Thermal management system, control method, equipment, and storage medium

Abstract

A thermal management system, control method, equipment, and storage medium are disclosed and are applicable to the field of thermal management technology for reducing the power of heaters required for a thermal management system. In the thermal management system, heating components are placed in a target pipeline that forms a loop with a second heat exchange pipe of a battery chiller. In a cryogenic environment, the second heat exchange pipe of the battery chiller can be heated via the heating components. If the heating temperature is sufficient to start the compressor, the compressor can be started by the heat exchange operation between the second heat exchange pipe and the first heat exchange pipe of the battery chiller, and the compressor can then be used to assist in heating the heater core and / or battery. In this way, the heater output specifications only need to meet the conditions required to start the compressor and do not need to be set to a large value, thus effectively reducing the energy consumption and cost required to achieve cryogenic heating by the thermal management system.

Description

[Technical Field]

[0001] This application relates to the field of thermal management technology, and more particularly to thermal management systems, control methods, equipment, and storage media. [Background technology]

[0002] In recent years, electric vehicles (EVs) have gradually become the mainstream mode of transportation. However, compared to conventional cars, EVs still face several challenges that need to be overcome, particularly regarding heating in low temperatures. In winter, problems such as slow battery charging, short battery endurance, and reluctance to use the air conditioner for heating can occur. "Cold-temperature anxiety" has become a pain point affecting the user experience in the EV marketization process. Therefore, improving adaptability to low-temperature environments is a major technological bottleneck that EVs currently face.

[0003] To address the above challenges, it is common practice in the industry to install positive temperature coefficient (PTC) heaters in electric vehicles. At low ambient temperatures, PTC heaters are used to heat the battery or air conditioner to the required operating temperature, shortening battery charging time, improving battery life, and enhancing the heating efficiency of the air conditioner. However, in ultra-low-temperature environments of -18°C, -20°C, or below, a considerable amount of energy is typically required to heat to the required operating temperature. As a result, high-power heaters must be selected in the system design of electric vehicles. For pure electric vehicles, at least 7kW of PTC heaters are needed to adapt to ultra-low operating environments, and it is known that the air heating energy consumption by PTC heaters accounts for 25% of the vehicle's total energy loss. This clearly contradicts the design philosophy of reducing the energy consumption of electric vehicles.

[0004] Therefore, further research is needed regarding low-temperature heating in electric vehicles. [Overview of the project]

[0005] This invention provides a thermal management system, control method, equipment, and storage medium that reduce the power consumption of heaters required for the thermal management system and reduce energy consumption associated with performing cryogenic heating by the thermal management system.

[0006] According to a first aspect, the present invention provides a thermal management system. This thermal management system includes heating components, a compressor, a water-cooled condenser, a battery chiller, valve components, a first three-way valve, a one-way valve, a first water pump, a second water pump, and a third water pump, each component being connected via pipelines. Specifically, a first pipeline is connected between the outlet end and the inlet end of the compressor, and the first pipeline passes through a second heat exchange pipe of the water-cooled condenser and an evaporator in the passenger compartment's air conditioning box. A second pipeline is further connected between the outlet end and the inlet end of the compressor, and the second pipeline passes through a second heat exchange pipe of the water-cooled condenser and a first heat exchange pipe of the battery chiller. A third pipeline is connected between the first end and the eighth end of the valve body component, and passes through the first water pump, the heater core in the passenger compartment's air conditioning box, the first end of the first three-way valve, the second end of the first three-way valve, and the first heat exchange pipe of the water-cooled condenser. A fourth pipeline is connected between the second end and the ninth end of the valve body component, and passes through the electric actuator and the second water pump. A fifth pipeline is connected between the fifth end and the ninth end of the valve body component, and passes through the front-end cooling module. A sixth pipeline is connected between the third end and the sixth end of the valve body component, and passes through the second heat exchange pipe of the battery chiller. A seventh pipeline is connected between the seventh end and the fourth end of the valve body component, passing through the third water pump and battery, the seventh end of the valve body component being further connected to the third end of the first three-way valve, and further connected via a one-way valve to the second end of the first three-way valve and the first heat exchange pipe of the water-cooled condenser. The heating component is located in the target pipeline, which is a pipeline that connects the heating component to the second heat exchange pipe of the battery chiller by controlling the port connection relationship between the valve body component and the first three-way valve.

[0007] In the above design, the heating component is placed in the target pipeline that forms a loop with the second heat exchange pipe of the battery chiller. Under cryogenic conditions, the second heat exchange pipe of the battery chiller can be heated via the heating component. Once a sufficient heating temperature is reached to start the compressor, the compressor is started via heat exchange between the second heat exchange pipe and the first heat exchange pipe of the battery chiller, and the compressor can then be used to assist in heating the heater core and / or battery. In this way, the heater specifications only need to meet the compressor starting requirements and do not need to be set to large values. This helps to effectively reduce energy consumption and costs associated with implementing cryogenic heating by a thermal management system.

[0008] In a possible design, the target pipeline may be one of the following: a battery-related pipeline, an air-heating-related pipeline, or an electric actuator-related pipeline. Alternatively, to improve heating efficiency, the target pipeline may include at least two of the battery-related pipeline, the air-heating-related pipeline, and the electric actuator-related pipeline. Specifically, heaters are placed separately in at least two of the battery-related pipeline, the air-heating-related pipeline, and the electric actuator-related pipeline, and the heating effects of at least two heaters are combined to quickly start the compressor.

[0009] In a possible design, when the pipeline in question is a battery-related pipeline, the heating components may include a second three-way valve, a heater, and a first valve body. The second three-way valve is located in the seventh pipeline, with its first end connected to the outlet end of the third water pump, its second end connected to the inlet end of the battery, and its third end connected via the eighth pipeline to a branch point between the inlet end of the battery and the fourth end of the valve body component in the seventh pipeline. The heater is located in the sixth pipeline, or in the seventh pipeline between the seventh end of the valve body component and the first end of the second three-way valve, or in the eighth pipeline, or in the seventh pipeline between the branch point and the fourth end of the valve body component. The first valve body is located in the first pipeline, with its first end connected to the inlet end of the compressor and the first heat exchange pipe of the battery chiller, respectively, and its second end connected to the evaporator.

[0010] In the design described above, the second three-way valve is positioned on the loop where the battery is located, and the heater is connected in parallel to both ends of the battery via the second three-way valve. In this way, in solutions where only the passenger compartment needs to be heated, the heater and battery can be disconnected using the second three-way valve, allowing for precise heating of the pipeline outside the battery. In solutions where the battery itself needs to be heated, the heater and battery can be further connected using the second three-way valve to heat the battery. This helps to flexibly control various heating modes.

[0011] In a possible design, if the pipeline in question is an air-heating related pipeline, the heating components may include a second three-way valve, a heater, and a first valve body. The second three-way valve is located in the seventh pipeline, with its first end connected to the outlet end of the third water pump, its second end connected to the inlet end of the battery, and its third end connected via the eighth pipeline to the branch point between the inlet end of the battery and the fourth end of the valve body component in the seventh pipeline. The heater is located in the third pipeline between the first end of the valve body component and the first end of the first three-way valve. The first valve body is located in the first pipeline, with its first end connected to the inlet end of the compressor and the first heat exchange pipe of the battery chiller, respectively, and its second end connected to the evaporator.

