path 510 are respectively connected to the seventeenth valve port 691 and the eighteenth valve port 692, and the other end of the motor first heat exchange flow path 410 and the other end of the first heat exchanger flow path 510 are both connected to the nineteenth valve port 693. S123 includes:

[0264] S124: When the passenger area has a heating requirement, the first motor 411 has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is greater than or equal to the second threshold, the first heat exchange flow path 410 of the motor, the first heat exchange flow path 200 of the passenger area, and the first heat exchanger flow path 510 are connected in series in sequence, the second heat exchange flow path 300 of the passenger area is stopped, the first heat exchange flow path 410 of the motor and the second heat exchanger flow path 520 are disconnected, the seventeenth valve port 691 and the nineteenth valve port 693 are connected, and the eighteenth valve port 692 is cut off.

[0265] In one example, the ratio of the first flow rate and the second flow rate is controlled by the third reversing valve module 680, so that a portion of the fluid flowing out of the first heat exchange flow path 200 in the passenger area can flow through the first heat exchanger flow path 510 to the first heat exchange flow path 410 of the motor, while another portion of the fluid can flow to the first heat exchange flow path 410 of the motor without passing through the first heat exchanger flow path 510. The first flow rate is the flow rate flowing out of the first heat exchange flow path 200 in the passenger area that passes through the first heat exchanger flow path 510, and the second flow rate is the flow rate flowing out of the first heat exchange flow path 200 in the passenger area that does not pass through the first heat exchanger flow path 510. Thus, by controlling the ratio of the first flow rate and the second flow rate through the third reversing valve module 680, the temperature of the fluid flowing into the first heat exchange flow path 410 of the motor is controlled, so that the first motor 411 can be maintained at a relatively suitable temperature.

[0266] In some embodiments, the first heat exchange flow path 410 of the motor is provided with a fluid output terminal and a first motor 411, the first heat exchange flow path 430 of the battery is provided with a first battery 431, and the vehicle thermal management system 100 further includes a first heat exchanger flow path 510, a second heat exchanger flow path 520, and a second heat exchanger flow path (300) in the passenger area. The first heat exchanger flow path 510 is used for heat exchange with the environment outside the vehicle, and the second heat exchanger flow path 520 is connected to the second heat exchanger flow path (300) in the passenger area. The heat exchanger flow path 520 is used to exchange heat with the second heat exchange flow path 300 in the passenger area; the first heat exchange flow path 410 of the motor and the second heat exchange flow path 300 in the passenger area are respectively used to supply different fluids, and the second heat exchange flow path 300 in the passenger area can dissipate heat to the passenger area of ​​the vehicle; the first heat exchange flow path 410 of the motor is provided with a fluid output end, and the vehicle thermal management system 100 also includes a first heat exchanger flow path 510, which is used to exchange heat with the environment outside the vehicle.

[0267] The control method further includes:

[0268] S200: When the passenger area has a heat dissipation requirement and the first motor 411 has a heat dissipation requirement, the first heat exchange flow path 410 and the first heat exchanger flow path 510 of the motor are connected in series, the first heat exchange flow path 410 and the second heat exchanger flow path 520 of the motor are disconnected, and the second heat exchange flow path 300 of the passenger area is controlled to dissipate heat from the passenger area.

[0269] S300: When the passenger area has a heat dissipation requirement and the first battery 431 has a heat dissipation requirement, control the first heat exchange flow path 430 and the first heat exchanger flow path 510 of the battery to be connected in series, disconnect the first heat exchange flow path 430 and the second heat exchanger flow path 520 of the battery, and control the second heat exchange flow path 300 of the passenger area to dissipate heat to the passenger area.

[0270] In step S200, the example is that the fluid flowing out of the first heat exchange flow path 410 of the motor can flow through the first heat exchanger flow path 510 and then flow back to the first heat exchange flow path 410 of the motor.

[0271] In this way, the heat from the first motor 411 can be dissipated through the first heat exchanger flow path 510. The temperature of the fluid flowing into the first heat exchanger flow path 410 of the motor from the first heat exchanger flow path 510 is relatively low, which helps to improve the heat dissipation efficiency of the fluid on the first motor 411. In addition, since the first heat exchanger flow path 410 of the motor and the second heat exchanger flow path 520 are disconnected, the fluid after heat exchange with the first motor 411 can be prevented from flowing through the second heat exchanger flow path 520. This prevents the heat from the first motor 411 from being transferred to the second heat exchanger flow path 300 in the passenger area, which helps to reduce the power consumption of the second heat exchanger flow path 300 in the passenger area during the heat dissipation process.

[0272] In step S300, the example is that the fluid flowing out of the first heat exchange flow path 430 of the battery can flow through the first heat exchanger flow path 510 and then flow back to the first heat exchange flow path 430 of the battery.

[0273] In this way, the heat of the first battery 431 can be dissipated through the first heat exchanger flow path 510. The temperature of the fluid flowing from the first heat exchanger flow path 510 into the battery's first heat exchange flow path 430 is relatively low, which helps to improve the heat dissipation efficiency of the fluid on the first battery 431. In addition, since the battery's first heat exchange flow path 430 and the second heat exchanger flow path 520 are disconnected, the fluid that has exchanged heat with the first battery 431 can be prevented from flowing through the second heat exchanger flow path 520. This prevents the heat of the first battery 431 from being transferred to the passenger area's second heat exchange flow path 300, which helps to reduce the power consumption of the passenger area's second heat exchange flow path 300 during the heat dissipation process.

[0274] In some embodiments, the first heat exchange flow path 410 of the motor is provided with a first motor 411, and the first heat exchange flow path 430 of the battery is provided with a first battery 431. S100 includes:

[0275] S140: When the first motor 411 and the first battery 431 have heat dissipation requirements, control the first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery to be connected in parallel.

[0276] Here, we will use the example of the fluid flowing through the fluid inlet of the first motor 411 heat exchange path being able to separate the first heat exchange path 410 of the motor and the first heat exchange path 430 of the battery, and being able to make the fluid flowing out of the first heat exchange path 410 of the motor and the fluid flowing out of the first heat exchange path 430 of the battery converge to the fluid outlet of the first motor 411 heat exchange path as an example.

