Thermal management system and vehicle

Abstract

The utility model discloses a thermal management system and a vehicle, and the thermal management system comprises a cooling liquid circulation module which is provided with a first five-way valve and a second five-way valve in an integrated manner, and a first cooling liquid flow channel of a water cooling condenser is arranged between a third interface of the first five-way valve and a seventh interface of the second five-way valve; a second cooling liquid flow channel of the first heat exchanger is arranged between the fifth connector and the ninth connector, and at least one loop of the refrigerant circulation module comprises a first refrigerant flow channel of the water cooling condenser and a second refrigerant flow channel of the first heat exchanger which communicate with each other; according to the heat management system, the structure is simplified, function integration among all the structures is achieved through the five-way valve low in price, the cost is reduced, waste heat recovery of electric control of the motor can be achieved, the heat efficiency is improved, and the heat management system is suitable for large-scale popularization and application. And energy waste is avoided.

Description

Technical Field

[0001] This utility model relates to the field of thermal management system technology, and in particular to thermal management systems and vehicles. Background Technology

[0002] Traditional thermal management systems employ multiple water pumps and three-way or four-way valves to manage the thermal energy of electric vehicles. However, this results in a large number of components in the thermal management system, a complex overall structure and control scheme. Furthermore, in related technologies, the thermal management of the passenger compartment and power battery in electric vehicles is controlled by a thermal management controller, while the thermal management of the motor and electronic control system is controlled by a vehicle controller. This makes it impossible to achieve comprehensive management of the overall thermal energy of the electric vehicle, to utilize the waste heat of the motor and electronic control system, resulting in low thermal efficiency and energy waste, indicating room for improvement. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a thermal management system that simplifies the structure, reduces costs, and enables waste heat recovery from the motor's electronic control system, thereby improving thermal efficiency and preventing energy waste.

[0004] According to an embodiment of the present utility model, a thermal management system and a vehicle are provided. The thermal management system includes: a coolant circulation module, which integrates a first five-way valve and a second five-way valve. The first five-way valve includes a first interface, a second interface, a third interface, a fourth interface, and a fifth interface. The second five-way valve includes a sixth interface, a seventh interface, an eighth interface, a ninth interface, and a tenth interface. A motor and an electronic control unit are provided between the first interface and the tenth interface. The motor and the electronic control unit and a radiator are provided between the second interface and the tenth interface. A first water pump, a first coolant flow channel of a water-cooled condenser, a water heater, and a heater core are provided between the third interface and the seventh interface. A power battery is provided between the fourth interface and the eighth interface. A second water pump and a second coolant flow channel of a first heat exchanger are provided between the fifth interface and the ninth interface. The sixth interface is connected to the third interface.

[0005] The refrigerant circulation module includes a compressor, a first refrigerant flow channel of a water-cooled condenser, an outdoor heat exchanger, and a second refrigerant flow channel of the first heat exchanger, which are connected and form a loop. An evaporator is also provided between the outdoor heat exchanger and the compressor. The evaporator is connected in parallel with the second refrigerant flow channel. The first coolant flow channel and the first refrigerant flow channel exchange heat, and the second coolant flow channel and the second refrigerant flow channel exchange heat.

[0006] According to the thermal management system of this utility model embodiment, the thermal management system simplifies the structure, uses a relatively inexpensive five-way valve to achieve functional integration between various structures, reduces costs, and also realizes waste heat recovery of motor control, improves thermal efficiency, and avoids energy waste.

[0007] In some embodiments, the thermal management system includes a first heating mode, in which the power battery is heated and / or the passenger compartment is heated, the second port of the first five-way valve is connected to the fifth port, and the ninth port of the second five-way valve is connected to the tenth port, so as to connect the motor control and the second coolant flow channel, and the second coolant flow channel and the second refrigerant flow channel exchange heat.

[0008] The power battery and / or the heater core are connected to the first coolant channel, and the first coolant channel and the first refrigerant channel exchange heat.

[0009] In some embodiments, the thermal management system further includes a second heating mode in which the power battery and / or the heater core are connected to the first coolant channel, and the first coolant channel and the first refrigerant channel exchange heat.

[0010] In some embodiments, the thermal management system further includes a third heating mode in which the power battery and / or the heater core are connected to the first coolant channel and the water heater, and the water heater is activated.

[0011] In some embodiments, the thermal management system further includes: a first cooling mode, in which the fourth port of the first five-way valve is connected to the fifth port, and the eighth port of the second five-way valve is connected to the ninth port, to connect the power battery to the second coolant channel, wherein the second coolant channel and the second refrigerant channel exchange heat to reduce the temperature of the power battery.

[0012] In some embodiments, the thermal management system further includes: a second cooling mode, in which the second port of the first five-way valve is connected to the third port, the fourth port is connected to the fifth port, the seventh port of the second five-way valve is connected to the eighth port, and the ninth port is connected to the tenth port, so that the power battery, the motor control unit, the radiator, the first coolant flow channel, and the second coolant flow channel are connected to enable the power battery and the motor control unit to be cooled in series.

[0013] In some embodiments, the thermal management system further includes: a crew cabin cooling mode.

[0014] In the occupant cabin cooling mode, the first coolant flow channel, the motor control system, and the radiator are connected. The first coolant flow channel exchanges heat with the first refrigerant flow channel, and the evaporator is connected to the first refrigerant flow channel.

[0015] In some embodiments, the thermal management system further includes: an independent cooling mode for the motor electronic control system.

[0016] In the independent cooling mode of the motor control system, the motor control system, the radiator, and the second coolant flow channel are connected.

[0017] In some embodiments, the thermal management system further includes: a heating and defogging mode, wherein the warm air core is connected to the first coolant flow channel and the water heater, and the hot and cold air damper is opened to drive the air that has exchanged heat with the warm air core toward the glass;

[0018] In the cooling and defogging mode, the evaporator is connected to the first refrigerant channel, and the hot and cold air damper is opened to drive the air that has exchanged heat with the evaporator toward the glass.

[0019] Another objective of this invention is to provide a vehicle that includes the aforementioned thermal management system.

[0020] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0021] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0022] Figure 1 This is a schematic diagram of the thermal management system of this utility model;

[0023] Figure 2 This is a flowchart of the control method after the first heating mode of the thermal management system of this utility model is turned on;

[0024] Figure 3 This is a flow diagram of the heat exchange medium when the coolant circulation path in the coolant circulation module is the first coolant circulation path. The arrows indicate the flow direction of the heat exchange medium.

[0025] Figure 4 This is a flow diagram of the heat exchange medium when the coolant circulation path in the coolant circulation module is the second coolant circulation path. The arrows indicate the flow direction of the heat exchange medium.

[0026] Figure 5 This is a flow diagram of the heat exchange medium when the coolant circulation path in the coolant circulation module is the third coolant circulation path. The arrows indicate the flow direction of the heat exchange medium.

[0027] Figure 6 This is a flow diagram of the heat exchange medium when the coolant circulation path in the coolant circulation module is the fourth coolant circulation path. The arrows indicate the flow direction of the heat exchange medium.

[0028] Figure 7 This is a flow diagram of the heat exchange medium when the coolant circulation path in the coolant circulation module is the fifth coolant circulation path. The arrows indicate the flow direction of the heat exchange medium.

[0029] Figure 8 This is a flow diagram of the heat exchange medium when the coolant circulation path in the coolant circulation module is the sixth coolant circulation path. The arrows indicate the flow direction of the heat exchange medium.

[0030] Figure 9 This is a flow diagram of the heat exchange medium when the refrigerant circulation path in the refrigerant circulation module is the first refrigerant circulation path. The arrows indicate the flow direction of the heat exchange medium.

[0031] Figure 10 This is a flow diagram of the heat exchange medium when the refrigerant circulation path in the refrigerant circulation module is the second refrigerant circulation path. The arrows indicate the flow direction of the heat exchange medium.

[0032] Figure 11 This is a flow diagram of the heat exchange medium when the refrigerant circulation path in the refrigerant circulation module is the third refrigerant circulation path. The arrows indicate the flow direction of the heat exchange medium.

[0033] Figure 12 The flowcharts are shown for some embodiments of the control method of this utility model;

[0034] Figure 13 This is a flowchart of the control method after the first cooling mode of the thermal management system of this utility model is turned on.

[0035] Figure label:

[0036] Thermal management system 1000, first five-way valve 10, second five-way valve 20,

[0037] 1. Motor and electronic control unit; 2. Power battery; 3. Radiator; 4. First water pump; 5. First heat exchanger; 6. Second water pump; 7. Water-cooled condenser; 8. Water heater; 9. Heating core.

[0038] Compressor 30, second expansion valve 40, outdoor heat exchanger 50, first expansion valve 60, electronic expansion valve 70, evaporator 80, gas-liquid separator 90, crew compartment 2000. Detailed Implementation

[0039] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0040] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0041] Furthermore, features specified as "first" or "second" may explicitly or implicitly include one or more of the same feature, used to distinguish and describe features, without any order or distinction of importance.

[0042] In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0043] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0044] The thermal management system 1000 of this utility model is described below with reference to the accompanying drawings.

[0045] Reference Figure 1 As shown, the thermal management system 1000 according to an embodiment of the present invention includes:

[0046] The coolant circulation module integrates a first five-way valve 10 and a second five-way valve 20. The first five-way valve 10 includes a first interface, a second interface, a third interface, a fourth interface, and a fifth interface, while the second five-way valve 20 includes a sixth interface, a seventh interface, an eighth interface, a ninth interface, and a tenth interface. By switching between the different connection methods of the first five-way valve 10 and the second five-way valve 20, the different thermal management modes of the thermal management system 1000 can be switched.

[0047] The thermal management system 1000 simplifies the structure and utilizes a relatively inexpensive five-way valve to achieve functional integration between various components, thereby reducing costs.

[0048] The second water pump 6 and the second heat exchanger 5 are connected between the fifth port of the first five-way valve 10 and the ninth port of the second five-way valve 20. The housing of the second water pump 6 drives the coolant. When the second water pump 6 is in the coolant circulation loop, the second water pump 6 is turned on, which can provide power for the circulation of the coolant.

[0049] When the coolant and refrigerant flow through the first heat exchanger 5, they exchange heat. During the heat exchange process, the refrigerant in the second refrigerant channel of the first heat exchanger 5 absorbs the heat of the coolant in the second coolant channel of the first heat exchanger 5, which in turn causes the coolant temperature to decrease and the refrigerant temperature to increase.

[0050] A motor control unit 1 is provided between the tenth interface and the first interface. A motor control unit 1 and a radiator 3 are provided between the tenth interface and the second interface. The radiator 3 and the outdoor heat exchanger 50 are located outdoors and share a cooling fan. When the cooling fan is running, the radiator 3 and the outdoor heat exchanger 50 can respectively cool the coolant and cool the refrigerant.

[0051] Between the third and seventh interfaces, there is a first water pump 4, a first coolant flow channel of a water-cooled condenser 7, a water heater 8, and a warm air core 9. Between the eighth and fourth interfaces, there is a power battery 2. The sixth interface is connected to the third interface.

[0052] The first water pump 4 drives the coolant. When the first water pump 4 is in the coolant circulation loop, the first water pump 4 is turned on, which can provide power for the circulation of coolant.

[0053] The water heater 8 can be turned on selectively. When the water heater 8 is turned on, it can heat the coolant and provide sufficient heating conditions for the structure located in the same coolant circulation loop.

[0054] The first five-way valve 10 and the second five-way valve 20 integrate multiple circulation systems used for cooling or heating the power battery 2, cooling or heating the passenger compartment 2000, and cooling the motor and electronic control 1 into one unit. This enables independent and series cooling of the power battery 2 and the motor and electronic control 1, battery heating, and independent or series heating of the battery and the passenger compartment 2000. This reduces the number of cooling or heating structures in the system and also enables the utilization of waste heat from the motor and electronic control 1.

[0055] The refrigerant circulation module includes the following components connected in sequence and forming a loop: compressor 30, water-cooled condenser 7 (first refrigerant flow channel), gas-liquid separator 90, second expansion valve 40, outdoor heat exchanger 50, first expansion valve 60, and first heat exchanger 5 (second refrigerant flow channel).

[0056] The compressor 30 compresses the refrigerant. When the compressor 30 is turned on, it provides power for the circulation of the refrigerant in the refrigerant circuit, thus transforming the low-pressure gaseous refrigerant into a high-pressure gaseous refrigerant.

[0057] When the coolant and refrigerant flow through the water-cooled condenser 7, they exchange heat. During the heat exchange process, the coolant in the first coolant flow channel of the water-cooled condenser 7 absorbs the heat of the refrigerant in the first refrigerant flow channel of the water-cooled condenser 7, which causes the refrigerant temperature to decrease and the coolant temperature to increase. The high-pressure gaseous refrigerant is cooled down and converted into high-pressure liquid refrigerant at the first refrigerant flow channel of the water-cooled condenser 7.

[0058] High-pressure liquid refrigerant flows to gas-liquid separator 90, which stores part of the liquid refrigerant in the circulation loop and releases part of the high-pressure liquid refrigerant through the second expansion valve 40. After throttling and pressure reduction, it forms superheated low-pressure liquid refrigerant, which enters outdoor heat exchanger 50. In outdoor heat exchanger 50, heat is released to form low-temperature low-pressure liquid refrigerant.

[0059] The first expansion valve 60 provides throttled and depressurized liquid refrigerant to the second refrigerant channel of the first heat exchanger 5 upstream of the second refrigerant channel of the first heat exchanger 5. At the first heat exchanger 5, the low-temperature and low-pressure liquid refrigerant absorbs the heat of the coolant and forms a low-pressure gaseous refrigerant at the second refrigerant channel of the first heat exchanger 5.

[0060] An electronic expansion valve 70 and an evaporator 80 are also provided between the outdoor heat exchanger 50 and the compressor 30. The electronic expansion valve 70 and the evaporator 80 are connected in parallel with the second refrigerant flow channel of the first expansion valve 60 and the first heat exchanger 5.

[0061] The blower, heater core 9, and evaporator 80 are located within the passenger compartment 2000. The refrigerant exchanges heat with the air within the passenger compartment 2000 at the evaporator 80. At the evaporator 80, the refrigerant absorbs heat from the passenger compartment 2000, achieving cooling. An electronic expansion valve 70 upstream of the evaporator 80 provides the evaporator 80 with throttled and depressurized liquid refrigerant. The heater core 9 releases heat into the passenger compartment 2000, achieving heating. Starting the blower circulates air within the passenger compartment 2000, providing sufficient air for heat exchange with the heater core 9 or evaporator 80.

[0062] The first coolant flow channel and the first refrigerant flow channel exchange heat, and the second coolant flow channel and the second refrigerant flow channel exchange heat.

[0063] When the coolant and refrigerant flow through the first heat exchanger 5, they exchange heat. During the heat exchange process, the refrigerant in the second refrigerant channel of the first heat exchanger 5 absorbs the heat of the coolant in the second coolant channel of the first heat exchanger 5, which in turn causes the coolant temperature to decrease and the refrigerant temperature to increase.