[0012] In the above design, a heater is also placed in the air heating loop, as in conventional technology, but the first valve body and the second three-way valve are further placed within the thermal management system. By controlling the second three-way valve, the first valve body, and other valve body components within the thermal management system, the heater on the air heating loop can be connected to a battery chiller, allowing the heater to heat the battery chiller via the connection and start the compressor.

[0013] In possible designs, when the pipeline in question is an electrically operated actuator-related pipeline, the heating components may include a second three-way valve, a heater, and a first valve body. The first valve body is located in the first pipeline, with its first end connected to the compressor inlet and the first heat exchange pipe of the battery chiller, respectively, and its second end connected to the evaporator. The second three-way valve and heater can be arranged in several ways. Examples include the following:

[0014] Arrangement Method 1: The second three-way valve is placed on the common pipeline of the fourth and fifth pipelines, with the first end of the second three-way valve connected to the front-end cooling module and the electric actuator, respectively, the second end of the second three-way valve connected to the ninth end of the valve body component, and the third end of the second three-way valve connected via the ninth pipeline to the branching point between the second water pump and the electric actuator on the fourth pipeline, with the ninth pipeline passing through the heater.

[0015] Arrangement method 2: The second three-way valve is placed in the fifth pipeline, with the first end of the second three-way valve connected to the front-end cooling module, the second end of the second three-way valve connected to the fifth end of the valve body component, and the third end of the second three-way valve connected via the ninth pipeline to the branch point between the second water pump and the electric actuator on the fourth pipeline, with the ninth pipeline passing through the heater.

[0016] In the above design, regardless of the arrangement method used, the second three-way valve is positioned on the loop where the electric actuator is located, and the heater and electric actuator are connected in parallel via the second three-way valve. In this way, not only can the coolant heated by the heater be used to heat the vehicle cabin and / or battery, but the coolant not heated by the heater can also be used to cool the electric actuator, thus ensuring that the electric actuator is cooled during the heating process and maintaining its normal operation.

[0017] In possible designs, the first valve element may be a control valve or a one-way valve. When the first valve element is a control valve, it may be a solenoid valve, a gas control valve, or a pressure control valve, etc. When the first valve element is a one-way valve, the inlet end of the first valve element is the second end of the first valve element, and the outlet end of the first valve element is the first end of the first valve element. The specific type of the first valve element can be selected by a person skilled in the art based on the actual requirements. In one example, since the cost of a one-way valve is lower than that of a control valve, it is preferable to select a one-way valve as the first valve element to reduce the cost of the thermal management system.

[0018] In the above design, the first valve body is positioned so that the high-temperature, high-pressure refrigerant compressed by the compressor flows entirely through the second heat exchange pipe of the water-cooled condenser to the first heat exchange pipe of the battery chiller, but not into the evaporator. In this way, the entire heating capacity of the compressor can be used to heat the water-cooled condenser and further used to heat the heater core and / or battery.

[0019] Note that when the heating components consist only of a second three-way valve, a heater, and a first valve body, the thermal management system will heat the vehicle compartment using the heater core directly and will not use the evaporator for preheating. In this case, the thermal management system is called a non-preheating thermal management system.

[0020] In possible designs, if the thermal management system is a preheated thermal management system, the heating components may further include a second valve body and a third valve body in addition to the second three-way valve, heater, and first valve body. A tenth pipeline is connected between the second end of the first valve body and the first heat exchange pipe of the battery chiller. The second valve body is located in the tenth pipeline, with its first end connected to the second end of the first valve body and one end of the evaporator, respectively, and its second end connected to the first heat exchange pipe of the battery chiller and the first end of the third valve body, respectively. The third valve body is located in the second pipeline, with its first end connected to the second end of the second valve body and the first heat exchange pipe of the battery chiller, respectively, and its second end connected to the other end of the evaporator and the second heat exchange pipe of the water-cooled condenser, respectively.

[0021] In the above design, the 10th pipeline, the second valve body, and the third valve body are arranged so that the compressor, the evaporator, and the second heat exchange pipe of the battery chiller can be connected to each other. In this way, when heating the passenger compartment, the heat generated by the compression of the compressor is first used to heat the evaporator, thereby providing initial heating to the passenger compartment through the evaporator, and then the heater core is heated using the second heat exchange pipe of the battery chiller, thereby providing further heating to the passenger compartment through the heater core. In this way, the passenger compartment is preheated and the heating rate of the passenger compartment is improved.

[0022] In possible designs, when the heating component includes a first valve body, a second valve body, and a third valve body, the first and third valve bodies may be control valves, and the second valve body may be a control valve or a one-way valve. When the second valve body is a one-way valve, the inlet end of the second valve body is the first end of the second valve body, and the outlet end of the second valve body is the second end of the second valve body.

[0023] In the above design, the first and third valve bodies may be configured as control valves, and the first and third valve bodies may be controlled to be off, thereby connecting to the second heat exchange pipes of the compressor, evaporator, and battery chiller, supporting the solution of preheating the vehicle cabin.

[0024] In possible designs, the thermal management system may further include a liquid storage tank. The liquid storage tank is positioned outside the outlet end of the second heat exchange pipe of the water-cooled condenser, and the liquid storage tank and the water-cooled condenser form a subcooled liquid-cooled condenser. In this way, the connection configuration of the subcooled liquid-cooled condenser allows for the reuse of the cooling capacity flowing out of the water-cooled condenser, reduces the gasification rate of the liquid flowing out of the water-cooled condenser, and improves the condensation performance of the water-cooled condenser.

[0025] In a possible design, as an alternative solution to the liquid storage tank, the thermal management system may further include a gas-liquid separator, which is located at the inlet end of the compressor. In this way, since the gas-liquid separator is located in front of the compressor inlet end, the compressor can receive pure refrigerant gas, thereby improving the compressor's compression effect.

[0026] In a feasible design, the following components within the thermal management system can be integrated: a water-cooled condenser, a battery chiller, valve components, a one-way valve, a first three-way valve, a first water pump, a second water pump, a third water pump, a liquid storage tank, a second three-way valve, a first valve body, a second valve body, and a third valve body, along with pipelines connected between at least two of these components.

[0027] In the design described above, multiple components within the thermal management system are integrated. This not only helps to reduce the structural complexity and occupied space of the thermal management system, but also shortens the wiring between components due to this compact structural arrangement. In this way, when the coolant or refrigerant circulates through such short circulation links, the pressure loss of the coolant or refrigerant in the circulating flow process is reduced, which helps to further improve the efficiency of the refrigerant loop. Furthermore, this integration method can result in modular components that are easy to maintain and transport.

[0028] According to a second aspect, one embodiment of the present invention provides a control method. This control method is applicable to a thermal management system described in any design of the first aspect, and when it is determined that a device to be heated is to be heated, the control method first obtains the ambient temperature, and if the ambient temperature is below a first temperature threshold, it controls the activation of a heater and one or more water pumps in the thermal management system, and controls the port connection relationship between valve bodies in the thermal management system so that the heater and the second heat exchange pipe of the battery chiller form a loop, and heats the second heat exchange pipe of the battery chiller using the heater. Next, in the process of heating the second heat exchange pipe, after it is determined that the temperature at the outlet end of the second heat exchange pipe of the battery chiller is above a second temperature threshold, it controls the activation of a compressor in the thermal management system so that the compressor, the first heat exchange pipe of the battery chiller, and the second heat exchange pipe of the water-cooled condenser form a loop, and heats the second heat exchange pipe of the water-cooled condenser via the compressor. Then, after controlling the start of the compressor, the port connections between valve bodies in the thermal management system are controlled, and / or the start of one or more water pumps in the thermal management system is controlled, so that the device to be heated and the first heat exchange pipe of the water-cooled condenser form a loop, and the device to be heated is heated using the heat exchanged from the second heat exchange pipe of the water-cooled condenser through the first heat exchange pipe of the water-cooled condenser.