[0277] Thus, the fluid flowing in from the fluid inlet of the first heat exchange flow path 410 of the motor can enter the first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery respectively. The first motor 411 can exchange heat with the fluid at a lower temperature without being affected by the first battery 431. The first battery 431 can exchange heat with the fluid at a lower temperature without being affected by the first motor 411.

[0278] In some embodiments, the vehicle thermal management system 100 further includes a second reversing valve module 650, which includes an eleventh valve port 661, a twelfth valve port 662, a thirteenth valve port 663, a fourteenth valve port 671, a fifteenth valve port 672, and a sixteenth valve port 673. The twelfth valve port 662 and the fourteenth valve port 671 are respectively connected to the two ends of the motor first heat exchange flow path 410. The sixteenth valve port 673 and the thirteenth valve port 663 are both connected to one end of the battery first heat exchange flow path 430, and the eleventh valve port 661 and the fifteenth valve port 672 are both connected to the other end of the battery first heat exchange flow path 430. S140 includes:

[0279] S141: When the first motor 411 and the first battery 431 have heat dissipation requirements, control the first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery to be connected in parallel, control the eleventh valve port 661, the twelfth valve port 662 and the thirteenth valve port 663 to be connected, control the fourteenth valve port 671 and the fifteenth valve port 672 to be connected, and control the sixteenth valve port 673 to be cut off.

[0280] In one example, the ratio of the third and fourth flow rates is controlled by the second reversing valve module 650, so that the fluid flowing through the fluid inlet of the first motor 411 heat exchange path can flow through the first motor heat exchange path 410 and the first battery heat exchange path 430 respectively, and the fluid flowing out of the first motor heat exchange path 410 and the first battery heat exchange path 430 can converge to the fluid outlet of the first motor 411 heat exchange path. The third flow rate is the fluid flow rate flowing from the fluid inlet of the first motor 411 heat exchange path into the first motor heat exchange path 410, and the fourth flow rate is the fluid flow rate flowing from the fluid inlet of the first motor 411 heat exchange path into the first battery heat exchange path 430. Thus, by controlling the ratio of the third and fourth flow rates through the second reversing valve module 650, the flow rate can be allocated to the first motor 411 and the first battery 431 as needed, which is beneficial to improving the utilization rate of fluid heat.

[0281] In some embodiments, the first heat exchange flow path 410 of the motor is provided with a first motor 411, and the first heat exchange flow path 430 of the battery is provided with a first battery 431. S100 includes:

[0282] S150: When the first motor 411 has a heat dissipation requirement and the first battery 431 has a heating requirement, the first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery are connected in series.

[0283] Here, we will use the example of a fluid that can flow sequentially through the first heat exchange path 410 of the motor and the first heat exchange path 430 of the battery, and can flow back from the first heat exchange path 430 of the battery to the first heat exchange path 410 of the motor as an example.

[0284] In this way, the first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery form a continuous fluid path, which is a closed loop, that is, the first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery together form a loop. The fluid flowing through the first heat exchange flow path 410 of the motor exchanges heat with the first motor 411, resulting in a higher fluid temperature. The higher-temperature fluid enters the first heat exchange flow path 430 of the battery from the first heat exchange flow path 410 of the motor to heat the first battery 431. After exchanging heat with the first battery 431 in the first heat exchange flow path 430 of the battery, the fluid temperature drops, and the lower-temperature fluid flows back from the first heat exchange flow path 430 of the battery to the first heat exchange flow path 410 of the motor to dissipate heat from the first motor 411.

[0285] In some embodiments, the vehicle thermal management system 100 further includes a heating flow path 450, which is provided with a second heater 452 and a third pump body 451. The third pump body 451 is used to drive fluid to flow through the battery first heat exchange flow path 430, and the second heater 452 is used to heat the fluid flowing through the battery first heat exchange flow path 430. The battery first heat exchange flow path 430 is provided with a fluid inlet. S150 includes:

[0286] S151: When the first motor 411 has a heat dissipation requirement, the first battery 431 has a heating requirement, and the temperature of the fluid flowing through the fluid input end is greater than the third threshold, control the first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery to be connected in series, and control the third pump body 451 and the second heater 452 to be turned off.

[0287] S152: When the first motor 411 has a heat dissipation requirement, the first battery 431 has a heating requirement, and the temperature of the fluid flowing through the fluid input end is less than or equal to the third threshold, control the first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery to be connected in series, and control the third pump body 451 and the second heater 452 to start.

[0288] In step S151, the example is that the fluid can flow sequentially through the first heat exchange path 410 of the motor and the first heat exchange path 430 of the battery, and can flow back from the first heat exchange path 430 of the battery to the first heat exchange path 410 of the motor.

[0289] Understandably, the fluid input end is the fluid inlet of the first heat exchange flow path 430 of the battery. The fluid temperature flowing through the fluid input end is greater than the third threshold, resulting in high efficiency in heating the first battery 431 when the fluid flows through it. This allows the heating of the first battery 431 to proceed without relying on the heat from the second heater 452, thus saving energy consumption of the second heater 452. The fluid temperature is low after heat exchange with the first battery 431, which helps improve the fluid's heat dissipation efficiency for the first motor 411.

[0290] In step S152, the fluid flowing out of the first heat exchange flow path 430 of the battery can enter the first heat exchange flow path 410 and the heating flow path 450 of the motor respectively, and the fluid flowing out of the first heat exchange flow path 410 of the motor and the fluid flowing out of the heating flow path 450 merge into the first heat exchange flow path 430 of the battery as an example.

[0291] If the temperature of the fluid flowing through the fluid inlet is less than or equal to the third threshold, the heating efficiency of the first battery 431 will be low if the heat from the first motor 411 is used alone. To improve the heating efficiency of the first battery 431, the third pump 451 and the second heater 452 are activated to heat the first battery 431. Thus, the heat used to heat the first battery 431 comes not only from the second heater 452 but also from the first motor 411. This improves the heating efficiency of the first battery 431. After heat exchange with the first battery 431, the fluid temperature is lower, and the lower-temperature fluid can exchange heat with the first motor 411, which improves the heat dissipation effect of the first motor 411.

