Vehicle air conditioning system, thermal management system and control method therefor, and vehicle

Abstract

A vehicle air conditioning system, a thermal management system (1) and a control method therefor, and a vehicle (5). The thermal management system (1) includes one or more heat exchange loops (2), each of which includes a heat pump device (21), a heat absorption heat exchanger (22), and a heat supply heat exchanger (23) connected in series, and when there are multiple heat exchange loops (2), the multiple heat exchange loops (2) share a heat pump device (21), the heat absorption heat exchanger (22) includes at least one of an interior heat exchanger (221) and a battery pack heat exchanger (222), and the heat exchange loop (2) includes one or more heat exchange loops (2) used to perform interior heating or battery pack heating. and a valve assembly (3) used to turn each heat exchange loop (2) on and off. When the heat absorption heat exchanger (22) is an interior heat exchanger (221), the heat supply heat exchanger (23) comprises at least one of a battery pack heat exchanger (222), an exterior heat exchanger (223), and a motor electric control assembly heat exchanger (224). When the heat absorption heat exchanger (22) is a battery pack heat exchanger (222), the heat supply heat exchanger (23) comprises at least one of the exterior heat exchanger (223) and the motor electric control assembly heat exchanger (224).

Description

[Technical field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This disclosure claims priority to and the benefit of Chinese Patent Application No. 2022104759203, entitled "HEAT MANAGEMENT SYSTEM AND CONTROL METHOD THEREFOR AND VEHICLE," filed on April 29, 2022, and No. 202221344891.9, entitled "VEHICLE AIR CONDITIONING SYSTEM, VEHICLE HEAT MANAGEMENT SYSTEM, AND VEHICLE," and No. 202221362489.3, entitled "VEHICLE AIR CONDITIONING SYSTEM, VEHICLE HEAT MANAGEMENT SYSTEM, AND VEHICLE," both filed on May 31, 2022. The entire contents of the above-referenced applications are incorporated herein by reference.

[0002] The present disclosure relates to the field of vehicle technology, and in particular to a vehicle air conditioning system, a thermal management system and control method therefor, and a vehicle. [Background technology]

[0003] In one solution, electric heating is configured to provide heat to the passenger compartment of the vehicle. This solution has a high heating rate, but requires high power consumption that affects the fuel economy of the vehicle and requires increased costs that do not help the promotion of the vehicle. In another solution, a heat pump system is used. In this solution, the heat of the environment is absorbed to provide the heat supply, so that the power consumption for heating can be reduced and the fuel economy of the vehicle at low temperatures is improved. Nevertheless, in a low temperature environment, the heating effect is significantly reduced. Summary of the Invention

[0004] The present disclosure provides a vehicle air conditioning system, a thermal management system and control method therefor, and a vehicle.

[0005] In a first aspect, an embodiment of the present disclosure provides a vehicle air conditioning system including a first passenger compartment heating loop and a first battery pack heat exchange loop. The first passenger compartment heating loop and the first battery pack heat exchange loop share a compressor and an off-vehicle condenser. The first passenger compartment heating loop further includes an on-vehicle condenser. The first battery pack heat exchange loop further includes a heat transfer component connected to a power battery. The power battery is connected to a self-heating circuit used to self-heat the power battery. An outlet of the compressor is in communication with an inlet of the on-vehicle condenser. An outlet of the on-vehicle condenser is in communication with an inlet of the off-vehicle condenser. An outlet of the off-vehicle condenser is in communication with an inlet of the compressor.

[0006] In a second aspect, an embodiment of the present disclosure provides a thermal management system including a power battery, a self-heating circuit, and a vehicle air conditioning system in an embodiment of the first aspect.

[0007] In a third aspect, an embodiment of the present disclosure provides another thermal management system. The system includes one or more heat exchange loops, each of which includes a heat pump device, a heat absorption heat exchanger, and a heat supply heat exchanger connected sequentially in series, and when there are multiple heat exchange loops, the multiple heat exchange loops share a heat pump device, and the heat absorption heat exchanger includes at least one of an interior heat exchanger and a battery pack heat exchanger, and the heat exchange loop is used to perform interior heating or battery pack heating, and a valve assembly configured to perform on / off of each heat exchange loop. When the heat absorption heat exchanger is the interior heat exchanger, the heat supply heat exchanger includes at least one of a battery pack heat exchanger, an exterior heat exchanger, and a motor electric control assembly heat exchanger. When the heat absorption heat exchanger is the battery pack heat exchanger, the heat supply heat exchanger includes at least one of an exterior heat exchanger and a motor electric control assembly heat exchanger.

[0008] In a fourth aspect, an embodiment of the present disclosure provides a control method for a thermal management system, the method being used for the thermal management system provided in the embodiment of the third aspect of the present disclosure, the method including receiving a thermal management command and controlling the thermal management system according to the thermal management command to perform vehicle interior heating and / or battery pack heating.

[0009] In a fifth aspect, an embodiment of the present disclosure provides a vehicle, the vehicle including a thermal management system provided in the embodiments of the second and third aspects of the present disclosure.

[0010] In accordance with the vehicle air conditioning system, thermal management system and control method therefor, and vehicle in the embodiments of the present disclosure, in the thermal management system, a heat absorption heat exchanger and a heat supply heat exchanger are arranged on a heat exchange loop to enable the thermal management system to perform heat exchange even in the absence of a separate heating source, so as to improve energy utilization at low temperatures, thereby reducing energy consumption, and further reduce the space occupied by the system, thereby reducing implementation costs. [Brief description of the drawings]

[0011] [Figure 1] 1 is a schematic diagram of a vehicle air conditioning system according to an embodiment of the present disclosure. [Diagram 2] 1 is a schematic diagram of a vehicle thermal management system according to an embodiment of the present disclosure. [Diagram 3] FIG. 3 is a partial enlarged view of A in FIG. [Figure 4] FIG. 3 is a partial enlarged view of B in FIG. [Diagram 5] FIG. 2 is a schematic diagram of a first cabin heating loop according to an embodiment of the present disclosure. [Figure 6] FIG. 2 is a schematic diagram of a first battery pack heat exchange loop according to an embodiment of the present disclosure. [Figure 7] FIG. 1 is a schematic diagram of a battery pack temperature reduction loop according to an embodiment of the present disclosure. [Figure 8] FIG. 1 is a schematic diagram of a cabin cooling loop according to an embodiment of the present disclosure. [Figure 9] FIG. 2 is a schematic diagram of a vehicle thermal management system according to another embodiment of the present disclosure. [Figure 10] FIG. 2 is a schematic diagram of a second cabin heating loop according to an embodiment of the present disclosure. [Figure 11] FIG. 13 is a schematic diagram of a second battery pack heat exchange loop according to an embodiment of the present disclosure. [Figure 12] 1 is a schematic diagram of a vehicle thermal management system according to an embodiment of the present disclosure. [Figure 13] FIG. 2 is a schematic diagram of a vehicle thermal management system according to another embodiment of the present disclosure. [Figure 14] FIG. 2 is a schematic diagram of a first cabin heating loop according to an embodiment of the present disclosure. [Figure 15] FIG. 2 is a schematic diagram of a second cabin heating loop according to an embodiment of the present disclosure. [Figure 16] FIG. 1 is a schematic diagram of a cabin cooling loop according to an embodiment of the present disclosure. [Figure 17] FIG. 2 is a schematic diagram of a vehicle thermal management system according to another embodiment of the present disclosure. [Figure 18] FIG. 13 is a schematic diagram of a third cabin heating loop according to yet another embodiment of the present disclosure. [Figure 19] FIG. 1 is a schematic structural diagram of a thermal management system with one heat exchange loop according to an embodiment of the present disclosure. [Figure 20] FIG. 1 is a schematic structural diagram of a thermal management system with multiple heat exchange loops according to an embodiment of the present disclosure. [Figure 21] FIG. 1 is a schematic structural diagram of a thermal management system according to an example of the present disclosure. [Figure 22] FIG. 2 is a partial schematic structural diagram of a thermal management system according to a specific embodiment of the present disclosure. [Figure 23] FIG. 2 is a partial schematic structural diagram of a thermal management system according to a specific embodiment of the present disclosure. [Figure 24] FIG. 2 is a partial schematic structural diagram of a thermal management system according to a specific embodiment of the present disclosure. [Diagram 25]FIG. 2 is a partial schematic structural diagram of a thermal management system according to a specific embodiment of the present disclosure. [Figure 26] FIG. 2 is a partial schematic structural diagram of a thermal management system according to a specific embodiment of the present disclosure. [Figure 27] FIG. 1 is a schematic structural diagram of a thermal management system according to a specific embodiment of the present disclosure. [Figure 28] 1 is a schematic structural diagram of a battery pack heat exchanger according to an example of the present disclosure. [Figure 29] FIG. 13 is a schematic structural diagram of a battery pack heat exchanger according to another example of the present disclosure. [Diagram 30] FIG. 2 is a schematic structural diagram of a thermal management system according to another embodiment of the present disclosure. [Diagram 31] 1 is a schematic structural diagram of a battery pack self-heating device according to an example of the present disclosure. [Diagram 32] 4 is a flow chart of a control method for a thermal management system according to an embodiment of the present disclosure. [Diagram 33] 13 is a flowchart of step S1402 in a control method for a thermal management system according to an embodiment of the present disclosure. [Diagram 34] 1 is a schematic structural diagram of a vehicle according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] In the drawings:

[0013] EMBODIMENT 1

[0014] 1 - vehicle air conditioning system, 101 - compressor, 102 - on-board condenser, 103 - off-board condenser, 104 - first solenoid valve, 105 - second expansion valve, 106 - third expansion valve, 107 - heat exchanger, 108 - heat transfer component, 109 - first one-way valve, 111 - second one-way valve, 112 - third one-way valve, 113 - fourth one-way valve, 114 - second solenoid valve, 115 - third solenoid valve, 116 - first expansion valve, 117 - evaporator, 118 - fourth solenoid id valve, 119—fifth one-way valve, 121—liquid collector, 2—vehicle high pressure heat exchange loop, 21—water pump, 22—high pressure cooling pipe, 23—heat sink, 24—three-way valve, 241—first valve port, 242—second valve port, 243—third valve port, 25—three-way pipe, 251—first pipe opening, 252—second pipe opening, 253—third pipe opening, 3—power battery, 4—self-heating circuit, and 5—fan.

[0015] EMBODIMENT 2

[0016] 1 - vehicle air conditioning system, 101 - compressor, 102 - on-board condenser, 103 - off-board condenser, 104 - heat exchanger, 105 - heat transfer component, 106 - first expansion valve, 107 - second expansion valve, 108 - first solenoid valve, 109 - evaporator, 121 - third expansion valve, 122 - second solenoid valve, 123 - liquid collector, 124 - one-way valve, 125 - blower, 126 - fan, 2- vehicle high pressure heat exchange loop, 21 - water pump, 22 - high pressure cooling pipe, 23 - heat sink, 24 - 3-way valve, 241 - first valve port, 242 - second valve port, 243 - third valve port, 25 - 3-way pipe, 251 - first pipe opening, 252 - second pipe opening, 253 - third pipe opening, 3 - power battery, and 4 - self-heating circuit.

[0017] EMBODIMENT 3

[0018] 1 - Thermal management system, 2 - Heat exchange loop, 21 - Heat pump device, 212 - Gas-liquid separator, 211 - Compressor, 22 - Heat absorption heat exchanger, 23 - Heat supply heat exchanger, 221 - In-vehicle heat exchanger, 222 - Battery pack heat exchanger, 2221 - Plate heat exchanger, 2222 - Battery pack liquid cooling heat exchange plate, 2223 - Water pump, 2224 - Battery pack direct cooling direct heating heat exchange plate, 223 - Out-of-vehicle heat exchanger, 224 - Motor electric control assembly heat exchanger, 3 - Valve assembly, 31 - First solenoid valve, 32 - Sixth solenoid valve, 33 - Second solenoid valve, 34 - Fourth solenoid valve, 35 - Fifth solenoid valve, 36 - Third solenoid valve, 301 - First one-way valve, 302 - Second one-way valve, 303 - Third one-way valve, 304 - Fourth one-way valve, 305 - Fifth one-way valve, 306 - Throttle valve, 4 - Battery pack self-heating device, 41 - Battery pack, 411 - First cell group, 412 - Second cell group, 42 - Motor electric control assembly, 421 - Motor, and 422 - Motor controller.

[0019] Embodiment 4: 5 - Vehicle

[0020] In order to solve the problem of interior heating, a thermal management system and a control method therefor, as well as a vehicle having a thermal management system, have been disclosed in the prior art. The thermal management system includes a heat pump circulation device, the heat pump circulation device including a compressor, a condenser, an evaporator, an outdoor heat exchanger, and a throttling device, the compressor, the condenser, the evaporator, the outdoor heat exchanger, and the throttling device being placed in the same heat pump circulation liquid flow loop, a hot air core, the hot air core having a hot air core liquid flow path, a first circulation pump, the first circulation pump communicating with the hot air core liquid flow path, and a heating device, the heating device having a heating liquid flow path, the heating liquid flow path being connected in series with the first circulation pump and the hot air core liquid flow path to form a first circulation liquid flow loop. According to the thermal management system of the present disclosure, the heating speed of the air in the air conditioning device during heating is increased, and the temperature rise speed of the air is fast, thereby improving the user's comfort. Nevertheless, it is pointed out in the art that when a heating device is added, for example, a fuel heater is added, a fuel fill port, a fuel pipe, and the like must be added to the vehicle system. In another example, when an electric heater is added, high voltage system power wiring, including a high voltage wire harness, a high voltage fuse, a high voltage relay, and the like must be added to the vehicle system. In both solutions where a heating device is added, vehicle layout space is occupied and costs are also increased.

[0021] In order to solve the problem that the thermal management system provided in the prior art occupies a large vehicle arrangement space and requires high implementation costs, the present disclosure provides a thermal management system. The battery pack self-heating device triggers the battery self-heating to enable the battery pack and the motor electric control assembly to generate heat. Through optimization of the structure of the thermal management system, the heat generated by the battery pack and the motor electric control assembly is provided to the passenger compartment through a heat exchanger for heating to supplement the heating performance when the system is in a low environmental temperature. Furthermore, no separate heating source is required, a small vehicle arrangement space is occupied, and the cost is low.

[0022] The following describes in detail the embodiments of the present disclosure. Examples of the embodiments are illustrated in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to illustrate the present disclosure, and cannot be taken as limiting the present disclosure.

[0023] EMBODIMENT 1

[0024] As shown in FIG. 1 and FIG. 2, the vehicle air conditioning system 1 provided in the embodiment of the present disclosure includes a compressor 101, an interior condenser 102, an exterior condenser 103, a first solenoid valve 104, and a heat conduction component 108 connected to a power battery 3. The power battery 3 is connected to a self-heating circuit 4 used to self-heat the power battery 3. The self-heating circuit 4 can be understood to be a circuit module capable of performing high-frequency charging and discharging of the power battery 3. The self-heating circuit 4 includes a capacitor, an inductor, or another energy storage component. When the temperature of the power battery 3 is low, the power battery 3 discharges electricity, and the energy storage component of the self-heating circuit 4 stores the electric energy. After the power battery 3 discharges electricity for a while, the electric polarity of the self-heating circuit 4 is reversed. In this case, the electric energy stored in the energy storage component is then used to charge the power battery 3. Furthermore, in the process of charging the power battery 3, the internal resistance of the power battery 3 generates heat, allowing the temperature of the power battery 3 to rise. The charging and discharging times, or changes in the charging and discharging states of the power battery 3, are controlled by turning on and off the switch components of the self-heating circuit 4 in an orderly manner.

[0025] 1 and 2, the discharge port of the compressor 101 is connected to the inlet of the on-board condenser 102 and a first end of a first solenoid valve 104. The discharge port of the on-board condenser 102 is connected to the inlet of the off-board condenser 103. The second end of the first solenoid valve 104 is connected to the inlet of the off-board condenser 103 through a heat conducting component 108. The discharge port of the off-board condenser 103 is connected to the inlet of the compressor 101.

[0026] As shown in FIG. 1 and FIG. 5, the compressor 101, the on-board condenser 102, and the off-board condenser 103 form a first passenger compartment heating loop. Specifically, when the external environment temperature is not too low (e.g., from 0°C to 10°C) and the heat pump energy efficiency of the vehicle air conditioning system 1 is within a relatively high range, the passenger compartment can be heated through the first passenger compartment heating loop. In this case, the coolant discharged by the on-board condenser 102 flows into the off-board condenser 103, absorbs the heat of the external environment, and flows into the compressor 101. The compressor 101 then causes the coolant to be injected into the on-board condenser 102. The coolant dissipates the heat in the on-board condenser 102 to achieve the technical effect of heating the passenger compartment.