[0029] In the above design, the first temperature threshold represents a cryogenic environment, and the second temperature threshold represents the compressor start-up temperature. In other words, in a cryogenic environment, the second heat exchange pipe of the battery chiller is first heated via the heater until it reaches a sufficient temperature to start the compressor. Then, the compressor is heated by the heat exchange operation between the second heat exchange pipe and the first heat exchange pipe of the battery chiller, and the compressor starts up. After that, the started compressor can be used to assist in heating the heater core and / or the battery. Thus, according to this design philosophy, the heater specifications only need to meet the conditions necessary for starting the compressor and do not need to be set to large values. This helps to reduce the power consumption and cost of the thermal management system.

[0030] In a possible design, if the thermal management system includes only a second three-way valve, a heater, and a first valve body, and the first valve body is a control valve, the first valve body can be further controlled to turn off after the compressor startup control in the thermal management system to ensure that the high-temperature, high-pressure refrigerant output from the compressor flows completely into the first heat exchange pipe of the battery chiller after passing through the second heat exchange pipe of the water-cooled condenser and is not diverted by the evaporator, ensuring that all of the compressor's heating capacity is used to heat the water-cooled condenser and further used to heat the heater core and / or battery.

[0031] In possible designs, if the thermal management system includes not only a second three-way valve, a heater, and a first valve body, but also a second valve body and a third valve body, the first and third valve bodies can be further controlled to turn off after the compressor startup control in the thermal management system, and if the second valve body is a control valve, the second valve body can be controlled to turn off.

[0032] In the above design, the first and third valve bodies are controlled to be turned off to ensure that the compressor, evaporator, and the second heat exchange pipe of the battery chiller are all securely connected. In this way, when heating the passenger compartment, the heat generated by the compressor's compression is first used to heat the evaporator, providing initial heating of the passenger compartment through the evaporator, and then the second heat exchange pipe of the battery chiller is used to heat the heater core, providing further heating of the passenger compartment through the heater core. In this way, the passenger compartment is preheated and the heating rate of the passenger compartment is improved.

[0033] In possible designs, when heating components are located in battery-related pipelines (i.e., when the heater is located in the sixth, seventh, or eighth pipeline), controlling the activation of the heater and one or more water pumps in the thermal management system, and controlling the port connections between valve bodies in the thermal management system so that the heater and the second heat exchange pipe of the battery chiller form a loop, includes controlling the activation of the heater and the third water pump, controlling the connection of the first end of the second three-way valve to the third end of the second three-way valve, controlling the connection of the third end of the valve body component to the fourth end of the valve body component, and controlling the connection of the sixth end of the valve body component to the seventh end of the valve body component.

[0034] In the above design, by controlling the components in a predetermined manner, the third water pump, the first end of the second three-way valve, the third end of the second three-way valve, the heater, the fourth end of the valve body component, the third end of the valve body component, the second heat exchange pipe of the battery chiller, the sixth end of the valve body component, and the seventh end of the valve body component can be connected to form a loop. In this way, the heater heats the second heat exchange pipe of the battery chiller.

[0035] Further design, when the device to be heated is a vehicle cabin, includes controlling the activation of one or more water pumps in the thermal management system and / or controlling the port connections between valve bodies in the thermal management system so that the device to be heated and the first heat exchange pipe of the water-cooled condenser form a loop, which includes controlling the activation of the first water pump, controlling the connection of the first end of the first three-way valve to the second end of the first three-way valve, and controlling the connection of the first end of the valve body component to the eighth end of the valve body component.

[0036] In the above design, by controlling the components in a predetermined manner, the first water pump, heater core, first heat exchange pipe of the water-cooled condenser, eighth end of the valve body component, and first end of the valve body component are connected to form a loop, and the heater core is heated by utilizing the heat absorbed by the first heat exchange pipe of the water-cooled condenser from the second heat exchange pipe of the water-cooled condenser.

[0037] Further design, when the device to be heated is a battery, includes controlling the activation of one or more water pumps in the thermal management system and / or controlling the port connections between valve bodies in the thermal management system so that the device to be heated and the first heat exchange pipe of the water-cooled condenser form a loop, which includes controlling the activation of the first water pump, controlling the connection of the first end of the first three-way valve to the third end of the first three-way valve, controlling the connection of the first end of the second three-way valve to the second end of the second three-way valve, and controlling the connection of the first end of the valve body component to the eighth end of the valve body component.

[0038] In the above design, by controlling the components in a predetermined manner, the first water pump, heater core, third water pump, battery, fourth end of valve body component, third end of valve body component, second heat exchange pipe of battery chiller, sixth end of valve body component, seventh end of valve body component, one-way valve, first heat exchange pipe of water-cooled condenser, eighth end of valve body component, and first end of valve body component are connected to form a loop, and the battery is heated by utilizing the heat absorbed from the second heat exchange pipe of the water-cooled condenser by the first heat exchange pipe of the water-cooled condenser.

[0039] Further design, when the devices to be heated are the vehicle cabin and battery, includes controlling the activation of one or more water pumps in the thermal management system and / or controlling the port connections between valve bodies in the thermal management system so that the devices to be heated and the first heat exchange pipe of the water-cooled condenser form a loop, which includes controlling the activation of the first water pump, controlling the connection of the first end of the first three-way valve to the second end and the third end of the first three-way valve, respectively, controlling the connection of the first end of the second three-way valve to the second end of the second three-way valve, and controlling the connection of the first end of the valve body component to the eighth end of the valve body component.

[0040] In the above design, by controlling the components in a predetermined manner, the first heat exchange pipe of the water-cooled condenser can form separate loops with the heater core and the battery, thereby achieving the effect of simultaneously heating the vehicle cabin and the battery.

[0041] In possible designs, when heating components are located in an air heating-related pipeline (i.e., when the heater is located in a third pipeline), controlling the activation of the heater and one or more water pumps in the thermal management system, and controlling the port connections between valve bodies in the thermal management system so that the heater and the second heat exchange pipe of the battery chiller form a loop, includes controlling the activation of the heater, the first water pump, and the third water pump, controlling the connection of the first end of the first three-way valve to the third end of the first three-way valve, controlling the connection of the first end of the second three-way valve to the third end of the second three-way valve, controlling the connection of the third end of the valve body component to the fourth end of the valve body component, controlling the connection of the sixth end of the valve body component to the seventh end of the valve body component, and controlling the connection of the first end of the valve body component to the eighth end of the valve body component.

[0042] In the above design, by controlling the components in a predetermined manner, the first water pump, heater, heater core, first end of the first three-way valve, third end of the first three-way valve, third water pump, first end of the second three-way valve, third end of the second three-way valve, fourth end of the valve body component, third end of the valve body component, second heat exchange pipe of the battery chiller, sixth end of the valve body component, seventh end of the valve body component, first heat exchange pipe of the water-cooled condenser, eighth end of the valve body component, and first end of the valve body component can be connected to form a loop. In this way, the heater heats the second heat exchange pipe of the battery chiller.