[0292] In some embodiments, the first heat exchange flow path 200 in the passenger area is provided with a first pump body 210, a first heater 220, and a fifth heat exchanger 230. The fifth heat exchanger 230 is used for heat exchange with the passenger area of ​​the vehicle. S151:

[0293] S153: When the first motor 411 has a heat dissipation requirement, the first battery 431 has a heating requirement, and the temperature of the fluid flowing through the fluid input end is greater than the third threshold and less than the fourth threshold, the first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery are connected in series, and the first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery are both disconnected from the first heat exchange flow path 200 of the passenger area. The third pump body 451 and the second heater 452 are turned off, and the first pump body 210 and the first heater 220 are started, wherein the fourth threshold is greater than the third threshold.

[0294] S154: When the first motor 411 has a heat dissipation requirement, the first battery 431 has a heating requirement, and the temperature of the fluid flowing through the fluid input end is greater than or equal to the fourth threshold, control the first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery to be connected in series, and control the third pump body 451 and the second heater 452 to be turned off.

[0295] In step S153, the fluid flowing through the first heat exchange path 410 of the motor can flow through the first heat exchange path 410 of the motor and the first heat exchange path 430 of the battery in sequence, and can flow back from the first heat exchange path 430 of the battery to the first heat exchange path 410 of the motor as an example.

[0296] The temperature of the fluid flowing through the fluid input terminal is greater than the third threshold and less than the fourth threshold. This ensures that the fluid temperature is neither too high nor too low, thereby preventing the temperature of the first battery 431 from becoming too high or too low, and consequently, the temperature of the first motor 411 from becoming too high or too low. Furthermore, both the motor's first heat exchange path 410 and the battery's first heat exchange path 430 are disconnected from the passenger area's first heat exchange path 200. This prevents the fluid in the passenger area's first heat exchange path 200 from flowing through the first motor 411 and the first battery 431 when the passenger area is heated, reducing the likelihood of overheating of the first motor 411 and the first battery 431.

[0297] In step S154, the example is given that the fluid can flow sequentially through the first heat exchange flow path 410 of the motor, the first heat exchange flow path 430 of the battery, and the first heat exchange flow path 200 of the passenger area, and can flow back from the first heat exchange flow path 200 of the passenger area to the first heat exchange flow path 410 of the motor.

[0298] If the temperature of the fluid flowing through the fluid inlet is greater than or equal to the fourth threshold, this indicates a high fluid temperature, meaning the temperature of the first motor 411 is also high. To reduce the impact of heat damage on the first motor 411, the fluid flowing out of the battery's first heat exchange path 430 must pass through the passenger area's first heat exchange path 200 before flowing into the motor's first heat exchange path 410. When the fluid flows from the passenger area's first heat exchange path 200 into the motor's first heat exchange path 410, its temperature is lower. This not only helps reduce the impact of heat damage on the first motor 411 but also keeps the temperature of the fluid exchanging heat with the first motor 411 lower, thus improving the fluid's heat dissipation efficiency for the first motor 411. Furthermore, the passenger area's first heat exchange path 200 can also utilize the heat from the first motor 411 to heat the passenger area.

[0299] In some embodiments, the vehicle thermal management system 100 further includes a first heat exchanger flow path 510, which enables the motor first heat exchanger flow path 410 to exchange heat with the external environment of the vehicle. S152 includes: S155: when the first motor 411 has a heat dissipation requirement, the first battery 431 has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is less than or equal to a third threshold, the motor first heat exchanger flow path 410 and the battery first heat exchanger flow path 430 are connected in series, the motor first heat exchanger flow path 410 and the battery first heat exchanger flow path 430 are disconnected from the first heat exchanger flow path 510 respectively, and the third pump body 451 and the second heater 452 are started.

[0300] Here, we will use the example of fluid flowing out of the first heat exchange flow path 430 of the battery being able to enter the first heat exchange flow path 410 of the motor and the heating flow path 450 respectively, and the fluid flowing out of the first heat exchange flow path 410 of the motor and the fluid flowing out of the heating flow path 450 converging into the first heat exchange flow path 430 of the battery as an example.

[0301] In this way, the heat of the first motor 411 can be prevented from dissipating into the environment outside the vehicle through the first heat exchanger flow path 510, so that the heat of the first motor 411 can be heated more concentratedly to heat the first battery 431.

[0302] Step S153 includes:

[0303] S156: When the first motor 411 has a heat dissipation requirement, the first battery 431 has a heating requirement, and the temperature of the fluid flowing through the fluid input end is greater than the third threshold and less than the fourth threshold, the first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery are connected in series, the first heat exchange flow path 410 of the motor and the first heat exchange flow path 430 of the battery are both disconnected from the first heat exchange flow path 200 of the passenger area, the third pump body 451 and the second heater 452 are turned off, the first pump body 210 and the first heater 220 are started, and the first heat exchange flow path 410 of the motor and the first heat exchanger flow path 510 are disconnected.

[0304] Here, we will use the example of fluid flowing through the first heat exchange path 410 of the motor being able to flow sequentially through the first heat exchange path 410 of the motor and the first heat exchange path 430 of the battery, and being able to flow back from the first heat exchange path 430 of the battery to the first heat exchange path 410 of the motor as an example for introduction.

[0305] The control motor first heat exchange flow path 410 and the battery first heat exchange flow path 430 are both disconnected from the passenger area first heat exchange flow path 200, which helps to reduce the energy consumption of the first pump body 210.

[0306] Step S154 includes:

[0307] S157: When the first motor 411 has a heat dissipation requirement, the first battery 431 has a heating requirement, and the temperature of the fluid flowing through the fluid input end is greater than or equal to the fourth threshold, the first heat exchange flow path 410 of the motor, the first heat exchange flow path 430 of the battery, the first heat exchange flow path 200 of the passenger area and the first heat exchanger flow path 510 are connected in series in sequence, and the third pump body 451 and the second heater 452 are turned off.

[0308] Here, we will use the example of a fluid that can flow sequentially through the first heat exchange path 410 of the motor, the first heat exchange path 430 of the battery, the first heat exchange path 200 of the passenger area, and the first heat exchanger path 510, and can flow back from the first heat exchanger path 510 to the first heat exchange path 410 of the motor as an example.