[0027] As shown in FIG. 1 and FIG. 6, the compressor 101, the first solenoid valve 104, the heat conducting component 108, and the exterior condenser 103 form a first battery pack heat exchange loop. Specifically, the first passenger compartment heating loop in which the interior condenser 102 is placed and the first battery pack heat exchange loop in which the second expansion valve 105 and the heat conducting component 108 are placed are connected in parallel. Specifically, when the exterior environmental temperature is low and the power battery 3 operates at a low environmental temperature, the temperature of the power battery 3 can be increased by using the first battery pack heat exchange loop. In this case, the first solenoid valve 104 is turned on. The compressor 101 injects a coolant into the heat conducting component 108 through the first solenoid valve 104. The coolant dissipates heat in the heat conducting component 108 to achieve the technical effect of increasing the temperature of the power battery 3. After being injected into the off-vehicle condenser 103 by the heat conducting component 108 to absorb heat from the external environment, the coolant flows into the compressor 101 once again. If the effect of increasing the temperature of the power battery 3 by the coolant in the heat conducting component 108 cannot meet the temperature requirements of the power battery 3, the power battery 3 can be self-heated through the self-heating circuit 4 for the battery to allow the temperature of the power battery 3 to further increase.

[0028] The vehicle air conditioning system 1 in the embodiment of the present disclosure can achieve the technical effect of heating the passenger compartment, and can achieve the technical effect of increasing the temperature of the power battery 3 without disposing a PTC heater (or another battery heater) or the like to heat the power battery 3, so that the structure of the battery pack of the power battery 3 is compact, thereby improving the space utilization of the battery pack and reducing the weight of the entire vehicle. Furthermore, in the process of charging and discharging the power battery 3 by the self-heating circuit 4, the temperature of the power battery 3 is increased by its self-heating, allowing the power battery 3 to be heated by the coolant in the heat conduction component 108. Furthermore, the self-heating circuit 4 can also self-heat the power battery 3. Specifically, in the present disclosure, a two-fold temperature increase of the power battery 3 can be implemented through the self-heating circuit 4 and the heat conduction component 108 in the first battery pack heat exchange loop. Therefore, the power battery 3 can maintain its required operating temperature in a lower temperature environment, thereby ensuring the performance and service life of the power battery 3.

[0029] In one embodiment, the heat conduction component 108 includes a direct cooling plate integrated into the power battery 3. The direct cooling plate is integrated into the power battery 3 and is in sufficient contact with the surface of the power battery 3, so that the coolant of the vehicle air conditioning system 1 can directly carry out heat exchange with the power battery 3 in the direct cooling plate (including direct evaporation and heat absorption of the coolant in the direct cooling plate), and it can be understood that the heat transfer stage is reduced, the heat loss is small, and the heat exchange efficiency is high. Furthermore, the integration level of the power battery 3 is improved, the energy density of the power battery 3 is effectively increased, and the energy consumption of the entire vehicle is effectively reduced.

[0030] In one embodiment, as shown in FIG. 2, the vehicle air conditioning system 1 further includes a first expansion valve 116 and an evaporator 117. The outlet of the external condenser 103 is connected to the inlet of the compressor 101 through the first expansion valve 116 and the evaporator 117 in sequence. Optionally, the vehicle air conditioning system 1 further includes a fifth one-way valve 119 and a blower disposed opposite the evaporator 117. The blower can blow the cool air discharged by the evaporator 117 to the passenger compartment, thereby improving the cooling effect of the passenger compartment. The outlet of the evaporator 117 is connected to the inlet of the compressor 101 through the fifth one-way valve 119.

[0031] As shown in FIG. 8, the compressor 101, the on-board condenser 102, the off-board condenser 103, the first expansion valve 116, and the evaporator 117 form a cabin cooling loop. It can be understood that the evaporator 117 and the first expansion valve 116 are placed in the cabin cooling loop, and the first expansion valve 116 can control the on / off of the cabin cooling loop. Specifically, when the temperature in the cabin is high and the passengers have a cooling requirement, the cabin cooling loop is controlled to be in an operating state to perform cooling in the cabin. In this case, the refrigerant is pressurized by the compressor 101 and turns into a high-pressure gas refrigerant. The high-pressure gas refrigerant flows into the off-board condenser 103 through the on-board condenser 102 (the on-board condenser 102 does not perform heat exchange with the refrigerant). The high-pressure gas refrigerant transfers the heat carried in the off-board condenser 103 to the external environment and turns into a high-pressure liquid refrigerant. The high pressure liquid refrigerant passes through a first expansion valve 116 to be transformed into a low pressure liquid refrigerant. The low pressure liquid refrigerant is injected into an evaporator 117 to be transformed into a low pressure gas refrigerant (where the refrigerant absorbs heat in the passenger cabin to achieve the technical effect of cooling the passenger cabin). The low pressure gas refrigerant then flows into the compressor 101.

[0032] In one embodiment, as shown in FIG. 2, the vehicle air conditioning system 1 further includes a second expansion valve 105, a third expansion valve 106, a first one-way valve 109, a second one-way valve 111, a third one-way valve 112, a fourth one-way valve 113, a second solenoid valve 114, and a third solenoid valve 115.

[0033] The exhaust port of the on-board condenser 102 is connected to the inlet port of the off-board condenser 103 through the second expansion valve 105. The exhaust port of the off-board condenser 103 is connected to the inlet port of the compressor 101 through the second solenoid valve 114. The second end of the first solenoid valve 104 is connected to the inlet port of the compressor 101 through the third solenoid valve 115. The first end of the heat conducting component 108 is connected between the first solenoid valve 104 and the third solenoid valve 115. The second end of the heat conducting component 108 is connected to the inlet port of the first one-way valve 109. The exhaust port of the first one-way valve 109 is connected to the inlet port of the second one-way valve 111 through the third expansion valve 106. The outlet of the second one-way valve 111 communicates between the second expansion valve 105 and the inlet of the off-vehicle condenser 103. The outlet of the off-vehicle condenser 103 communicates with the inlet of the third one-way valve 112. The outlet of the third one-way valve 112 communicates through the third expansion valve 106 with the inlet of the fourth one-way valve 113. The outlet of the fourth one-way valve 113 communicates with the second end of the heat transfer component 108.

[0034] In a particular embodiment, the outlet of the compressor 101 is connected to the inlet of the on-board condenser 102 and to a first end of the first solenoid valve 104. The outlet of the on-board condenser 102 is connected to the inlet of the off-board condenser 103. The second end of the first solenoid valve 104 is connected to a first end of the third solenoid valve 115 and to a first end of the heat transfer component 108. The second end of the heat transfer component 108 is connected to the inlet of the first one-way valve 109 and to the outlet of the fourth one-way valve 113. The outlet of the first one-way valve 109 and the outlet of the third one-way valve 112 both are connected to a first end of the third expansion valve 106. The inlet of the second one-way valve 111 and the inlet of the fourth one-way valve 113 both communicate with a second end of the third expansion valve 106. The outlet of the second one-way valve 111 and the second end of the second expansion valve 105 both communicate with an inlet of the off-vehicle condenser 103. The inlet of the third one-way valve 112 communicates with an outlet of the off-vehicle condenser 103. The outlet of the off-vehicle condenser 103 and the second end of the third solenoid valve 115 both communicate with an inlet of the compressor 101.

[0035] As shown in FIG. 7, the compressor 101, the on-board condenser 102, the second expansion valve 105, the off-board condenser 103, the third one-way valve 112, the third expansion valve 106, the fourth one-way valve 113, the heat transfer component 108, and the third solenoid valve 115 form a battery pack temperature reduction loop. Specifically, when the temperature of the power battery 3 is high (e.g., higher than 38° C.), the first solenoid valve 104 and the second solenoid valve 114 are turned off, and the second expansion valve 105, the third expansion valve 106, and the third solenoid valve 115 are turned on. In this case, the battery pack temperature reduction loop is in an operating state to reduce the temperature of the power battery 3. Furthermore, the refrigerant is pressurized by the compressor 101 to turn into a high-pressure gas refrigerant. The high-pressure gas coolant flows into the off-vehicle condenser 103 through the on-board condenser 102 and the second expansion valve 105 (the second expansion valve 105 is fully open, the on-board condenser 102 does not perform heat exchange with the coolant, and the second expansion valve 105 does not throttle the coolant). The high-pressure gas coolant releases heat in the off-vehicle condenser 103 to the outside environment and turns into high-pressure liquid coolant. The high-pressure liquid coolant flows into the third expansion valve 106 through the third one-way valve 112. The high-pressure liquid coolant is turned into low-pressure liquid coolant in the third expansion valve 106. The low-pressure liquid coolant flows into the heat-conducting component 108 through the fourth one-way valve 113. The low-pressure liquid coolant is turned into low-pressure gas coolant in the heat-conducting component 108. The coolant absorbs the heat of the power battery 3 in the heat-conducting component 108 to achieve the technical effect of reducing the temperature of the power battery 3. After that, the low pressure gas coolant then flows into the compressor 101 through the third solenoid valve 115. In this embodiment, the coolant can achieve the technical effect of increasing the temperature of the power battery 3 at the heat conducting component 108 so that the power battery 3 can operate at high environmental temperatures, thereby extending the service life of the power battery 3.

[0036] Optionally, as shown in FIG. 2, when both the power battery 3 and the passenger compartment have cooling requirements, the passenger compartment cooling loop and the battery pack temperature reduction loop are both in operation. Specifically, the refrigerant is pressurized by the compressor 101 to turn into high-pressure gas refrigerant. The high-pressure gas refrigerant flows through the on-board condenser 102 and the second expansion valve 105 to the off-board condenser 103, transferring the heat carried therein to the external environment and turning into high-pressure liquid refrigerant. The high-pressure liquid refrigerant is split into two paths. One path of the high-pressure liquid refrigerant passes through the first expansion valve 116 to turn into low-pressure liquid refrigerant and flows into the evaporator 117. The low-pressure liquid refrigerant is turned into low-pressure gas refrigerant in the evaporator 117 (the refrigerant absorbs heat in the passenger compartment in the evaporator 117 to achieve the technical effect of cooling the passenger compartment), and the low-pressure liquid refrigerant flows into the compressor 101 again. The other path of the high pressure liquid coolant flows through the third one-way valve 112 into the third expansion valve 106 and changes into low pressure liquid coolant. The low pressure liquid coolant flows through the third expansion valve 106 and the fourth one-way valve 113 into the heat transfer component 108. The low pressure liquid coolant absorbs the heat of the power battery 3 in the heat transfer component 108 and changes into low pressure gas coolant (to reduce the temperature of the power battery 3). The low pressure gas coolant flows into the compressor 101 through the third solenoid valve 115.

[0037] As shown in FIG. 6, the first battery pack heat exchange loop is formed by the compressor 101, the first solenoid valve 104, the heat transfer component 108, the first one-way valve 109, the third expansion valve 106, the second one-way valve 111, the off-vehicle condenser 103, and the second solenoid valve 114. Specifically, the second expansion valve 105 and the third solenoid valve 115 are turned off, and the first solenoid valve 104, the third expansion valve 106, and the second solenoid valve 114 are turned on. In this case, the first battery pack heat exchange loop is in an operating state to increase the temperature of the power battery 3. Furthermore, the coolant is pressurized by the compressor 101 and turned into a high-pressure gas coolant. The high-pressure gas coolant flows into the heat transfer component 108 through the first solenoid valve 104. The high-pressure gas coolant is transformed into high-pressure liquid coolant in the heat-conducting component 108, which transfers heat to the power battery 3, thereby achieving the technical effect of increasing the temperature of the power battery 3. The high-pressure liquid coolant flows into the third expansion valve 106 through the first one-way valve 109. The high-pressure liquid coolant is transformed into low-pressure liquid coolant in the third expansion valve 106. The low-pressure liquid coolant flows into the off-board condenser 103 through the second one-way valve 111. In the off-board condenser 103, the low-pressure liquid coolant absorbs heat from the external environment and transforms into low-pressure gas coolant. The low-pressure gas coolant then flows into the compressor 101 again through the second solenoid valve 114.

[0038] As shown in FIG. 5, the first passenger compartment heating loop is formed by the compressor 101, the on-board condenser 102, the second expansion valve 105, the off-board condenser 103, and the second solenoid valve 114. Specifically, when the first passenger compartment heating loop is in an operating state, the first solenoid valve 104, the third solenoid valve 115, and the third expansion valve 106 are turned off, and the second expansion valve 105 and the second solenoid valve 114 are turned on. The refrigerant is pressurized by the compressor 101 to become a high-pressure gas refrigerant and flows into the on-board condenser 102. In the on-board condenser 102, the high-pressure gas refrigerant releases heat to the passenger compartment (heats the passenger compartment) and becomes a high-pressure liquid refrigerant. The high-pressure liquid refrigerant is expanded by the second expansion valve 105 to become a low-pressure liquid refrigerant. The low pressure liquid refrigerant absorbs heat from the external environment in the off-board condenser 103 and turns into low pressure gas refrigerant. The low pressure gas refrigerant then flows back into the compressor 101 through the second solenoid valve 114.

[0039] In this embodiment, the second expansion valve 105 can control the on / off of the first passenger compartment heating loop, the first solenoid valve 104 can control the on / off of the first battery pack heat exchange loop, and the third solenoid valve 115 can control the on / off of the battery pack temperature reduction loop. The vehicle air conditioning system 1 has a high level of integration and has flexible switching between different modes.

[0040] In one embodiment, as shown in FIG. 2, the vehicle air conditioning system 1 further includes a heat exchanger 107 leading to the vehicle high-pressure heat exchange loop 2, and the second solenoid valve 114 leads to the inlet of the compressor 101 through the heat exchanger 107. In the vehicle high-pressure heat exchange loop 2, the coolant passes through a drive motor, a vehicle motor controller, an on-board charging device, and other vehicle high-voltage devices (not shown in the figure). When the vehicle is a hybrid electric vehicle, the vehicle high-voltage devices further include an engine, and the like. In the operation process of the vehicle high-voltage devices, the temperature of the devices increases. The heat exchanger 107 and the vehicle high-pressure heat exchange loop 2 are arranged opposite to each other. The coolant in the vehicle air conditioning system 1 and the coolant in the vehicle high-pressure heat exchange loop 2 can carry out heat exchange in the heat exchanger 107. Specifically, the coolant in the vehicle high pressure heat exchange loop 2 absorbs the heat released by the vehicle high voltage devices and transfers the heat to the coolant in the vehicle air conditioning system 1 through the heat exchanger 107, increasing the temperature of the coolant.

[0041] Specifically, the first passenger compartment heating loop is formed by the compressor 101, the on-board condenser 102, the second expansion valve 105, the off-board condenser 103, the second solenoid valve 114, and the heat exchanger 107. In this embodiment, when the passenger compartment cooling loop is in an operating state, the coolant discharged by the on-board condenser flows into the off-board condenser 103 and absorbs the heat of the external environment, and then the coolant discharged by the off-board condenser 103 flows into the heat exchanger 107 through the second solenoid valve 114. The coolant absorbs the heat in the vehicle high-pressure heat exchange loop 2 in the heat exchanger 107. After that, the coolant absorbs the heat in the vehicle high-pressure heat exchange loop 2 in the heat exchanger 107, and then flows into the compressor 101 again. The compressor 101 then injects the coolant into the on-board condenser 102. The coolant dissipates heat in the onboard condenser 102 to achieve the technical effect of heating the passenger compartment. The vehicle air conditioning system 1 in the present disclosure can absorb heat from the external environment to heat the passenger compartment, and can absorb heat in the vehicle high-pressure heat exchange loop 2 through the coolant in the heat exchanger 107 to heat the passenger compartment, which further improves the heat pump efficiency of the vehicle air conditioning system 1, improves the energy utilization of the entire vehicle, and improves the fuel efficiency of the entire vehicle. Furthermore, the coolant in the heat exchanger 107 can absorb heat in the vehicle high-pressure heat exchange loop 2 to reduce the temperature of the coolant in the vehicle high-pressure heat exchange loop 2, and therefore the cooling efficiency of the vehicle high-pressure heat exchange loop 2 is also improved.