[0043] Further design, when the device to be heated is a vehicle cabin, includes controlling the activation of one or more water pumps in the thermal management system and / or controlling the port connections between valve bodies in the thermal management system so that the device to be heated and the first heat exchange pipe of the water-cooled condenser form a loop, by controlling the first end of the first three-way valve to connect to the second end of the first three-way valve.

[0044] In the above design, the components are controlled in a predetermined manner. The first heat exchange pipe of the water-cooled condenser absorbs the heat of the refrigerant flowing through the second heat exchange pipe of the water-cooled condenser, resulting in heated coolant. The heated coolant then flows into the heater after passing sequentially through the eighth end of the valve body component, the first end of the valve body component, and the first water pump, where the heater further heats the coolant heated by the compressor to obtain a higher temperature coolant. The coolant then flows into the heater core to heat the heater core, and the heating efficiency of the passenger compartment is improved by heating the passenger compartment through the heater core, which is heated together by the compressor and the heater.

[0045] Further design, when the device to be heated is a battery, includes controlling the activation of one or more water pumps in the thermal management system and / or controlling the port connections between valve bodies in the thermal management system so that the device to be heated and the first heat exchange pipe of the water-cooled condenser form a loop, by controlling the first end of the second three-way valve to connect to the third end of the second three-way valve.

[0046] In the above design, the components are controlled in a predetermined manner, and a portion of the coolant, which flows into the first end of the second three-way valve and is heated using the heat generated by the compressor's compression, flows out from the third end of the second three-way valve and then joins the loop for heating by the compressor, while the rest flows out from the third end of the second three-way valve to heat the battery.

[0047] Further design, when the devices to be heated are the vehicle cabin and battery, includes controlling the activation of one or more water pumps in the thermal management system and / or controlling the port connections between valve bodies in the thermal management system so that the devices to be heated and the first heat exchange pipe of the water-cooled condenser form a loop, which includes controlling the first end of the first three-way valve to connect to the second end of the first three-way valve and controlling the first end of the second three-way valve to connect to the third end of the second three-way valve.

[0048] In the above design, the components are controlled in a predetermined manner so that the heater core can be heated using the heated coolant obtained through heat exchange with the loop in which the compressor is located, thereby heating the passenger compartment. In addition, the battery can also be heated using the heated coolant obtained through heat exchange with the loop in which the compressor is located.

[0049] In possible designs, different deployment solutions correspond to different control solutions when the heating components are located in the pipeline related to the electric actuator. Details are as follows:

[0050] Deployment Solution 1: When a second three-way valve is located in the common pipeline of the fourth and fifth pipelines, and a heater is located in the ninth pipeline, controlling the activation of the heater and one or more water pumps in the thermal management system, and controlling the port connections between valve bodies in the thermal management system so that the heater and the second heat exchange pipe of the battery chiller form a loop, includes controlling the activation of the heater and the second water pump, controlling the second end of the second three-way valve to connect to the first end and the third end of the second three-way valve, respectively, controlling the second end of the valve body component to connect to the third end of the valve body component, and controlling the sixth end of the valve body component to connect to the ninth end of the valve body component. In this way, the components are controlled in a predetermined manner so that the heater, the second water pump, the second end of the valve body component, the third end of the valve body component, the second heat exchange pipe of the battery chiller, the sixth end a6 of the valve body component, the ninth end a9 of the valve body component, the second end of the second three-way valve, and the parallel pipeline formed by the first end of the second three-way valve and the third end of the second three-way valve can be connected to form a loop. In this way, the heater heats the second heat exchange pipe of the battery chiller.

[0051] Deployment Solution 2: When a second three-way valve is located in the fifth pipeline and a heater is located in the ninth pipeline, controlling the activation of the heater and one or more water pumps in the thermal management system, and controlling the port connections between the valve bodies in the thermal management system so that the heater and the second heat exchange pipe of the battery chiller form a loop, includes controlling the activation of the heater and the second water pump, controlling the connection of the second end of the second three-way valve to the third end of the second three-way valve, controlling the connection of the second end of the valve body component to the third end of the valve body component, and controlling the connection of the sixth end of the valve body component to the fifth end and the ninth end of the valve body component, respectively. In this way, by controlling the components in a predetermined manner, the heater, the second water pump, the second end of the valve body component, the third end of the valve body component, the second heat exchange pipe of the battery chiller, the sixth end of the valve body component, the parallel pipeline formed by the ninth end of the valve body component and the fifth end of the valve body component, the second end of the second three-way valve, and the third end of the second three-way valve can be connected to form a loop. In this way, the heater heats the second heat exchange pipe of the battery chiller.

[0052] Further design, when the device to be heated is a vehicle cabin, includes controlling the activation of one or more water pumps in the thermal management system and / or controlling the port connections between valve bodies in the thermal management system so that the device to be heated and the first heat exchange pipe of the water-cooled condenser form a loop, which includes controlling the activation of the first water pump, controlling the connection of the first end of the first three-way valve to the second end of the first three-way valve, and controlling the connection of the first end of the valve body component to the eighth end of the valve body component.

[0053] In the above design, by controlling the components in a predetermined manner, the first heat exchange pipe of the water-cooled condenser, the eighth end of the valve body component, the first end of the valve body component, the first water pump, the heater core, the first end of the first three-way valve, and the second end of the first three-way valve form a loop, and the first heat exchange pipe of the water-cooled condenser uses the heat absorbed from the second heat exchange pipe of the water-cooled condenser to heat the heater core, thereby heating the vehicle cabin.

[0054] In further designs, when the device to be heated is a battery, the device to be heated and the first heat exchange pipe of the water-cooled condenser can be controlled to form a loop in several ways. For example, the following:

[0055] Method 1: The starting of the first and third water pumps is controlled, the first end of the first three-way valve is controlled to connect to the third end of the first three-way valve, the first end of the valve body component is controlled to connect to the eighth end of the valve body component, and the fourth end of the valve body component is controlled to connect to the seventh end of the valve body component. In this way, by controlling the components in a predetermined manner, the parallel pipeline formed by the first heat exchange pipe of the water-cooled condenser, the eighth end of the valve body component, the first end of the valve body component, the first water pump, the heater core, the first end of the first three-way valve, the third end of the first three-way valve, the third water pump, the battery, the fourth end of the valve body component, the seventh end of the valve body component, and the third water pump and the one-way valve forms a loop, and the first heat exchange pipe of the water-cooled condenser can heat the battery using the heat absorbed from the second heat exchange pipe of the water-cooled condenser.

[0056] Method 2: Control the starting of the first water pump and the third water pump, control the connection of the first end of the first three-way valve to the second end of the first three-way valve, control the connection of the first end of the valve body component to the fourth end of the valve body component, and control the connection of the seventh end of the valve body component to the eighth end of the valve body component. In this way, by controlling the components in a predetermined manner, the first heat exchange pipe of the water-cooled condenser, the eighth end of the valve body component, the seventh end of the valve body component, the third water pump, the battery, and the valve body component are controlled. The fourth endThe first end of the valve body component, the first water pump, the heater core, the first end of the first three-way valve, and the second end of the first three-way valve form a loop, allowing the first heat exchange pipe of the water-cooled condenser to heat the battery using the heat absorbed from the second heat exchange pipe of the water-cooled condenser.

[0057] In further designs, when the devices to be heated are the vehicle cabin and the battery, the devices to be heated and the first heat exchange pipe of the water-cooled condenser may be controlled to form a loop in multiple ways. For example, the following:

[0058] Method 1: Control the starting of the first water pump and the third water pump, control the connection of the first end of the first three-way valve to the second end and the third end of the first three-way valve, control the connection of the first end of the valve body component to the eighth end of the valve body component, and control the connection of the fourth end of the valve body component to the seventh end of the valve body component.