[0309] The control motor first heat exchange flow path 410, battery first heat exchange flow path 430, passenger area first heat exchange flow path 200 and first heat exchanger flow path 510 are connected in series, which helps to keep the fluid temperature entering the motor first heat exchange flow path 410 lower and helps to reduce the impact of heat damage on the first motor 411.

[0310] In some embodiments, the vehicle thermal management system 100 further includes a third reversing valve module 680, which includes a seventeenth valve port 691, an eighteenth valve port 692, and a nineteenth valve port 693. One end of the motor first heat exchange flow path 410 and one end of the first heat exchanger flow path 510 are respectively connected to the seventeenth valve port 691 and the eighteenth valve port 692, and the other end of the motor first heat exchange flow path 410 and the other end of the first heat exchanger flow path 510 are both connected to the nineteenth valve port 693.

[0311] When the first motor 411 has a heat dissipation requirement, the first battery 431 has a heating requirement, and the fluid temperature flowing through the fluid input terminal is greater than or equal to the fourth threshold, controlling the first heat exchange flow path 410 of the motor, the first heat exchange flow path 430 of the battery, the first heat exchange flow path 200 of the passenger area, and the first heat exchanger flow path 510 to be connected in series, and controlling the third pump body 451 and the second heater 452 to shut down includes:

[0312] When the first motor 411 has a heat dissipation requirement, the first battery 431 has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than or equal to the fourth threshold, the first heat exchange flow path 410 of the motor, the first heat exchange flow path 430 of the battery, the first heat exchange flow path 200 of the passenger area, and the first heat exchanger flow path 510 are connected in series in sequence, the third pump body 451 and the second heater 452 are closed, the seventeenth valve port 691 and the nineteenth valve port 693 are opened, and the eighteenth valve port 692 is closed.

[0313] In one example, the ratio of the fifth flow rate and the sixth flow rate is controlled by the third reversing valve module 680 so that a portion of the fluid flowing out of the first heat exchange flow path 200 in the passenger area can flow through the first heat exchanger flow path 510 to the first heat exchange flow path 410 of the motor, while another portion of the fluid can flow to the first heat exchanger flow path 410 of the motor without passing through the first heat exchanger flow path 510. The fifth flow rate is the flow rate flowing out of the first heat exchange flow path 200 in the passenger area that can pass through the first heat exchanger flow path 510, and the sixth flow rate is the flow rate flowing out of the first heat exchange flow path 200 in the passenger area that does not pass through the first heat exchanger flow path 510.

[0314] In some embodiments, the vehicle thermal management system 100 further includes a heating flow path 450, which is provided with a second heater 452 and a third pump body 451. The third pump body 451 is used to drive fluid to flow through a battery first heat exchange flow path 430, and the second heater 452 is used to heat the fluid flowing through the battery first heat exchange flow path 430. The battery first heat exchange flow path 430 is provided with a first battery 431. S100 includes:

[0315] S160: When the vehicle is in a cold start state and the first battery 431 has a heating requirement, the third pump 451 and the second heater 452 are started, and the first heat exchange flow path 410 of the motor and the first heat exchange flow path 200 of the passenger area are disconnected from the first heat exchange flow path 430 of the battery.

[0316] Thus, the second heater 452 heats the fluid, which raises the temperature of the first battery 431, reducing the difficulty of cold starting the vehicle. Furthermore, the control motor's first heat exchange path 410 and the passenger area's first heat exchange path 200 are disconnected from the battery's first heat exchange path 430, allowing the heat from the second heater 452 to be concentrated on the first battery 431, resulting in a faster temperature rise.

[0317] According to a fourth aspect of this application, embodiments of this application also provide a computer-readable storage medium storing instructions that, when executed by a processor, cause the processor to be configured to perform the aforementioned mobile charging scheduling method.

[0318] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0319] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create a machine for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0320] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0321] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0322] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0323] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0324] Computer-readable media include both permanent and non-permanent, removable and non-removable media, which can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient media, such as modulated communication signals and carrier waves.

[0325] According to a fifth aspect of this application, a controller is provided that stores a computer program thereon. When the computer program is executed by a processor, it implements the steps of the aforementioned method. The method adopts all the technical solutions of all the above embodiments, and therefore has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0326] According to a sixth aspect of this application, a computer program product is provided, including a computer program or instructions. When the computer program or instructions are executed by a processor, they implement the steps of the aforementioned method. This method adopts all the technical solutions of all the above embodiments, and therefore has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0327] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0328] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0329] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0330] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A vehicle thermal management system, characterized in that, It includes a first heat exchange flow path for the battery, a first heat exchange flow path for the motor, and a first heat exchange flow path for the passenger area. Any two of the first heat exchange flow path for the battery, the first heat exchange flow path for the motor, and the first heat exchange flow path for the passenger area can switch between a series connection and a parallel connection.

2. The vehicle thermal management system according to claim 1, characterized in that, The vehicle thermal management system further includes a first reversing valve module, which connects the first heat exchange flow path of the passenger area and the first heat exchange flow path of the motor. The first reversing valve module is used to switch the first heat exchange flow path of the passenger area and the first heat exchange flow path of the motor in a series state and a parallel state.

3. The vehicle thermal management system according to claim 2, characterized in that, The first reversing valve module includes a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, and a sixth valve port. The first valve port and the second valve port are respectively connected to the two ends of the first heat exchange flow path in the passenger area. The fourth valve port and the fifth valve port are respectively connected to the two ends of the first heat exchange flow path in the motor. The third valve port and the fifth valve port are both connected to one end of the first heat exchange flow path in the motor. The second valve port and the sixth valve port are both connected to the other end of the first heat exchange flow path in the passenger area.

4. The vehicle thermal management system according to claim 3, characterized in that, The first reversing valve module has a first state and a second state; When the first reversing valve module is in the first state, the first valve port and the second valve port are connected, the fourth valve port and the fifth valve port are connected, and the third valve port and the sixth valve port are respectively closed, so that the first heat exchange flow path of the passenger area and the first heat exchange flow path of the motor are connected in parallel; When the first reversing valve module is in the second state, the first valve port and the third valve port are connected, the fourth valve port and the sixth valve port are connected, and the second valve port and the fifth valve port are respectively closed, so that the first heat exchange flow path of the passenger area and the first heat exchange flow path of the motor are connected in series.