[0042] Further, as shown in FIG. 6, the first battery pack heat exchange loop is formed by the compressor 101, the first solenoid valve 104, the heat transfer component 108, the first one-way valve 109, the third expansion valve 106, the second one-way valve 111, the off-vehicle condenser 103, the second solenoid valve 114, and the heat exchanger 107. When the first battery pack heat exchange loop is in an operating state, the coolant absorbs heat in the vehicle high pressure heat exchange loop 2 in the heat exchanger 107, and then flows into the compressor 101 once again. In this embodiment, after absorbing heat in the vehicle high pressure heat exchange loop 2 in the heat exchanger 107, the coolant can heat the power battery 3 in the heat transfer component 108, which further improves the heat pump efficiency of the vehicle air conditioning system 1, improves the energy utilization of the entire vehicle, and improves the fuel efficiency of the entire vehicle. Furthermore, the coolant in the heat exchanger 107 of the vehicle air conditioning system 1 of the present disclosure can reduce the temperature of the coolant in the vehicle high-pressure heat exchange loop 2 after absorbing heat in the vehicle high-pressure heat exchange loop 2, thereby improving the cooling efficiency of the vehicle high-pressure heat exchange loop 2.

[0043] In one embodiment, as shown in FIG. 2, the vehicle air conditioning system 1 further includes a liquid collector 121. The second end of the third solenoid valve 115, the outlet of the evaporator 117, and the outlet of the heat exchanger 107 all lead to the inlet of the compressor 101 through the liquid collector 121. It can be understood that the liquid collector 121 can perform gas-liquid separation for the refrigerant to ensure that only gas refrigerant enters the compressor 101. Therefore, with the design of the liquid collector 121, the cooling and heating effect of the vehicle air conditioning system 1 is guaranteed, and at the same time, the service life of the vehicle air conditioning system 1 is further extended.

[0044] In one embodiment, as shown in Fig. 9, the vehicle air conditioning system 1 further includes a fourth solenoid valve 118. A first end of the fourth solenoid valve 118 communicates between the second expansion valve 105 and the inlet of the off-vehicle condenser 103. A second end of the fourth solenoid valve 118 communicates between the third solenoid valve 115 and the heat exchanger 107. A branch in which the fourth solenoid valve 118 is located is connected in parallel to the branch in which the off-vehicle condenser 103 and the second solenoid valve 114 are located.

[0045] As shown in FIG. 10, the compressor 101, the on-board condenser 102, the second expansion valve 105, the fourth solenoid valve 118, and the heat exchanger 107 form a second passenger compartment heating loop. Specifically, when the external environment temperature is very low and the external environment is no longer suitable for use as a heat source for the vehicle air conditioning system 1, the second passenger compartment heating loop is controlled to be in an operating state to increase the temperature of the passenger compartment. The refrigerant is pressurized by the compressor 101 to turn into a high-pressure gas refrigerant. The high-pressure gas refrigerant exchanges heat with the passenger compartment through the on-board condenser 102 to turn into a high-pressure liquid refrigerant (the refrigerant dissipates heat in the passenger compartment to achieve the technical effect of heating the passenger compartment of the vehicle). The high-pressure liquid refrigerant is depressurized by the second expansion valve 105 to turn into a low-pressure liquid refrigerant. The low-pressure liquid refrigerant flows into the heat exchanger 107 through the second solenoid valve 114. The low pressure liquid refrigerant absorbs heat in the vehicle high pressure heat exchange loop 2 in the heat exchanger 107 and turns into low pressure gas refrigerant. The low pressure gas refrigerant then flows back into the compressor 101.

[0046] As shown in FIG. 11 , the compressor 101, the first solenoid valve 104, the heat conducting component 108, the first one-way valve 109, the third expansion valve 106, the second one-way valve 111, the fourth solenoid valve 118, and the heat exchanger 107 form a second battery pack heat exchange loop. Specifically, when the external environment temperature is very low and the external environment is no longer suitable for use as a heat source for the vehicle air conditioning system 1, the second battery pack heat exchange loop is controlled to be in an operating state to increase the temperature of the power battery 3. The coolant is pressurized by the compressor 101 and turns into a high-pressure gas coolant. The high-pressure gas coolant flows into the heat conducting component 108 through the first solenoid valve 104. The high-pressure gas coolant transfers heat to the power battery 3 in the heat conducting component 108 and turns into a high-pressure liquid coolant, and the coolant achieves the technical effect of increasing the temperature of the power battery 3 in the heat conducting component 108. The high pressure liquid coolant flows into the third expansion valve 106 through the first one-way valve 109. The high pressure gas coolant is changed into low pressure liquid coolant in the third expansion valve 106. The low pressure liquid coolant then flows into the heat exchanger 107 again through the second one-way valve 111 and the fourth solenoid valve 118 in sequence. The low pressure liquid coolant absorbs heat in the vehicle high pressure heat exchange loop 2 in the heat exchanger 107 and changes into low pressure gas coolant. The low pressure gas coolant then flows into the compressor 101 again. In this embodiment, the second battery pack heat exchange loop can completely absorb heat from the vehicle high pressure system and then increase the temperature of the power battery 3 so that the power battery 3 can operate in a lower temperature environment.

[0047] As shown in Figures 2 and 9, another embodiment of the present disclosure further provides a vehicle thermal management system, including a vehicle high-pressure heat exchange loop 2, a power battery 3, a self-heating circuit 4, and the aforementioned vehicle air conditioning system 1.

[0048] In one embodiment, as shown in FIG. 2 and FIG. 9, the vehicle high-pressure heat exchange loop 2 includes a water pump 21 and a high-pressure cooling pipe 22 used to reduce the temperature of the vehicle high-voltage device. The vehicle air conditioning system 1 further includes a heat exchanger 107 that is in communication with the vehicle high-pressure heat exchange loop 2. The outlet of the off-vehicle condenser 103 is in communication with the inlet of the compressor 101 through the heat exchanger 107. The outlet of the water pump 21 is in communication with the coolant inlet of the heat exchanger 107. The coolant outlet of the heat exchanger 107 is in communication with the inlet of the high-pressure cooling pipe 22. The outlet of the high-pressure cooling pipe 22 is connected to the inlet of the water pump 21. It can be understood that when flowing through the high-pressure cooling pipe 22, the coolant can achieve the technical effect of reducing the temperature of the vehicle high-voltage device. A coolant flow channel through which a coolant flows and a coolant flow channel through which a coolant flows are provided in the heat exchanger 107. The flow direction of the coolant in the coolant flow channel may be opposite to the flow direction of the coolant in the coolant flow channel, so that heat exchange between the coolant and the coolant in the heat exchanger 107 can be complete.

[0049] The water pump 21, the heat exchanger 107 and the high-pressure cooling pipe 22 form a first high-pressure heat exchange loop. It can be seen that when the coolant in the vehicle air conditioning system 1 needs to absorb heat in the vehicle high-pressure heat exchange loop 2, and the coolant flows through the heat exchanger 107 of the first high-pressure heat exchange loop, the coolant will carry out heat exchange with the coolant in the vehicle air conditioning system 1 in the heat exchanger 107, so that the efficiency of the vehicle air conditioning system 1 is improved, and at the same time, the cooling efficiency of the vehicle high-voltage device by the vehicle high-pressure system is further improved.

[0050] In one embodiment, as shown in Figures 2 and 9, the vehicle high pressure heat exchange loop 2 further includes a heat sink 23, a three-way valve 24, and a three-way pipe 25. As shown in Figure 3, a first valve port 241, a second valve port 242, and a third valve port 243 are provided in the three-way valve 24. As shown in Figure 4, a first pipe opening 251, a second pipe opening 252, and a third pipe opening 253 are provided in the three-way pipe 25.

[0051] The outlet of the water pump 21 leads to a first valve port 241. The second valve port 242 leads to an inlet of the heat sink 23. The outlet of the heat sink 23 leads to a second pipe opening 252. The third valve port 243 leads to a coolant inlet of the heat exchanger 107. The coolant outlet of the heat exchanger 107 leads to a third pipe opening 253. The first pipe opening 251 leads to an inlet of the high pressure cooling pipe 22. It can be seen that the branch in which the heat sink 23 is located is connected in parallel to the branch in which the heat exchanger 107 is located.

[0052] The water pump 21, the heat sink 23, and the high-pressure cooling pipe 22 form a second high-pressure heat exchange loop. It can be seen that in the second high-pressure heat exchange loop, when the coolant flows through the off-vehicle condenser 103, the heat of the coolant may be released to the external environment, and the cooled coolant flows into the high-pressure cooling pipe 22 to reduce the temperature of the vehicle high-voltage device.

[0053] Specifically, when the coolant in the vehicle air conditioning system 1 needs to absorb heat released by the vehicle high-pressure heat exchange loop 2 (e.g., the first passenger compartment heating loop or the first battery pack heat exchange loop), the first valve port 241 and the third valve port 243 are both turned on and the second valve port 242 is turned off, so that the coolant flows in the first high-pressure heat exchange loop. Specifically, when the coolant in the vehicle air conditioning system 1 needs to absorb heat released by the vehicle high-pressure heat exchange loop 2 (e.g., the battery pack temperature reduction loop or the passenger compartment cooling loop), the first valve port 241 and the second valve port 242 are both turned on and the third valve port 243 is turned off, so that the coolant flows in the second high-pressure heat exchange loop.

[0054] In one embodiment, when the first valve port 241, the second valve port 242, and the third valve port 243 are all turned on, the first high pressure heat exchange loop and the second high pressure heat exchange loop are both operated. In this case, the coolant can transfer heat to the vehicle air conditioning system 1, and can further transfer heat to the outside environment, thereby ensuring the cooling effect of the vehicle high voltage device by the vehicle high pressure system.

[0055] In one embodiment, as shown in FIG. 1, the vehicle thermal management system further includes a fan 5. The fan 5 is disposed facing both the exterior condenser 103 and the heat sink 23. Through the rotation of the fan 5, the coolant flowing through the exterior condenser 103 transfers heat to the external environment more easily, and the coolant flowing through the heat sink 23 transfers heat to the external environment more easily. The exterior condenser 103 and the heat sink 23 share one fan 5. When the fan 5 rotates, the air in front of the intake grill flows through the heat sink 23 and the exterior condenser 103 at a high speed. The coolant flows through the exterior condenser 103 for absorption, reducing the temperature of the air except the exterior condenser 103. The cooled air can be blown to the heat sink 23 by the fan 5, so that the technical effect of reducing the temperature of the coolant flowing through the heat sink 23 can be achieved, thereby improving the temperature reduction effect of the vehicle high voltage device by the second high pressure heat exchange loop.

[0056] It should be noted that when the various cooling and heating loops in the vehicle air conditioning system 1 and vehicle thermal management system of the present disclosure are operated, it is only necessary to control the solenoid valves, expansion valves, and the like on the corresponding loops to be turned on, and control the solenoid valves, expansion valves, and the like on the other loops to be turned off. Furthermore, through the on / off control of the solenoid valves and expansion valves in the present disclosure, any three or more loops may be in operation at the same time, which is also within the scope of protection of the present disclosure.

[0057] EMBODIMENT 2

[0058] As shown in FIG. 12 and FIG. 13, the vehicle air conditioning system 1 provided in the embodiment of the present disclosure includes a compressor 101, an in-vehicle condenser 102, an external condenser 103, a heat exchanger 104 leading to the vehicle high-pressure heat exchange loop 2, and a heat conduction component 105 connected to the power battery 3. The power battery 3 is connected to a self-heating circuit 4 used to self-heat the power battery 3. The self-heating circuit 4 can be understood to be a circuit module capable of performing high-frequency charging and discharging of the power battery 3. The self-heating circuit 4 includes a capacitor, an inductor, or another energy storage component. When the temperature of the power battery 3 is low, the power battery 3 discharges electricity, and the energy storage component of the self-heating circuit 4 stores the electric energy. After the power battery 3 discharges electricity for a while, the electric polarity of the self-heating circuit 4 is reversed. In this case, the electric energy stored in the energy storage component is then used to charge the power battery 3. Furthermore, in the process of charging the power battery 3, the internal resistance of the power battery 3 generates heat, allowing the temperature of the power battery 3 to rise. The charging and discharging time, or the change in the charging and discharging state of the power battery 3, is controlled by turning on and off the switch components of the self-heating circuit 4 in an orderly manner.

[0059] It can be understood that in the vehicle high-pressure heat exchange loop 2, the coolant passes through the driving motor, the vehicle motor controller, the on-board charging device, and other vehicle high-voltage devices (not shown in the figure). When the vehicle is a hybrid electric vehicle, the vehicle high-voltage device further includes an engine, and the like. In the operation process of the vehicle high-voltage device, the temperature of the device increases. The heat exchanger 104 and the vehicle high-pressure heat exchange loop 2 are arranged opposite to each other. The coolant in the vehicle air conditioning system 1 and the coolant in the vehicle high-pressure heat exchange loop 2 can carry out heat exchange in the heat exchanger 104. Specifically, the coolant in the vehicle high-pressure heat exchange loop 2 absorbs the heat released by the vehicle high-voltage devices, and transfers the heat to the coolant in the vehicle air conditioning system 1 through the heat exchanger 104, thereby increasing the temperature of the coolant.

[0060] 12 and 13, the outlet of the compressor 101 is connected to the inlet of the on-board condenser 102. The outlet of the on-board condenser 102 is connected to the inlet of the off-board condenser 103. The outlet of the off-board condenser 103 is connected to the inlet of the heat transfer component 105 and to the coolant inlet of the heat exchanger 104. The outlet of the heat transfer component 105 and the coolant outlet of the heat exchanger 104 both connect to the inlet of the compressor 101.

[0061] As shown in FIG. 14, the compressor 101, the on-board condenser 102, the off-board condenser 103, and the heat conduction component 105 form a first battery pack heat exchange loop, which can carry out heating of the passenger compartment. Specifically, when the external environment temperature is high and the heat pump energy efficiency of the vehicle air conditioning system 1 is in a relatively low range, the coolant discharged by the on-board condenser 102 flows into the off-board condenser 103, absorbs the heat of the external environment, and flows into the heat conduction component 105. The coolant can absorb the heat of the power battery 3 in the heat exchanger 104 (the heat of the power battery 3 includes the heat released when the power battery 3 is working, and the heat released by the power battery 3 when the self-heating circuit 4 is working) and flow into the compressor once again. Then, the coolant discharged by the compressor 101 dissipates the heat in the passenger compartment through the on-board condenser 102 to achieve the technical effect of heating the passenger compartment.

[0062] As shown in FIG. 15, the compressor 101, the on-board condenser 102, the off-board condenser 103, and the heat exchanger 104 form a first passenger compartment heating loop. Specifically, when the external environmental temperature is high and the heat pump energy efficiency of the vehicle air conditioning system 1 is in a relatively low range, the coolant discharged by the on-board condenser 102 flows into the off-board condenser 103, absorbs the heat of the external environment, and flows into the heat exchanger 104. The coolant can absorb the heat in the vehicle high-pressure heat exchange loop 2 in the heat exchanger 104, and then flow into the compressor once again. After that, the coolant discharged by the compressor 101 dissipates the heat in the passenger compartment through the on-board condenser 102 to achieve the technical effect of heating the passenger compartment.

[0063] It can be seen that when both the first battery pack heat exchange loop and the first passenger compartment heating loop are working, the coolant is pressurized by the compressor 101 and flows into the on-board condenser 102. After carrying out heat exchange with the passenger compartment through the on-board condenser 102 to transfer heat to the passenger compartment and flowing into the off-board condenser 103 to absorb heat from the external environment, the coolant is divided into two branches, the first battery pack heat exchange loop and the first passenger compartment heating loop. The coolant in the first battery pack heat exchange loop flows into the heat transfer component 105 and absorbs the heat of the power battery 3 in the heat transfer component 105 (including the heat released when the power battery 3 is working, or the heat released by the power battery 3 when the self-heating circuit charges or discharges the power battery 3). The coolant in the first passenger compartment heating loop flows into the heat exchanger 104 and absorbs the heat released by the vehicle high pressure heat exchange loop 2 in the heat exchanger 104. The refrigerant in the two branches absorbs heat and flows back into the compressor 101 .

[0064] As shown in FIG. 12 and FIG. 13, it can be understood that the first battery pack heat exchange loop in which the heat conducting component 105 is placed is connected in parallel to the first passenger compartment heating loop in which the heat exchanger 104 is placed. It can be understood that the first battery pack heat exchange loop and the first passenger compartment heating loop can work simultaneously. In this case, the passenger compartment heating effect is optimal. This is appropriate at the moment when the external environmental temperature is high and the energy efficiency of the vehicle air conditioning system 1 is low. Nevertheless, when the energy efficiency of the vehicle air conditioning system 1 is normal, one loop may be selected as needed to heat the passenger compartment. For example, when the power battery 3 does not need to be heated through the self-heating circuit 4, the passenger compartment may be heated only through the coolant in the first battery pack heat exchange loop. In this case, the coolant does not absorb the heat generated by the power battery 3 due to the self-heating in the heat conducting component 105. When the amount of heat generated by the operation of the vehicle high voltage device in the vehicle high pressure heat exchange loop 2 is small or the external environmental temperature makes the heat pump energy efficiency of the vehicle air conditioning system 1 in a relatively high range, the coolant can heat the passenger compartment only through the first passenger compartment heating loop, and the coolant does not absorb heat in the vehicle high pressure heat exchange loop 2 in the heat exchanger 104.