[0059] Method 2: Control the starting of the first water pump and the third water pump, control the connection of the first end of the first three-way valve to the second end and the third end of the first three-way valve, control the connection of the first end of the valve body component to the fourth end of the valve body component, and control the connection of the seventh end of the valve body component to the eighth end of the valve body component.

[0060] In the two design methods described above, the first heat exchange pipe of the water-cooled condenser forms separate loops with the heater core and the battery, and the heat absorbed by the first heat exchange pipe of the water-cooled condenser from the second heat exchange pipe of the water-cooled condenser can be used to heat the vehicle cabin and the battery simultaneously.

[0061] Please note that the above describes how to achieve different heating modes by controlling each component within a thermal management system in a cryogenic environment. Below, we will describe how to achieve different heating modes by controlling the components within a thermal management system in a non-cryogenic environment.

[0062] In a possible design, after obtaining the ambient temperature, when it is determined that the ambient temperature is greater than or equal to the first temperature threshold and less than the second temperature threshold, one or more water pumps in the thermal management system are controlled to start, the port connection relationship between the valve bodies in the thermal management system is controlled, and an electric actuator and the second heat exchange pipe of the battery chiller form a loop.

[0063] In the above design, when the ambient temperature is not extremely low but has not reached the starting temperature of the compressor, since the electric actuator and the second heat exchange pipe of the battery chiller form a loop, the heat dissipation capacity of the electric actuator can be utilized during operation to heat the second heat exchange pipe of the battery chiller, and the start of the compressor can be assisted without wasting the power of the heating heater.

[0064] In a further design, controlling the start of one or more water pumps in the thermal management system and controlling the port connection relationship between the valve bodies in the thermal management system so that the electric actuator and the second heat exchange pipe of the battery chiller form a loop includes controlling the start of the second water pump, controlling to connect the second end of the valve body component to the third end of the valve body component, and controlling to connect the sixth end of the valve body component to the fifth end of the valve body component.

[0065] In the above design, by controlling the components in a predetermined manner, the electric actuator, the second water pump, the second end of the valve body component, the third end of the valve body component, the second heat exchange pipe of the battery chiller, the sixth end of the valve body component, the fifth end of the valve body component, and the chiller form a loop, and the second heat exchange pipe of the battery chiller can be heated by utilizing the heat generated during the operation of the electric actuator.

[0066] Further design allows for monitoring of the temperature at the outlet end of the front-end cooling module and the temperature at the outlet end of the battery chiller during the heating process by the electric actuator. If the temperature at the outlet end of the battery chiller is lower than the temperature at the outlet end of the front-end cooling module, it indicates that the temperature of the coolant flowing through the battery chiller is still below ambient temperature. In this case, the sixth end of the valve body component may remain connected to the fifth end of the valve body component. In this way, the ambient temperature is first obtained using the front-end cooling module for heat exchange, and then the temperature of the coolant at the outlet end of the electric actuator is increased by heating the coolant via the electric actuator. On the other hand, if the temperature at the outlet end of the battery chiller is higher than the temperature at the outlet end of the front-end cooling module, it indicates that the temperature of the coolant flowing through the battery chiller is higher than ambient temperature. In this case, by controlling the sixth end of the valve body component to disconnect from the fifth end of the valve body component and controlling the sixth end of the valve body component to connect to the ninth end of the valve body component, the coolant that has passed through the battery chiller and is at a temperature higher than ambient temperature can flow directly into the electric actuator and be heated, thereby increasing the temperature of the coolant at the outlet end of the electric actuator.

[0067] In the above design, of the coolant at ambient temperature and the coolant flowing through the battery chiller, the coolant with the higher temperature is input to the electric actuator and heated to the temperature required to start the compressor as quickly as possible, thus starting the compressor as soon as possible.

[0068] According to a third aspect, the present invention provides a controller comprising at least one processor and an interface circuit, the interface circuit being configured to provide data or code instructions to at least one processor, the at least one processor being configured to perform a control method in any design of the second aspect, either via a logic circuit or by executing code instructions.

[0069] According to a fourth aspect, the present invention provides an electric vehicle including a controller and a thermal management system in any design of the first aspect. The controller controls components in the thermal management system according to a control method in any design of the second aspect and is configured to perform one or more of the following modes: a mode for heating only the passenger compartment, a battery heating mode, or a mode for heating both the passenger compartment and the battery.

[0070] According to a fifth aspect, the present invention provides a computer-readable storage medium which stores a computer program, and when the computer program is executed, a control method in any design of the second aspect is executed.

[0071] According to a sixth aspect, the present invention provides a computer program product. When this computer program product is executed on a processor, a control method in any design of the first aspect is implemented.

[0072] For details of the beneficial effects of the third through sixth embodiments, please refer to the technical effects that can be achieved by the corresponding designs in the first and second embodiments. Further details will not be provided here. [Brief explanation of the drawing]