5. The vehicle thermal management system according to claim 2, characterized in that, The first reversing valve module includes a seventh valve port, an eighth valve port, a ninth valve port, and a tenth valve port. The seventh valve port and the eighth valve port are respectively connected to the two ends of the first heat exchange flow path in the passenger area, and the ninth valve port and the tenth valve port are respectively connected to the two ends of the first heat exchange flow path in the motor.

6. The vehicle thermal management system according to claim 5, characterized in that, The first reversing valve module has a third state and a fourth state; When the first reversing valve module is in the third state, the seventh valve port and the eighth valve port are connected, and the ninth valve port and the tenth valve port are connected, so that the first heat exchange flow path of the passenger area and the first heat exchange flow path of the motor are connected in parallel; When the first reversing valve module is in the fourth state, the seventh valve port and the ninth valve port are connected, and the eighth valve port and the tenth valve port are connected, so that the first heat exchange flow path of the passenger area and the first heat exchange flow path of the motor are connected in series.

7. The vehicle thermal management system according to any one of claims 1 to 6, characterized in that, The vehicle thermal management system includes a second reversing valve module, which connects the first heat exchange path of the motor and the first heat exchange path of the battery. The second reversing valve module is used to switch the first heat exchange path of the motor and the first heat exchange path of the battery between a series connection and a parallel connection.

8. The vehicle thermal management system according to claim 7, characterized in that, The second reversing valve module includes an eleventh valve port, a twelfth valve port, a thirteenth valve port, a fourteenth valve port, a fifteenth valve port, and a sixteenth valve port. The twelfth valve port and the fourteenth valve port are respectively connected to the two ends of the first heat exchange flow path of the motor. The sixteenth valve port and the thirteenth valve port are both connected to one end of the first heat exchange flow path of the battery. The eleventh valve port and the fifteenth valve port are both connected to the other end of the first heat exchange flow path of the battery.

9. The vehicle thermal management system according to claim 8, characterized in that, The second reversing valve module has a fifth state and a sixth state; When the second reversing valve module is in the fifth state, the eleventh valve port, the twelfth valve port and the thirteenth valve port are connected, the fourteenth valve port and the fifteenth valve port are connected, the sixteenth valve port is closed, and the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in parallel. When the second reversing valve module is in the sixth state, the eleventh valve port and the twelfth valve port are connected, the thirteenth valve port is closed, the fourteenth valve port and the sixteenth valve port are connected, and the fifteenth valve port is closed, so that the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in series.

10. The vehicle thermal management system according to claim 7, characterized in that, The vehicle thermal management system further includes a first heat exchanger flow path, the two ends of which are respectively connected to the two ends of the first heat exchanger flow path of the motor. The first heat exchanger flow path is used to enable the first heat exchanger flow path of the motor to exchange heat with the environment outside the vehicle.

11. The vehicle thermal management system according to claim 10, characterized in that, The vehicle thermal management system further includes a third reversing valve module, which includes a seventeenth valve port, an eighteenth valve port, and a nineteenth valve port. One end of the first heat exchange flow path of the motor and one end of the first heat exchanger flow path are respectively connected to the seventeenth valve port and the eighteenth valve port. The other end of the first heat exchange flow path of the motor and the other end of the first heat exchanger flow path are both connected to the nineteenth valve port.

12. The vehicle thermal management system according to claim 11, characterized in that, The third reversing valve module has a seventh state and an eighth state; When the third reversing valve is in the seventh state, the seventeenth valve port and the eighteenth valve port are connected, and the nineteenth valve port is closed, so that the first heat exchange flow path of the motor and the first heat exchanger flow path are connected in series; When the third reversing valve is in the eighth state, the seventeenth valve port and the nineteenth valve port are connected, and the eighteenth valve port is closed, so as to disconnect the first heat exchange flow path of the motor and the first heat exchanger flow path, and to connect the two ends of the first heat exchange flow path of the motor through the seventeenth valve port and the nineteenth valve port.

13. The vehicle thermal management system according to claim 10, characterized in that, The vehicle thermal management system further includes a second heat exchanger flow path and a second heat exchange flow path in the passenger area. The first heat exchange flow path of the motor and the second heat exchange flow path in the passenger area are respectively used to supply different fluids. The second heat exchanger flow path connects the first heat exchange flow path of the motor and the second heat exchange flow path in the passenger area. The second heat exchanger flow path is used to enable the first heat exchange flow path of the motor to exchange heat with the second heat exchange flow path in the passenger area.

14. The vehicle thermal management system according to claim 13, characterized in that, The vehicle thermal management system further includes a fourth reversing valve module, which includes a twentieth valve port, a twentieth eleventh valve port, and a twenty-second valve port. One end of the first heat exchanger flow path, one end of the second heat exchanger flow path, and one end of the first heat exchanger flow path of the motor are interconnected. The other ends of the first heat exchanger flow path, the other ends of the second heat exchanger flow path, and the other ends of the first heat exchanger flow path of the motor are respectively connected to the twentieth eleventh valve port, the twentieth twentieth valve port, and the twentieth valve port.

15. The vehicle thermal management system according to claim 14, characterized in that, The fourth reversing valve module has a ninth state and a tenth state; When the fourth reversing valve module is in the ninth state, the twentieth valve port and the twentieth valve port are connected, and the twentieth valve port is closed, so that the first heat exchange flow path of the motor and the first heat exchanger flow path are connected, and the first heat exchange flow path of the motor and the second heat exchanger flow path are disconnected. When the fourth reversing valve module is in the tenth state, the twentieth valve port and the twentieth valve port are connected, and the twentieth valve port is closed, so that the first heat exchange flow path of the motor and the second heat exchanger flow path are connected, and the first heat exchange flow path of the motor and the first heat exchanger flow path are disconnected.