[0065] In the present disclosure, the coolant in the vehicle air conditioning system 1 can absorb heat from the external environment through the external condenser 103, can absorb heat from the power battery 3 (including heat released when the power battery 3 is working, or heat released by the power battery 3 when the self-heating circuit charges or discharges the power battery 3) through the heat conducting component 105, or can absorb heat in the vehicle high-pressure heat exchange loop 2 through the heat exchanger 104. The coolant that absorbs heat can transfer heat to the passenger compartment in the on-board condenser 102 to achieve the technical effect of heating the passenger compartment of the vehicle, thereby improving the heat pump efficiency of the vehicle air conditioning system 1, improving the energy utilization of the entire vehicle, and improving the fuel efficiency of the entire vehicle. Furthermore, the coolant in the heat exchanger 104 of the vehicle air conditioning system 1 of the present disclosure can reduce the temperature in the vehicle high-pressure heat exchange loop 2 after absorbing heat in the vehicle high-pressure heat exchange loop 2, thereby improving the cooling efficiency of the vehicle high-pressure heat exchange loop 2.

[0066] In one embodiment, as shown in Fig. 13, the vehicle air conditioning system 1 further includes a first expansion valve 106, a second expansion valve 107, and a first solenoid valve 108. The first expansion valve 106 is connected between the outlet of the on-board condenser 102 and the inlet of the off-board condenser 103. The outlet of the off-board condenser 103 is connected to the inlet of the heat transfer component 105 through the second expansion valve 107. The outlet of the off-board condenser 103 is connected to the coolant inlet of the heat exchanger 104 through the first solenoid valve 108.

[0067] In a particular embodiment, a first end of the first expansion valve 106 is connected to the exhaust of the on-board condenser 102. A second end of the first expansion valve 106 is connected to the inlet of the off-board condenser 103. A first end of the second expansion valve 107 and a first end of the first solenoid valve 108 are both connected to the exhaust of the off-board condenser 103. A second end of the second expansion valve 107 is connected to the inlet of the heat transfer component 105. A second end of the first solenoid valve 108 is connected to the coolant inlet of the heat exchanger 104. It can be understood that both the heat transfer component 105 and the second expansion valve 107 are disposed in the first battery pack heat exchange loop, and the second expansion valve 107 can control the on / off of the first battery pack heat exchange loop. The heat exchanger 104 and a first solenoid valve 108 are disposed in a first cabin heating loop, and the first solenoid valve 108 can control the on / off of the first cabin heating loop.

[0068] As shown in FIG. 15, the first passenger compartment heating loop is formed by the compressor 101, the on-board condenser 102, the first expansion valve 106, the off-board condenser 103, the first solenoid valve 108, and the heat exchanger 104. Specifically, the refrigerant is pressurized by the compressor 101 to turn into a high-pressure gas refrigerant. After the high-pressure gas refrigerant exchanges heat with the passenger compartment through the on-board condenser 102, the high-pressure gas refrigerant is turned into a high-pressure liquid refrigerant (the refrigerant dissipates heat in the passenger compartment to achieve the technical effect of heating the passenger compartment of the vehicle). The high-pressure liquid refrigerant is expanded by the first expansion valve 106 to turn into a low-pressure liquid refrigerant. The low-pressure liquid refrigerant absorbs heat from the external environment in the off-board condenser 103, and then flows into the compressor 101 again through the heat exchanger 104. It should be noted that when the external environmental temperature is low and the heat pump energy efficiency of the vehicle air conditioning system 1 is in a relatively low range, the coolant in the vehicle air conditioning system 1 can absorb the heat released when the vehicle high-pressure heat exchange loop 2 is working through the heat exchanger 104. When the external environmental temperature is high and the heat pump energy efficiency of the vehicle air conditioning system 1 is in a relatively high range, the coolant in the vehicle high-pressure heat exchange loop 2 does not absorb the heat released when the vehicle high-pressure heat exchange loop 2 is working through the heat exchanger 104.

[0069] As shown in FIG. 14 , a first battery pack heat exchange loop is formed by a compressor 101, an on-board condenser 102, a first expansion valve 106, an off-board condenser 103, a second expansion valve 107, and a heat transfer component 105.

[0070] In one aspect of this embodiment, the first battery pack heat exchange loop may be used to heat the passenger compartment. In this case, the first expansion valve 106 is throttled, and the refrigerant is pressurized by the compressor 101 to turn into a high-pressure gas refrigerant. After the high-pressure gas refrigerant exchanges heat with the passenger compartment through the on-board condenser 102, the high-pressure gas refrigerant is turned into a high-pressure liquid refrigerant (the refrigerant dissipates heat in the passenger compartment to achieve the technical effect of heating the passenger compartment of the vehicle). The high-pressure liquid refrigerant is expanded by the first expansion valve 106 to turn into a low-pressure liquid refrigerant. The low-pressure liquid refrigerant flows into the heat-conducting component 105 through the off-board condenser 103 and the second expansion valve 107. The low-pressure liquid refrigerant absorbs the heat of the power battery 3 in the heat-conducting component 105 to turn into a low-pressure gas refrigerant. The low-pressure gas refrigerant then flows into the compressor 101 again.

[0071] In one aspect of this embodiment, the first battery pack heat exchange loop may be used to reduce the temperature of the battery pack. Specifically, when the temperature of the power battery 3 reaches the cooling start trigger point and the passenger compartment has no cooling requirement, the first expansion valve 106 is set to be fully open. In this case, the coolant is pressurized by the compressor 101 to turn into high-pressure gas coolant. The high-pressure gas coolant flows through the on-board condenser 102 and the first expansion valve 106 to the off-board condenser 103 (in this case, neither the on-board condenser 102 nor the first expansion valve 106 performs heat exchange and throttling on the coolant). The high-pressure gas coolant releases heat in the off-board condenser 103 to the external environment and turns into high-pressure liquid coolant. The high-pressure liquid coolant flows into the second expansion valve 107 to turn into low-pressure liquid coolant. The low pressure liquid coolant absorbs the heat of the power battery 3 in the heat conducting component 105 and turns into low pressure gas coolant, which flows into the compressor 101. In this embodiment, the coolant in the heat conducting component 105 can reduce the temperature of the power battery 3 so that the power battery 3 can operate in high environmental temperatures, thereby extending the service life of the battery pack.

[0072] In the present disclosure, the vehicle air conditioning system 1 can use the heat of the battery pack and the heat in the vehicle high pressure heat exchange loop 2 to heat the passenger compartment, thereby improving the heat pump efficiency of the vehicle air conditioning system 1. Furthermore, the coolant in the vehicle high pressure heat exchange loop 2 and the coolant in the vehicle air conditioning system 1 can be thermally coupled in the heat exchanger 104 to cool the vehicle high pressure heat exchange loop 2 through the heat exchanger 104, thereby improving the cooling efficiency of the vehicle high pressure heat exchange loop 2 and improving the energy utilization of the entire vehicle.

[0073] When both the first battery pack heat exchange loop and the first passenger compartment heating loop are working, the coolant is pressurized by the compressor 101 to become a high-pressure gas coolant. The high-pressure gas coolant is transformed into a high-pressure liquid coolant in the on-board condenser 102 by transferring heat to the passenger compartment. The high-pressure liquid coolant passes through the first expansion valve 106 to become a low-pressure liquid coolant. The low-pressure liquid coolant passes through the off-board condenser 103 to be split into two branches. The coolant in the first battery pack heat exchange loop flows into the heat transfer component 105, where it absorbs the heat of the power battery 3 and transforms into a low-pressure gas coolant. The low-pressure gas coolant then flows back into the compressor 101. The coolant in the first passenger compartment heating loop flows into the heat exchanger 104 through the first solenoid valve 108. In the heat exchanger 104, the coolant absorbs the heat released by the vehicle high-pressure system and transforms into a low-pressure gas coolant. The low pressure gas refrigerant then flows back into the compressor 101 .

[0074] In one embodiment, as shown in FIG. 13, the vehicle air conditioning system 1 further includes an evaporator 109 and a third expansion valve 121. The outlet of the off-vehicle condenser 103 is connected to the inlet of the compressor 101 through the third expansion valve 121 and the evaporator 109 in sequence. In a particular embodiment, a first end of the third expansion valve 121 is connected to the outlet of the off-vehicle condenser 103, a first end of the second expansion valve 107, and a first end of the first solenoid valve 108. A second end of the third expansion valve 121 is connected to the inlet of the evaporator 109. The outlet of the evaporator 109 is connected to the inlet of the compressor 101. As shown in FIG. 16, the compressor 101, the in-vehicle condenser 102, the first expansion valve 106, the external condenser 103, the third expansion valve 121, and the evaporator 109 form a passenger compartment cooling loop. It can be understood that the evaporator 109 and the third expansion valve 121 are placed in the passenger compartment cooling loop. The third expansion valve 121 can control the on / off of the passenger compartment cooling loop, and the first battery pack heat exchange loop, the first passenger compartment heating loop, and the passenger compartment cooling loop are connected in parallel with each other, which improves the integration level of the vehicle air conditioning system 1 and is flexible in switching between different modes.

[0075] Specifically, when the temperature in the cabin is high and passengers have cooling requirements, the refrigerant is pressurized by the compressor 101 to turn into high-pressure gas refrigerant. The high-pressure gas refrigerant flows into the external condenser 103 through the on-board condenser 102 and the first expansion valve 106 (the first expansion valve 106 is in a fully open state, and neither the on-board condenser 102 nor the first expansion valve 106 performs heat exchange and throttling on the refrigerant), and turns into high-pressure liquid refrigerant by transferring the heat carried therein to the external environment. The high-pressure liquid refrigerant passes through the third expansion valve 121 to turn into low-pressure liquid refrigerant. The low-pressure liquid refrigerant is injected into the evaporator 109 to transfer heat to the passenger compartment of the vehicle, and turns into low-pressure gas refrigerant in the evaporator 109 (the refrigerant absorbs the heat in the passenger compartment to achieve the technical effect of cooling the passenger compartment), and the low-pressure gas refrigerant then flows into the compressor 101 once again.

[0076] As shown in Fig. 13, when both the passenger compartment and the power battery 3 have cooling requirements, the passenger compartment cooling loop and the first passenger compartment heating loop may both be controlled to operate. Specifically, the refrigerant flowing from the off-vehicle condenser 103 is split into two branches. In the first passenger compartment heating loop, the refrigerant flows into the heat transfer component 105 to cool the power battery 3 and then flows into the compressor 101. In the other passenger compartment cooling loop, the refrigerant flows into the evaporator 109 to cool the passenger compartment and then flows into the compressor 101.

[0077] Optionally, as shown in Fig. 13, the vehicle air conditioning system 1 further includes a blower 125 and a one-way valve 124. The inlet of the one-way valve 124 is connected to the outlet of the evaporator 109. The outlet of the one-way valve 124 is connected to the inlet of the compressor 101. The blower 125 is disposed opposite the evaporator 109. It can be understood that the blower 125 can blow the heat released by the evaporator 109 to the passenger compartment, thereby improving the heating effect of the passenger compartment by the vehicle air conditioning system 1.

[0078] In one embodiment, as shown in FIG. 17, the vehicle air conditioning system 1 further includes a second solenoid valve 122. A first end of the second solenoid valve 122 is connected between the inlet of the off-vehicle condenser 103 and the first expansion valve 106. A second end of the second solenoid valve 122 is connected between the inlet of the heat exchanger 104 and the first solenoid valve 108. In a particular embodiment, the first end of the second solenoid valve 122 communicates with the second end of the first expansion valve 106 and the inlet of the off-vehicle condenser 103. The second end of the second solenoid valve 122 communicates with the second end of the first solenoid valve 108 and the inlet of the heat exchanger 104. As shown in FIG. 8, it can be seen that the branch in which the second solenoid valve 122 is located is connected in parallel to the off-vehicle condenser 103 and the branch in which the first solenoid valve 108 is located.

[0079] As shown in FIG. 18, the compressor 101, the in-vehicle condenser 102, the first expansion valve 106, the second solenoid valve 122, and the heat exchanger 104 form a third passenger compartment heating loop. Specifically, when the external environment temperature is very low and the external environment is no longer suitable for use as a heat pump source of the vehicle air conditioning system 1, the refrigerant is pressurized by the compressor 101 to turn into a high-pressure gas refrigerant. After the high-pressure gas refrigerant exchanges heat with the passenger compartment through the in-vehicle condenser 102, the high-pressure gas refrigerant is turned into a high-pressure liquid refrigerant (the refrigerant dissipates heat in the passenger compartment to achieve the technical effect of heating the passenger compartment of the vehicle). The high-pressure liquid refrigerant is depressurized by the first expansion valve 106 to turn into a low-pressure liquid refrigerant. The low-pressure liquid refrigerant flows into the heat exchanger 104 through the second solenoid valve 122. The low pressure liquid coolant absorbs the heat released by the vehicle high pressure heat exchange loop 2 in the heat exchanger 104 and turns into low pressure gas coolant. The low pressure gas coolant then flows into the compressor 101 once more. In this embodiment, the third passenger compartment heating loop absorbs heat from the vehicle high pressure heat exchange loop 2 to heat the passenger compartment, preventing the external low temperature environment from reducing the temperature of the coolant in the off-vehicle condenser 103, thereby increasing the intake pressure of the vehicle air conditioning system 1 and reducing the compression ratio of the compressor 101, and improving the energy efficiency of the vehicle air conditioning system 1.

[0080] In one embodiment, as shown in FIG. 13, the vehicle air conditioning system 1 further includes a liquid collector 123. The inlet of the liquid collector 123 leads to the outlet of the heat conducting component 105 and the coolant outlet of the heat exchanger 104. The outlet of the liquid collector 123 leads to the inlet of the compressor 101. The inlet of the liquid collector 123 leads to the outlet of the heat conducting component 105, the outlet of the evaporator 109, and the outlet of the heat exchanger 104. It can be understood that the liquid collector 123 can implement gas-liquid separation of the coolant to ensure that only gas coolant enters the compressor 101. Therefore, with the design of the liquid collector 123, the cooling and heating effect of the vehicle air conditioning system 1 is guaranteed, and at the same time, the service life of the vehicle air conditioning system 1 is further extended.

[0081] In one embodiment, the heat conduction component 105 is a direct cooling plate integrated into the power battery 3. The direct cooling plate is integrated into the power battery 3 and is in full contact with the surface of the power battery 3, so that the coolant of the vehicle air conditioning system 1 can directly carry out heat exchange with the power battery 3 in the direct cooling plate (including direct evaporation and heat absorption of the coolant in the direct cooling plate), and it can be understood that the heat transfer stage is reduced, the heat loss is small, and the heat exchange efficiency is high. Furthermore, the integration level of the power battery 3 is improved, the energy density of the power battery 3 is effectively increased, and the energy consumption of the entire vehicle is effectively reduced.

[0082] As shown in Fig. 13 and Fig. 17, another embodiment of the present disclosure further provides a vehicle thermal management system, including a vehicle high-pressure heat exchange loop 2, a power battery 3, a self-heating circuit 4, and the above-mentioned vehicle air conditioning system 1. It can be seen that the self-heating circuit 4 can self-heat the power battery 3, the vehicle high-pressure heat exchange loop 2 can be used to reduce the temperature of a vehicle high-voltage device, the vehicle air conditioning system 1 can be used to cool and heat the passenger compartment, and the like, so that the vehicle thermal management system improves the comfort and reliability of the vehicle. Furthermore, the coolant further reduces the temperature of the coolant in the vehicle high-pressure heat exchange loop 2 in the heat exchanger 104, thereby improving the cooling efficiency of the vehicle high-pressure heat exchange loop 2.

[0083] It should be noted that the structure, function and the like of the vehicle high pressure heat exchange loop 2 in the embodiment 2 are the same as the structure, function and the like of the vehicle high pressure heat exchange loop 2 in the above embodiment 1. In order to reduce redundancy, the details will not be described again in this specification.

[0084] Optionally, as shown in Figure 13, the vehicle thermal management system further includes a fan 126 disposed opposite both the off-vehicle condenser 103 and the heat sink 23. Through the rotation of the fan 126, the coolant flowing through the off-vehicle condenser 103 more easily transfers heat to the external environment, and the coolant flowing through the heat sink 23 more easily transfers heat to the external environment.