[0073] [Figure 1] This is a diagram illustrating the configuration of a thermal management system provided in this industry. [Figure 2A] This diagram shows the pipeline flow relationship for performing cryogenic heating of the vehicle cabin via the thermal management system provided in this industry. [Figure 2B] This diagram shows the pipeline flow relationship for performing cryogenic heating of batteries via thermal management systems provided in this industry. [Figure 2C] This diagram shows the pipeline flow relationship for performing cryogenic heating of the vehicle cabin and battery via the thermal management system provided in this industry. [Figure 3]It is a configuration diagram of a non-preheating type thermal management system according to an embodiment of the present application. [Figure 4A] It is a diagram showing a pipeline flow relationship for realizing a mode of heating only the passenger compartment. [Figure 4B] It is a diagram showing a pipeline flow relationship for realizing a mode of heating only the battery. [Figure 4C] It is a diagram showing a pipeline flow relationship for realizing a mode of heating both the passenger compartment and the battery. [Figure 5] It is a configuration diagram of another non-preheating type thermal management system according to an embodiment of the present application. [Figure 6] It is a configuration diagram of another non-preheating type thermal management system according to an embodiment of the present application. [Figure 7A] It is a diagram showing a pipeline flow relationship for realizing a mode of heating only the passenger compartment. [Figure 7B] It is a diagram showing a pipeline flow relationship for realizing a mode of heating only the battery. [Figure 7C] It is a diagram showing a pipeline flow relationship for realizing a mode of heating both the passenger compartment and the battery. [Figure 8] It is a configuration diagram of another non-preheating type thermal management system according to an embodiment of the present application. [Figure 9A] It is a diagram showing a pipeline flow relationship for realizing a mode of heating only the passenger compartment. [Figure 9B] It is a diagram showing a pipeline flow relationship for realizing a mode of heating only the battery. [Figure 9C] It is a diagram showing another pipeline flow relationship for realizing a mode of heating only the battery. [Figure 9D] It is a diagram showing a pipeline flow relationship for realizing a mode of heating both the passenger compartment and the battery. [Figure 9E] It is a diagram showing another pipeline flow relationship for realizing a mode of heating both the passenger compartment and the battery. [Figure 10]This is a diagram illustrating the configuration of another non-preheating thermal management system according to one embodiment of the present invention. [Figure 11A] This diagram shows the pipeline flow relationship for implementing a mode that heats only the vehicle interior. [Figure 11B] This diagram shows the pipeline flow relationship for implementing a mode that heats only the battery. [Figure 11C] This diagram shows an alternative pipeline flow relationship for implementing a mode that heats only the battery. [Figure 11D] This diagram shows the pipeline flow relationship for achieving a mode that heats both the vehicle cabin and the battery. [Figure 11E] This diagram shows an alternative pipeline flow relationship for achieving a mode that heats both the vehicle cabin and the battery. [Figure 12] This is a diagram showing the configuration of a preheating type thermal management system according to one embodiment of the present invention. [Figure 13A] This diagram shows the pipeline flow relationship for implementing a mode that heats only the vehicle interior. [Figure 13B] This diagram shows the pipeline flow relationship for implementing a mode that heats only the battery. [Figure 13C] This diagram shows the pipeline flow relationship for achieving a mode that heats both the vehicle cabin and the battery. [Figure 14] This is a diagram illustrating the configuration of another preheating thermal management system according to one embodiment of the present invention. [Figure 15] This is a diagram illustrating the configuration of another preheating thermal management system according to one embodiment of the present invention. [Figure 16A] This diagram shows the pipeline flow relationship for implementing a mode that heats only the vehicle interior. [Figure 16B] This diagram shows the pipeline flow relationship for implementing a mode that heats only the battery. [Figure 16C] This diagram shows the pipeline flow relationship for achieving a mode that heats both the vehicle cabin and the battery. [Figure 17]This is a diagram illustrating the configuration of another preheating thermal management system according to one embodiment of the present invention. [Figure 18A] This diagram shows the pipeline flow relationship for implementing a mode that heats only the vehicle interior. [Figure 18B] This diagram shows the pipeline flow relationship for implementing a mode that heats only the battery. [Figure 18C] This diagram shows an alternative pipeline flow relationship for implementing a mode that heats only the battery. [Figure 18D] This diagram shows the pipeline flow relationship for achieving a mode that heats both the vehicle cabin and the battery. [Figure 18E] This diagram shows an alternative pipeline flow relationship for achieving a mode that heats both the vehicle cabin and the battery. [Figure 19] This is a diagram illustrating the configuration of another preheating thermal management system according to one embodiment of the present invention. [Figure 20A] This diagram shows the pipeline flow relationship for implementing a mode that heats only the vehicle interior. [Figure 20B] This diagram shows the pipeline flow relationship for implementing a mode that heats only the battery. [Figure 20C] This diagram shows an alternative pipeline flow relationship for implementing a mode that heats only the battery. [Figure 20D] This diagram shows the pipeline flow relationship for achieving a mode that heats both the vehicle cabin and the battery. [Figure 20E] This diagram shows an alternative pipeline flow relationship for achieving a mode that heats both the vehicle cabin and the battery. [Figure 21A] This diagram shows the pipeline flow relationships for implementing non-cryogenic heating of a vehicle cabin according to a non-preheating thermal management solution. [Figure 21B] This diagram shows the pipeline flow relationship for performing non-cryogenic heating of batteries according to a non-preheating thermal management solution. [Figure 21C]This diagram shows the pipeline flow relationship for performing non-cryogenic heating of the vehicle compartment and battery according to a non-preheating thermal management solution. [Figure 21D] This figure shows another pipeline flow relationship for implementing non-cryogenic heating of the vehicle cabin according to a non-preheating thermal management solution. [Figure 21E] This figure shows another pipeline flow relationship for implementing non-cryogenic heating of the vehicle cabin according to a non-preheating thermal management solution. [Figure 21F] This figure shows another pipeline flow relationship for performing non-cryogenic heating of the vehicle compartment and battery according to a non-preheating thermal management solution. [Figure 22A] This diagram shows the pipeline flow relationships for implementing non-cryogenic heating of the vehicle cabin according to a preheating thermal management solution. [Figure 22B] This diagram shows the pipeline flow relationship for performing non-cryogenic heating of batteries according to a preheating thermal management solution. [Figure 22C] This diagram shows the pipeline flow relationship for performing non-cryogenic heating of the vehicle compartment and battery according to a preheating thermal management solution. [Figure 22D] This diagram shows another pipeline flow relationship for implementing non-cryogenic heating of the vehicle cabin according to a preheating thermal management solution. [Figure 22E] This diagram shows another pipeline flow relationship for performing non-cryogenic heating of batteries according to a preheating thermal management solution. [Figure 22F] This figure shows another pipeline flow relationship for performing non-cryogenic heating of the vehicle compartment and battery according to a preheating thermal management solution. [Figure 23] This figure shows a method for connecting a supercooled water-cooled condenser according to one embodiment of the present invention. [Figure 24] This is a diagram illustrating the configuration of another thermal management system according to one embodiment of the present invention. [Figure 25] This figure shows a method for integrating a non-preheating type thermal management system according to one embodiment of the present invention. [Figure 26] This figure shows a method for integrating a preheating type thermal management system according to one embodiment of the present invention. [Modes for carrying out the invention]

[0074] The technical solutions in the embodiments of this application will be described clearly and completely below, with reference to the accompanying drawings. It is clear that the embodiments described are only a part of, and not all, of, the embodiments of this application.

[0075] In the description of this application, "at least one" means one or more, and "multiple" means two or more. Accordingly, in embodiments of the present invention, "multiple" may also be understood as "at least two." "And / or" describes a relationship between related objects and indicates that three relationships may exist. For example, A and / or B can indicate that only A exists, that both A and B exist, or that only B exists, and A and B may be singular or plural. The letter " / " usually indicates an "or" relationship between related objects. "At least one of the following items" or a similar expression means any combination of these items, including any combination of singular or plural items. For example, at least one of a, b, or c may mean a, b, c, a and b, a and c, b and c, or a, b, and c, and a, b, and c may be singular or plural.

[0076] Furthermore, unless otherwise specified, the ordinal numbers such as "first" and "second" in the embodiments of this application are used to distinguish between multiple objects, but are not intended to limit the priority or importance of the multiple objects. For example, the first three-way valve is a three-way valve located between the water-cooled condenser and the heater core, and the second three-way valve is a three-way valve located with the heater in the battery-related pipeline, the electric actuator-related pipeline, or the air-heated-related pipeline, but this does not mean that the two three-way valves have different priorities or importance.

[0077] Furthermore, in the following embodiments of the present application, “connection” refers to a pipeline connection, and the connection between two components may be a direct or indirect connection between the two components. For example, when A is said to be connected to B, it may mean that A is directly connected to B, or that A is indirectly connected to B through one or more other components. For example, A is directly connected to B via a pipeline. Or, A is directly connected to C via a pipeline, C is directly connected to B via a pipeline, and A and B are connected through C. In some cases, “connection” may be interpreted in a different sense instead. In conclusion, the connection between A and B makes it possible to transport coolant or refrigerant between A and B.

[0078] The thermal management system in the embodiment of the present invention is applicable to electric vehicles. Electric vehicles, also known as new energy vehicles, are vehicles powered by electric energy. The thermal management system for electric vehicles is derived from the thermal management system for conventional fuel-powered vehicles. The thermal management system for electric vehicles has the same parts as the thermal management system for conventional fuel-powered vehicles, for example, parts used for cooling or heating the air conditioner, but also has many new parts, such as parts used for heating or cooling the battery and parts used for heating or cooling the electric actuator. Therefore, compared to conventional fuel-powered vehicles, the thermal management system for electric vehicles needs to control not only the temperature of the cabin to provide a comfortable driving environment for the driver, but also the temperature of the battery, and especially in cold winters it is necessary to heat the battery to shorten the battery charging time and improve the battery life.