[0064] When the coolant and refrigerant flow through the water-cooled condenser 7, they exchange heat. During the heat exchange process, the coolant in the first coolant flow channel of the water-cooled condenser 7 absorbs the heat of the refrigerant in the first refrigerant flow channel of the water-cooled condenser 7, which causes the refrigerant temperature to decrease and the coolant temperature to increase. The high-pressure gaseous refrigerant is cooled down and converted into high-pressure liquid refrigerant at the first refrigerant flow channel of the water-cooled condenser 7.

[0065] When the first refrigerant channel and the second refrigerant channel are connected in series, the thermal management system 1000 can realize the transfer of heat between the first coolant channel and the second coolant channel through the refrigerant circulation module.

[0066] Therefore, the waste heat of the motor control unit 1 can be utilized. When the passenger compartment 2000 and / or the power battery 2 need to be heated, the coolant circuit of the passenger compartment 2000 and / or the power battery 2 can be connected to the first coolant flow channel, and the motor control unit 1 can be connected to the second coolant flow channel. The compressor 30 is started, so that the refrigerant circulates between the first refrigerant flow channel and the second refrigerant flow channel. The waste heat of the motor control unit 1 can be provided to the power motor and / or the passenger compartment 2000, providing heat for heating the passenger compartment 2000 and / or the power battery 2. This realizes the recovery of waste heat of the motor control unit 1, improves thermal efficiency, and avoids energy waste.

[0067] According to the embodiment of the present utility model, the thermal management system 1000 simplifies the structure, utilizes a relatively inexpensive five-way valve to achieve functional integration between various structures, reduces costs, and also enables waste heat recovery from the motor control 1, improving thermal efficiency and avoiding energy waste.

[0068] In some embodiments, the thermal management system 1000 further includes a first temperature sensor for detecting the outlet water temperature of the motor control 1 and for determining whether the waste heat utilization function of the motor control 1 of the thermal management system 1000 is enabled.

[0069] The thermal management system 1000 also includes a third temperature sensor to detect the ambient temperature in order to determine whether each mode within each system can operate.

[0070] like Figure 3 As shown, when the second interface is connected to the fifth interface and the ninth interface is connected to the tenth interface, the coolant circulation path in the coolant circulation module is the first coolant circulation path, which includes the following sequentially connected components:

[0071] Motor control unit 1, radiator 3, first five-way valve 10, second water pump 6, second coolant flow channel of first heat exchanger 5, second five-way valve 20, motor control unit 1.

[0072] In the first coolant circulation path, the second water pump 6 can provide power for the coolant circulation in the first coolant circulation path, and the radiator 3 can cool the coolant, thereby cooling the motor control 1 in the first coolant circulation path.

[0073] When the compressor 30 in the refrigerant circulation loop starts and connects to the second refrigerant flow channel of the first heat exchanger 5, the refrigerant in the second refrigerant flow channel of the first heat exchanger 5 in the first coolant circulation path will absorb the heat of the coolant in the second coolant flow channel of the first heat exchanger 5. On the one hand, it can cool down the coolant and better cool the motor control 1. On the other hand, some of the heat carried away by the refrigerant can be used for heating the power battery 2 or heating the passenger compartment 2000, realizing the utilization of the waste heat of the motor control 1.

[0074] like Figure 4 As shown, when the fourth and fifth interfaces are connected, and the eighth and ninth interfaces are connected, the coolant circulation path is the second coolant circulation path, which includes the following sequentially connected components:

[0075] Power battery 2, first five-way valve 10, second water pump 6, second coolant flow channel of first heat exchanger 5, second five-way valve 20, power battery 2;

[0076] In the second coolant circulation path, the second water pump 6 can provide power for the coolant circulation in the second coolant circulation path.

[0077] When the compressor 30 in the refrigerant circulation loop starts and connects to the second refrigerant flow channel of the first heat exchanger 5, the refrigerant in the second refrigerant flow channel of the first heat exchanger 5 in the second coolant circulation path will absorb the heat of the coolant in the second coolant flow channel of the first heat exchanger 5. On the one hand, it can cool down the coolant and better cool the power battery 2. On the other hand, some of the heat carried away by the refrigerant can be used for heating in the passenger compartment 2000, realizing the utilization of the waste heat of the power battery 2.

[0078] like Figure 5 As shown, when the second and third interfaces are connected, and the seventh and tenth interfaces are connected, the coolant circulation path is the third coolant circulation path, which includes the following sequentially connected components:

[0079] Motor control 1, radiator 3, first five-way valve 10, first water pump 4, first coolant flow channel of water-cooled condenser 7, water heater 8, warm air core 9, second five-way valve 20, motor control 1;

[0080] In the third coolant circulation path, the first water pump 4 can provide power for the coolant circulation in the third coolant circulation path, and the radiator 3 can cool the coolant, thereby cooling the motor control 1 in the third coolant circulation path and releasing some of the heat absorbed in the first coolant flow channel of the water-cooled condenser 7.

[0081] When the crew cabin 2000 has heating requirements, the coolant in the third coolant circulation path can carry away the heat of the motor control unit 1 when it passes through the motor control unit 1, and release it into the crew cabin 2000 at the heater core 9, thus realizing the utilization of the waste heat of the motor control unit 1.

[0082] When the compressor 30 in the refrigerant circulation loop starts, the coolant in the first coolant flow channel of the water-cooled condenser 7 in the third coolant circulation path will absorb the heat of the refrigerant in the first refrigerant flow channel of the water-cooled condenser 7, thereby achieving more efficient cooling of the refrigerant. At this time, the refrigerant can be used to cool the passenger compartment 2000 and / or the power battery 2, with better cooling effect.

[0083] like Figure 6 As shown, when the sixth and seventh interfaces are connected, the coolant circulation path is the fourth coolant circulation path, which includes the following sequentially connected components:

[0084] The first coolant flow channel of the water-cooled condenser 7, the water heater 8, the heater core 9, the second five-way valve 20, the first water pump 4, and the first coolant flow channel of the water-cooled condenser 7;

[0085] In the fourth coolant circulation path, the first water pump 4 can provide power for the coolant circulation in the fourth coolant circulation path.

[0086] The water heater 8 can be turned on to heat the coolant, which can then release heat into the passenger compartment 2000 through the heater core 9, thus heating the passenger compartment 2000.

[0087] When the compressor 30 in the refrigerant circulation loop starts, the coolant in the first coolant flow channel of the water-cooled condenser 7 in the fourth coolant circulation path will absorb the heat of the refrigerant in the first refrigerant flow channel of the water-cooled condenser 7. When the passenger compartment 2000 is heated, the coolant can be heated. The coolant can release heat into the passenger compartment 2000 through the heater core 9 to achieve heating of the passenger compartment 2000.

[0088] When the compressor 30 in the refrigerant circulation loop starts, the coolant in the first coolant flow channel of the water-cooled condenser 7 in the fourth coolant circulation path will absorb the heat of the refrigerant in the first refrigerant flow channel of the water-cooled condenser 7, thereby achieving more efficient cooling of the refrigerant. At this time, the refrigerant can be used for cooling of the motor control 1 and / or cooling of the power battery 2, with better cooling effect.

[0089] When the refrigerant is used for cooling the motor control unit 1 and / or the power battery 2, and the coolant in the fourth coolant circulation path is used for heating the passenger compartment 2000, the refrigerant absorbs the waste heat of the power battery 2 and / or the motor control unit 1, and releases the heat into the coolant in the fourth coolant circulation path through the water-cooled condenser 7. At this time, the waste heat of the motor control unit 1 and the power battery 2 can be utilized.

[0090] like Figure 7 As shown, when the third and fourth interfaces are connected, and the seventh and eighth interfaces are connected, the coolant circulation path is the fifth coolant circulation path, which includes the following sequentially connected components:

[0091] Coolant circuit: power battery 2, first five-way valve 10, first water pump 4, first coolant flow channel of water-cooled condenser 7, water heater 8, heater core 9, second five-way valve 20, power battery 2;

[0092] In the fifth coolant circulation path, the first water pump 4 can provide power for the coolant circulation in the fifth coolant circulation path.

[0093] The water heater 8 can be turned on to heat the coolant. The coolant can release heat into the passenger compartment 2000 through the heater core 9 to heat the passenger compartment 2000, or the coolant can release heat at the power battery 2 to heat the power battery 2.

[0094] When the compressor 30 in the refrigerant circulation loop starts, the coolant in the first coolant flow channel of the water-cooled condenser 7 in the fifth coolant circulation path will absorb the heat of the refrigerant in the first refrigerant flow channel of the water-cooled condenser 7. The heated coolant can release heat into the passenger compartment 2000 at the heater core 9 to heat the passenger compartment 2000, or the coolant can release heat at the power battery 2 to heat the power battery 2.

[0095] When the compressor 30 in the refrigerant circulation loop starts, the coolant in the first coolant channel of the water-cooled condenser 7 in the fifth coolant circulation path absorbs the heat of the refrigerant in the first refrigerant channel of the water-cooled condenser 7. At this time, when the second refrigerant channel is connected to the first refrigerant channel and the second coolant channel is connected in series with the motor control unit, the first heat exchanger 5 can be used to cool down the motor control unit 1. Furthermore, the waste heat of the motor control unit 1 absorbed by the second refrigerant channel of the first heat exchanger 5 can be released at the water-cooled condenser 7 into the coolant in the first coolant channel. The heat is further released in the passenger compartment 2000 or at the power battery 2 through the circulation process of the fifth coolant circulation path, thereby realizing the utilization of the waste heat of the motor control unit 1.

[0096] like Figure 8 As shown, when the second and third ports of the first five-way valve 10 are connected, the fourth and fifth ports are connected, and the seventh and eighth ports of the second five-way valve 20 are connected, and the ninth and tenth ports are connected, the coolant circulation path is the sixth coolant circulation path. In the sixth coolant circulation path, the power battery 2, the motor control unit 1, the radiator 3, the first coolant flow channel, and the second coolant flow channel are connected.

[0097] At this time, the motor control unit 1 and the power battery 2 are connected in series. During the circulation of the coolant in the sixth coolant circulation path, the motor control unit 1 and the power battery 2 will be cooled down simultaneously. This circulation path is suitable for situations where the power battery 2 and the motor control unit 1 have low temperatures and small temperature differences. At this time, the radiator 3 can be used to cool the motor control unit 1 and the power battery 2 at the same time, thereby realizing the series cooling of the power battery 2 and the motor control unit 1.

[0098] Reference Figure 9 When the compressor 30 and the first expansion valve 60 are started, the refrigerant circulation path is the first refrigerant circulation path, which includes the following connected in series:

[0099] Compressor 30, first refrigerant flow channel of water-cooled condenser 7, gas-liquid separator 90, second expansion valve 40, outdoor heat exchanger 50, first expansion valve 60, second refrigerant flow channel of first heat exchanger 5;

[0100] In the first refrigerant circulation path, the compressor 30 compresses the refrigerant. When the compressor 30 is turned on, it provides power for the refrigerant's circulation in the refrigerant circuit, causing the low-pressure gaseous refrigerant to transform into a high-pressure gaseous refrigerant.

[0101] When the coolant and refrigerant flow through the water-cooled condenser 7, they exchange heat. During the heat exchange process, the coolant in the first coolant flow channel of the water-cooled condenser 7 absorbs the heat of the refrigerant in the first refrigerant flow channel of the water-cooled condenser 7, which in turn lowers the refrigerant temperature and raises the coolant temperature. The high-pressure gaseous refrigerant is cooled down and converted into high-pressure liquid refrigerant at the first refrigerant flow channel of the water-cooled condenser 7.

[0102] High-pressure liquid refrigerant flows to gas-liquid separator 90, which stores part of the liquid refrigerant in the circulation loop and releases part of the high-pressure liquid refrigerant through the second expansion valve 40. After throttling and pressure reduction, it forms superheated low-pressure liquid refrigerant, which enters outdoor heat exchanger 50. In outdoor heat exchanger 50, heat is released to form low-temperature low-pressure liquid refrigerant.

[0103] The first expansion valve 60 provides throttled and depressurized liquid refrigerant to the second refrigerant channel of the first heat exchanger 5 upstream of the second refrigerant channel of the first heat exchanger 5. At the first heat exchanger 5, the low-temperature and low-pressure liquid refrigerant absorbs the heat of the coolant and forms a low-pressure gaseous refrigerant at the second refrigerant channel of the first heat exchanger 5.

[0104] During this process, the refrigerant absorbs heat at the second refrigerant channel of the first heat exchanger 5 and releases heat at the first refrigerant channel of the outdoor heat exchanger 50 and the water-cooled condenser 7.

[0105] Reference Figure 10 When the compressor 30 and electronic expansion valve 70 are started, the refrigerant circulation path is the second refrigerant circulation path, which includes the following connected in series:

[0106] Compressor 30, water-cooled condenser 7 first refrigerant flow channel, gas-liquid separator 90, second expansion valve 40, outdoor heat exchanger 50, electronic expansion valve 70, evaporator 80;

[0107] In the second refrigerant circulation path, compressor 30 compresses the refrigerant. When compressor 30 is turned on, it provides power for the refrigerant's circulation in the refrigerant circuit, causing the low-pressure gaseous refrigerant to transform into a high-pressure gaseous refrigerant.

[0108] When the coolant and refrigerant flow through the water-cooled condenser 7, they exchange heat. During the heat exchange process, the coolant in the first coolant flow channel of the water-cooled condenser 7 absorbs the heat of the refrigerant in the first refrigerant flow channel of the water-cooled condenser 7, which in turn lowers the refrigerant temperature and raises the coolant temperature. The high-pressure gaseous refrigerant is cooled down and converted into high-pressure liquid refrigerant at the first refrigerant flow channel of the water-cooled condenser 7.

[0109] High-pressure liquid refrigerant flows to gas-liquid separator 90, which stores part of the liquid refrigerant in the circulation loop and releases part of the high-pressure liquid refrigerant through the second expansion valve 40. After throttling and pressure reduction, it forms superheated low-pressure liquid refrigerant, which enters outdoor heat exchanger 50. In outdoor heat exchanger 50, heat is released to form low-temperature low-pressure liquid refrigerant.

[0110] The electronic expansion valve 70 provides the evaporator 80 with throttled and depressurized liquid refrigerant upstream of the evaporator 80. At the evaporator 80, the low-temperature and low-pressure liquid refrigerant absorbs the heat of the coolant and forms a low-pressure gaseous refrigerant at the evaporator 80.

[0111] During this process, the refrigerant absorbs heat at the evaporator 80 and releases heat at the first refrigerant flow channel between the outdoor heat exchanger 50 and the water-cooled condenser 7.