[0085] It should be noted that when the various cooling and heating loops in the vehicle air conditioning system 1 and vehicle thermal management system of the present disclosure are operated, it is only necessary to control the solenoid valves, expansion valves, and the like on the corresponding loops to be turned on, and control the solenoid valves, expansion valves, and the like on the other loops to be turned off. Furthermore, through the on / off control of the solenoid valves and expansion valves in the present disclosure, any one, two, or three or more loops may be in operation at the same time, which is also within the scope of protection of the present disclosure.

[0086] EMBODIMENT 3

[0087] FIG. 19 is a schematic structural diagram of a thermal management system with one heat exchange loop according to an embodiment of the present disclosure.

[0088] As shown in FIG. 19, the thermal management system 1 includes one heat exchange loop 2 and a valve assembly 3 .

[0089] FIG. 20 is a schematic structural diagram of a thermal management system with one heat exchange loop according to another embodiment of the present disclosure.

[0090] As shown in FIG. 20, the thermal management system 1 includes a plurality of heat exchange loops 2 and a valve assembly 3 .

[0091] 19 and 20, each heat exchange loop 2 includes a heat pump device 21, a heat absorption heat exchanger 22, and a heat supply heat exchanger 23, which are connected in series. The heat exchange loop 2 may include the passenger compartment heating loop and / or the battery pack heat exchange loop described above. Heat absorption and heat supply are relative terms. The heat absorption heat exchanger 22 is a heat exchanger that absorbs heat from the outside, and the heat supply heat exchanger 23 is a heat exchanger that supplies heat to the outside.

[0092] Referring to FIG. 20, when multiple heat exchange loops 2 are provided, the multiple heat exchange loops 2 share a heat pump device 21 .

[0093] The heat absorption heat exchanger 22 includes at least one of an on-board heat exchanger 221 (which may be the on-board condenser 102 described above) and a battery pack heat exchanger 222 (which may include the heat transfer components described above).

[0094] In some implementations, when the heat absorption heat exchanger 22 is the interior heat exchanger 221, the heat supply heat exchanger 23 includes at least one of the battery pack heat exchanger 222, the exterior heat exchanger 223 (which may be the exterior condenser 103 described above), and the motor electrical control assembly heat exchanger 224 (which may include the vehicle high pressure heat exchange loop 2 and a heat exchanger connected thereto described above). In this implementation, the heat exchange loop 2 is used to perform interior heating.

[0095] In some other implementations, when the heat absorption heat exchanger 22 is a battery pack heat exchanger 222, the heat supply heat exchanger 23 includes at least one of an exterior heat exchanger 223 and a motor electrical control assembly heat exchanger 224. In this implementation, the heat exchange loop 2 is used to perform battery pack heating.

[0096] It should be understood that when the heat absorption heat exchanger 22 is the vehicle interior heat exchanger 221, the thermal management system 1 indicates that the vehicle interior heating can be performed. At least one of the battery pack heat exchanger 222, the exterior heat exchanger 223, and the motor electric control assembly heat exchanger 224 may be selected as the heat supply heat exchanger 23 according to the actual case to supply heat to the vehicle interior heat exchanger 221 through the heat exchange loop 2, thereby performing the vehicle interior heating. Similarly, when the heat absorption heat exchanger 22 is the battery pack heat exchanger 222, the thermal management system 1 indicates that the battery pack heating can be performed. At least one of the exterior heat exchanger 223 and the motor electric control assembly heat exchanger 224 may be selected as the heat supply heat exchanger 23 according to the actual case to supply heat to the battery pack heat exchanger 222 through the heat exchange loop 2, thereby performing the battery pack heating. It should be noted that the principle or process of heat exchange will be described in detail in the following implementation form.

[0097] In an embodiment of the present disclosure, a valve assembly 3 in the thermal management system 1 is configured to turn the heat exchange loop 2 on and off.

[0098] It should be noted that when multiple heat exchange loops 2 are provided, the selection of the heat absorption heat exchanger 22 and the heat supply heat exchanger 23 may be different according to different heat exchange cases. In other words, the on / off of the multiple heat exchange loops 2 may be different according to different heat exchange requirements. In this embodiment, the on or off of the heat exchange loops 2 may be implemented through the valve assembly 3.

[0099] Thus, the present disclosure provides a thermal management system 1 different from that of the prior art. A heat exchange loop 2 is arranged, and a heat pump device 21, a heat absorption heat exchanger 22, and a heat supply heat exchanger 23 connected in series are arranged on the heat exchange loop 2. The heat absorbed by the heat pump device 21 from the heat supply heat exchanger 23 is transferred to the heat absorption heat exchanger 22, so that the heat exchange can be completed without another heating source, thereby reducing the implementation cost of the system and reducing the occupied vehicle arrangement space. Furthermore, the on / off of the heat exchange loop 2 is performed by arranging a valve assembly 3 to perform interior heating and / or battery pack heating, thereby improving the operating flexibility.

[0100] FIG. 21 is a schematic structural diagram of a thermal management system according to an example of the present disclosure.

[0101] As an example, as shown in FIG. 21, a heat pump device 21 can include a gas-liquid separator 212 and a compressor 211 connected in series.

[0102] Specifically, referring to FIG. 21, a compressor 211 is connected proximate to the inlet end of the heat absorption heat exchanger 22, and a gas-liquid separator 212 is connected proximate to the outlet end of the heat supply heat exchanger .

[0103] In practical applications, the gas-liquid separator 212 (i.e., the liquid collector mentioned above) can perform condensate recovery or vapor phase purification on the gas containing a small amount of condensate. In this example, the gas-liquid separator 212 is connected in series with the compressor 211, so that liquid shock in the compressor 211 can be prevented, and the oil in the compressor 211 can be prevented from being diluted with an excessive amount of refrigerant.

[0104] The compressor 211 is used as the core component of the heat pump device 21, in which the sucked in low temperature or low pressure refrigerant fluid vapor is compressed to increase the temperature and pressure, and the refrigerant is discharged to another thermal management component.

[0105] FIG. 22 is a partial schematic structural diagram of a thermal management system according to a first specific embodiment of the present disclosure.

[0106] In some embodiments of the present disclosure, the heat absorption heat exchanger 22 includes an interior heat exchanger 221, the heat supply heat exchanger 23 includes a battery pack heat exchanger 222, and the valve assembly 3 includes a first solenoid valve 31, a second solenoid valve 33, and a third solenoid valve 36.

[0107] 22, the discharge end of the heat pump device 21 can be connected to the inlet end of the interior heat exchanger 221 by a first solenoid valve 31. The discharge end of the interior heat exchanger 221 is connected to a first end of the battery pack heat exchanger 222 by a second solenoid valve 33. The second end of the battery pack heat exchanger 222 is connected to the inlet end of the heat pump device 21 by a third solenoid valve 36. The first end of the battery pack heat exchanger 222 is the inlet end, and the second end of the battery pack heat exchanger 222 is the discharge end.

[0108] FIG. 23 is a partial schematic structural diagram of a thermal management system according to a second specific embodiment of the present disclosure.

[0109] In some embodiments of the present disclosure, the heat absorption heat exchanger 22 includes an on-board heat exchanger 221, the heat supply heat exchanger 23 includes an on-board heat exchanger 223, and the valve assembly 3 includes a first solenoid valve 31 and a fourth solenoid valve 34.

[0110] 23 , the discharge end of the heat pump device 21 is connected to the inlet end of the interior heat exchanger 221 by the first solenoid valve 31. The discharge end of the interior heat exchanger 221 is connected to the inlet end of the exterior heat exchanger 223 by the fourth solenoid valve 34. The discharge end of the exterior heat exchanger 223 is connected to the inlet end of the heat pump device 21.

[0111] FIG. 24 is a partial schematic structural diagram of a thermal management system according to a third specific embodiment of the present disclosure.

[0112] In some embodiments of the present disclosure, the heat absorption heat exchanger 22 includes an in-vehicle heat exchanger 221, the heat supply heat exchanger 23 includes a motor electrical control assembly heat exchanger 224, and the valve assembly 3 includes a first solenoid valve 31 and a fifth solenoid valve 35.

[0113] 24, the discharge end of the heat pump device 21 is connected to the inlet end of the interior heat exchanger 221 by the first solenoid valve 31. The discharge end of the interior heat exchanger 221 is connected to the inlet end of the motor electric control assembly heat exchanger 224 by the fifth solenoid valve 35. The discharge end of the motor electric control assembly heat exchanger 224 is connected to the inlet end of the heat pump device 21.

[0114] In this way, when the heat absorption heat exchanger 22 includes an interior heat exchanger 221, in order to meet the heat absorption requirements of the interior heat exchanger 221, at least one of the battery pack heat exchanger 222, the exterior heat exchanger 223, and the motor electrical control assembly heat exchanger 224 may be determined as a heat supply heat exchanger 23 for absorbing at least one of the heat of the exterior heat exchanger 223, the heat of the motor electrical control assembly heat exchanger 224, and the heat of the battery pack heat exchanger 222, and dissipating heat inside the vehicle, so that interior heating can be performed without a separate heating source, thereby reducing implementation costs and reducing the occupancy rate of the vehicle's installation space.

[0115] FIG. 25 is a partial schematic structural diagram of a thermal management system according to a fourth specific embodiment of the present disclosure.

[0116] In some embodiments of the present disclosure, the heat absorption heat exchanger 22 includes a battery pack heat exchanger 222, the heat supply heat exchanger 23 includes an exterior heat exchanger 223, and the valve assembly 3 includes a sixth solenoid valve 32 and a fourth solenoid valve 34.

[0117] Specifically, referring to FIG. 25 , the discharge end of the heat pump device 21 is connected to a second end of the battery pack heat exchanger 222 by a sixth solenoid valve 32. The first end of the battery pack heat exchanger 222 is connected to an inlet end of the exterior heat exchanger 223 by a fourth solenoid valve 34. The discharge end of the exterior heat exchanger 223 is connected to the inlet end of the heat pump device 21. The first end of the battery pack heat exchanger 222 is the discharge end and the second end is the inlet end.

[0118] It should be known that a battery pack is formed by many cells. Lithium batteries are used for the cells. The performance of such batteries is very sensitive to temperature. Especially in a very low temperature environment, the battery discharging and charging process is very harmful to the battery. Therefore, it is very necessary to properly heat the battery pack in a low temperature environment. For example, for an electric vehicle in real life, when the environment temperature is very low (e.g., below 0°C), it is necessary to properly heat the battery pack before the vehicle is started.

[0119] FIG. 26 is a partial schematic structural diagram of a thermal management system according to a fifth specific embodiment of the present disclosure.

[0120] In some embodiments of the present disclosure, the heat absorption heat exchanger 22 includes a battery pack heat exchanger 222, the heat supply heat exchanger 23 includes a motor electrical control assembly heat exchanger 224, and the valve assembly 3 includes a sixth solenoid valve 32 and a fifth solenoid valve 35.

[0121] Specifically, referring to FIG. 26, the discharge end of the heat pump device 21 is connected to a second end of the battery pack heat exchanger 222 by a sixth solenoid valve 32. The first end of the battery pack heat exchanger 222 is connected to an inlet end of the motor electrical control assembly heat exchanger 224 by a fifth solenoid valve 35. The discharge end of the motor electrical control assembly heat exchanger 224 is connected to an inlet end of the heat pump device 21. The first end of the battery pack heat exchanger 222 is the discharge end and the second end is the inlet end.

[0122] In this way, when the heat absorption heat exchanger 22 includes the battery pack heat exchanger 222, at least one of the exterior heat exchanger 223 and the motor electric control assembly heat exchanger 224 may be determined as the heat supply heat exchanger 23 to absorb at least one of the heat of the exterior heat exchanger 223 and the heat of the motor electric control assembly heat exchanger 224 and provide heat to the battery pack heat exchanger 222 to meet the heating requirements of the battery pack, so that the battery pack heating can be performed without another heating source, thereby improving the energy utilization of the whole vehicle at low temperatures. For a battery electric vehicle in practical application, when the battery pack has enough heat, the fuel efficiency of the vehicle at low temperatures can be improved, thereby ensuring the travel experience.

[0123] FIG. 27 is a schematic structural diagram of a thermal management system according to a specific embodiment of the present disclosure.

[0124] As shown in FIG. 27, according to some embodiments of the present disclosure, the valve assembly 3 can include a first solenoid valve 31, a second solenoid valve 33, a third solenoid valve 36, a fourth solenoid valve 34, a fifth solenoid valve 35, and a sixth solenoid valve 32.

[0125] Specifically, as shown in FIG. 22 to FIG. 27, the discharge end of the heat pump device 21 is connected to one end of a first solenoid valve 31 to form a first node. The other end of the first solenoid valve 31 is connected to an inlet end of an interior heat exchanger 221. The discharge end of the interior heat exchanger 221 is connected to one end of a second solenoid valve 33 to form a second node. The other end of the second solenoid valve 33 is connected to a first end of a battery pack heat exchanger 222. The second end of the battery pack heat exchanger 222 is connected to one end of a third solenoid valve 36 to form a third node. The other end of the third solenoid valve 36 is connected to an inlet end of the heat pump device 21.

[0126] In some embodiments, the second node is further connected to one end of the fourth solenoid valve 34 and one end of the fifth solenoid valve 35. The other end of the fourth solenoid valve 34 is connected to the inlet end of the exterior heat exchanger 223. The discharge end of the exterior heat exchanger 223 is connected to the inlet end of the heat pump device 21. The other end of the fifth solenoid valve 35 is connected to the inlet end of the motor electric control assembly heat exchanger 224. The discharge end of the motor electric control assembly heat exchanger 224 is connected to the inlet end of the heat pump device 21. The first node is further connected to one end of the sixth solenoid valve 32. The other end of the sixth solenoid valve 32 is connected to the third node. The first end of the battery pack heat exchanger 222 is further connected to the second node.

[0127] In this way, the thermal management system 1 can perform in-vehicle heating through three heat exchange loops 2, and can also perform battery pack heating through two heat exchange loops 2. The heat exchange loops 2 share the heat pump device 21, and the exterior heat exchanger 223 and the motor electric control assembly heat exchanger 224 are reused. Furthermore, no additional heat source needs to be added, which occupies a small space and is low in cost.

[0128] For example, as shown in FIG. 27, the valve assembly 3 may further include a first one-way valve 301, a second one-way valve 302, a third one-way valve 303, a fourth one-way valve 304, a fifth one-way valve 305, and a throttle valve 306.

[0129] Specifically, referring to FIG. 27, a first one-way valve 301 is connected between a first end of the battery pack heat exchanger 222 and the second node, the first one-way valve 301 facing away from the battery pack heat exchanger 222. A second one-way valve 302 is connected between the battery pack heat exchanger 222 and the second solenoid valve 33. The second one-way valve 302 facing towards the battery pack heat exchanger 222. A third one-way valve 303 is connected between the third solenoid valve 36 and the inlet end 21 of the heat pump device. The third one-way valve 303 facing towards the heat pump device 21. A fourth one-way valve 304 is connected between the discharge end of the exterior heat exchanger 223 and the inlet end of the heat pump device 21. The fourth one-way valve 304 facing towards the heat pump device 21. The fifth one-way valve 305 is connected between the discharge end of the motor electrical control assembly heat exchanger 224 and the inlet end of the heat pump device 21. The fifth one-way valve 305 faces towards the heat pump device 21.

[0130] In this example, one-way valves are used to prevent oil flow from going in the opposite direction and / or to prevent compressed air from flowing in the opposite direction.

[0131] As a possible implementation, referring to FIG. 27, one end of the throttle valve 306 is connected to the first one-way valve 301 and the discharge end of the in-vehicle heat exchanger 221, and the other end of the throttle valve 306 is connected to the second node.

[0132] In this implementation, the throttle valve 306 is used to control the flow rate of fluid in the heat exchange loop 2 to provide control over the amount, speed, and the like of energy to be transferred.

[0133] FIG. 28 is a schematic structural diagram of a battery pack heat exchanger according to an example of the present disclosure.

[0134] As shown in FIG. 28, by way of example, the battery pack heat exchanger 222 may include a plate heat exchanger 2221, a battery pack liquid cooling heat exchange plate 2222, and a water pump 2223.

[0135] The plate heat exchanger 2221 has a first flow path and a second flow path. The first flow path is connected to the corresponding heat exchange loop 2. The second flow path is connected in series to the battery pack liquid cooling heat exchange plate 2222 and the water pump 2223.

[0136] Optionally, in practical applications, temperature sensors, flow sensors, and other components are added to the flow paths to monitor and adjust the temperature and flow rate of the coolant in the corresponding paths at any time to facilitate control of the thermal management system 1.

[0137] FIG. 29 is a schematic structural diagram of a battery pack heat exchanger according to another example of the present disclosure.