16. The vehicle thermal management system according to claim 13, characterized in that, The second heat exchange flow path in the passenger area is equipped with a compressor, a third heat exchanger, a fourth heat exchanger, and a fifth reversing valve module. The third heat exchanger is used for heat exchange with the passenger area of ​​the vehicle, and the fourth heat exchanger is used to enable the second heat exchange flow path in the passenger area to exchange heat with the external environment of the vehicle. The fifth reversing valve module includes a twenty-third valve port, a twenty-fourth valve port, a twenty-fifth valve port, and a twenty-sixth valve port. The twenty-third valve port and the twenty-fourth valve port are respectively connected to the two ends of the compressor, the twenty-fifth valve port is connected to the third heat exchanger, and the twenty-sixth valve port is connected to the fourth heat exchanger, so that the second heat exchange flow path in the passenger area can heat and dissipate heat from the passenger area of ​​the vehicle.

17. The vehicle thermal management system according to claim 16, characterized in that, The fifth reversing valve module has an eleventh state and a twelfth state; When the fifth reversing valve module is in the eleventh state, the twenty-fourth valve port and the twenty-sixth valve port are connected, and the twenty-third valve port and the twenty-fifth valve port are connected, so that the fluid flowing out of the compressor flows through the third heat exchanger and the twenty-fifth valve port in sequence; When the fifth reversing valve module is in the twelfth state, the twenty-fourth valve port and the twenty-fifth valve port are connected, and the twenty-third valve port and the twenty-sixth valve port are connected, so that the fluid flowing out of the compressor flows through the twenty-fifth valve port and the third heat exchanger in sequence.

18. The vehicle thermal management system according to claim 17, characterized in that, The second heat exchanger flow path is provided with a second heat exchanger, and the second heat exchanger is also provided in the second heat exchange flow path of the passenger area. The second heat exchanger is used to enable the first heat exchange flow path of the motor to exchange heat with the second heat exchange flow path of the passenger area. The second heat exchange flow path in the passenger area is also provided with a first shut-off valve and a second shut-off valve. One end of the first shut-off valve is connected to the 26th valve port through the fourth heat exchanger, and one end of the second shut-off valve is connected to the 26th valve port. The other ends of the first shut-off valve and the other ends of the second shut-off valve are both connected to the same end of the second heat exchanger.

19. The vehicle thermal management system according to claim 18, characterized in that, The second heat exchange flow path in the crew area has a thirteenth state and a fourteenth state; When the second heat exchange flow path in the passenger area is in the thirteenth state, the fifth reversing valve module is in the twelfth state, the first shut-off valve is closed, and the second shut-off valve is open, so that the fluid flowing out from the second heat exchanger can flow through the second shut-off valve and the twenty-sixth valve port in sequence. When the second heat exchange flow path in the occupant area is in the fourteenth state, the fifth reversing valve module is in the eleventh state, the first shut-off valve is open, and the second shut-off valve is closed, so that the fluid flowing out from the twenty-sixth valve port can flow through the fourth heat exchanger and the second heat exchanger in sequence.

20. The vehicle thermal management system according to claim 1, characterized in that, The first heat exchange flow path in the passenger area is provided with a first pump body and a fifth heat exchanger. The fifth heat exchanger is used to exchange heat with the passenger area of ​​the vehicle, and the first pump body is used to drive fluid to flow through the fifth heat exchanger.

21. The vehicle thermal management system according to claim 20, characterized in that, The first heat exchange flow path in the passenger area is also provided with a first heater. The two ends of the first heater are connected to the fifth heat exchanger and the first pump body. The first heater is used to heat the fluid flowing through the fifth heat exchanger.

22. The vehicle thermal management system according to claim 1, characterized in that, The vehicle thermal management system further includes a second pump body, which is connected to both ends of the first heat exchange flow path of the motor. The second pump body is used to drive fluid to flow through the first heat exchange flow path of the motor.

23. The vehicle thermal management system according to claim 1, characterized in that, The vehicle thermal management system further includes a second heat exchange flow path for the motor, the two ends of which are respectively connected to the two ends of the first heat exchange flow path for the motor; And / or, the vehicle thermal management system further includes a second battery heat exchange path, the two ends of which are respectively connected to the two ends of the first battery heat exchange path; And / or, the vehicle thermal management system further includes a first air compressor, which is disposed in at least one of the first heat exchange path of the motor and the first heat exchange path of the battery.

24. The vehicle thermal management system according to claim 1, characterized in that, The vehicle thermal management system further includes a heating flow path, the two ends of which are respectively connected to the two ends of the first heat exchange flow path of the battery. The heating flow path is provided with a second heater and a third pump body. The third pump body is used to drive fluid to flow through the first heat exchange flow path of the battery, and the second heater is used to heat the fluid flowing through the first heat exchange flow path of the battery.

25. The vehicle thermal management system according to claim 24, characterized in that, The heating flow path is also equipped with a one-way valve. In the heating flow path, the third pump body can drive the fluid to flow in a first direction, and the one-way valve is used to inhibit the fluid from flowing in a direction opposite to the first direction.

26. A vehicle, characterized in that, Includes the vehicle thermal management system as described in any one of claims 1 to 25.

27. A control method for a vehicle thermal management system, characterized in that, The vehicle thermal management system includes a first heat exchange path for the battery, a first heat exchange path for the motor, and a first heat exchange path for the passenger area. The control method includes: Control any two of the battery first heat exchange flow path, the motor first heat exchange flow path, and the passenger area first heat exchange flow path to be connected in series or in parallel.

28. The control method for the vehicle thermal management system according to claim 27, characterized in that, The first heat exchange flow path of the motor is equipped with a first motor; Controlling any two of the battery first heat exchange path, the motor first heat exchange path, and the passenger area first heat exchange path to be connected in series or in parallel includes: When the passenger area has a heating requirement and the first motor has a heat dissipation requirement, the first heat exchange path of the motor and the first heat exchange path of the passenger area are connected in series.