[0112] like Figure 11 As shown, when the compressor 30, the first expansion valve 60, and the electronic expansion valve 70 are started, the refrigerant circulation path is the third refrigerant circulation path. In the third refrigerant circulation path, the refrigerant flows sequentially through the compressor 30, the first refrigerant flow channel of the water-cooled condenser 7, the gas-liquid separator 90, the second expansion valve 40, and the outdoor heat exchanger 50. It is then split downstream of the outdoor heat exchanger 50, with one part of the refrigerant flowing to the second refrigerant flow channel of the first expansion valve 60 and the first heat exchanger 5, and the other part flowing to the electronic expansion valve 70 and the evaporator 80. The refrigerant then merges downstream of the second refrigerant flow channel of the evaporator 80 and the first heat exchanger 5 and returns to the compressor 30.

[0113] In the third refrigerant circulation path, compressor 30 compresses the refrigerant. When compressor 30 is turned on, it provides power for the refrigerant's circulation in the refrigerant circuit, causing the low-pressure gaseous refrigerant to transform into a high-pressure gaseous refrigerant.

[0114] When the coolant and refrigerant flow through the water-cooled condenser 7, they exchange heat. During the heat exchange process, the coolant in the first coolant flow channel of the water-cooled condenser 7 absorbs the heat of the refrigerant in the first refrigerant flow channel of the water-cooled condenser 7, which in turn lowers the refrigerant temperature and raises the coolant temperature. The high-pressure gaseous refrigerant is cooled down and converted into high-pressure liquid refrigerant at the first refrigerant flow channel of the water-cooled condenser 7.

[0115] High-pressure liquid refrigerant flows to gas-liquid separator 90, which stores part of the liquid refrigerant in the circulation loop and releases part of the high-pressure liquid refrigerant through the second expansion valve 40. After throttling and pressure reduction, it forms superheated low-pressure liquid refrigerant, which enters outdoor heat exchanger 50. In outdoor heat exchanger 50, heat is released to form low-temperature low-pressure liquid refrigerant.

[0116] Low-temperature, low-pressure liquid refrigerant is diverted downstream of the outdoor heat exchanger 50. A portion of the refrigerant flows to the first expansion valve 60 and the second refrigerant channel of the first heat exchanger 5. The first expansion valve 60 provides the second refrigerant channel of the first heat exchanger 5 with throttled and depressurized liquid refrigerant upstream of the second refrigerant channel. At the first heat exchanger 5, the low-temperature, low-pressure liquid refrigerant absorbs heat from the coolant and forms low-pressure gaseous refrigerant in the second refrigerant channel. The other portion flows to the electronic expansion valve 70 and the evaporator 80. The electronic expansion valve 70 provides the evaporator 80 with throttled and depressurized liquid refrigerant upstream of the evaporator 80. At the evaporator 80, the low-temperature, low-pressure liquid refrigerant absorbs heat from the coolant and forms low-pressure gaseous refrigerant.

[0117] The low-pressure gaseous refrigerant merges downstream of the second refrigerant flow channel of the evaporator 80 and the first heat exchanger 5 and returns to the compressor 30.

[0118] During this process, the refrigerant absorbs heat in the second refrigerant channel of the evaporator 80 and the first heat exchanger 5, and releases heat in the first refrigerant channel of the outdoor heat exchanger 50 and the water-cooled condenser 7.

[0119] In some embodiments, the thermal management system 1000 includes a first heating mode, in which waste heat from the motor control unit 1 can be utilized. Specifically, when the power battery 2 is heated and / or the passenger compartment 2000 is heated, such as... Figure 3 As shown, the second port of the first five-way valve 10 is connected to the fifth port, and the ninth port of the second five-way valve 20 is connected to the tenth port, so as to connect the motor control 1 and the second coolant flow channel, and the second coolant flow channel and the second refrigerant flow channel exchange heat.

[0120] like Figure 6 and Figure 7 As shown, the power battery 2 and / or the heater core 9 are further connected to the first coolant channel, and the first coolant channel and the first refrigerant channel exchange heat.

[0121] At this time, the first coolant flow channel and the first refrigerant flow channel exchange heat, and the second coolant flow channel and the second refrigerant flow channel exchange heat.

[0122] When the coolant and refrigerant flow through the first heat exchanger 5, they exchange heat. During the heat exchange process, the refrigerant in the second refrigerant channel of the first heat exchanger 5 absorbs the heat of the coolant in the second coolant channel of the first heat exchanger 5, which in turn causes the coolant temperature to decrease and the refrigerant temperature to increase.

[0123] When the coolant and refrigerant flow through the water-cooled condenser 7, they exchange heat. During the heat exchange process, the coolant in the first coolant flow channel of the water-cooled condenser 7 absorbs the heat of the refrigerant in the first refrigerant flow channel of the water-cooled condenser 7, which causes the refrigerant temperature to decrease and the coolant temperature to increase. The high-pressure gaseous refrigerant is cooled down and converted into high-pressure liquid refrigerant at the first refrigerant flow channel of the water-cooled condenser 7.

[0124] Since the first and second refrigerant channels are connected in series, the thermal management system 1000 can transfer heat between the first and second coolant channels through the refrigerant circulation module. This allows for the utilization of waste heat from the motor control unit 1. The coolant circuits of the passenger compartment 2000 and / or the power battery 2 are connected to the first coolant channel, and the motor control unit 1 is connected to the second coolant channel. When the compressor 30 starts, the refrigerant circulates between the first and second refrigerant channels, thus providing waste heat from the motor control unit 1 to the power motor and / or the passenger compartment 2000, providing heat for heating the passenger compartment 2000 and / or the power battery 2. This achieves waste heat recovery from the motor control unit 1, improves thermal efficiency, and avoids energy waste.

[0125] The thermal management system 1000 also includes a second heating mode, in which the power battery 2 and / or the heater core 9 are connected to the first coolant channel, and the first coolant channel and the first refrigerant channel exchange heat.

[0126] In the second heating mode, the sixth and seventh ports of the second five-way valve 20 are connected, or the third and fourth ports of the first five-way valve 10 are connected, and the seventh and eighth ports of the second five-way valve 20 are connected. In this case, unlike the first heating mode, the motor control 1 and the second coolant flow channel are not connected in the second heating mode. The heating of the power battery 2 or the heater core 9 does not utilize the waste heat of the motor control 1. At this time, the heat in the refrigerant used by the power battery 2 and / or the heater core 9 does not come from the motor control 1, which does not affect the normal operation of the motor control 1 and has higher thermal efficiency.

[0127] The thermal management system 1000 also includes a third heating mode, in which the power battery 2 and / or the heater core 9 are connected to the first coolant channel and the water heater 8, and the water heater 8 is activated.

[0128] In the third heating mode, the sixth and seventh ports of the second five-way valve 20 are connected, or the third and fourth ports of the first five-way valve 10 are connected, and the seventh and eighth ports of the second five-way valve 20 are connected. In this mode, unlike the second heating mode, the refrigerant does not flow on the opposite side of the first coolant channel in the third heating mode. The power battery 2 or the heater core 9 does not utilize or utilizes less heat from the refrigerant. In this mode, the heat utilized by the power battery 2 and / or the heater core 9 comes from the water heater 8. The water heater 8 heats up faster and has higher thermal efficiency.

[0129] In some embodiments, the thermal management system 1000 further includes a first cooling mode, in which the thermal management system 1000 can cool the power battery 2 through heat exchange between the coolant and the refrigerant, ensuring the cooling effect of the power battery 2.

[0130] In the first cooling mode, refer to Figure 4 The fourth and fifth ports of the first five-way valve 10 are connected, and the eighth and ninth ports of the second five-way valve 20 are connected to connect the power battery 2 and the second coolant channel. The second coolant channel and the second refrigerant channel exchange heat to reduce the temperature of the power battery 2.

[0131] When the fourth and fifth interfaces are connected, and the eighth and ninth interfaces are connected, the coolant circulation path is as follows: Figure 4 The second coolant circulation path shown includes the following components connected in series:

[0132] Power battery 2, first five-way valve 10, second water pump 6, second coolant flow channel of first heat exchanger 5, second five-way valve 20, power battery 2;

[0133] In the second coolant circulation path, the second water pump 6 provides power for the coolant circulation. When the compressor 30 in the refrigerant circulation loop starts and connects to the second refrigerant channel of the first heat exchanger 5, the refrigerant in the second refrigerant channel of the first heat exchanger 5 in the second coolant circulation path absorbs the heat of the coolant in the second coolant channel of the first heat exchanger 5, thereby cooling the coolant and better cooling the power battery 2.

[0134] In the first cooling mode, the power battery 2 is cooled independently through heat exchange with the first heat exchanger 5. This mode can be applied when the power battery 2 is at a high temperature. In the first cooling mode, the temperature of the motor control 1 will not affect the cooling of the power battery 2, resulting in a better cooling effect on the power battery 2.

[0135] In some embodiments, the thermal management system 1000 includes a second cooling mode, in which... Figure 8As shown, the second and third interfaces of the first five-way valve 10 are connected, the fourth and fifth interfaces are connected, and the seventh and eighth interfaces of the second five-way valve 20 are connected, and the ninth and tenth interfaces are connected, so that the power battery 2, the motor control unit 1, the radiator 3, the first coolant flow channel, and the second coolant flow channel are connected, so that the power battery 2 and the motor control unit 1 are cooled in series.

[0136] When the second and third ports of the first five-way valve 10 are connected, and the fourth and fifth ports are connected, and the seventh and eighth ports of the second five-way valve 20 are connected, and the ninth and tenth ports are connected, the coolant circulation path is as follows: Figure 8 The sixth coolant circulation path shown in the diagram connects the power battery 2, the motor control unit 1, the radiator 3, the first coolant flow channel, and the second coolant flow channel so that the power battery 2 and the motor control unit 1 are cooled in series.

[0137] At this time, the motor control unit 1 and the power battery 2 are connected in series. During the circulation of the coolant in the sixth coolant circulation path, the motor control unit 1 and the power battery 2 will be cooled down simultaneously. The second cooling mode is suitable for situations where the power battery 2 and the motor control unit 1 have low temperatures and small temperature differences. At this time, the radiator 3 and the first heat exchanger 5 can be used simultaneously to cool the motor control unit 1 and the power battery 2.

[0138] The thermal management system 1000 also includes: a 2000 cooling mode for the crew cabin.

[0139] In the 2000 cooling mode of the crew cabin, the first coolant flow channel, the motor control 1 and the radiator 3 are connected, the first coolant flow channel exchanges heat with the first refrigerant flow channel, and the evaporator 80 is connected to the first refrigerant flow channel.

[0140] The refrigerant absorbs heat at the first heat exchanger 5 and evaporator 80, and releases heat at the outdoor heat exchanger 50 and / or water-cooled condenser 7. The refrigerant also absorbs heat at the evaporator 80, thus absorbing heat from the passenger compartment 2000 and achieving cooling within the passenger compartment. The radiator 3 cools the coolant and releases some of the heat absorbed by the coolant in the motor control unit 1 and the water-cooled condenser 7. The coolant side of the water-cooled condenser 7 absorbs heat from the refrigerant side to release the heat absorbed by the refrigerant from the first heat exchanger 5 and evaporator 80 into the coolant within the third cooling circulation path.

[0141] The thermal management system 1000 also includes an independent cooling mode for the motor and electronic control system.

[0142] In the independent cooling mode for the motor and electronic control, the motor and electronic control, the radiator, and the second coolant flow channel are connected.

[0143] Specifically, the first five-way valve 10 and the second five-way valve 20 enable the motor control 1 to communicate with the radiator 3 and the second coolant flow channel, the second water pump 6 can provide power for the coolant circulation in the first coolant circulation path, the radiator 3 can cool the coolant, and thus cool the motor control 1 in the first coolant circulation path.

[0144] The thermal management system 1000 also includes: a heating and defogging mode, wherein the warm air core 9 is connected to the first coolant flow channel and the water heater 8 to provide heat to the warm air core 9 by means of refrigerant circulation or water heater 8, and the hot and cold air damper is opened to drive the air after heat exchange with the warm air core 9 to be transported toward the glass.

[0145] In the cooling and defogging mode, the evaporator 80 is connected to the first refrigerant flow channel to remove heat from the passenger compartment 2000 during the refrigerant circulation process, thereby achieving cooling. The hot and cold air damper is opened to drive the air that has exchanged heat with the evaporator 80 towards the glass.

[0146] In some embodiments, the thermal management system 1000 also includes a cooling fan that operates to control airflow through the radiator 3 and the outdoor heat exchanger 50, so as to provide sufficient airflow for the radiator 3 and the outdoor heat exchanger 50 to exchange heat with the outdoor air, thereby ensuring the heat dissipation and heat exchange effect of the radiator 3 and the outdoor heat exchanger 50, and ensuring the cooling effect of the thermal management system 1000.

[0147] The control method of the thermal management system 1000 according to an embodiment of the present invention is described below with reference to the accompanying drawings.

[0148] Reference Figure 2 As shown, the control method of the thermal management system 1000 according to an embodiment of the present invention includes:

[0149] S31, heating mode activated.

[0150] S32, confirm whether either the power battery 2 heating or the passenger compartment 2000 is heating.

[0151] When it is confirmed that at least one structure in the power battery 2 (heating) and / or the passenger compartment 2000 requires heating, the power battery 2 and / or the heater core 9 are connected to the first coolant flow channel. The coolant and refrigerant exchange heat as they flow through the water-cooled condenser 7. During this heat exchange, the coolant in the first coolant flow channel of the water-cooled condenser 7 absorbs heat from the refrigerant in the first refrigerant flow channel, causing the coolant temperature to rise and the refrigerant temperature to fall. This increase in coolant temperature thus achieves heating of the power battery 2 and / or the passenger compartment 2000.

[0152] Specifically, since the first coolant flow channel and the heater core 9 are located simultaneously between the third and seventh interfaces, and between the sixth and seventh interfaces, confirming whether the power battery 2 is heating and / or the passenger compartment 2000 is heating includes: sequentially determining whether the power battery 2 and the passenger compartment 2000 have a heating requirement. Because the heater core 9 is also located within the circuit when the power battery 2 is connected to the first coolant flow channel, placing the step of determining whether the power battery 2 is heating earlier simplifies the control steps and ensures effective control.

[0153] When it is determined that power battery 2 has a heating requirement, such as Figure 7 As shown, the third port of the first five-way valve 10 is connected to the fourth port, and the seventh port of the second five-way valve 20 is connected to the eighth port. The first water pump 4 is turned on. At this time, the power battery 2, the first coolant flow channel of the water-cooled condenser 7, and the heater core 9 are connected in series. The coolant and refrigerant exchange heat as they flow through the water-cooled condenser 7. During this heat exchange, the coolant in the first coolant flow channel of the water-cooled condenser 7 absorbs heat from the refrigerant in the first refrigerant flow channel, thus increasing the coolant temperature and decreasing the refrigerant temperature. The high-temperature coolant reaches the power battery 2 with the coolant circulation, releasing heat at the power battery 2 to heat it. Alternatively, when both the power battery 2 and the passenger compartment 2000 require heating, the coolant can also release heat at the heater core 9 and into the air inside the passenger compartment 2000, thus heating the passenger compartment 2000.