[0138] As another example, the battery pack heat exchanger 222 can include a battery pack direct cooling direct heating heat exchange plate 2224, as shown in FIG.

[0139] Specifically, the battery pack direct cooling direct heating heat exchange plate 2224 is connected to the corresponding heat exchange loop 2.

[0140] Optionally, throttle valves, pressure sensors, temperature sensors, and other components may be further added to the flow path to facilitate control of the thermal management system 1.

[0141] Therefore, the thermal management system 1 provided in the embodiment of the present disclosure can be used in a battery pack liquid cooling system, and may also be used in a battery pack direct cooling and direct heating system. Different installation styles may be selected according to different actual cases, so that the system has strong applicability.

[0142] FIG. 30 is a schematic structural diagram of a thermal management system according to another embodiment of the present disclosure.

[0143] In some embodiments of the present disclosure, the thermal management system 1 may further include a battery pack self-heating device 4, as shown in FIG.

[0144] FIG. 31 is a schematic structural diagram of a battery pack self-heating device according to an example of the present disclosure.

[0145] As an example, referring to FIG. 31 , the battery pack self-heating device 4 can include a battery pack 41 and a motor electrical control assembly 42 .

[0146] The battery pack 41 (i.e., the power battery 3 in the above embodiment 1 and embodiment 2) may include a first cell group 411 and a second cell group 412 connected in series. The motor electrical control assembly 42 may include a motor 421 and a motor controller 422.

[0147] 31, the positive and negative buses of the motor controller 422 are respectively connected to the positive and negative electrodes of the battery pack 41. The ends of the three-phase coils of the motor 421 are respectively connected to the midpoints of the three-phase bridge arms of the motor controller 422. The other ends of the three-phase coils are all connected to the series connection points between the first cell group 411 and the second cell group 412.

[0148] For example, in the battery pack self-heating device 4, when the motor controller 422 controls the switch frequency of the three-phase bridge arm of the motor controller 422 according to a certain frequency. A high-frequency alternating current flows through the connecting wire harness. The first cell group 411 and the second cell group 412 in the battery pack 41 can be charged and discharged with high-frequency oscillation to trigger the self-heating of the battery pack 41.

[0149] Further, in some implementations, a portion of the heat generated from self-heating of the battery pack 41 is further transferred through a thermally conductive structure to the battery pack liquid cooling heat exchange plate 2222 or the battery pack direct cooling direct heating heat exchange plate 2224 provided in the previous examples of the present disclosure.

[0150] For example, the battery pack liquid cooling heat exchange plate 2222 may be coupled to the cell group through a thermally conductive structure (e.g., a thermally conductive structural adhesive or a thermally conductive gel) to effect heat exchange between the battery pack liquid cooling heat exchange plate 2222 and the cell group. Alternatively, the battery pack direct cooling direct heating heat exchange plate 2224 may be coupled to the cell group through a thermally conductive structure to effect heat exchange between the battery pack direct cooling direct heating heat exchange plate 2224 and the cell group.

[0151] In this way, in the operation process of the battery pack self-heating device 4, self-heating of the battery pack 41 may be triggered, and the temperature is balanced between different cell groups inside the battery pack 41 and between different cells inside the cell groups, thereby improving the balance of heat exchange on the heat exchange loop 2.

[0152] In some implementations, the high-frequency AC current flows through the motor 421 and the three-phase bridge arm of the motor controller 422, so that the motor 421 and the motor controller 422 also generate some heat. Through the cooling loop of the motor electric control assembly 42, the heat generated by the motor 421 and the motor controller 422 is transferred to the motor electric control assembly heat exchanger 224. When the passenger compartment in the vehicle has a heating requirement, the heat pump device 21 can absorb the heat from the motor electric control assembly heat exchanger 224, and the residual heat generated in the running process of the motor electric control assembly 42 is transferred to the passenger compartment in the vehicle to implement the passenger compartment heating, which alleviates the defect that the passenger compartment in the thermal management system 1 in the prior art has insufficient heat absorption ability in low temperature environment, thereby improving the energy utilization of the entire vehicle at low temperature and reducing the energy consumption. For a battery electric vehicle in real life, the fuel efficiency of the vehicle at low temperature can be further improved.

[0153] Furthermore, the enhanced cooling capacity of the motor electric control assembly 42 improves the overcurrent tolerance, which helps to increase the current in the heating process of the battery pack self-heating device 4, thereby improving the self-heating energy efficiency of the battery pack. Furthermore, under comparable self-heating current conditions, the enhanced cooling capacity of the motor electric control assembly 42 can correspondingly reduce the overcurrent area of ​​the motor electric control assembly 42, which helps to reduce the weight of the motor electric control assembly 42, thereby further reducing the implementation cost of the thermal management system 1.

[0154] Furthermore, in some embodiments, in a low temperature environment, when it is detected that the motor electric control assembly 42 has a high temperature and a lot of residual heat, even if the battery pack 41 does not have a heating requirement at present, the thermal management system 1 provided in the embodiments of the present disclosure can intelligently detect the temperature of the battery pack 41, and if the temperature of the battery pack 41 is not excessively high, the residual heat generated during the running of the motor electric control assembly 42 will be transferred to the battery pack to reheat the battery pack 41 and increase the temperature of the battery pack 41, thereby improving the charging and discharging performance of the battery pack 41 at low temperatures, properly distributing the heat source, and reducing the energy consumption of the entire vehicle. For a battery electric vehicle in real life, the fuel efficiency of the vehicle at low temperatures can be further improved.

[0155] In summary, for the thermal management system 1 provided in the embodiment of the present disclosure, the battery pack heat exchanger 222, the exterior heat exchanger 223, and the motor electric control assembly heat exchanger 224 are arranged, so that the interior heating and / or the battery pack heating can be performed without another heating source, thereby improving the energy utilization of the whole vehicle at low temperatures, reducing the energy consumption, and further reducing the implementation cost of the system. Furthermore, the battery pack heat exchanger 222 provided in the embodiment of the present disclosure may be used in the battery pack liquid cooling system, and may be used in the battery pack direct cooling and direct heating system, so that the thermal management system 1 has strong applicability. Furthermore, the battery pack self-heating device 4 is arranged, so that the balance of heat exchange on the heat exchange loop 2 is guaranteed while the self-heating of the battery pack is triggered, thereby further improving the operation safety and reliability of the thermal management system 1.

[0156] The present disclosure further provides a control method for a thermal management system, which may be used in the thermal management system provided in the aforementioned embodiments of the present disclosure.

[0157] FIG. 32 is a flow chart of a control method for a thermal management system according to an embodiment of the present disclosure.

[0158] As shown in FIG. 32, a control method for a thermal management system may include the following steps.

[0159] S1401: A thermal management command is received.

[0160] S1402: Controlling the thermal management system according to the thermal management command to perform vehicle interior heating and / or battery pack heating.

[0161] Specifically, when different thermal management commands are received, the control methods for the thermal management system are different. As an example, when the thermal management command is interior heating, the interior heating may be implemented through a corresponding heat exchange loop in the thermal management system. As another example, when the thermal management command is battery pack heating, the battery pack heating may be implemented through a corresponding heat exchange loop in the thermal management system. As yet another example, when the thermal management command is interior heating and battery pack heating, the interior heating and battery pack heating may be implemented through a corresponding heat exchange loop in the thermal management system, and the battery pack heating may be implemented through a battery pack self-heating device in the thermal management system. In this way, various heat exchange and heating requirements can be met.

[0162] FIG. 33 is a flowchart of step S1402 in a control method for a thermal management system according to an embodiment of the present disclosure.

[0163] As shown in FIG. 33, controlling the thermal management system according to the thermal management instructions to perform cabin heating and / or battery pack heating may include the following steps.

[0164] S1501: Controlling a compressor in a heat pump device to be turned on.

[0165] S1502: If the thermal management command is a vehicle interior heating command, a first target heat exchange loop is determined according to an outside vehicle ambient temperature, a motor electric control assembly temperature, and a battery pack temperature, and the first target heat exchange loop is controlled to operate to perform vehicle interior heating.

[0166] In some embodiments, determining the first target heat exchange loop according to the exterior environment temperature, the motor electric control assembly temperature, and the battery pack temperature may include the following steps: if the exterior environment temperature is equal to or greater than a first preset temperature, the first target heat exchange loop is determined to be a first heat exchange loop, and the first heat exchange loop is a heat exchange loop in which an interior heat exchanger and an exterior heat exchanger are located.

[0167] In other words, when the outside environment temperature is equal to or higher than the first preset temperature, it indicates that the current inside environment condition can meet the inside heating requirement. The thermal management system in the above embodiment of the present disclosure is controlled to turn on the first heat exchange loop (in other words, the heat exchange loop in which the inside heat exchanger and the outside heat exchanger are located) and turn off the other heat exchange loops. Referring to FIG. 27, the first solenoid valve 31 and the fourth solenoid valve 34 are controlled to be turned on, and the other solenoid valves are controlled to be turned off.

[0168] For example, in a low temperature environment, when the thermal management command is an in-vehicle heating command, indicating that the interior passenger compartment has a heat absorption requirement, and simultaneously detecting that the exterior environment temperature is equal to or higher than a first preset temperature and meets the heat supply condition, the thermal management system in the above-mentioned embodiment may be controlled to absorb heat in the exterior heat exchanger, and the heat is released in the passenger compartment to meet the heat absorption requirement of the interior passenger compartment, so as to complete the exchange of heat between the inside and outside of the vehicle, thereby implementing in-vehicle heating.

[0169] In the operation process of the first heat exchange loop, if the outside environment temperature is lower than a first preset temperature or the outside environment temperature is lower than a second preset temperature, the first target heat exchange loop is determined according to the motor electric control assembly temperature and the battery pack temperature, in this case, the second preset temperature is lower than the first preset temperature.

[0170] In other words, when the exterior environment temperature is unable or no longer able to meet the interior heating requirements, the first target heat exchange loop may be determined or reselected according to the motor electrical control assembly temperature and the battery pack temperature.

[0171] Optionally, the first preset temperature and the second preset temperature are determined according to the actual heat exchange capacity of the thermal management system at different environmental temperatures and the interior heating requirements.

[0172] For example, in the working process of the first heat exchange loop, if the outside environment temperature is equal to or higher than the second preset temperature, this indicates that the thermal management system can still absorb enough heat from the environment, in this case, the current solenoid valves (i.e., the first solenoid valve 31 and the fourth solenoid valve 34) remain in the on state, and when a heating turn-off command is received, the compressor is controlled to be turned off, the first solenoid valve 31 and the fourth solenoid valve 34 return to the off state, and the heating of the passenger compartment is turned off.

[0173] In some embodiments, in the operation process of the first heat exchange loop, determining the first target heat exchange loop according to the motor electrical control assembly temperature and the battery pack temperature when the outside-vehicle environmental temperature is less than a first preset temperature or when the outside-vehicle environmental temperature is less than a second preset temperature may include determining that the first target heat exchange loop is a second heat exchange loop when the motor electrical control assembly temperature is higher than a third preset temperature, wherein the second heat exchange loop is a heat exchange loop in which the in-vehicle heat exchanger and the motor electrical control assembly heat exchanger are located.

[0174] In other words, in the operation process of the first heat exchange loop, when the outside environment temperature is lower than the first preset temperature or the outside environment temperature is lower than the second preset temperature, this indicates that the current inside environment condition is unable to meet the inside heating requirement. Nevertheless, in this case, when it is detected that the motor electric control assembly temperature is higher than the third preset temperature, this indicates that the heat of the motor electric control assembly at the current time is able to meet the inside heating requirement. The thermal management system in the above-mentioned embodiment of the present disclosure may be controlled to turn on the second heat exchange loop (in other words, the heat exchange loop in which the inside heat exchanger and the motor electric control assembly heat exchanger are placed) and turn off the other heat exchange loops. Referring to FIG. 27, the first solenoid valve 31 and the fifth solenoid valve 35 are controlled to be turned on, and the other solenoid valves are controlled to be turned off.

[0175] For example, in a low temperature environment, when the thermal management command is a vehicle interior heating command, and it is detected that the exterior environment temperature does not satisfy the heat supply condition but the motor electrical control assembly temperature is higher than a third preset temperature and satisfies the heat supply condition, the thermal management system in the above-mentioned embodiment may be controlled to absorb heat in the motor electrical control assembly, and the heat is released in the passenger compartment to meet the heat absorption requirements of the passenger compartment, thereby implementing vehicle interior heating.

[0176] In the operation process of the second heat exchange loop, if the motor electrical control assembly temperature is less than the third preset temperature or the motor electrical control assembly temperature is less than the fourth preset temperature, the first target heat exchange loop is determined according to the battery pack temperature, in this case, the fourth preset temperature is less than the third preset temperature.

[0177] In other words, when it is determined that the exterior environment temperature is unable or no longer able to meet the interior heating requirements and at the same time the current motor electrical control assembly temperature is unable or no longer able to meet the interior heating requirements, the first target heat exchange loop may be determined or reselected according to the battery pack temperature.

[0178] Optionally, the third preset temperature and the fourth preset temperature are determined according to the actual heat exchange capacity of the motor electric control assembly at different environmental temperatures and the in-vehicle heating requirements.

[0179] For example, in the working process of the second heat exchange loop, if the motor electric control assembly temperature is equal to or higher than the fourth preset temperature, this indicates that the thermal management system can still absorb enough heat from the motor electric control assembly, in this case, the current solenoid valves (i.e., the first solenoid valve 31 and the fifth solenoid valve 35) remain in the on state, and when a heating turn-off command is received, the compressor is controlled to be turned off, the first solenoid valve 31 and the fifth solenoid valve 35 return to the off state, and the heating of the cabin is turned off.

[0180] In some embodiments, in the operation process of the second heat exchange loop, determining the first target heat exchange loop according to the battery pack temperature when the motor electrical control assembly temperature is less than a third preset temperature or when the motor electrical control assembly temperature is less than a fourth preset temperature may include determining that the first target heat exchange loop is the third heat exchange loop when the battery pack temperature is equal to or greater than a fifth preset temperature, wherein the third heat exchange loop is the heat exchange loop in which the in-vehicle heat exchanger and the battery pack heat exchanger are located.

[0181] In other words, in the operation process of the first heat exchange loop, when the outside environment temperature is lower than the first preset temperature or the outside environment temperature is lower than the second preset temperature, this indicates that the current inside environment condition is unable to meet the inside heating requirements.Furthermore, in the operation process of the second heat exchange loop, when the motor electric control assembly temperature is lower than the third preset temperature or the motor electric control assembly temperature is lower than the fourth preset temperature, this indicates that the running heat of the motor electric control assembly at the current time is also unable to meet the inside heating requirements.

[0182] Nevertheless, in this case, when the battery pack temperature (which may be the lowest temperature of the temperatures detected at the battery pack locations) is detected to be equal to or higher than the fifth preset temperature, this indicates that the current battery pack temperature can meet the vehicle interior heating requirement. The thermal management system in the above-mentioned embodiment of the present disclosure may be controlled to turn on the third heat exchange loop (in other words, the heat exchange loop in which the vehicle interior heat exchanger and the battery pack heat exchanger are located) and turn off the other heat exchange loops. Referring to FIG. 27, the first solenoid valve 31, the second solenoid valve 33, and the third solenoid valve 36 are controlled to be turned on, and the other solenoid valves are controlled to be turned off.

[0183] For example, in a low temperature environment, when the thermal management command is a vehicle interior heating command, and neither the vehicle exterior environment temperature nor the motor electrical control assembly temperature meets the heat supply condition, and it is detected in this case that the battery pack temperature is equal to or higher than the fifth preset temperature and meets the heat supply condition, the thermal management system in the above-mentioned embodiment may be controlled to absorb heat from the battery pack, and the heat is released into the passenger compartment to meet the heat absorption requirement of the passenger compartment, thereby implementing vehicle interior heating.

[0184] In the operation process of the third heat exchange loop, if the battery pack temperature is less than the fifth preset temperature or the battery pack temperature is less than the sixth preset temperature, it is determined that the first target heat exchange loop includes the second heat exchange loop and the third heat exchange loop, and the sixth preset temperature is less than the fifth preset temperature.

[0185] Optionally, if it is necessary to ensure that the battery pack has sufficient charging and discharging performance, the fifth preset temperature and the sixth preset temperature are determined according to the actual heat exchange capacity of the battery pack heat exchanger at different environmental temperatures and the vehicle interior heating requirements.