[0079] Figure 1 is a configuration diagram of a thermal management system provided in the art. The thermal management system includes a compressor, a water-cooled condenser, a battery chiller, a valve body component, a first three-way valve T-valve1, a one-way valve V1, a first water pump EWP_H, a second water pump EWP_P, and a third water pump EWP_B. The valve body component includes at least nine ends and may be a single valve body such as a nine-way valve or a ten-way valve, or may be a composite valve body formed from a plurality of valve bodies such as a five-way valve, a four-way valve, or a three-way valve. This is not particularly limited.

[0080] In addition, the thermal management system further includes a plurality of pipelines for connecting components, for example, a first pipeline L1, a second pipeline L2, a third pipeline L3, a fourth pipeline L4, a fifth pipeline L5, a sixth pipeline L6, and a seventh pipeline L7. Please continue to refer to Figure 1. Below, each pipeline will be described in detail.

[0081] The first pipeline L1 and the second pipeline L2 are respectively connected between the outlet end and the inlet end of the compressor. The first pipeline L1 passes through the second heat exchange pipe of the water-cooled condenser (that is, the heat exchange pipe between port d 13 and port d 14 abbreviated as the second heat exchange pipe d 13 d 14 and another similar heat exchange pipe is named according to the same rule) and the evaporator in the air conditioner box of the passenger compartment. The second pipeline L2 passes through the second heat exchange pipe d 13 d 14 of the water-cooled condenser and the first heat exchange pipe d 21 d 22 of the battery chiller.

[0082] The third pipeline L3 is connected between the first end a1 and the eighth end a8 of the valve body component. The third pipeline L3 includes the first water pump EWP_H, the heater core in the air conditioner box of the passenger compartment, the first end d 31, the second end d of the first three-way valve T-valve1 32 , and the first heat exchange pipe d of the water-cooled condenser 11 d 12 It passes through.

[0083] The fourth pipeline L4 is connected between the second end a2 and the ninth end a9 of the valve body component, and the fourth pipeline L4 passes through the electric actuator and the second water pump EWP_P.

[0084] The fifth pipeline L5 is connected between the fifth end a5 of the valve body component and the ninth end a9 of the valve body component, and the fifth pipeline L5 passes through the chiller in the front-end cooling module.

[0085] The sixth pipeline L6 is connected between the third end a3 of the valve body component and the sixth end a6 of the valve body component, and the sixth pipeline L6 is connected to the second heat exchange pipe d of the battery chiller. 23 d 24 It passes through.

[0086] The seventh pipeline L7 is connected between the seventh end a7 of the valve body component and the fourth end a4 of the valve body component, and the seventh pipeline L7 passes through the third water pump EWP_B and the battery.

[0087] Furthermore, branching points P2 and P3 are located in the seventh pipeline L7, and branching point P1 is located in the third pipeline L3. Branching point P2 is located at the third end d of the first three-way valve T-valve1 via the pipeline. 33 The pipeline is connected to the branch point P3, which is connected to branch point P1 via another pipeline, and this other pipeline passes through a one-way valve V1. The inlet end of the one-way valve V1 is connected to branch point P3, and the outlet end of the one-way valve V1 is connected to branch point P1.

[0088] It should be noted that the component connections shown in Figure 1 are merely an example, and the positions of the components on the pipeline can be swapped and are not limited to those shown in Figure 1. For example, in some embodiments, the positions of the first water pump EWP_H and the heater core in the third pipeline L3 may be swapped, the positions of the second water pump EWP_P and the electric actuator in the fourth pipeline L4 may be swapped, and the positions of the third water pump EWP_B and the battery in the seventh pipeline L7 may be swapped. This swapping of positions does not have an essential effect on the embodiment of the solution. Therefore, this swapping solution will not be described in detail in the embodiments of this application. For embodiments of the thermal management solution, please refer directly to the following description.

[0089] In some embodiments, an electric actuator is a component that converts electrical energy into kinetic energy to power an electric vehicle. For example, an electric actuator may include a power distribution unit (PDU), a microcontroller unit (MCU), an engine, a mobile data center (MDC), an electronic control unit (ECU), and a motor.

[0090] In some embodiments, fan 1 may be further located in the front-end cooling module. Fan 1 is configured to perform heat exchange between the ambient temperature and the chiller, for example, to cool the coolant flowing through the chiller based on the ambient temperature in winter, or to cool the coolant flowing through the chiller based on the ambient temperature in summer.

[0091] In some embodiments, a fan 2 may be further located in the air conditioning box of the passenger compartment. The fan 2 can blow outside air directly into the passenger compartment, or it can first cool the outside air in an evaporator before blowing it out, or it can first heat the outside air in a heater core before blowing it out.

[0092] In some embodiments, the thermal management system may further include a throttle valve, for example, a throttle valve EXV_H located on the inlet end side where the evaporator is located, and a port d of the battery chiller. 21 The throttle valve EXV_B is located on the side where the second heat exchange pipe d of the water-cooled condenser is located. 13 d 14 It is configured to control the flow rate of the refrigerant liquid output from the evaporator. When the throttle valve EXV_H is completely off, the second heat exchange pipe d of the water-cooled condenser 13 d 14 The refrigerant liquid output from is not sent to the evaporator. Similarly, the throttle valve EXV_B is connected to the second heat exchange pipe d of the water-cooled condenser. 13 d 14 From the first heat exchange pipe d of the battery chiller 21 d 22 It is configured to control the flow rate of the refrigerant liquid output to the outlet. When the throttle valve EXV_B is completely off, the second heat exchange pipe d of the water-cooled condenser 13 d 14 The refrigerant liquid output from there goes to the first heat exchange pipe d of the battery chiller. 21 d 22 It will not be sent.

[0093] In some embodiments, the thermal management system may further include a kettle, the inlet end of which is connected to an electric actuator, and the outlet end of which is connected to a second water pump EWP_P. The kettle is a container having an opening at the top, with the inlet end of which located on the upper side of the kettle and the outlet end of which located on the lower side of the kettle. When the gas-liquid mixture flowing out from the electric actuator flows into the kettle through the inlet end, the liquid in the gas-liquid mixture flows to the lower end of the kettle by gravity and then flows out to the pump from the outlet end of the kettle, while the gas in the gas-liquid mixture remains inside the kettle. In this way, the kettle can purify the coolant in the fourth pipeline L4, and the more purified the coolant, the better the temperature control effect of the fourth pipeline L4.

[0094] In some embodiments, the thermal management system may further include a liquid storage tank. The liquid storage tank is located at the port d of the water-cooled condenser. 14 The liquid storage tank is located on the side where the device is situated and is configured to store excess refrigerant liquid in the loop where the device is situated. It may also be configured to adjust the amount of refrigerant liquid stored based on the current temperature of the loop, thereby ensuring that the refrigerant currently flowing through the loop matches the refrigerant corresponding to the required temperature.