[0154] If it is determined that the power battery 2 does not require heating, then it is further determined whether the passenger compartment 2000 requires heating. If it is determined that the passenger compartment 2000 requires heating, then refer to... Figure 6 The second five-way valve 20 is connected to the sixth and seventh ports, and the first water pump 4 is turned on. At this time, the first coolant flow channel of the water-cooled condenser 7 and the heater core 9 are connected in series to form a loop. The coolant and refrigerant exchange heat when flowing through the water-cooled condenser 7. During the heat exchange process, the coolant in the first coolant flow channel of the water-cooled condenser 7 absorbs the heat of the refrigerant in the first refrigerant flow channel, thereby increasing the coolant temperature and decreasing the refrigerant temperature. The high-temperature coolant reaches the heater core 9 with the coolant circulation, where it releases heat and releases it into the air inside the passenger compartment 2000, thus heating the passenger compartment 2000.

[0155] When it is determined that the passenger compartment 2000 does not require heating, that is, when neither the power battery 2 nor the passenger compartment 2000 requires heating, the first heating mode is turned off.

[0156] S33, determine whether the outlet water temperature of motor control 1 is not less than the first set temperature.

[0157] In the first heating mode, when the power battery 2 is heating and / or the passenger compartment 2000 is heating, it is determined whether the outlet water temperature of the motor control 1 is not lower than the first set temperature.

[0158] When it is determined that the outlet water temperature of the motor control unit 1 is not lower than the first set temperature, the waste heat of the motor control unit 1 can be used to provide heat to the power motor and / or the passenger compartment 2000, thereby providing heat for heating the passenger compartment 2000 and / or the power battery 2. This realizes the recovery of waste heat from the motor control unit 1, improves thermal efficiency, and avoids energy waste.

[0159] Specifically, refer to Figure 3 The second and fifth ports of the first five-way valve 10 are connected, and the ninth and tenth ports of the second five-way valve 20 are connected, so as to at least control the motor control 1 to connect with the second coolant channel, and the second coolant channel and the second refrigerant channel exchange heat; the power battery 2 and / or the heater core 9 are connected with the first coolant channel, and the first coolant channel and the first refrigerant channel exchange heat.

[0160] The coolant circulation path of motor control unit 1 is as follows: Figure 3 The first coolant circulation path shown includes the following components connected in series:

[0161] Motor control unit 1, radiator 3, first five-way valve 10, second water pump 6, second coolant flow channel of first heat exchanger 5, second five-way valve 20, motor control unit 1.

[0162] In such Figure 3 In the first coolant circulation path shown, the second water pump 6 can provide power for the coolant circulation in the first coolant circulation path, and the radiator 3 can cool the coolant, thereby cooling the motor control 1 in the first coolant circulation path.

[0163] The refrigerant in the second refrigerant channel of the first heat exchanger 5 absorbs heat from the coolant in the second cooling liquid channel of the first heat exchanger 5. On the one hand, this cools the coolant, thus better cooling the motor and electronic control unit 1. On the other hand, some of the heat carried away by the refrigerant can be circulated through the refrigerant. When the refrigerant flows through the water-cooled condenser 7, heat exchange occurs. During this heat exchange, the coolant in the first cooling liquid channel of the water-cooled condenser 7 absorbs heat from the refrigerant in the first refrigerant channel, thereby increasing the coolant temperature and decreasing the refrigerant temperature. The high-temperature coolant, along with the coolant circulation, reaches the heater core 9 and / or the power battery 2. The coolant releases heat at the heater core 9 and / or the power battery 2 for heating the power battery 2 or for heating the passenger compartment 2000, thus realizing the utilization of waste heat from the motor and electronic control unit 1.

[0164] In the first heating mode, after determining that the outlet water temperature of the motor control 1 is lower than the first set temperature, the control method further includes:

[0165] S34, determine whether the ambient temperature is not lower than the second set temperature.

[0166] When the outlet water temperature of the motor control unit 1 is determined to be lower than the first set temperature, the residual heat of the motor control unit 1 is relatively small, and the heating of the power battery 2 and / or the passenger compartment 2000 does not require the residual heat of the motor control unit 1. At this time, the heating method of the power battery 2 and / or the passenger compartment 2000 can be controlled according to the ambient temperature.

[0167] When the ambient temperature is not lower than the second set temperature, the sixth and seventh ports of the second five-way valve 20 are connected, or the third and fourth ports of the first five-way valve 10 are connected, and the seventh and eighth ports of the second five-way valve 20 are connected, so that the power battery 2 can circulate independently or the power battery 2 and the heater core 9 can circulate together. At this time, the power battery 2 or the heater core 9 can circulate independently or the power battery 2 and the heater core 9 can circulate together. At this time, the power battery 2 and / or the heater core 9 can circulate independently for heating, which does not affect the normal operation of the motor control 1 and has higher thermal efficiency.

[0168] According to the control method of the thermal management system 1000 of this utility model embodiment, the control method of the thermal management system 1000 realizes the comprehensive management of the thermal energy of the entire electric vehicle, realizes the recovery of waste heat of the motor control 1 in the corresponding mode, improves thermal efficiency, and avoids energy waste.

[0169] In some embodiments, if the ambient temperature is determined to be lower than a second set temperature, the water heater 8 is started and the compressor 30 is stopped.

[0170] Specifically, the ambient temperature is first obtained through a temperature sensor to determine whether the ambient temperature is lower than the second set temperature. When the ambient temperature is lower than the second set temperature, the water-cooled condenser 7 alone cannot heat the power battery 2 and / or the passenger compartment 2000. It is necessary to control the water heater 8 to start. The power of the water heater 8 can be controlled according to the needs of the passenger compartment 2000 and the power battery 2. At this time, the compressor 30 can be stopped to provide heat solely through the water heater 8, thereby reducing energy consumption.

[0171] To further realize integrated thermal management of power battery 2 cooling and motor control 1 cooling within the thermal management system 1000, this application also designs a control method that is executed after the power battery 2 cooling function is turned on. Using this control method, the independent cooling of power battery 2 and the series cooling function of power battery 2 and motor control 1 can be realized, thus achieving the coupling of thermal management of power battery 2 cooling and motor control 1 cooling.

[0172] like Figure 13 As shown, when the power battery 2 needs to issue a cooling request, the control system, upon receiving the cooling requirement, executes the following steps. The thermal management system 1000 is controlled based on the cell temperature and the temperature of the motor control unit 1. The control method includes:

[0173] S421, determine whether the highest temperature of power battery 2 is greater than or equal to the temperature of the first cell.

[0174] When the highest temperature of the power battery 2 is determined to be greater than or equal to the temperature of the first cell, the first five-way valve 10 and the second five-way valve 20 are controlled to connect the power battery 2 with the second coolant flow channel of the first heat exchanger 5, and the second coolant flow channel and the second refrigerant flow channel exchange heat to reduce the temperature of the power battery 2.

[0175] When the coolant and refrigerant flow through the first heat exchanger 5, they exchange heat. During the heat exchange process, the refrigerant in the second refrigerant channel of the first heat exchanger 5 absorbs the heat of the coolant in the second coolant channel, which in turn causes the coolant temperature to decrease and the refrigerant temperature to increase.

[0176] Therefore, the first heat exchanger 5 can be used to cool the coolant, thereby achieving the cooling effect of the power battery 2. During this process, the coolant circuits between the power battery 2 and the motor control 1 are independent of each other, and the heat pump system fully cools the power battery 2, ensuring the cooling effect of the power battery 2.

[0177] When the highest temperature of the power battery 2 is determined to be greater than or equal to the temperature of the first cell, the power battery 2 needs to be cooled. This can be achieved by adjusting the first five-way valve 10 and the second five-way valve 20 to connect the first heat exchanger 5 in series with the power battery 2, thereby using the first heat exchanger 5 to cool the power battery 2.

[0178] Specifically, the fourth and fifth ports of the first five-way valve 10 are connected, and the eighth and ninth ports of the second five-way valve 20 are connected to connect the power battery 2 and the second coolant channel. The second coolant channel and the second refrigerant channel exchange heat to reduce the temperature of the power battery 2.

[0179] When the fourth and fifth interfaces are connected, and the eighth and ninth interfaces are connected, the coolant circulation path is as follows: Figure 4 The second coolant circulation path shown includes the following components connected in series:

[0180] Power battery 2, first five-way valve 10, second water pump 6, second coolant flow channel of first heat exchanger 5, second five-way valve 20, power battery 2;

[0181] In the second coolant circulation path, the second water pump 6 provides power for the coolant circulation. When the compressor 30 in the refrigerant circulation loop starts and connects to the second refrigerant channel of the first heat exchanger 5, the refrigerant in the second refrigerant channel of the first heat exchanger 5 in the second coolant circulation path absorbs the heat of the coolant in the second coolant channel of the first heat exchanger 5, thereby cooling the coolant and better cooling the power battery 2.

[0182] At this time, the power battery 2 is cooled independently through heat exchange in the first heat exchanger 5. This can be applied to situations where the power battery 2 is at a high temperature. In the first cooling mode, the temperature of the motor control 1 will not affect the cooling of the power battery 2, resulting in a better cooling effect on the power battery 2.

[0183] Based on this, when the motor control unit 1 has a cooling requirement, the first five-way valve 10 and the second five-way valve 20 can be controlled to connect the motor control unit 1 and the radiator 3 in series, the second interface is connected to the third interface, and the seventh interface is connected to the tenth interface. When the motor control unit 1 does not have a cooling requirement, the first five-way valve 10 and the second five-way valve 20 can be controlled to disconnect the motor control unit 1 from the radiator 3.

[0184] The temperature of the first cell gradually decreases under the cooling of the thermal management system 1000 until the highest temperature of the power battery 2 is determined to be lower than the temperature of the first cell, at which point the next step is executed.

[0185] S422, determine whether the highest temperature of the power battery 2 is lower than the temperature of the first cell and not lower than the temperature of the second cell.

[0186] When the highest temperature of power battery 2 is determined to be lower than the second temperature, the cooling function of power battery 2 is turned off, and the control cycle ends.

[0187] If the highest temperature of the power battery 2 is determined to be lower than the temperature of the first cell and not lower than the temperature of the second cell, proceed to the next step.

[0188] S423, determine whether the temperature of motor control 1 is lower than the third set temperature.

[0189] When the temperature of the motor control unit 1 is determined to be not lower than the third set temperature, the first five-way valve 10 and the second five-way valve 20 are controlled to connect the power battery 2 with the second coolant flow channel of the first heat exchanger 5. The second coolant flow channel and the second refrigerant flow channel exchange heat to reduce the temperature of the power battery 2. The coolant circuits between the power battery 2 and the motor control unit 1 are controlled to be independent of each other.

[0190] Specifically, the fourth and fifth ports of the first five-way valve 10 are connected, and the eighth and ninth ports of the second five-way valve 20 are connected to connect the power battery 2 and the second coolant channel. The second coolant channel and the second refrigerant channel exchange heat to reduce the temperature of the power battery 2.

[0191] When the fourth and fifth interfaces are connected, and the eighth and ninth interfaces are connected, the coolant circulation path is as follows: Figure 4 The second coolant circulation path shown includes the following components connected in series:

[0192] Power battery 2, first five-way valve 10, second water pump 6, second coolant flow channel of first heat exchanger 5, second five-way valve 20, power battery 2;

[0193] In the second coolant circulation path, the second water pump 6 provides power for the coolant circulation. When the compressor 30 in the refrigerant circulation loop starts and connects to the second refrigerant channel of the first heat exchanger 5, the refrigerant in the second refrigerant channel of the first heat exchanger 5 in the second coolant circulation path absorbs the heat of the coolant in the second coolant channel of the first heat exchanger 5, thereby cooling the coolant and better cooling the power battery 2.

[0194] At this time, the power battery 2 is cooled independently through heat exchange in the first heat exchanger 5. This can be applied to situations where the power battery 2 is at a high temperature. In the first cooling mode, the temperature of the motor control 1 will not affect the cooling of the power battery 2, resulting in a better cooling effect on the power battery 2.

[0195] Based on this, the temperature of the motor control 1 is not less than the third set temperature. Therefore, the motor control 1 has a cooling requirement. The first five-way valve 10 and the second five-way valve 20 can be controlled to keep the motor control 1 and the radiator 3 connected in series. The second interface is connected to the third interface, and the seventh interface is connected to the tenth interface.

[0196] When it is determined that the highest temperature of the power battery 2 is less than the temperature of the first cell and not less than the temperature of the second cell, and the temperature of the motor control 1 is less than the third set temperature, the first five-way valve 10 and the second five-way valve 20 are controlled to connect the power battery 2, the motor control 1, the radiator 3, the first coolant flow channel and the second coolant flow channel so that the power battery 2 and the motor control 1 are cooled in series.

[0197] Specifically, such as Figure 8As shown, the second and third interfaces of the first five-way valve 10 are connected, the fourth and fifth interfaces are connected, and the seventh and eighth interfaces of the second five-way valve 20 are connected, and the ninth and tenth interfaces are connected, so that the power battery 2, the motor control unit 1, the radiator 3, the first coolant flow channel, and the second coolant flow channel are connected, so that the power battery 2 and the motor control unit 1 are cooled in series.

[0198] At this time, the radiator 3 and the first heat exchanger 5 can be used to cool down the motor control 1 and the power battery 2 in the coolant circuit at the same time, realizing the series cooling of the motor control 1 and the power battery 2 and reducing energy consumption.

[0199] At this time, the temperatures of the motor control unit 1 and the battery cell are both low. The radiator 3 can be used to cool the motor control unit 1 and the power battery 2 simultaneously. The first heat exchanger 5 can assist in the cooling function of part of the coolant. However, since the refrigerant on the opposite side of the first heat exchanger 5 is not running, the radiator 3 is the main unit that performs the cooling function of the coolant.

[0200] A cooling fan is positioned near the radiator 3 and the outdoor heat exchanger 50 to control the airflow through the radiator 3 and the outdoor heat exchanger 50, thereby ensuring the heat dissipation effect of the radiator 3 and the outdoor heat exchanger 50.

[0201] In some embodiments, the thermal management system 1000 includes a first mode to a seventeenth mode. Based on the first mode to the seventeenth mode of the thermal management system 1000, this utility model embodiment also proposes a control method for the thermal management system 1000. This control method is implemented using the aforementioned thermal management system 1000 and includes:

[0202] S1 sets different operating modes according to different requirements of the power battery 2, the passenger compartment 2000, the motor and electronic control 1, and the ambient temperature.

[0203] S2, obtain the requirements of power battery 2, passenger compartment 2000, motor and electronic control 1, and ambient temperature, and determine the working mode of thermal management system 1000.

[0204] S3 controls the working status of the thermal management system 1000 according to the determined working mode.