29. The control method for a vehicle thermal management system according to claim 27, characterized in that, The first heat exchange flow path of the motor is provided with a fluid output end and a first motor; The vehicle thermal management system further includes a second heat exchanger flow path and a second heat exchanger flow path in the passenger area. The second heat exchanger flow path is connected to the second heat exchanger flow path in the passenger area and is used to exchange heat with the second heat exchanger flow path in the passenger area. The first heat exchanger flow path of the motor and the second heat exchanger flow path in the passenger area are respectively used to supply different fluids to flow through. Controlling any two of the battery first heat exchange path, the motor first heat exchange path, and the passenger area first heat exchange path to be connected in series or in parallel also includes: When the passenger area has a heating requirement, the first motor has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is less than or equal to a first threshold, the first heat exchange flow path of the motor and the first heat exchange flow path of the passenger area are disconnected, the second heat exchange flow path of the passenger area is operated to heat the passenger area, and the first heat exchange flow path of the motor and the second heat exchanger flow path are connected in series. When the passenger area has a heating requirement, the first motor has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is greater than a first threshold, the first heat exchange flow path of the motor and the first heat exchange flow path of the passenger area are connected in series, the second heat exchange flow path of the passenger area is stopped, and the first heat exchange flow path of the motor and the second heat exchanger flow path are disconnected.

30. The control method for the vehicle thermal management system according to claim 29, characterized in that, The vehicle thermal management system further includes a first heat exchanger flow path, which is used to exchange heat with the environment outside the vehicle. When the passenger area has a heating requirement, the first motor has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is greater than a first threshold, controlling the first heat exchange path of the motor and the first heat exchange path of the passenger area to be connected in series, controlling the second heat exchange path of the passenger area to stop operating, and controlling the first heat exchange path of the motor and the second heat exchanger path to be disconnected include: When the passenger area has a heating requirement, the first motor has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is greater than a first threshold and less than a second threshold, the first heat exchange flow path of the motor and the first heat exchange flow path of the passenger area are connected in series, the second heat exchange flow path of the passenger area is stopped, and the first heat exchange flow path of the motor is disconnected from the first heat exchanger flow path and the second heat exchanger flow path respectively, wherein the second threshold is greater than the first threshold; When the passenger area has a heating requirement, the first motor has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is greater than or equal to the second threshold, the first heat exchange flow path of the motor, the first heat exchange flow path of the passenger area, and the first heat exchanger flow path are connected in series, the second heat exchange flow path of the passenger area is stopped, and the first heat exchange flow path of the motor and the second heat exchanger flow path are disconnected.

31. The control method for the vehicle thermal management system according to claim 30, characterized in that, The vehicle thermal management system further includes a third reversing valve module, which includes a seventeenth valve port, an eighteenth valve port, and a nineteenth valve port. One end of the first heat exchange flow path of the motor and one end of the first heat exchanger flow path are respectively connected to the seventeenth valve port and the eighteenth valve port. The other end of the first heat exchange flow path of the motor and the other end of the first heat exchanger flow path are both connected to the nineteenth valve port. When the passenger area has a heating requirement, the first motor has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is greater than or equal to a second threshold, controlling the first heat exchange path of the motor, the first heat exchange path of the passenger area, and the first heat exchanger path to be connected in series, controlling the second heat exchange path of the passenger area to stop operating, and controlling the first heat exchange path of the motor and the second heat exchanger path to disconnect include: When the passenger area has a heating requirement, the first motor has a heat dissipation requirement, and the fluid temperature output from the fluid output terminal is greater than or equal to the second threshold, the first heat exchange flow path of the motor, the first heat exchange flow path of the passenger area, and the first heat exchanger flow path are connected in series in sequence, the second heat exchange flow path of the passenger area is stopped, the first heat exchange flow path of the motor and the second heat exchanger flow path are disconnected, the seventeenth valve port and the nineteenth valve port are connected, and the eighteenth valve port is closed.

32. The control method for the vehicle thermal management system according to claim 27, characterized in that, The motor first heat exchange flow path is provided with a fluid output end and a first motor, the battery first heat exchange flow path is provided with a first battery, and the vehicle thermal management system further includes a first heat exchanger flow path, a second heat exchanger flow path, and a passenger area second heat exchange flow path. The first heat exchanger flow path is used to exchange heat with the environment outside the vehicle, the second heat exchanger flow path is connected to the passenger area second heat exchange flow path, and the second heat exchanger flow path is used to exchange heat with the passenger area second heat exchange flow path; the motor first heat exchange flow path and the passenger area second heat exchange flow path are respectively used to supply different fluids, and the passenger area second heat exchange flow path can dissipate heat to the passenger area of ​​the vehicle; The control method further includes: When the passenger area has a heat dissipation requirement and the first motor has a heat dissipation requirement, the first heat exchange flow path of the motor and the first heat exchanger flow path are controlled to be connected in series, the first heat exchange flow path of the motor and the second heat exchanger flow path are disconnected, and the second heat exchange flow path of the passenger area is controlled to dissipate heat to the passenger area; and / or, When the passenger area has a heat dissipation requirement and the first battery has a heat dissipation requirement, the first heat exchange flow path of the battery and the first heat exchanger flow path are connected in series, the first heat exchange flow path of the battery and the second heat exchanger flow path are disconnected, and the second heat exchange flow path of the passenger area is controlled to dissipate heat to the passenger area.

33. The control method for the vehicle thermal management system according to claim 27, characterized in that, The first heat exchange flow path of the motor is provided with a first motor, and the first heat exchange flow path of the battery is provided with a first battery; Controlling any two of the battery first heat exchange path, the motor first heat exchange path, and the passenger area first heat exchange path to be connected in series or in parallel includes: When the first motor and the first battery have heat dissipation requirements, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in parallel.

34. The control method for the vehicle thermal management system according to claim 33, characterized in that, The vehicle thermal management system further includes a second reversing valve module, which includes an eleventh valve port, a twelfth valve port, a thirteenth valve port, a fourteenth valve port, a fifteenth valve port, and a sixteenth valve port. The twelfth valve port and the fourteenth valve port are respectively connected to the two ends of the first heat exchange flow path of the motor. The sixteenth valve port and the thirteenth valve port are both connected to one end of the first heat exchange flow path of the battery. The eleventh valve port and the fifteenth valve port are both connected to the other end of the first heat exchange flow path of the battery. When the first motor and the first battery have heat dissipation requirements, controlling the first heat exchange path of the motor and the first heat exchange path of the battery to be connected in parallel includes: When the first motor and the first battery have a heat dissipation requirement, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in parallel, the eleventh valve port, the twelfth valve port and the thirteenth valve port are connected, the fourteenth valve port and the fifteenth valve port are connected, and the sixteenth valve port is cut off.