[0186] For example, in the operation process of the third heat exchange loop, if the battery pack temperature is equal to or higher than the sixth preset temperature, this indicates that the thermal management system can still absorb enough heat from the battery pack. The current solenoid valves (i.e., the first solenoid valve 31, the second solenoid valve 33, and the third solenoid valve 36) remain in the on state, and when a heating turn-off command is received, the compressor is controlled to be turned off, the first solenoid valve 31, the second solenoid valve 33, and the third solenoid valve 36 are turned off, and the other solenoid valves remain off. If the battery pack heat exchanger is a battery liquid cooling system, the water pump needs to be further controlled to stop rotating to turn off the passenger compartment heating.

[0187] In this way, after a vehicle interior heating command is received, an appropriate heat exchange loop may be selected as the first target heat exchange loop according to the current exterior environment temperature, the motor electrical control assembly temperature, and the battery pack temperature, and the determined heat exchange loop may be controlled to operate to perform vehicle interior heating.

[0188] It should be noted that in some embodiments, the thermal management system can further include a battery pack self-heating device. In the operation process of the third heat exchange loop, when the battery pack temperature is less than the fifth preset temperature or the battery pack temperature is less than the sixth preset temperature, the battery pack self-heating device is controlled to operate.

[0189] Through the thermal management system in the above-mentioned embodiment of the present disclosure, since the battery pack self-heating device correspondingly includes the battery pack and the motor electric control assembly, when the battery pack self-heating device operates, both the second heat exchange loop (in other words, the heat exchange loop in which the vehicle interior heat exchanger and the motor electric control assembly heat exchanger are located) and the third heat exchange loop (in other words, the heat exchange loop in which the vehicle interior heat exchanger and the battery pack heat exchanger are located) need to be turned on, and the other heat exchange loops need to be turned off. In this way, it can be determined that the first target heat exchange loop includes the second heat exchange loop and the third heat exchange loop.

[0190] In the simultaneous operation process of the second heat exchange loop and the third heat exchange loop, if the battery pack temperature is lower than the seventh preset temperature and the motor electrical control assembly temperature is equal to or higher than the third preset temperature, the battery pack self-heating device, the second heat exchange loop, and the third heat exchange loop are all controlled to stop operating, and the process returns to the step of determining the first target heat exchange loop according to the motor electrical control assembly temperature and the battery pack temperature.

[0191] Optionally, the seventh preset temperature is a battery pack protection temperature, which is used to avoid over-temperature of the battery pack after self-heating of the battery pack is triggered.

[0192] In other words, in the operation process of the battery pack self-heating device, the second heat exchange loop and the third heat exchange loop operate simultaneously. When the battery pack temperature (which may be the highest temperature of the temperatures at the multiple detection points of the battery pack) is lower than the seventh preset temperature and the motor electric control assembly temperature is equal to or higher than the third preset temperature, this indicates that in this case, the motor electric control assembly temperature is already capable of meeting the vehicle interior heating requirements. In order to avoid the over-temperature of the battery pack, there is no need to continue to perform the self-heating work of the battery pack, and the battery pack self-heating device is controlled to stop operating.

[0193] For example, in the simultaneous operation process of the second heat exchange loop and the third heat exchange loop, if the battery pack temperature is equal to or higher than the seventh preset temperature, the battery pack self-heating device, the second heat exchange loop, and the third heat exchange loop are all controlled to stop operating, and the process returns to the step of determining the first target heat exchange loop according to the motor electric control assembly temperature and the battery pack temperature.

[0194] As yet another example, in the simultaneous working process of the second heat exchange loop and the third heat exchange loop, if the battery pack temperature is still below the seventh preset temperature and the motor electric control assembly temperature is still below the third preset temperature, it is determined that the motor electric control assembly temperature is low, the heat pump system still needs to absorb heat from the battery pack, and the current solenoid valves (i.e., the first solenoid valve 31, the second solenoid valve 33, the third solenoid valve 36, and the fifth solenoid valve 35) remain in the on state. When a warming turn-off command is received, the battery self-heating is stopped, and the first solenoid valve 31, the second solenoid valve 33, the third solenoid valve 36, and the fifth solenoid valve 35 are turned off, and the other solenoid valves remain off. If the battery pack heat exchanger is a battery liquid cooling system, the water pump will stop spinning and the compressor will be controlled to turn off to turn off passenger compartment heating.

[0195] In this way, after a vehicle interior heating command is received, if none of the exterior ambient temperature, the motor electrical control assembly temperature, and the battery pack temperature can meet the heat exchange requirements, the battery pack self-heating device is controlled to operate, thereby performing vehicle interior heating.

[0196] S1503: If the thermal management command is a battery pack heating command, determine a second target heat exchange loop according to an outside vehicle environmental temperature, and control the second target heat exchange loop to operate to perform battery pack heating.

[0197] In some embodiments, determining the second target heat exchange loop according to the exterior ambient temperature may include determining that the second target heat exchange loop is the fourth heat exchange loop if the exterior ambient temperature is greater than or equal to an eighth preset temperature, wherein the fourth heat exchange loop is the heat exchange loop in which the battery pack heat exchanger and the exterior heat exchanger are located.

[0198] In other words, when the outside environment temperature is equal to or higher than the eighth preset temperature, this indicates that the current inside environment condition can meet the heating requirements of the battery pack. The thermal management system in the above-mentioned embodiment of the present disclosure is controlled to turn on the fourth heat exchange loop (in other words, the heat exchange loop in which the battery pack heat exchanger and the outside heat exchanger are located) and turn off the other heat exchange loops. Referring to FIG. 27, the sixth solenoid valve 32 and the fourth solenoid valve 34 are controlled to be turned on, and the other solenoid valves are controlled to be turned off.

[0199] For example, in a low temperature environment, when the thermal management command is a battery pack heating command, indicating that the battery pack has a heating requirement, and simultaneously detecting that the exterior environment temperature is equal to or greater than the eighth preset temperature and satisfies the heating condition, the thermal management system in the above-mentioned embodiment may be controlled to absorb heat in the exterior heat exchanger, and the heat is provided to the battery pack heat exchanger, thereby performing battery pack heating.

[0200] In the operation process of the fourth heat exchange loop, if the outside environment temperature is less than the eighth preset temperature or the outside environment temperature is less than the ninth preset temperature, the second target heat exchange loop is determined to be the fifth heat exchange loop, and the ninth preset temperature is less than the eighth preset temperature, and the fifth heat exchange loop is the heat exchange loop in which the battery pack heat exchanger and the motor electric control assembly heat exchanger are located.

[0201] In other words, when the outside environment temperature is unable or no longer able to meet the heating requirements of the battery pack, in this case the battery pack may be heated by using the residual heat generated in the running process of the motor electric control assembly. The thermal management system in the above-mentioned embodiment of the present disclosure is controlled to turn on the fifth heat exchange loop (in other words, the heat exchange loop in which the battery pack heat exchanger and the motor electric control assembly heat exchanger are placed) and turn off the other heat exchange loops. Referring to FIG. 27, the fifth solenoid valve 35 and the sixth solenoid valve 32 are controlled to be turned on, and the other solenoid valves are controlled to be turned off.

[0202] Optionally, the eighth preset temperature and the ninth preset temperature are determined according to an actual heat exchange capacity of the thermal management system and a heating requirement of the battery pack.

[0203] For example, in a low temperature environment, when the thermal management command is a battery pack heating command and the outside vehicle environmental temperature does not meet the heat absorption requirement, the thermal management system in the aforementioned embodiment of the present disclosure may be controlled to absorb heat from the motor electric control assembly, and the heat is provided to the battery pack heat exchanger, thereby performing battery pack heating.

[0204] For example, in the operation process of the fourth heat exchange loop, if the outside environment temperature is equal to or higher than the ninth preset temperature, it is determined that the thermal management system can still absorb enough heat from the environment, the current solenoid valve remains in the on state, and when a battery pack heating turn-off command is received, the compressor is controlled to be turned off, the sixth solenoid valve 32 and the fourth solenoid valve 34 are returned to the off state, and the battery pack heating is turned off.

[0205] In this way, after a battery pack heating command is received, a corresponding heat exchange loop may be selected as a second target heat exchange loop according to a different exterior environment temperature and a current motor electrical control assembly temperature, and the determined heat exchange loop may be controlled to operate to perform battery pack heating.

[0206] It should be noted that in some embodiments, the thermal management system can further include a battery pack self-heating device. In the operation process of the fifth heat exchange loop, when the motor electric control assembly temperature is equal to or lower than the tenth preset temperature or the motor electric control assembly temperature is lower than the eleventh preset temperature, the battery pack self-heating device is controlled to operate.

[0207] The eleventh preset temperature is less than the tenth preset temperature.

[0208] Optionally, the tenth preset temperature and the eleventh preset temperature are determined according to an actual heat exchange capacity of the motor electric control assembly and a heating requirement of the battery pack.

[0209] In other words, in the operation process of the fifth heat exchange loop, when the outside vehicle environment temperature is unable or no longer able to meet the heating requirements of the battery pack, and at the same time, when the motor electric control assembly temperature is below the tenth preset temperature or the motor electric control assembly temperature is below the eleventh preset temperature, this indicates that the residual heat generated during the running of the motor electric control assembly is unable to meet the heating requirements of the battery pack. In order to improve the charging and discharging performance of the battery pack in the low temperature environment and the fuel efficiency of the vehicle, the battery pack self-heating device may be controlled to start operating in this case.

[0210] For example, in the working process of the fifth heat exchange loop, if the motor electrical control assembly temperature is equal to or higher than the eleventh preset temperature, it is determined that the thermal management system can still absorb enough heat from the motor electrical control assembly, the current solenoid valve remains in the on state, and when a battery pack heating turn-off command is received, the compressor is controlled to be turned off, the fifth solenoid valve 35 and the sixth solenoid valve 32 return to the off state, and the battery pack heating is turned off.

[0211] In this way, after a battery pack heating command is received, if neither the outside vehicle environmental temperature nor the motor electric control assembly temperature is capable of satisfying the heat exchange requirement, the battery pack self-heating device is controlled to operate, thereby performing battery pack heating.

[0212] The present disclosure further provides a vehicle.

[0213] FIG. 34 is a schematic structural diagram of a vehicle according to an embodiment of the present disclosure.

[0214] As shown in FIG. 34, a vehicle 5 includes the thermal management system 1 provided in the above-mentioned embodiments 1, 2, and 3 of the present disclosure.

[0215] Furthermore, other structures and functions of the vehicle 5 in the embodiments of the present disclosure are known to those skilled in the art, and in order to reduce redundancy, the details will not be described again herein.

[0216] In the description of this specification, the reference words "an embodiment," "some embodiments," "example," "specific example," or "some examples" are intended to indicate that a particular feature, structure, material, or characteristic described with reference to an embodiment or example is included in at least one embodiment or example of the present disclosure. In this specification, general descriptions of the above terms are not necessarily directed to the same embodiment or example. Moreover, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0217] Although embodiments of the present disclosure have been shown and described above, it can be understood that the aforementioned embodiments are illustrative and cannot be taken as meanings of limitations to the present disclosure. Within the scope of the present disclosure, those skilled in the art can make changes, modifications, substitutions, and variations to the aforementioned embodiments. [Explanation of symbols]

[0218] EMBODIMENT 1 1. Vehicle Air Conditioning System 101 Compressor 102 Car condenser 103 External condenser 104 First solenoid valve 105 Second expansion valve 106 Third expansion valve 107 Heat exchanger 108 Heat Transfer Components 109 First one-way valve 111 Second one-way valve 112 Third one-way valve 113 Fourth one-way valve 114 Second solenoid valve 115 Third solenoid valve 116 First expansion valve 117 Evaporator 118 4th solenoid valve 119 Fifth one-way valve 121 Liquid collector 2 Vehicle high pressure heat exchange loop 21 Water Pump 22 High pressure cooling pipe 23 Heat sink 24 3-way valve 241 First valve port 242 Second valve port 243 3rd valve port 25 3-way pipe 251 First Pipe Opening 252 Second Pipe Opening 253 Third Pipe Opening 3 Power Battery 4 Self-heating circuit 5 Fan EMBODIMENT 2 1. Vehicle Air Conditioning System 101 Compressor 102 Car condenser 103 External condenser 104 Heat exchanger 105 Heat Transfer Components 106 First expansion valve 107 Second expansion valve 108 First solenoid valve 109 Evaporator 121 Third expansion valve 122 Second solenoid valve 123 Liquid collector 124 One-way valve 125 Blower 126 Fans 2 Vehicle high pressure heat exchange loop 21 Water Pump 22 High pressure cooling pipe 23 Heat sink 24 3-way valve 241 First valve port 242 Second valve port 243 3rd valve port 25 3-way pipe 251 First Pipe Opening 252 Second Pipe Opening 253 Third Pipe Opening 3 Power Battery 4 Self-heating circuit EMBODIMENT 3 1. Thermal Management System 2 Heat exchange loop 21 Heat Pump Devices 212 Gas-liquid separator 211 Compressor 22 Heat absorption heat exchanger 23 Heat supply heat exchanger 221 Vehicle heat exchanger 222 Battery pack heat exchanger 2221 Plate Heat Exchanger 2222 Battery Pack Liquid Cooling Heat Exchange Plate 2223 Water pump 2224 Battery Pack Direct Cooling Direct Heating Heat Exchange Plate 223 External heat exchanger 224 Motor Electrical Control Assembly Heat Exchanger 3 Valve Assembly 31 First solenoid valve 32 6th solenoid valve 33 Second solenoid valve 34 4th solenoid valve 35 5th solenoid valve 36 Third solenoid valve 301 First one-way valve 302 Second one-way valve 303 Third one-way valve 304 4th one-way valve 305 5th one-way valve 306 Throttle valve 4 Battery Pack Self-Heating Device 41 Battery Pack 411 First Cell Group 412 Second Cell Group 42 Motor Electrical Control Assembly 421 Motor 422 Motor Controller EMBODIMENT 4 5. Vehicles

Claims

1. 1. A vehicle air conditioning system comprising: a first passenger compartment heating loop and a first battery pack heat exchange loop, the first passenger compartment heating loop and the first battery pack heat exchange loop sharing a compressor and an off-vehicle condenser, the first passenger compartment heating loop further comprising an on-vehicle condenser, and the first battery pack heat exchange loop further comprising a heat transfer component connected to a power battery; a power battery connected to a self-heating circuit used to self-heat the power battery, a discharge outlet of the compressor communicating with an inlet of the on-board condenser, a discharge outlet of the on-board condenser communicating with an inlet of the off-board condenser, and a discharge outlet of the off-board condenser communicating with an inlet of the compressor.

2. the first battery pack heat exchange loop further comprising a first solenoid valve; the outlet of the compressor communicates with a first end of the first solenoid valve, the second end of the first solenoid valve communicating with the inlet of the off-vehicle condenser through the heat transfer component; the compressor, the on-board condenser, and the off-board condenser form the first passenger compartment heating loop; the compressor, the first solenoid valve, the heat transfer component, and the off-vehicle condenser form the first battery pack heat exchange loop.

10. The vehicle air conditioning system of claim 1.

3. the first passenger compartment heating loop further comprising a heat exchanger in communication with a vehicle high pressure heat exchange loop; the outlet of the off-vehicle condenser communicates with the inlet of the heat transfer component and with the coolant inlet of the heat exchanger, and the outlet of the heat transfer component and the coolant outlet of the heat exchanger both communicate with the inlet of the compressor; the compressor, the on-board condenser, the off-board condenser, and the heat transfer components form the first battery pack heat exchange loop; the compressor, the on-board condenser, the off-board condenser, and the heat exchanger form the first passenger compartment heating loop.

10. The vehicle air conditioning system of claim 1.

4. 4. The vehicle air conditioning system of claim 2 or 3, wherein the heat transfer component comprises a direct cooling plate integrated into the power battery.

5. a first expansion valve and an evaporator, the outlet of the external condenser being connected to the inlet of the compressor through the first expansion valve and the evaporator in this order; the compressor, the on-board condenser, the off-board condenser, the first expansion valve, and the evaporator form a passenger compartment cooling loop.