[0205] Specifically, the requirements for the crew cabin 2000 include: no requirement, heating requirement, cooling requirement, and defogging requirement; the requirements for the motor and electronic control system 1 include: no requirement and cooling requirement.

[0206] Specifically, the requirements of the power battery 2 include: no requirement, heating requirement, and cooling requirement. When the power battery 2 issues a liquid heat request signal, it can be determined that the power battery 2 has a heating requirement. When the power battery 2 issues a liquid cooling request signal, it can be determined that the power battery 2 has a cooling requirement. When the power battery 2 does not issue either a liquid heat request signal or a liquid cooling request signal, it can be determined that the power battery 2 has no requirement.

[0207] In some embodiments, the thermal management system 1000 further includes a second temperature sensor for detecting the cell temperature of the power battery 2, and for determining whether the power battery 2 of the thermal management system 1000 has a cooling requirement or a heating requirement.

[0208] The needs of the passenger cabin 2000 include: no need, heating need, cooling need, and defogging need. Specifically, when the air conditioning control panel or user interface of the passenger cabin 2000 is set to cooling mode, it can be determined that the passenger cabin 2000 has a cooling need. When the air conditioning control panel or user interface of the passenger cabin 2000 is set to heating mode, it can be determined that the passenger cabin 2000 has a heating need. When the air conditioning control panel or user interface of the passenger cabin 2000 is not set to any of the above modes, it can be determined that the passenger cabin 2000 has no need.

[0209] The requirements of motor control 1 include: no requirement and cooling requirement. The motor control 1 body is equipped with multiple temperature sensors. These multiple temperature sensors can monitor the real-time temperature of various parts inside the motor control 1 body. When the temperature detected by any temperature sensor reaches the preset temperature value, it can be determined that the motor control 1 has a cooling requirement. When the temperature detected by all temperature sensors in the motor control 1 body does not reach the preset temperature value, it can be determined that the motor control 1 has no requirement.

[0210] The operating modes, set according to different requirements of the 2000 crew cabin, the 2 power battery, the 1 motor and electronic control, and the ambient temperature, include: Mode 1, Mode 2, ... Mode 17.

[0211] In the first mode, there is no need for power battery 2, no need for passenger compartment 2000, and the need for motor and electronic control 1 is for cooling.

[0212] In the second mode, the power battery 2 requires cooling, the passenger compartment 2000 has no requirement, the motor and electronic control 1 has no requirement, and the ambient temperature is greater than or equal to -5℃.

[0213] In the third mode, the power battery 2 requires cooling, the passenger compartment 2000 has no cooling requirement, the motor and electronic control 1 requires cooling, and the ambient temperature is greater than or equal to -5℃.

[0214] In the fourth mode, the power battery 2 requires cooling, the passenger compartment 2000 requires refrigeration, and the motor and electronic control 1 requires cooling, with an ambient temperature greater than or equal to -5℃.

[0215] In the fifth mode, the power battery 2 requires cooling, the passenger compartment 2000 requires refrigeration, the motor and electronic control 1 have no requirements, and the ambient temperature is greater than or equal to -5℃.

[0216] In the sixth mode, there is no need for power battery 2, the passenger compartment 2000 requires cooling, and the motor and electronic control 1 requires cooling. The ambient temperature is greater than or equal to -3℃.

[0217] In the seventh mode, there is no need for power battery 2, the passenger compartment 2000 requires cooling, there is no need for motor and electronic control 1, and the ambient temperature is greater than or equal to -3℃.

[0218] In the eighth mode, there is no need for power battery 2, the passenger compartment 2000 requires defogging, and there is no need for motor and electronic control 1.

[0219] In the ninth mode, the power battery 2 requires cooling, the passenger compartment 2000 requires defogging, and the motor and electronic control 1 have no requirements.

[0220] In the tenth mode, the power battery 2 requires heating, the passenger compartment 2000 requires defogging, and the motor and electronic control 1 has no requirements.

[0221] In the eleventh mode, there is no requirement for power battery 2, the requirement for passenger compartment 2000 is for defogging, the requirement for motor and electronic control 1 is for cooling, and the ambient temperature is greater than or equal to -5℃.

[0222] In the twelfth mode, there is no need for power battery 2, the passenger cabin 2000 requires heating, and there is no need for motor and electronic control 1.

[0223] In the thirteenth mode, the power battery 2 requires heating, the passenger compartment 2000 has no requirement, and the motor and electronic control 1 has no requirement.

[0224] In the fourteenth mode, the power battery 2 requires heating, the passenger compartment 2000 requires heating, and the motor and electronic control 1 has no requirement.

[0225] In the fifteenth mode, the power battery 2 requires cooling, the passenger compartment 2000 requires heating, the motor and electronic control 1 has no requirements, and the ambient temperature is greater than or equal to -10℃.

[0226] In the sixteenth mode, the power battery 2 requires heating, the passenger cabin 2000 requires heating, and the motor and electronic control 1 requires cooling.

[0227] In the seventeenth mode, the power battery 2 requires cooling, the passenger compartment 2000 requires heating, the motor and electronic control 1 requires cooling, and the ambient temperature is greater than or equal to -10℃.

[0228] The control method of the thermal management system 1000 further includes: in the motor control independent cooling mode, controlling the first five-way valve 10 and the second five-way valve 20 so that the motor control 1 is connected to the radiator 3 and the second coolant flow channel.

[0229] The working mode of the thermal management system 1000 is determined by obtaining the requirements of the power battery 2, the passenger compartment 2000, the motor and electronic control 1, and the ambient temperature. When the power battery 2 has no requirements, the passenger compartment 2000 has no requirements, and the motor and electronic control 1 has cooling requirements, the working mode of the thermal management system 1000 is determined to be the first mode, that is, the independent cooling mode of the motor and electronic control.

[0230] The operating status of the thermal management system 1000 is controlled according to the determined operating mode, including:

[0231] When the working mode is set to the first mode, the second control interface is connected to the fifth interface, the ninth interface is connected to the tenth interface, and the second water pump 6 and the cooling fan are started.

[0232] At this time, the coolant circulation path in the coolant circulation module is as follows: Figure 3 The first coolant circulation path shown includes the following components connected in series:

[0233] Motor and electronic control unit 1, radiator 3, first five-way valve 10, second water pump 6, first heat exchanger 5, second five-way valve 20, motor and electronic control unit 1.

[0234] In the first coolant circulation path, the second water pump 6 can provide power for the coolant circulation in the first coolant circulation path, and the radiator 3 can cool the coolant, thereby cooling the motor control 1 in the first coolant circulation path.

[0235] The working mode of the thermal management system 1000 is determined by obtaining the requirements of the power battery 2, the passenger compartment 2000, the motor and electronic control 1, and the ambient temperature. The working mode of the thermal management system 1000 is determined as follows: when the requirements of the power battery 2 are cooling requirements, the passenger compartment 2000 has no requirements, the motor and electronic control 1 has no requirements, and the ambient temperature is greater than or equal to -5℃, the working mode of the thermal management system 1000 is determined to be the second mode.

[0236] The operating status of the thermal management system 1000 is controlled according to the determined operating mode, including:

[0237] When the working mode is determined to be the second mode, the control interface connects to the third interface, the fourth interface connects to the fifth interface, the eighth interface connects to the ninth interface, and the seventh interface connects to the tenth interface, and the first water pump 4, the second water pump 6, the compressor 30, the first expansion valve 60, and the cooling fan are started.

[0238] In this operating mode, the power battery 2 uses a heat pump for cooling, and the coolant circulation path is as follows: Figure 4 The second coolant circulation path shown and as follows Figure 5 The third coolant circulation path is shown. The refrigerant circulation path is as follows: Figure 9 The first refrigerant circulation path is shown.

[0239] In the first refrigerant circulation path, the refrigerant absorbs heat at the first heat exchanger 5 and releases heat at the outdoor heat exchanger 50 and the water-cooled condenser 7.

[0240] The second coolant circulation path includes the following components connected in series: power battery 2, first five-way valve 10, second water pump 6, first heat exchanger 5, second five-way valve 20, and power battery 2.

[0241] In the second coolant circulation path, the second water pump 6 provides power for the coolant circulation. The refrigerant in the second refrigerant channel of the first heat exchanger 5 in the second coolant circulation path absorbs the heat of the coolant in the second coolant channel of the first heat exchanger 5, which can cool the coolant and better cool the power battery 2.

[0242] The third coolant circulation path includes the following components connected in series: motor control unit 1, radiator 3, first five-way valve 10, first water pump 4, water-cooled condenser 7, water heater 8, heater core 9, second five-way valve 20, and motor control unit 1.

[0243] In the third coolant circulation path, the first water pump 4 provides power for the coolant circulation, the cooling fan starts, the radiator 3 cools the coolant, and releases some of the heat absorbed by the water-cooled condenser 7. The coolant side of the water-cooled condenser 7 in the third coolant circulation path absorbs heat from the refrigerant side, releasing the heat absorbed by the refrigerant from the first heat exchanger 5 into the coolant within the third cooling circulation path.

[0244] The working modes of the thermal management system 1000 are determined by acquiring the requirements of the power battery 2, the passenger compartment 2000, the motor and electronic control 1, and the ambient temperature. The working modes are as follows: when the power battery 2 has cooling requirements, the passenger compartment 2000 has no requirements, the motor and electronic control 1 has cooling requirements, and the ambient temperature is greater than or equal to -5℃, the working mode of the thermal management system 1000 is determined to be the third mode.

[0245] The operating status of the thermal management system 1000 is controlled according to the determined operating mode, including:

[0246] When the working mode is determined to be the third mode, the control interface connects to the third interface, the fourth interface connects to the fifth interface, the eighth interface connects to the ninth interface, and the seventh interface connects to the tenth interface, and the first water pump 4, the second water pump 6, the compressor 30, the first expansion valve 60, and the cooling fan are started.

[0247] In this operating mode, the power battery 2 uses a heat pump for cooling, and the motor control unit 1 uses a radiator 3 for cooling. The coolant circulation path is as follows: Figure 4 The second coolant circulation path shown and as follows Figure 5 The third coolant circulation path is shown. The refrigerant circulation path is as follows: Figure 9 The first refrigerant circulation path is shown.

[0248] In the first refrigerant circulation path, the refrigerant absorbs heat at the first heat exchanger 5 and releases heat at the outdoor heat exchanger 50 and the water-cooled condenser 7.

[0249] The second coolant circulation path includes the following components connected in series: power battery 2, first five-way valve 10, second water pump 6, first heat exchanger 5, second five-way valve 20, and power battery 2.

[0250] In the second coolant circulation path, the second water pump 6 provides power for the coolant circulation. The refrigerant in the second refrigerant channel of the first heat exchanger 5 in the second coolant circulation path absorbs the heat of the coolant in the second coolant channel of the first heat exchanger 5, which can cool the coolant and better cool the power battery 2.

[0251] The third coolant circulation path includes the following components connected in series: motor control unit 1, radiator 3, first five-way valve 10, first water pump 4, water-cooled condenser 7, water heater 8, heater core 9, second five-way valve 20, and motor control unit 1.

[0252] In the third coolant circulation path, the first water pump 4 provides power for the coolant circulation, the cooling fan starts, and the radiator 3 cools the coolant and releases some of the heat absorbed by the coolant in the motor control unit 1 and the water-cooled condenser 7. The coolant side of the water-cooled condenser 7 in the third coolant circulation path absorbs heat from the refrigerant side, releasing the heat absorbed by the refrigerant from the first heat exchanger 5 into the coolant within the third cooling circulation path.

[0253] The control method of the thermal management system 1000 further includes: in the refrigeration mode of the passenger compartment 2000, controlling the first five-way valve 10 and the second five-way valve 20 so that the first coolant flow channel is connected to the radiator 3 through the motor control 1, the first coolant flow channel exchanges heat with the first refrigerant flow channel, the compressor 30 and the electronic expansion valve 70 are started, and the evaporator 80 is running.

[0254] The 2000 crew cabin cooling modes include the fourth, fifth, sixth, and seventh modes.

[0255] The operating modes of the thermal management system 1000 are determined by acquiring the requirements of the power battery 2, the passenger compartment 2000, the motor and electronic control 1, and the ambient temperature. These modes include: if the power battery 2 has cooling requirements, the passenger compartment 2000 has refrigeration requirements, the motor and electronic control 1 has cooling requirements, and the ambient temperature is greater than or equal to -5℃, the operating mode of the thermal management system 1000 is determined to be the fourth mode.

[0256] The operating modes of the thermal management system 1000 are determined by obtaining the requirements of the power battery 2, the passenger compartment 2000, the motor and electronic control 1, and the ambient temperature. The operating modes are as follows: the power battery 2 has cooling requirements, the passenger compartment 2000 has refrigeration requirements, the motor and electronic control 1 has no requirements, and the ambient temperature is greater than or equal to -5℃. Therefore, the operating mode of the thermal management system 1000 is determined to be the fifth mode.

[0257] The working status of the thermal management system 1000 is controlled according to the determined working mode, including: when the working mode is determined to be the fourth mode or the fifth mode, the second interface is connected to the third interface, the fourth interface is connected to the fifth interface, the eighth interface is connected to the ninth interface, and the seventh interface is connected to the tenth interface, and the first water pump 4, the second water pump 6, the compressor 30, the first expansion valve 60, the electronic expansion valve 70, the blower and the cooling fan are started.

[0258] In this operating mode, the power battery 2 and the passenger compartment 2000 use heat pump cooling, while the motor and electronic control unit 1 uses radiator 3 for cooling. The coolant circulation path is as follows: Figure 4 The second coolant circulation path shown and as follows Figure 5 The third coolant circulation path is shown. The refrigerant circulation path is as follows: Figure 11 The third refrigerant circulation path is shown.

[0259] In the third refrigerant circulation path, the refrigerant absorbs heat at the first heat exchanger 5 and evaporator 80, releases heat at the outdoor heat exchanger 50 and water-cooled condenser 7, and absorbs heat at the evaporator 80, thereby absorbing heat inside the passenger compartment 2000 and achieving cooling inside the passenger compartment 2000.

[0260] The second coolant circulation path includes the following components connected in series: power battery 2, first five-way valve 10, second water pump 6, first heat exchanger 5, second five-way valve 20, and power battery 2.

[0261] In the second coolant circulation path, the second water pump 6 provides power for the coolant circulation. The refrigerant in the second refrigerant channel of the first heat exchanger 5 in the second coolant circulation path absorbs the heat of the coolant in the second coolant channel of the first heat exchanger 5, which can cool the coolant and better cool the power battery 2.

[0262] The third coolant circulation path includes the following components connected in series: motor control unit 1, radiator 3, first five-way valve 10, first water pump 4, water-cooled condenser 7, water heater 8, heater core 9, second five-way valve 20, and motor control unit 1.