35. The control method for a vehicle thermal management system according to claim 27, characterized in that, The first heat exchange flow path of the motor is provided with a first motor, and the first heat exchange flow path of the battery is provided with a first battery; Controlling any two of the battery first heat exchange path, the motor first heat exchange path, and the passenger area first heat exchange path to be connected in series or in parallel includes: When the first motor has a heat dissipation requirement and the first battery has a heating requirement, the first heat exchange path of the motor and the first heat exchange path of the battery are connected in series.

36. The control method for the vehicle thermal management system according to claim 35, characterized in that, The vehicle thermal management system further includes a heating flow path, which is provided with a second heater and a third pump body. The third pump body is used to drive fluid to flow through the battery first heat exchange flow path, and the second heater is used to heat the fluid flowing through the battery first heat exchange flow path. The battery first heat exchange flow path is provided with a fluid input end. When the first motor has a heat dissipation requirement and the first battery has a heating requirement, controlling the first heat exchange path of the motor and the first heat exchange path of the battery in series includes: When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than the third threshold, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in series, and the third pump body and the second heater are turned off. When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is less than or equal to the third threshold, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in series, and the third pump and the second heater are started.

37. The control method for the vehicle thermal management system according to claim 36, characterized in that, The first heat exchange flow path in the passenger area is provided with a first pump body, a first heater and a fifth heat exchanger, the fifth heat exchanger being used for heat exchange with the passenger area of ​​the vehicle; When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than a third threshold, controlling the first heat exchange path of the motor and the first heat exchange path of the battery in series, and controlling the third pump and the second heater to shut down includes: When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than the third threshold and less than the fourth threshold, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in series, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are both disconnected from the first heat exchange flow path of the passenger area, the third pump and the second heater are turned off, and the first pump and the first heater are started, wherein the fourth threshold is greater than the third threshold; When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than a third threshold, controlling the first heat exchange path of the motor and the first heat exchange path of the battery in series, and controlling the third pump and the second heater to shut down includes: When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than or equal to the fourth threshold, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in series, and the third pump body and the second heater are turned off.

38. The control method for the vehicle thermal management system according to claim 37, characterized in that, The vehicle thermal management system further includes a first heat exchanger flow path, which enables the first heat exchanger flow path of the motor to exchange heat with the external environment of the vehicle. When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is less than or equal to a third threshold, controlling the first heat exchange path of the motor and the first heat exchange path of the battery in series, and controlling the third pump and the second heater to start includes: When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is less than or equal to the third threshold, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in series, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are disconnected from the first heat exchanger flow path respectively, and the third pump body and the second heater are started. When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than a third threshold and less than a fourth threshold, the system controls the first heat exchange path of the motor and the first heat exchange path of the battery to be connected in series, controls both the first heat exchange path of the motor and the first heat exchange path of the battery to be disconnected from the first heat exchange path of the passenger area, controls the third pump and the second heater to be turned off, and controls the first pump and the first heater to be started, including: When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than the third threshold and less than the fourth threshold, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are connected in series, the first heat exchange flow path of the motor and the first heat exchange flow path of the battery are both disconnected from the first heat exchange flow path of the passenger area, the third pump body and the second heater are turned off, the first pump body and the first heater are started, and the first heat exchange flow path of the motor and the first heat exchanger flow path are disconnected. When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than or equal to a fourth threshold, controlling the first heat exchange path of the motor and the first heat exchange path of the battery in series, and controlling the third pump and the second heater to shut down include: When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than or equal to the fourth threshold, the first heat exchange flow path of the motor, the first heat exchange flow path of the battery, the first heat exchange flow path of the passenger area, and the first heat exchanger flow path are connected in series, and the third pump body and the second heater are turned off.

39. The control method for the vehicle thermal management system according to claim 38, characterized in that, The vehicle thermal management system further includes a third reversing valve module, which includes a seventeenth valve port, an eighteenth valve port, and a nineteenth valve port. One end of the first heat exchange flow path of the motor and one end of the first heat exchanger flow path are respectively connected to the seventeenth valve port and the eighteenth valve port. The other end of the first heat exchange flow path of the motor and the other end of the first heat exchanger flow path are both connected to the nineteenth valve port. When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the fluid temperature flowing through the fluid input terminal is greater than or equal to the fourth threshold, controlling the first heat exchange flow path of the motor, the first heat exchange flow path of the battery, the first heat exchange flow path of the passenger area, and the first heat exchanger flow path to be connected in series, and controlling the third pump body and the second heater to shut down includes: When the first motor has a heat dissipation requirement, the first battery has a heating requirement, and the temperature of the fluid flowing through the fluid input terminal is greater than or equal to the fourth threshold, the first heat exchange flow path of the motor, the first heat exchange flow path of the battery, the first heat exchange flow path of the passenger area, and the first heat exchanger flow path are connected in series in sequence, the third pump body and the second heater are closed, the seventeenth valve port and the nineteenth valve port are opened, and the eighteenth valve port is closed.

40. The control method for a vehicle thermal management system according to any one of claims 27 to 39, characterized in that, The vehicle thermal management system further includes a heating flow path, which is provided with a second heater and a third pump body. The third pump body is used to drive fluid to flow through the battery first heat exchange flow path, and the second heater is used to heat the fluid flowing through the battery first heat exchange flow path. The battery first heat exchange flow path is provided with a first battery. Controlling any two of the battery first heat exchange path, the motor first heat exchange path, and the passenger area first heat exchange path to be connected in series or in parallel includes: When the vehicle is in a cold start state and the first battery needs heating, the third pump and the second heater are started, and the first heat exchange path of the motor and the first heat exchange path of the passenger area are disconnected from the first heat exchange path of the battery.

41. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the method according to any one of claims 27 to 40.

42. A controller having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the method according to any one of claims 27 to 40.

43. A computer program product, characterized in that, Includes a computer program or instructions that, when executed by a processor, implement the steps of the method according to any one of claims 27 to 40.

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