3. The vehicle air conditioning system of claim 2.

6. a second expansion valve, a third expansion valve, a first one-way valve, a second one-way valve, a third one-way valve, a fourth one-way valve, a second solenoid valve, and a third solenoid valve; The outlet of the on-board condenser is connected to the inlet of the off-board condenser through the second expansion valve, the outlet of the off-board condenser is connected to the inlet of the compressor through the second solenoid valve, the second end of the first solenoid valve is connected to the inlet of the compressor through the third solenoid valve, a first end of the heat conducting element is connected between the first solenoid valve and the third solenoid valve, and a second end of the heat conducting element is connected to the first one-way an outlet of the first one-way valve communicates with an inlet of the second one-way valve through the third expansion valve, an outlet of the second one-way valve communicates between the second expansion valve and the inlet of the off-vehicle condenser, the outlet of the off-vehicle condenser communicates with an inlet of the third one-way valve, an outlet of the third one-way valve communicates with an inlet of the fourth one-way valve through the third expansion valve, and an outlet of the fourth one-way valve communicates with the second end of the heat transfer component; the compressor, the on-board condenser, the second expansion valve, the off-board condenser, the third one-way valve, the third expansion valve, the fourth one-way valve, the heat transfer component, and the third solenoid valve form a battery pack temperature reduction loop; the first battery pack heat exchange loop is formed by the compressor, the first solenoid valve, the heat transfer component, the first one-way valve, the third expansion valve, the second one-way valve, the off-vehicle condenser, and the second solenoid valve; the first passenger compartment heating loop is formed by the compressor, the on-board condenser, the second expansion valve, the off-board condenser, and the second solenoid valve; 3. The vehicle air conditioning system of claim 2.

7. a heat exchanger communicating with a vehicle high pressure heat exchange loop, the second solenoid valve communicating with the inlet of the compressor through the heat exchanger; the first passenger compartment heating loop is formed by the compressor, the on-board condenser, the second expansion valve, the off-board condenser, the second solenoid valve, and the heat exchanger; the first battery pack heat exchange loop is formed by the compressor, the first solenoid valve, the heat transfer component, the first one-way valve, the third expansion valve, the second one-way valve, the off-vehicle condenser, the second solenoid valve, and the heat exchanger.

7. The vehicle air conditioning system of claim 6.

8. the vehicle refrigeration system further includes a fourth solenoid valve, a first end of the fourth solenoid valve being connected between the second expansion valve and the inlet of the external condenser, and a second end of the fourth solenoid valve being connected between the second solenoid valve and the heat exchanger; the compressor, the on-board condenser, the second expansion valve, the fourth solenoid valve, and the heat exchanger form a second passenger compartment heating loop; the compressor, the first solenoid valve, the heat transfer component, the first one-way valve, the third expansion valve, the second one-way valve, the fourth solenoid valve, and the heat exchanger form a second battery pack heat exchange loop.

8. The vehicle air conditioning system of claim 7.

9. the cooling system further comprises a first expansion valve, a second expansion valve, and a first solenoid valve, the first expansion valve being connected between the outlet of the on-board condenser and the inlet of the off-board condenser, the outlet of the off-board condenser communicating with the inlet of the heat transfer component through the second expansion valve, and the outlet of the off-board condenser communicating with the coolant inlet of the heat exchanger through the first solenoid valve; the first passenger compartment heating loop is formed by the compressor, the on-board condenser, the first expansion valve, the off-board condenser, the first solenoid valve, and the heat exchanger; the first battery pack heat exchange loop is formed by the compressor, the on-board condenser, the first expansion valve, the off-board condenser, the second expansion valve, and the heat transfer component; 4. The vehicle air conditioning system of claim 3.

10. the exhaust port of the external condenser is connected to the inlet of the compressor through the third expansion valve and the evaporator in this order; the compressor, the on-board condenser, the first expansion valve, the off-board condenser, the third expansion valve, and the evaporator form a passenger compartment cooling loop.

10. The vehicle air conditioning system of claim 9.

11. a second solenoid valve, a first end of the second solenoid valve being connected between the inlet of the external condenser and the first expansion valve, and a second end of the second solenoid valve being connected between the inlet of the heat exchanger and the first solenoid valve; the compressor, the on-board condenser, the first expansion valve, the second solenoid valve, and the heat exchanger form a third passenger compartment heating loop.

10. The vehicle air conditioning system of claim 9.

12. 4. The vehicle air conditioning system of claim 3, further comprising a liquid collector, an inlet of the liquid collector communicating with the outlet of the heat transfer component and the coolant outlet of the heat exchanger, and an outlet of the liquid collector communicating with the inlet of the compressor.

13. A thermal management system comprising a power battery, a self-heating circuit, and a vehicle air conditioning system according to any one of claims 1 to 12.

14. 1. A thermal management system comprising: one or more heat exchange loops, each heat exchange loop comprising a heat pump device, a heat absorption heat exchanger, and a heat supply heat exchanger connected sequentially in series, when a plurality of heat exchange loops are provided, the plurality of heat exchange loops share the heat pump device, the heat absorption heat exchanger comprises at least one of an interior heat exchanger and a battery pack heat exchanger, and the heat exchange loop is used to provide interior heating or battery pack heating; a valve assembly configured to turn each of the heat exchange loops on and off; Equipped with a thermal management system, wherein when the heat absorption heat exchanger is the interior heat exchanger, the heat supply heat exchanger comprises at least one of the battery pack heat exchanger, an exterior heat exchanger, and a motor electrical control assembly heat exchanger, and when the heat absorption heat exchanger is the battery pack heat exchanger, the heat supply heat exchanger comprises at least one of the exterior heat exchanger and the motor electrical control assembly heat exchanger.

15. 15. The thermal management system of claim 14, wherein the heat pump device comprises a liquid-gas separator and a compressor connected in series, the compressor being connected proximate to an inlet end of the heat absorption heat exchanger and the liquid-gas separator being connected proximate to a discharge end of the heat supply heat exchanger.

16. the heat absorption heat exchanger comprises the vehicle interior heat exchanger, the heat supply heat exchanger comprises the battery pack heat exchanger, and the valve assembly comprises a first solenoid valve, a second solenoid valve, and a third solenoid valve; 16. The thermal management system of claim 14 or 15, wherein an exhaust end of the heat pump device is connected to an inlet end of the interior heat exchanger by the first solenoid valve, an exhaust end of the interior heat exchanger is connected to a first end of the battery pack heat exchanger by the second solenoid valve, and a second end of the battery pack heat exchanger is connected to an inlet end of the heat pump device by the third solenoid valve, the first end of the battery pack heat exchanger being an inlet end and the second end of the battery pack heat exchanger being an exhaust end.

17. the heat absorption heat exchanger comprises the interior heat exchanger, the heat supply heat exchanger comprises the exterior heat exchanger, and the valve assembly comprises a first solenoid valve and a fourth solenoid valve; 16. The thermal management system of claim 14 or 15, wherein the discharge end of the heat pump device is connected to the inlet end of the on-board heat exchanger by the first solenoid valve, the discharge end of the on-board heat exchanger is connected to the inlet end of the on-board heat exchanger by the fourth solenoid valve, and the discharge end of the on-board heat exchanger is connected to the inlet end of the heat pump device.

18. the heat absorption heat exchanger comprises the vehicle interior heat exchanger, the heat supply heat exchanger comprises the motor electrical control assembly heat exchanger, and the valve assembly comprises a first solenoid valve and a fifth solenoid valve; 16. The thermal management system of claim 14 or 15, wherein the exhaust end of the heat pump device is connected to the inlet end of the interior heat exchanger by the first solenoid valve, the exhaust end of the interior heat exchanger is connected to the inlet end of the motor electrical control assembly heat exchanger by the fifth solenoid valve, and the exhaust end of the motor electrical control assembly heat exchanger is connected to the inlet end of the heat pump device.

19. the heat absorption heat exchanger comprises the battery pack heat exchanger, the heat supply heat exchanger comprises the exterior heat exchanger, and the valve assembly comprises a sixth solenoid valve and a fourth solenoid valve; 16. The thermal management system of claim 14 or 15, wherein a discharge end of the heat pump device is connected to a second end of the battery pack heat exchanger by the sixth solenoid valve, a first end of the battery pack heat exchanger is connected to an inlet end of the off-vehicle heat exchanger by the fourth solenoid valve, and a discharge end of the off-vehicle heat exchanger is connected to an inlet end of the heat pump device, the first end of the battery pack heat exchanger being a discharge end and the second end being an inlet end.

20. the heat absorption heat exchanger comprises the battery pack heat exchanger, the heat supply heat exchanger comprises the motor electrical control assembly heat exchanger, and the valve assembly comprises a sixth solenoid valve and a fifth solenoid valve; 16. The thermal management system of claim 14 or 15, wherein an exhaust end of the heat pump device is connected to a second end of the battery pack heat exchanger by the sixth solenoid valve, a first end of the battery pack heat exchanger is connected to an inlet end of the motor electrical control assembly heat exchanger by the fifth solenoid valve, and an exhaust end of the motor electrical control assembly heat exchanger is connected to an inlet end of the heat pump device, the first end of the battery pack heat exchanger being the exhaust end and the second end being the inlet end.

21. the valve assembly comprises the first solenoid valve, the second solenoid valve, the third solenoid valve, the fourth solenoid valve, the fifth solenoid valve, and the sixth solenoid valve; the exhaust end of the heat pump device is connected to one end of the first solenoid valve to form a first node, the other end of the first solenoid valve is connected to the inlet end of the interior heat exchanger, the exhaust end of the interior heat exchanger is connected to one end of the second solenoid valve to form a second node, the other end of the second solenoid valve is connected to the first end of the battery pack heat exchanger, the second end of the battery pack heat exchanger is connected to one end of the third solenoid valve to form a third node, the other end of the third solenoid valve is connected to the inlet end of the heat pump device; the second node is further connected to one end of the fourth solenoid valve and one end of the fifth solenoid valve, the other end of the fourth solenoid valve is connected to the inlet end of the exterior heat exchanger, the outlet end of the exterior heat exchanger is connected to the inlet end of the heat pump device, the other end of the fifth solenoid valve is connected to the inlet end of the motor electrical control assembly heat exchanger, and the outlet end of the motor electrical control assembly heat exchanger is connected to the inlet end of the heat pump device, the first node is further connected to one end of the sixth solenoid valve, the other end of the sixth solenoid valve is connected to the third node, and the first end of the battery pack heat exchanger is further connected to the second node.

21. The thermal management system of any one of claims 16 to 20.

22. the valve assembly further comprising a first one-way valve, a second one-way valve, a third one-way valve, a fourth one-way valve, a fifth one-way valve, and a throttle valve; the first one-way valve is connected between the first end of the battery pack heat exchanger and the second node, the first one-way valve facing away from the battery pack heat exchanger; the second one-way valve is connected between the battery pack heat exchanger and the second solenoid valve, the second one-way valve facing toward the battery pack heat exchanger; the third one-way valve is connected between the third solenoid valve and the inlet end of the heat pump device, the third one-way valve facing toward the heat pump device; the fourth one-way valve is connected between the discharge end of the exterior heat exchanger and the inlet end of the heat pump device, the fourth one-way valve facing toward the heat pump device; the fifth one-way valve is connected between the discharge end of the motor electrical control assembly heat exchanger and the inlet end of the heat pump device, the fifth one-way valve facing toward the heat pump device; 22. The thermal management system of claim 21.

23. 23. The thermal management system of claim 22, wherein the valve assembly further comprises the throttle valve, one end of the throttle valve connected to the first one-way valve and the discharge end of the on-board heat exchanger, and another end of the throttle valve connected to the second node.

24. the battery pack heat exchanger comprising: a plate heat exchanger, a battery pack liquid cooling heat exchange plate, and a water pump, the plate heat exchanger having a first flow path and a second flow path, the first flow path being connected to a corresponding heat exchange loop, and the second flow path being connected in series to the battery pack liquid cooling heat exchange plate and the water pump; or A battery pack direct cooling and direct heating heat exchange plate, the battery pack direct cooling and direct heating heat exchange plate being connected to a corresponding heat exchange loop. The thermal management system of any one of claims 14 to 20, comprising:

25. 1. A battery pack self-heating device, comprising: a battery pack comprising a first group of cells and a second group of cells connected in series; A motor electrical control assembly comprising a motor and a motor controller, positive and negative buses of the motor controller being connected to corresponding positive and negative electrodes of the battery pack, respectively, ends of a three-phase coil of the motor being connected to corresponding midpoints of three-phase bridge arms of the motor controller, and other ends of the three-phase coils all connected to a series connection point between the first cell group and the second cell group.

21. The thermal management system of claim 19 or 20, further comprising a battery pack self-heating device comprising:

26. A control method for a thermal management system, the method being used for a thermal management system according to any one of claims 14 to 25, Receiving a thermal management command; controlling the thermal management system according to the thermal management instructions to perform vehicle interior heating and / or battery pack heating; 16. A control method for a thermal management system comprising:

27. controlling the thermal management system in accordance with the thermal management instructions to perform vehicle interior heating and / or battery pack heating; controlling the compressor in the heat pump device to be turned on; When the thermal management command is a vehicle interior heating command, determining a first target heat exchange loop according to an exterior environment temperature, a motor electric control assembly temperature, and a battery pack temperature, and controlling the first target heat exchange loop to operate to perform vehicle interior heating; When the thermal management command is a battery pack heating command, determining a second target heat exchange loop according to the outside environment temperature, and controlling the second target heat exchange loop to operate to perform battery pack heating; 27. A control method for a thermal management system as recited in claim 26, comprising:

28. determining a first target heat exchange loop according to an exterior environment temperature, a motor electric control assembly temperature, and a battery pack temperature; If the exterior environment temperature is equal to or greater than a first preset temperature, determining that the first target heat exchange loop is a first heat exchange loop, the first heat exchange loop being a heat exchange loop in which the interior heat exchanger and the exterior heat exchanger are located; In the operation process of the first heat exchange loop, when the outside environment temperature is less than the first preset temperature or the outside environment temperature is less than a second preset temperature, determining the first target heat exchange loop according to the motor electric control assembly temperature and the battery pack temperature, and the second preset temperature is less than the first preset temperature; 30. The method of control for a thermal management system of claim 27, comprising:

29. determining the first target heat exchange loop according to the motor electrical control assembly temperature and the battery pack temperature; determining that the first target heat exchange loop is a second heat exchange loop if the motor electrical control assembly temperature is greater than a third preset temperature, the second heat exchange loop being a heat exchange loop in which the interior heat exchanger and the motor electrical control assembly heat exchanger are located; In the operation process of the second heat exchange loop, when the motor electrical control assembly temperature is less than the third preset temperature or the motor electrical control assembly temperature is less than a fourth preset temperature, determining the first target heat exchange loop according to the battery pack temperature, and the fourth preset temperature is less than the third preset temperature; 30. The method of control for a thermal management system of claim 28, comprising:

30. determining the first target heat exchange loop according to the battery pack temperature; determining that the first target heat exchange loop is a third heat exchange loop if the battery pack temperature is equal to or greater than a fifth preset temperature, the third heat exchange loop being a heat exchange loop in which the vehicle interior heat exchanger and the battery pack heat exchanger are located; In the operation process of the third heat exchange loop, if the battery pack temperature is less than the fifth preset temperature or the battery pack temperature is less than a sixth preset temperature, determining that the first target heat exchange loop comprises the second heat exchange loop and the third heat exchange loop, and the sixth preset temperature is less than the fifth preset temperature; 30. The control method for a thermal management system of claim 29, comprising:

31. The thermal management system further comprises a battery pack self-heating device, the method comprising: In the operation process of the third heat exchange loop, when the battery pack temperature is lower than the fifth preset temperature or the battery pack temperature is lower than the sixth preset temperature, control the battery pack self-heating device to operate; In the simultaneous operation process of the second heat exchange loop and the third heat exchange loop, when the battery pack temperature is lower than a seventh preset temperature and the motor electrical control assembly temperature is equal to or higher than the third preset temperature, control the battery pack self-heating device, the second heat exchange loop, and the third heat exchange loop to all stop operating, and return to the step of determining the first target heat exchange loop according to the motor electrical control assembly temperature and the battery pack temperature; 31. The control method for a thermal management system of claim 30, further comprising:

32. determining a second target heat exchange loop according to the exterior environment temperature; determining that the second target heat exchange loop is a fourth heat exchange loop if the exterior environment temperature is equal to or greater than an eighth preset temperature, the fourth heat exchange loop being a heat exchange loop in which the battery pack heat exchanger and the exterior heat exchanger are located; In the operation process of the fourth heat exchange loop, if the outside environment temperature is less than the eighth preset temperature or the outside environment temperature is less than a ninth preset temperature, determining that the second target heat exchange loop is a fifth heat exchange loop, where the ninth preset temperature is less than the eighth preset temperature and the fifth heat exchange loop is a heat exchange loop in which the battery pack heat exchanger and the motor electric control assembly heat exchanger are located; 30. The method of control for a thermal management system of claim 27, comprising:

33. The thermal management system further comprises a battery pack self-heating device, the method comprising: In the operation process of the fifth heat exchange loop, when the motor electrical control assembly temperature is equal to or lower than a tenth preset temperature or the motor electrical control assembly temperature is lower than an eleventh preset temperature, controlling the battery pack self-heating device to operate; 33. The control method for a thermal management system of claim 32, further comprising:

34. A vehicle comprising a thermal management system according to any one of claims 13 to 25.

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