[0263] In the third coolant circulation path, the first water pump 4 provides power for the coolant circulation, the cooling fan starts, and the radiator 3 cools the coolant and releases some of the heat absorbed by the coolant in the motor control unit 1 and the water-cooled condenser 7. The coolant side of the water-cooled condenser 7 in the third coolant circulation path absorbs heat from the refrigerant side, releasing the heat absorbed by the refrigerant from the first heat exchanger 5 and the evaporator 80 into the coolant within the third cooling circulation path.

[0264] Based on the requirements of power battery 2, passenger compartment 2000, motor and electronic control 1, and ambient temperature, the working mode of thermal management system 1000 is determined as follows: power battery 2 has no requirements, passenger compartment 2000 has cooling requirements, motor and electronic control 1 has cooling requirements, and ambient temperature is greater than or equal to -3℃. Therefore, the working mode of thermal management system 1000 is determined to be the sixth mode.

[0265] The working modes of the thermal management system 1000 are determined by obtaining the requirements of power battery 2, passenger compartment 2000, motor and electronic control 1, and ambient temperature. The working modes of power battery 2 have no requirements, passenger compartment 2000 has cooling requirements, motor and electronic control 1 has no requirements, and ambient temperature is greater than or equal to -3℃. The working mode of thermal management system 1000 is determined to be the seventh mode.

[0266] The working status of the thermal management system 1000 is controlled according to the determined working mode, including: when the working mode is determined to be the sixth mode or the seventh mode, the second interface is connected to the third interface, the seventh interface is connected to the tenth interface, and the first water pump 4, compressor 30, electronic expansion valve 70, blower and cooling fan are started.

[0267] In this operating mode, the crew cabin 2000 uses a heat pump for cooling, and the motor and electronic control unit 1 uses radiator 3 for heat dissipation and cooling. The coolant circulation path is as follows: Figure 5 The third coolant circulation path is shown. The refrigerant circulation path is as follows: Figure 10 The second refrigerant circulation path is shown.

[0268] In the second refrigerant circulation path, the refrigerant absorbs heat at the evaporator 80 and releases heat at the outdoor heat exchanger 50 and the water-cooled condenser 7. When the blower starts, the refrigerant absorbs heat at the evaporator 80, thereby absorbing heat from the passenger compartment 2000 and achieving cooling of the passenger compartment 2000.

[0269] The third coolant circulation path includes the following components connected in series: motor control unit 1, radiator 3, first five-way valve 10, first water pump 4, water-cooled condenser 7, water heater 8, heater core 9, second five-way valve 20, and motor control unit 1.

[0270] In the third coolant circulation path, the first water pump 4 provides power for the coolant circulation, the cooling fan starts, and the radiator 3 cools the coolant and releases some of the heat absorbed by the coolant in the motor control unit 1 and the water-cooled condenser 7. The coolant side of the water-cooled condenser 7 in the third coolant circulation path absorbs heat from the refrigerant side, releasing the heat absorbed by the refrigerant from the evaporator 80 into the coolant within the third cooling circulation path.

[0271] The operating modes of the thermal management system 1000 are determined by obtaining the requirements of the power battery 2, the passenger compartment 2000, the motor and electronic control 1, and the ambient temperature. The operating modes are as follows: the power battery 2 has cooling requirements, the passenger compartment 2000 has heating requirements, the motor and electronic control 1 has no requirements, and the ambient temperature is greater than or equal to -10℃. Therefore, the operating mode of the thermal management system 1000 is determined to be the fifteenth mode.

[0272] The working status of the thermal management system 1000 is controlled according to the determined working mode, including: when the working mode is determined to be the fifteenth mode, the fourth interface is connected to the fifth interface, the sixth interface is connected to the seventh interface, the eighth interface is connected to the ninth interface, and the first water pump 4, the second water pump 6, the compressor 30, the first expansion valve 60, the electronic expansion valve 70, the blower and the cooling fan are started.

[0273] In this operating mode, the ambient temperature is high, the power battery 2 is cooled by a heat pump, and the passenger compartment 2000 uses a heat pump for heating. The coolant circulation path is as follows: Figure 4 The second coolant circulation path shown and as follows Figure 6 The fourth coolant circulation path is shown. The refrigerant circulation path is as follows: Figure 11 The third refrigerant circulation path is shown.

[0274] In the third refrigerant circulation path, the refrigerant absorbs heat at the first heat exchanger 5 and evaporator 80, and releases heat at the outdoor heat exchanger 50 and water-cooled condenser 7. The blower starts, the refrigerant absorbs heat at evaporator 80, and the refrigerant absorbs heat from the passenger compartment 2000, so the refrigerant temperature rises more efficiently.

[0275] The second coolant circulation path includes the following components connected in series: power battery 2, first five-way valve 10, second water pump 6, first heat exchanger 5, second five-way valve 20, and power battery 2. In the second coolant circulation path, the second water pump 6 provides power for the coolant circulation. The refrigerant in the second refrigerant channel of the first heat exchanger 5 absorbs heat from the coolant in the second coolant channel, thus cooling the coolant and better cooling the power battery 2.

[0276] The fourth coolant circulation path includes the following components connected in series: water-cooled condenser 7, water heater 8, heater core 9, second five-way valve 20, first water pump 4, and water-cooled condenser 7.

[0277] In the fourth coolant circulation path, the first water pump 4 provides power for the coolant circulation. The water-cooled condenser 7 in the fourth coolant circulation path absorbs heat from the refrigerant side on its coolant side, and the coolant releases heat into the passenger compartment 2000 through the heater core 9, thus heating the passenger compartment 2000. Due to the high ambient temperature, the water heater 8 does not need to be turned on to heat the coolant; instead, the blower operates, and the coolant can release heat into the passenger compartment 2000 through the heater core 9, thus heating the passenger compartment 2000.

[0278] The coolant side of the water-cooled condenser 7 in the fourth coolant circulation path absorbs heat from the refrigerant side. The heat absorbed by the refrigerant from the first heat exchanger 5 and the evaporator 80 can be released to the coolant side of the water-cooled condenser 7. At this time, the thermal management system 1000 has a better cooling effect on the power battery 2.

[0279] The refrigerant absorbs the waste heat from the cooling of the power battery 2 at the first heat exchanger 5 and releases the heat to the coolant side of the water-cooled condenser 7 for heating the crew cabin 2000. Thus, the waste heat of the power battery 2 is utilized.

[0280] The operating modes of the thermal management system 1000 are determined by acquiring the requirements of the power battery 2, the passenger compartment 2000, the motor and electronic control 1, and the ambient temperature. The operating modes are as follows: the power battery 2 has cooling requirements, the passenger compartment 2000 has heating requirements, the motor and electronic control 1 has cooling requirements, and the ambient temperature is greater than or equal to -10℃. The operating mode of the thermal management system 1000 is determined to be the seventeenth mode.

[0281] The working status of the thermal management system 1000 is controlled according to the determined working mode, including: when the working mode is determined to be the seventeenth mode, the second interface is connected to the third interface, the fourth interface is connected to the fifth interface, the eighth interface is connected to the ninth interface, and the seventh interface is connected to the tenth interface, the first water pump 4 and the second water pump 6 are working, and the compressor 30, blower and cooling fan are started.

[0282] In this operating mode, the power battery 2 is cooled by a heat pump, the motor control unit 1 is cooled by a radiator 3, and the passenger compartment 2000 uses waste heat from the motor control unit 1 for heating. The coolant circulation path is as follows: Figure 4 The second coolant circulation path shown and as follows Figure 5 The third coolant circulation path is shown. The refrigerant circulation path is as follows: Figure 9 The first refrigerant circulation path is shown.

[0283] In the first refrigerant circulation path, the refrigerant absorbs heat at the first heat exchanger 5 and releases heat at the outdoor heat exchanger 50 and the water-cooled condenser 7.

[0284] The second coolant circulation path includes the following components connected in series: power battery 2, first five-way valve 10, second water pump 6, first heat exchanger 5, second five-way valve 20, and power battery 2. In the second coolant circulation path, the second water pump 6 provides power for the coolant circulation. The refrigerant in the second refrigerant channel of the first heat exchanger 5 absorbs heat from the coolant in the second coolant channel, thus cooling the coolant and better cooling the power battery 2.

[0285] The third coolant circulation path includes the following components connected in series: motor control unit 1, radiator 3, first five-way valve 10, first water pump 4, water-cooled condenser 7, water heater 8, heater core 9, second five-way valve 20, and motor control unit 1.

[0286] In the third coolant circulation path, the first water pump 4 can provide power for the coolant circulation in the third coolant circulation path, and the radiator 3 can cool the coolant, thereby realizing the release of heat absorbed by the coolant in the third coolant circulation path at the motor control 1 and the water-cooled condenser 7.

[0287] When the compressor 30 in the refrigerant circulation loop starts, the coolant side of the water-cooled condenser 7 in the third coolant circulation path absorbs heat from the refrigerant side, thereby achieving more efficient cooling of the refrigerant. At this time, the refrigerant has a better cooling effect on the power battery 2.

[0288] The coolant in the third coolant circulation path can carry away the heat of the motor control unit 1 when it passes through the motor control unit 1, and release it into the passenger compartment 2000 at the heater core 9, thus realizing the utilization of the waste heat of the motor control unit 1.

[0289] The control method of the thermal management system 1000 further includes: when the passenger compartment 2000 has a defogging requirement, acquiring the ambient temperature; when the ambient temperature is less than zero degrees Celsius, the system is in heating and defogging mode; controlling the first five-way valve 10 and the second five-way valve 20 to connect the heater core 9 with the first coolant flow channel and the water heater 8; and opening the hot and cold air damper to allow the air that has exchanged heat with the heater core 9 to be transported toward the glass.

[0290] When the ambient temperature is greater than or equal to zero degrees Celsius, the cooling and defogging mode is activated, and the compressor 30 and electronic expansion valve 70 are started. The hot and cold air damper is opened so that the air after heat exchange with the evaporator 80 is delivered toward the glass.

[0291] The operating modes of the thermal management system 1000 are determined by acquiring the requirements of the power battery 2, the passenger compartment 2000, the motor and electronic control 1, and the ambient temperature. The operating modes are as follows: when the power battery 2 has no requirements, the passenger compartment 2000 has a defogging requirement, and the motor and electronic control 1 has no requirements, the operating mode of the thermal management system 1000 is determined to be the eighth mode.

[0292] The operating status of the thermal management system 1000 is controlled according to the determined operating mode, including:

[0293] When the working mode is determined to be the eighth mode, check whether the ambient temperature is greater than or equal to 15℃.

[0294] When the ambient temperature is greater than or equal to 15℃, the control interface connects to the third interface and the seventh interface connects to the tenth interface, the first water pump 4 starts working, the compressor 30 starts, the electronic expansion valve 70 starts, and the blower and cooling fan start.

[0295] In this operating mode, when the ambient temperature is greater than or equal to 15°C, the crew cabin 2000 requires cooling and demisting. The coolant circulation path is as follows: Figure 5 The third coolant circulation path is shown. The refrigerant circulation path is as follows: Figure 10 The second refrigerant circulation path is shown.

[0296] In the second refrigerant circulation path, the refrigerant absorbs heat at the evaporator 80. The evaporator 80 operates and absorbs heat from the passenger compartment 2000. The blower operates to work with the evaporator 80 to achieve cold air defogging. The refrigerant releases heat at the outdoor heat exchanger 50 and the water-cooled condenser 7.

[0297] The coolant circulation path is the third coolant circulation path, which includes the following sequentially connected paths:

[0298] Motor and electronic control unit 1, radiator 3, first five-way valve 10, first water pump 4, water-cooled condenser 7, water heater 8, warm air core 9, second five-way valve 20, motor and electronic control unit 1;

[0299] In the third coolant circulation path, the first water pump 4 can provide power for the coolant circulation in the third coolant circulation path, the radiator 3 can cool the coolant, thereby cooling the motor control 1 in the third coolant circulation path and releasing some of the heat absorbed by the water-cooled condenser 7.

[0300] The water-cooled condenser 7 in the third coolant circulation path absorbs heat from the refrigerant side, thereby achieving more efficient cooling of the refrigerant. At this time, the refrigerant can be used to cool the crew cabin 2000, resulting in a better cooling effect on the crew cabin 2000.

[0301] When the ambient temperature is determined to be less than 15℃, the second interface is connected to the third interface and the seventh interface is connected to the tenth interface, the first water pump 4 is working, the compressor 30, the first expansion valve 60, the blower and the cooling fan are starting.

[0302] In this operating mode, when the ambient temperature is below 15°C, the crew cabin 2000 requires heating and demisting. The coolant circulation path is as follows: Figure 5 The third coolant circulation path is shown. The refrigerant circulation path is as follows: Figure 9 The first refrigerant circulation path is shown.

[0303] In the first refrigerant circulation path, the refrigerant absorbs heat at the first heat exchanger 5 and releases heat at the outdoor heat exchanger 50 and the water-cooled condenser 7.

[0304] The coolant circulation path is the third coolant circulation path, which includes the following sequentially connected paths:

[0305] Motor and electronic control unit 1, radiator 3, first five-way valve 10, first water pump 4, water-cooled condenser 7, water heater 8, warm air core 9, second five-way valve 20, motor and electronic control unit 1;

[0306] In the third coolant circulation path, the first water pump 4 can provide power for the coolant circulation in the third coolant circulation path, and the radiator 3 can cool the coolant, thereby cooling the motor control 1 in the third coolant circulation path.

[0307] When the passenger compartment 2000 has heating requirements, the coolant in the third coolant circulation path can carry away the heat of the motor control unit 1 when it passes through the motor control unit 1, and release it into the passenger compartment 2000 at the heater core 9. The heater core 9 operates and releases heat into the passenger compartment 2000. The blower operates to work with the heater core 9 to achieve hot air demisting, thus realizing the utilization of the waste heat of the motor control unit 1.

[0308] The water-cooled condenser 7 in the third coolant circulation path absorbs heat from the refrigerant side on the coolant side and releases the heat to the passenger compartment 2000 through the heater core 9, achieving a more efficient heating and defogging effect.

[0309] The operating modes of the thermal management system 1000 are determined by acquiring the requirements of the power battery 2, the passenger compartment 2000, the motor and electronic control 1, and the ambient temperature. These modes include: when the power battery 2 has a cooling requirement, the passenger compartment 2000 has a defogging requirement, and the motor and electronic control 1 has no requirement, the operating mode of the thermal management system 1000 is determined to be the ninth mode.

[0310] The working status of the thermal management system 1000 is controlled according to the determined working mode, including: when the working mode is determined to be the ninth mode, determining whether the ambient temperature is greater than or equal to 15℃.

[0311] When the ambient temperature is greater than or equal to 15℃, the control interface connects to the third interface, the fourth interface connects to the fifth interface, the eighth interface connects to the ninth interface, and the seventh interface connects to the tenth interface. The first water pump 4 and the second water pump 6 work, and the compressor 30, the first expansion valve 60 and the electronic expansion valve 70, the blower and the cooling fan start.

[0312] In this operating mode, when the ambient temperature is greater than or equal to 15℃, the passenger compartment 2000 requires cooling and demisting. The evaporator 80 operates and absorbs heat from the passenger compartment 2000. The blower operates in conjunction with the evaporator 80 to achieve cold air demisting. The coolant circulation path is as follows: Figure 4 The second coolant circulation path shown and as follows Figure 5 The third coolant circulation path is shown. The refrigerant circulation path is as follows: Figure 11 The third refrigerant circulation path is shown.

[0313] In the third refrigerant circulation path, the refrigerant absorbs heat at the first heat exchanger 5 and evaporator 80. Evaporator 80 operates and absorbs heat from the passenger compartment 2000. The blower operates to work with evaporator 80 to achieve cold air defogging. The refrigerant releases heat at the outdoor heat exchanger 50 and water-cooled condenser 7.

[0314] The second coolant circulation path includes the following components connected in series: power battery 2, first five-way valve 10, second water pump 6, first heat exchanger 5, second five-way valve 20, and power battery 2.

[0315] In the second coolant circulation path, the second water pump 6 provides power for the coolant circulation. The refrigerant in the second refrigerant channel of the first heat exchanger 5 within the second coolant circulation path absorbs heat from the coolant in the second coolant channel of the first heat exchanger 5, thus cooling the coolant and better cooling the power battery 2.

[0316] The third coolant circulation path includes the following components connected in series: motor control unit 1, radiator 3, first five-way valve 10, first water pump 4, water-cooled condenser 7, water heater 8, heater core 9, second five-way valve 20, and motor control unit 1.

[0317] In the third coolant circulation path, the first water pump 4 can provide power for the coolant circulation in the third coolant circulation path, the radiator 3 can cool the coolant, thereby cooling the motor control 1 in the third coolant circulation path and releasing some of the heat absorbed by the water-cooled condenser 7.

[0318] The coolant side of the water-cooled condenser 7 absorbs heat from the refrigerant side to cool the refrigerant, so that the refrigerant can better cool at the evaporator 80 and better achieve cold air demisting.

[0319] When the ambient temperature is determined to be less than 15℃, the fourth interface is connected to the fifth interface, the sixth interface is connected to the seventh interface, and the eighth interface is connected to the ninth interface. The first water pump 4 and the second water pump 6 are working, the compressor 30, the first expansion valve 60, the blower and the cooling fan are starting.

[0320] In this operating mode, when the ambient temperature is below 15℃, the passenger compartment 2000 requires defogging through heating. The heater core 9 operates and releases heat into the passenger compartment 2000, while the blower operates in conjunction with the heater core 9 to achieve hot air defogging. The coolant circulation path is as follows: Figure 4 The second coolant circulation path shown and as follows Figure 6 The fourth coolant circulation path is shown. The refrigerant circulation path is as follows: Figure 9 The first refrigerant circulation path is shown.

[0321] In the first refrigerant circulation path, the refrigerant absorbs heat at the first heat exchanger 5 and releases heat at the outdoor heat exchanger 50 and the water-cooled condenser 7.

[0322] The second coolant circulation path includes the following components connected in series: power battery 2, first five-way valve 10, second water pump 6, first heat exchanger 5, second five-way valve 20, and power battery 2.

[0323] In the second coolant circulation path, the second water pump 6 provides power for the coolant circulation. The refrigerant in the second refrigerant channel of the first heat exchanger 5 within the second coolant circulation path absorbs heat from the coolant in the second coolant channel of the first heat exchanger 5. This cools the coolant, thus improving the cooling of the power battery 2. Furthermore, some of the heat carried away by the refrigerant can be used for heating the passenger compartment 2000, achieving hot air defogging and realizing the utilization of waste heat from the power battery 2.

[0324] The fourth coolant circulation path includes the following components connected in series: water-cooled condenser 7, water heater 8, heater core 9, second five-way valve 20, first water pump 4, and water-cooled condenser 7.

[0325] In the fourth coolant circulation path, the first water pump 4 provides power for the coolant circulation. The water heater 8 can be selectively turned on to heat the coolant, which can then release heat into the passenger compartment 2000 through the heater core 9. At this time, the heater core 9 operates and releases heat into the passenger compartment 2000, while the blower operates to work with the heater core 9 to achieve hot air demisting.

[0326] The coolant side of the water-cooled condenser 7 in the fourth coolant circulation path absorbs heat from the refrigerant side. The coolant can release this energy at the heater core 9 to achieve hot air demisting. Furthermore, the cooled refrigerant can be used to cool the power battery 2, resulting in a better cooling effect.

[0327] The refrigerant absorbs the waste heat of the power battery 2 and releases the heat into the coolant in the fourth coolant circulation path through the water-cooled condenser 7. At this time, the waste heat of the motor control unit 1 and the power battery 2 can be utilized.

[0328] The operating modes of the thermal management system 1000 are determined by acquiring the requirements of the power battery 2, the passenger compartment 2000, the motor and electronic control 1, and the ambient temperature. These modes include: when the power battery 2 has a heating requirement, the passenger compartment 2000 has a defogging requirement, and the motor and electronic control 1 has no requirement, the operating mode of the thermal management system 1000 is determined to be the tenth mode.

[0329] The working status of the thermal management system 1000 is controlled according to the determined working mode, including: when the working mode is determined to be the tenth mode, determining whether the ambient temperature is greater than or equal to 0℃.

[0330] When the ambient temperature is greater than or equal to 0℃, the third interface is connected to the fourth interface and the seventh interface is connected to the eighth interface, the first water pump 4 is working, the compressor 30, the electronic expansion valve 70, the blower and the cooling fan are starting.

[0331] In this operating mode, when the ambient temperature is greater than or equal to 0°C, the crew compartment 2000 needs to be defogged by cooling. The evaporator 80 operates and absorbs the heat inside the crew compartment 2000, and the blower operates to work with the evaporator 80 to achieve cold air defogging.

[0332] The coolant circulation path is as follows: Figure 7 The fifth coolant circulation path is shown. The refrigerant circulation path is as follows: Figure 10 The second refrigerant circulation path is shown. In the second refrigerant circulation path, the refrigerant absorbs heat at the evaporator 80, the evaporator 80 operates and absorbs heat from the passenger compartment 2000, the blower operates to work with the evaporator 80 to achieve cold air demisting, and the refrigerant releases heat at the outdoor heat exchanger 50 and the water-cooled condenser 7.

[0333] The fifth coolant circulation path includes the following components connected in series: power battery 2, first five-way valve 10, first water pump 4, water-cooled condenser 7, water heater 8, heater core 9, second five-way valve 20, and power battery 2.

[0334] In the fifth coolant circulation path, the first water pump 4 provides power for the coolant circulation. The coolant side of the water-cooled condenser 7 in the fifth coolant circulation path absorbs heat from the refrigerant side, and the coolant can release the absorbed heat at the power battery 2, thereby heating the power battery 2.

[0335] The coolant side of the water-cooled condenser 7 in the fifth coolant circulation path will absorb heat from the refrigerant side. At this time, the refrigerant temperature will decrease, which is beneficial for the demisting of the cold air at the evaporator 80.

[0336] Furthermore, when the ambient temperature is determined to be less than 0℃, it is determined whether the ambient temperature is less than -5℃.

[0337] When the ambient temperature is determined to be less than -5℃, control the third interface to connect to the fourth interface and the seventh interface to connect to the eighth interface, the first water pump 4 will work, the water heater 8 and the blower will start;

[0338] In this operating mode, when the ambient temperature is below 0℃, the passenger compartment 2000 needs to be defogged by heating. The warm air core 9 operates and releases heat into the passenger compartment 2000. The blower operates to work with the warm air core 9 to achieve hot air defogging. Since the ambient temperature is below -5℃, the passenger compartment 2000 uses the water heater 8 to heat and generate warm air for defogging to obtain a more efficient heating efficiency.

[0339] The coolant circulation path is as follows: Figure 7The fifth coolant circulation path is shown. It includes the power battery 2, the first five-way valve 10, the first water pump 4, the water-cooled condenser 7, the water heater 8, the heater core 9, the second five-way valve 20, and the power battery 2 connected in series.

[0340] In the fifth coolant circulation path, the first water pump 4 provides power for the coolant circulation. The water heater 8 is turned on to heat the coolant, which can release heat into the passenger compartment 2000 through the heater core 9, thus heating the passenger compartment 2000. Alternatively, the coolant can release heat at the power battery 2, thus heating the power battery 2.

[0341] When the ambient temperature is greater than or equal to -5℃ and less than 0℃, the third interface is connected to the fourth interface and the seventh interface is connected to the eighth interface, the first water pump 4 is working, the compressor 30, the first expansion valve 60, the blower and the cooling fan are starting.

[0342] In this operating mode, since the ambient temperature is below 0℃, the passenger compartment 2000 requires defogging via heating. Because the ambient temperature is not lower than -5℃, a heat pump system can provide heat. At this time, the heater core 9 operates and releases heat into the passenger compartment 2000, while the blower operates to work with the heater core 9 to achieve hot air defogging. The refrigerant circulation path is as follows: Figure 9 The first refrigerant circulation path is shown. In this first refrigerant circulation path, the refrigerant absorbs heat at the first heat exchanger 5 and releases heat at the outdoor heat exchanger 50 and the water-cooled condenser 7. The coolant circulation path is as follows: Figure 7 The fifth coolant circulation path shown includes the power battery 2, the first five-way valve 10, the first water pump 4, the water-cooled condenser 7, the water heater 8, the heater core 9, the second five-way valve 20, and the power battery 2 connected in series.

[0343] When the compressor 30 in the refrigerant circulation loop starts, the coolant side of the water-cooled condenser 7 in the fifth coolant circulation path will absorb heat from the refrigerant side. The heated coolant can release heat into the passenger compartment 2000 at the heater core 9 to heat the passenger compartment 2000, or the coolant can release heat at the power battery 2 to heat the power battery 2.

[0344] In the fifth coolant circulation path, the first water pump 4 provides power for the coolant circulation. The water heater 8 can be selectively turned on to heat the coolant. The coolant can release heat into the passenger compartment 2000 through the heater core 9, thus heating the passenger compartment 2000. The coolant can also release heat at the power battery 2, thus heating the power battery 2.

[0345] Based on the requirements of power battery 2, passenger compartment 2000, motor and electronic control 1, and ambient temperature, the working mode of thermal management system 1000 is determined as follows: when power battery 2 has no requirements, passenger compartment 2000 has a defogging requirement, motor and electronic control 1 has a cooling requirement, and the ambient temperature is greater than or equal to -5℃, the working mode of thermal management system 1000 is determined to be mode eleven.

[0346] The operating status of the thermal management system 1000 is controlled according to the determined operating mode, including:

[0347] When the working mode is determined to be the eleventh mode, check whether the ambient temperature is greater than or equal to 0℃.

[0348] When the ambient temperature is greater than or equal to 0℃, the second interface is connected to the third interface and the seventh interface is connected to the tenth interface, the first water pump 4 is working, the compressor 30, the electronic expansion valve 70, the blower and the cooling fan are starting.

[0349] Furthermore, in this operating mode, when the ambient temperature is greater than or equal to 0°C, the passenger compartment 2000 requires demisting through cooling. The evaporator 80 operates and absorbs heat from the passenger compartment 2000, while the blower operates to work with the evaporator 80 to achieve cold air demisting. The coolant circulation path is as follows: Figure 5 The third coolant circulation path is shown. The refrigerant circulation path is as follows: Figure 10 The second refrigerant circulation path is shown.

[0350] The third coolant circulation path includes the following components connected in series: motor control unit 1, radiator 3, first five-way valve 10, first water pump 4, water-cooled condenser 7, water heater 8, heater core 9, second five-way valve 20, and motor control unit 1. In the third coolant circulation path, the first water pump 4 provides power for the coolant circulation, the radiator 3 cools the coolant, thereby cooling the motor control unit 1 in the third coolant circulation path and releasing some of the heat absorbed by the water-cooled condenser 7. The coolant side of the water-cooled condenser 7 in the third coolant circulation path absorbs heat from the refrigerant side, thus achieving more efficient cooling of the refrigerant. At this time, the refrigerant can better cool the passenger compartment 2000 and is more conducive to defogging the cold air.

[0351] When the ambient temperature is determined to be less than 0℃, the second interface is connected to the third interface and the seventh interface is connected to the tenth interface, the first water pump 4 is working, the compressor 30, the first expansion valve 60, the blower and the cooling fan are starting.

[0352] Furthermore, in this working mode, when the ambient temperature is less than 0°C, the crew cabin 2000 needs to be defogged by heating. The warm air core 9 operates and releases heat into the crew cabin 2000, and the blower operates to work with the warm air core 9 to achieve hot air defogging.

[0353] The coolant circulation path is as follows: Figure 5 The third coolant circulation path is shown. The refrigerant circulation path is as follows: Figure 9 The first refrigerant circulation path is shown. In the first refrigerant circulation path, the refrigerant absorbs heat at the first heat exchanger 5 and releases heat at the outdoor heat exchanger 50 and the water-cooled condenser 7.

[0354] The third coolant circulation path includes the following components connected in series: motor control unit 1, radiator 3, first five-way valve 10, first water pump 4, water-cooled condenser 7, water heater 8, heater core 9, second five-way valve 20, and motor control unit 1. In this third coolant circulation path, the first water pump 4 provides power for coolant circulation, the radiator 3 cools the coolant, thus cooling the motor control unit 1. The water-cooled condenser 7 absorbs heat from the refrigerant side, which is released to the passenger compartment 2000 at the heater core 9, providing energy for defogging the air inside the passenger compartment 2000. Simultaneously, some waste heat from the motor control unit 1 and some heat generated when the water heater 8 is turned on also provide energy for defogging the air inside the passenger compartment 2000.

[0355] The operating modes of the thermal management system 1000 are determined by acquiring the requirements of the power battery 2, the passenger compartment 2000, the motor and electronic control 1, and the ambient temperature. The operating modes are as follows: when the power battery 2 has no requirements, the passenger compartment 2000 has heating requirements, and the motor and electronic control 1 has no requirements, the operating mode of the thermal management system 1000 is determined to be the twelfth mode.

[0356] The working status of the thermal management system 1000 is controlled according to the determined working mode, including: when the working mode is determined to be the twelfth mode, determining whether the ambient temperature is greater than or equal to -10℃;

[0357] When the ambient temperature is determined to be greater than or equal to -10℃, the second interface is connected to the fifth interface, the sixth interface is connected to the seventh interface, and the ninth interface is connected to the tenth interface. The first water pump 4 and the second water pump 6 are activated, and the compressor 30, the first expansion valve 60, the blower and the cooling fan are started.

[0358] In this operating mode, when the ambient temperature is greater than or equal to -10℃, the ambient temperature is relatively high. At this time, the passenger compartment 2000 can be heated through the heat pump system to recover waste heat from the motor and electronic control unit 1, reduce energy consumption, and achieve energy saving and emission reduction. Alternatively, the passenger compartment 2000 can also be heated by the water heater 8 to achieve more efficient heating.

[0359] The coolant circulation path is as follows: Figure 3 The first coolant circulation path shown and as follows Figure 6 The fourth coolant circulation path is shown. The refrigerant circulation path is as follows: Figure 9 The diagram shows the first refrigerant circulation path. In this path, the refrigerant absorbs heat at the first heat exchanger 5 and releases heat at the outdoor heat exchanger 50 and the water-cooled condenser 7. In the first coolant circulation path, the coolant absorbs heat at the motor control unit 1 and releases the heat absorbed at the motor control unit 1 at the second coolant flow channel of the radiator 3 and the first heat exchanger 5. In the fourth coolant circulation path, the coolant releases heat to the passenger compartment 2000 at the heater core 9 and absorbs heat from the refrigerant at the water-cooled condenser 7.

[0360] At the first heat exchanger 5, the refrigerant and coolant exchange heat. Some of the waste heat of the motor control unit 1 enters the refrigerant and is absorbed by the coolant passing through the heater core 9 at the water-cooled condenser 7. The waste heat of the motor control unit 1 is released into the passenger compartment 2000 by the coolant in the fourth coolant circulation path, thus realizing the utilization of the waste heat of the motor control unit 1.

[0361] When the ambient temperature is determined to be less than -10℃, control the seventh interface to connect to the tenth interface, the first water pump 4 will operate, the water heater 8 will start, and the blower will begin; the coolant circulation path is as follows: Figure 6 The fourth coolant circulation path is shown.

[0362] In this operating mode, when the ambient temperature is below -10℃, the crew cabin 2000 is heated independently by the water heater 8 to obtain a more efficient heating effect.

[0363] The operating modes of the thermal management system 1000 are determined by acquiring the requirements of the power battery 2, the passenger compartment 2000, the motor and electronic control 1, and the ambient temperature. The operating modes of the thermal management system 1000 are as follows: when the power battery 2 has a heating requirement, the passenger compartment 2000 has no requirement, and the motor and electronic control 1 has no requirement, the operating mode of the thermal management system 1000 is determined to be the thirteenth mode.

[0364] The working status of the thermal management system 1000 is controlled according to the determined working mode, including: when the working mode is determined to be the thirteenth mode, determining whether the ambient temperature is greater than or equal to -10℃;

[0365] When the ambient temperature is greater than or equal to -10℃, the second interface is connected to the fifth interface, the third interface is connected to the fourth interface, the seventh interface is connected to the eighth interface, and the ninth interface is connected to the tenth interface. The first water pump 4 and the second water pump 6 are activated, the compressor 30, the first expansion valve 60, and the cooling fan are started.

[0366] In this operating mode, when the ambient temperature is greater than or equal to -10℃, the ambient temperature is relatively high. At this time, the passenger compartment 2000 can be heated through the heat pump system to recover waste heat from the motor and electronic control unit 1, reduce energy consumption, and achieve energy saving and emission reduction. Alternatively, the passenger compartment 2000 can also be heated by the water heater 8 to achieve more efficient heating.

[0367] The coolant circulation path is as follows: Figure 3 The first coolant circulation path shown and as follows Figure 7 The fifth coolant circulation path is shown. The refrigerant circulation path is as follows: Figure 9 The diagram shows the first refrigerant circulation path. In this path, the refrigerant absorbs heat at the first heat exchanger 5 and releases heat at the outdoor heat exchanger 50 and the water-cooled condenser 7. In the first coolant circulation path, the coolant absorbs heat at the motor control unit 1 and releases the heat absorbed at the motor control unit 1 at the second coolant flow channel of the radiator 3 and the first heat exchanger 5. In the fifth coolant circulation path, the coolant releases heat to the power battery 2 and absorbs heat from the refrigerant at the water-cooled condenser 7.

[0368] At the first heat exchanger 5, the refrigerant and coolant exchange heat. Some of the waste heat of the motor control unit 1 enters the refrigerant and is absorbed by the coolant passing through the heater core 9 at the water-cooled condenser 7. The waste heat of the motor control unit 1 is released into the power battery 2 by the coolant in the fifth coolant circulation path, thus realizing the utilization of the waste heat of the motor control unit 1.

[0369] When the ambient temperature is determined to be less than -10℃, the third interface is connected to the fourth interface, and the seventh interface is connected to the eighth interface. The first water pump 4 operates, and the water heater 8 starts. The coolant circulation path is as follows: Figure 7 The fifth coolant circulation path is shown.

[0370] In this operating mode, when the ambient temperature is below -10℃, the power battery 2 is heated independently by the water heater 8 to obtain a more efficient heating effect.

[0371] The operating modes of the thermal management system 1000 are determined by acquiring the requirements of the power battery 2, the passenger compartment 2000, the motor and electronic control 1, and the ambient temperature. These modes include: when the power battery 2 has a heating requirement, the passenger compartment 2000 has a heating requirement, and the motor and electronic control 1 has no requirement, the operating mode of the thermal management system 1000 is determined to be the fourteenth mode.

[0372] The working status of the thermal management system 1000 is controlled according to the determined working mode, including: when the working mode is determined to be the fourteenth mode, determining whether the ambient temperature is greater than or equal to -10℃;

[0373] When the ambient temperature is greater than or equal to -10℃, the second interface is connected to the fifth interface, the third interface is connected to the fourth interface, the seventh interface is connected to the eighth interface, and the ninth interface is connected to the tenth interface. The first water pump 4 and the second water pump 6 are activated, the compressor 30, the first expansion valve 60, and the cooling fan are started.

[0374] In this operating mode, when the ambient temperature is greater than or equal to -10℃, the ambient temperature is relatively high. At this time, the passenger compartment 2000 and / or the power battery 2 can be heated by the heat pump system to realize the waste heat recovery of the motor and electronic control 1, reduce energy consumption, and achieve energy saving and emission reduction. At this time, the passenger compartment 2000 or the power battery 2 can also be heated by the water heater 8 to obtain a more efficient heating effect.

[0375] The coolant circulation path is as follows: Figure 3 The first coolant circulation path shown and as follows Figure 7 The fifth coolant circulation path is shown. The refrigerant circulation path is as follows: Figure 9 The diagram shows the first refrigerant circulation path. In this path, the refrigerant absorbs heat at the first heat exchanger 5 and releases heat at the outdoor heat exchanger 50 and the water-cooled condenser 7. In the first coolant circulation path, the coolant absorbs heat at the motor control unit 1 and releases the heat absorbed at the motor control unit 1 at the second coolant flow channel of the radiator 3 and the first heat exchanger 5. In the fifth coolant circulation path, the coolant releases heat to the outside at the power battery 2 and the passenger compartment 2000, and absorbs heat from the refrigerant at the water-cooled condenser 7.

[0376] At the first heat exchanger 5, the refrigerant and coolant exchange heat. Some of the waste heat of the motor control unit 1 enters the refrigerant and is absorbed by the coolant passing through the heater core 9 and the power battery 2 at the water-cooled condenser 7. The waste heat of the motor control unit 1 is released into the power battery 2 and the passenger compartment 2000 by the coolant in the fifth coolant circulation path, thus realizing the utilization of the waste heat of the motor control unit 1.

[0377] When the ambient temperature is determined to be less than -10℃, control the third interface to connect to the fourth interface and the seventh interface to connect to the eighth interface, the first water pump 4 will work and the water heater 8 will start.

[0378] In this operating mode, when the ambient temperature is less than -10℃, the crew cabin 2000 and / or the power battery 2 are heated by a water heater 8 connected in series to obtain a more efficient heating effect.

[0379] Based on the requirements of the power battery 2, the passenger compartment 2000, the motor and electronic control 1, and the ambient temperature, the working mode of the thermal management system 1000 is determined as follows: when the requirements of the power battery 2 are heating requirements, the requirements of the passenger compartment 2000 are heating requirements, and the requirements of the motor and electronic control 1 are cooling requirements, the working mode of the thermal management system 1000 is determined to be the sixteenth mode.

[0380] The working status of the thermal management system 1000 is controlled according to the determined working mode, including: when the working mode is determined to be the sixteenth mode, determining whether the ambient temperature is greater than or equal to -10℃;

[0381] When the ambient temperature is determined to be greater than or equal to -10℃, control the second interface to connect to the fifth interface, control the third interface to connect to the fourth interface, control the seventh interface to connect to the eighth interface, and control the ninth interface to connect to the tenth interface. The first water pump 4 and the second water pump 6 will work, the compressor 30, the first expansion valve 60, and the cooling fan will start.

[0382] In this operating mode, when the ambient temperature is greater than or equal to -10℃, the ambient temperature is relatively high. At this time, the passenger compartment 2000 and the power battery 2 can be heated by the heat pump system to realize the waste heat recovery of the motor and electronic control 1, reduce energy consumption, and achieve energy saving and emission reduction. At this time, the passenger compartment 2000 or the power battery 2 can also be heated by the water heater 8 to obtain a more efficient heating effect.

[0383] The coolant circulation path is as follows: Figure 3 The first coolant circulation path shown and as follows Figure 7 The fifth coolant circulation path is shown. The refrigerant circulation path is as follows: Figure 9 The diagram shows the first refrigerant circulation path. In this path, the refrigerant absorbs heat at the first heat exchanger 5 and releases heat at the outdoor heat exchanger 50 and the water-cooled condenser 7. In the first coolant circulation path, the coolant absorbs heat at the motor control unit 1 and releases the heat absorbed at the motor control unit 1 at the second coolant flow channel of the radiator 3 and the first heat exchanger 5. In the fifth coolant circulation path, the coolant releases heat to the outside at the power battery 2 and the passenger compartment 2000, and absorbs heat from the refrigerant at the water-cooled condenser 7.

[0384] At the first heat exchanger 5, the refrigerant and coolant exchange heat. Some of the waste heat of the motor control unit 1 enters the refrigerant and is absorbed by the coolant passing through the heater core 9 and the power battery 2 at the water-cooled condenser 7. The waste heat of the motor control unit 1 is released into the power battery 2 and the passenger compartment 2000 by the coolant in the fifth coolant circulation path, thus realizing the utilization of the waste heat of the motor control unit 1.

[0385] When the ambient temperature is determined to be less than -10℃, control the second interface to connect to the fifth interface, control the third interface to connect to the fourth interface, control the seventh interface to connect to the eighth interface, and control the ninth interface to connect to the tenth interface. The first water pump 4 and the second water pump 6 will work, and the water heater 8, blower, and cooling fan will start.

[0386] In this working mode, when the ambient temperature is less than -10℃, the ambient temperature is low. Since the motor and electronic control 1 has a cooling requirement, the waste heat of the motor and electronic control 1 can also be used to heat the passenger compartment 2000 and the power battery 2. The passenger compartment 2000 and the power battery 2 can be heated simultaneously through the water heater 8 and the heat pump system to obtain a more efficient heating efficiency.

[0387] Another objective of this invention is to provide a vehicle that includes the aforementioned thermal management system.

[0388] Other components and operations of the vehicle according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0389] In this specification, the terms "embodiment," "example," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0390] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management system, characterized in that, include: The coolant circulation module integrates a first five-way valve and a second five-way valve. The first five-way valve includes a first interface, a second interface, a third interface, a fourth interface, and a fifth interface. The second five-way valve includes a sixth interface, a seventh interface, an eighth interface, a ninth interface, and a tenth interface. A motor and electronic control unit are provided between the first interface and the tenth interface. The motor and electronic control unit and a radiator are provided between the second interface and the tenth interface. A first water pump, a first coolant flow channel of a water-cooled condenser, a water heater, and a heater core are provided between the third interface and the seventh interface. A power battery is provided between the fourth interface and the eighth interface. A second water pump and a second coolant flow channel of a first heat exchanger are provided between the fifth interface and the ninth interface. The sixth interface is connected to the third interface. The refrigerant circulation module includes a compressor, a first refrigerant flow channel of a water-cooled condenser, an outdoor heat exchanger, and a second refrigerant flow channel of the first heat exchanger, which are connected and form a loop. An evaporator is also provided between the outdoor heat exchanger and the compressor. The evaporator is connected in parallel with the second refrigerant flow channel. The first coolant flow channel and the first refrigerant flow channel exchange heat, and the second coolant flow channel and the second refrigerant flow channel exchange heat.

2. The thermal management system according to claim 1, characterized in that, The thermal management system includes a first heating mode. In the first heating mode, when the power battery is heated and / or the passenger compartment is heated, the second port of the first five-way valve is connected to the fifth port, and the ninth port of the second five-way valve is connected to the tenth port to connect the motor control and the second coolant flow channel, and the second coolant flow channel and the second refrigerant flow channel exchange heat. The power battery and / or the heater core are connected to the first coolant channel, and the first coolant channel and the first refrigerant channel exchange heat.

3. The thermal management system according to claim 1, characterized in that, It also includes a second heating mode, in which the power battery and / or the heater core are connected to the first coolant channel, and the first coolant channel and the first refrigerant channel exchange heat.

4. The thermal management system according to claim 1, characterized in that, It also includes a third heating mode, in which the power battery and / or the heater core are connected to the first coolant channel and the water heater, and the water heater is activated.

5. The thermal management system according to claim 1, characterized in that, Also includes: In the first cooling mode, the fourth port of the first five-way valve is connected to the fifth port, and the eighth port of the second five-way valve is connected to the ninth port, so as to connect the power battery and the second coolant flow channel. The second coolant flow channel and the second refrigerant flow channel exchange heat to reduce the temperature of the power battery.

6. The thermal management system according to claim 1, characterized in that, Also includes: In the second cooling mode, the second port of the first five-way valve is connected to the third port, the fourth port is connected to the fifth port, the seventh port of the second five-way valve is connected to the eighth port, and the ninth port is connected to the tenth port, so that the power battery, the motor control unit, the radiator, the first coolant flow channel, and the second coolant flow channel are connected to enable the power battery and the motor control unit to be cooled in series.

7. The thermal management system according to claim 1, characterized in that, Also includes: Crew cabin cooling mode In the occupant cabin cooling mode, the first coolant flow channel, the motor control system, and the radiator are connected. The first coolant flow channel exchanges heat with the first refrigerant flow channel, and the evaporator is connected to the first refrigerant flow channel.

8. The thermal management system according to claim 1, characterized in that, Also includes: Independent cooling mode for motor and electronic control system In the independent cooling mode of the motor control system, the motor control system, the radiator, and the second coolant flow channel are connected.

9. The thermal management system according to claim 1, characterized in that, Also includes: In the heating and defogging mode, the warm air core is connected to the first coolant flow channel and the water heater, and the hot and cold air damper is opened to drive the air that has exchanged heat with the warm air core toward the glass. In the cooling and defogging mode, the evaporator is connected to the first refrigerant channel, and the hot and cold air damper is opened to drive the air that has exchanged heat with the evaporator toward the glass.

10. A vehicle, characterized in that, Includes a thermal management system according to any one of claims 1-9.

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