[0095] In some embodiments, temperature sensors or pressure sensors may be further placed at each key location in the thermal management system to learn the actual temperature and pressure conditions at each key location in the thermal management system and to determine whether the temperature control effect needs to be adjusted in the next step. For example, temperature sensor Tp o is the battery chiller port d 24 It is located on the side where the temperature sensor Tp i The electric actuator is positioned on the inlet end side, and the temperature sensor Tb i It is located on the battery input end side, and the temperature sensor Tb o It is located on the battery outlet end side, and pressure sensor PT i It is located on the inlet end side of the compressor, and pressure sensor PT o The temperature sensor is positioned on the outlet end of the compressor. The temperature sensor is configured to detect the temperature of the liquid flowing at the current position on the pipeline where the temperature sensor is located, and the pressure sensor is configured to detect the pressure of the liquid flowing at the current position on the pipeline where the pressure sensor is located. Thus, the thermal management system achieves precise temperature control based on temperature and pressure.

[0096] The main locations shown above are merely illustrative examples, and it should be understood that the present invention is not limited to these main locations. Furthermore, these sensors are not closely related to the thermal management solutions described in the embodiments of the present invention, and therefore will not be described in detail in the embodiments of the present invention.

[0097] In some embodiments, a controller (not shown in Figure 1) is further positioned within the thermal management system, connected to the compressor, the control terminals of each valve, the control terminals of each water pump, the outlet terminals of each temperature sensor, and the outlet terminals of each pressure sensor, respectively. The controller obtains temperature and pressure at each major location from the outlet terminals of each temperature sensor and each pressure sensor, determines and implements a control policy for the current temperature mode based on the temperature and pressure at each major location, and can control the compressor, each valve, and each water pump according to that control policy. Furthermore, during the control process, the controller can further determine in real time whether the current control policy meets the requirements of the current temperature mode based on the temperature and pressure at each major location. If the current control policy does not meet the requirements, the controller can further perform real-time adjustments to adjust the temperature and pressure to the current temperature mode as much as possible.

[0098] Of the multiple pipelines mentioned above, the pipelines other than the first pipeline L1 and the second pipeline L2 where the compressor is located, for example, the third pipeline L3 to the seventh pipeline L7, the pipeline between branching point P1 and branching point P3, and the third end d of the first three-way valve T-valve1 between branching point P2. 33The pipeline between the compressor and the other pipes is also called the coolant pipeline because coolant flows through it. The first pipeline L1 and the second pipeline L2, where the compressor is located, are also called the refrigerant pipelines and are used to circulate refrigerant, such as the currently mainstream refrigerants R134a or R1234yf. The compressor compresses the refrigerant liquid flowing into the compressor inlet into a high-temperature, high-pressure refrigerant gas, thereby realizing the heat pump function. However, when an electric vehicle is in an extremely low-temperature environment below -18°C or -20°C, the refrigerant pressure falls below 1 atmosphere, and the pressure at the compressor inlet also falls below 1 atmosphere. This pressure is lower than the pressure required to start the compressor (approximately 2-3 atmospheres), and as a result, the compressor cannot start. In other words, in an extremely low-temperature environment, the compressor in the thermal management system cannot be directly started to heat the heater core or battery. Therefore, in order to heat the heater core or battery in an extremely low-temperature environment, it is necessary to install additional heaters such as electric heaters, hot water heaters, or PTC heaters within the thermal management system.

[0099] Please refer to Figure 1. The heater is installed in a third pipeline L3 between the inlet end of the heater core and the outlet end of the industry's first water pump EWP_H. When the current environment is determined to be a cryogenic environment, the heater is used to directly heat the heater core and / or the battery. The specific control logic is as follows.

[0100] Figure 2A shows the pipeline flow relationship for implementing cryogenic heating of the vehicle interior via a thermal management system provided in the industry. In a specific embodiment, after detecting that the user has enabled the heating mode of the air conditioner, the controller first checks the temperature sensor Tp o The second heat exchange pipe d of the battery chiller, collected by [the company / organization]. 23 d 24 exit end d 24 The temperature is obtained, and if the temperature is below -18°C or -20°C, the start of the heater and the first water pump EWP_H is controlled, and the first end d of the first three-way valve T-valve1 is controlled. 31 The second end d of the first three-way valve T-valve1 32The system controls the connection to the first end a1 of the valve body component, and controls the connection to the first end a1 of the valve body component. In this way, the coolant output from the outlet end of the first water pump EWP_H is heated by the heater and then flows into the heater core, heating the heater core. Furthermore, the outside air heated by the heater core is blown into the passenger compartment via fan 1, heating the passenger compartment. Next, the coolant flowing through the heater core is connected to the first end d of the first three-way valve T-valve1 31 , the second end d of the first three-way valve T-valve1 32 , the first heat exchange pipe d of the water-cooled condenser 11 d 12 The water then passes through the eighth end a8 of the valve body component and the first end a1 of the valve body component in sequence before being returned to the first water pump EWP_H.

[0101] Figure 2B shows the pipeline flow relationship for performing cryogenic heating of a battery via a thermal management system provided in the industry. In a specific embodiment, after detecting that the user has instructed the battery to be heated, the controller first uses a temperature sensor Tp o The second heat exchange pipe d of the battery chiller, collected by [the company / organization]. 23 d 24 exit end d 24 The temperature is obtained, and if the temperature is below -18°C or -20°C, the start of the heater, the first water pump EWP_H, and the third water pump EWP_B are controlled, and the first end d of the first three-way valve T-valve1 is controlled. 31 The third end d of the first three-way valve T-valve1 33 The control is set to connect to the first end a1 of the valve body component and to connect to the fourth end a4 of the valve body component. In this way, the coolant output from the outlet end of the first water pump EWP_H flows to the heater core after being heated by the heater. In this case, since the air conditioner is not on, the heater core does not function, and the heated coolant flows to the first end d of the first three-way valve T-valve1. 31 It functions directly as an intermediate pipeline to send to the next. Next, the coolant is sent to the third end d of the first three-way valve T-valve1. 33The coolant flows out and into the third water pump EWP_B. The third water pump EWP_B causes the coolant to flow into the battery and heats it. The coolant that flows out from the battery's outlet passes through the first end a1 and the fourth end a4 of the valve body component in order before returning to the first water pump EWP_H.

[0102] Figure 2C shows the pipeline flow relationship for performing cryogenic heating of both the vehicle cabin and the battery by a thermal management system provided in the industry. In a specific embodiment, after detecting that the user has instructed the system to heat the battery by enabling the heating mode of the air conditioner, the controller first checks the temperature sensor Tp o The second heat exchange pipe d of the battery chiller, collected by [the company / organization]. 23 d 24 exit end d 24 The temperature is obtained, and if the temperature is below -18°C or -20°C, the start of the heater, the first water pump EWP_H, and the third water pump EWP_B are controlled, and the first end d of the first three-way valve T-valve1 is controlled. 31 The second end d of the first three-way valve T-valve1 32 and the third end d of the first three-way valve T-valve1 33 The valve body is controlled to connect to the first end a1 of the valve body component to the eighth end a8 of the valve body component, and the fourth end a4 of the valve body component to the seventh end a7 of the valve body component. In this way, the coolant that exits from the outlet end of the first water pump EWP_H is heated by the heater and then flows into the heater core, heating the heater core. Furthermore, the outside air heated by the heater core is blown into the passenger compartment via fan 1, heating the passenger compartment. Next, the coolant that has flowed through the heater core is connected to the first end d of the first three-way valve T-valve1 31 It flows into. A portion of the coolant flows into the second end d of the first three-way valve T-valve1. 32 The first heat exchange pipe d of the water-cooled condenser 11 d 12It flows into the first water pump EWP_H, then passes through the eighth end a8 and the first end a1 of the valve body component before returning to the first water pump EWP_H. Another portion of the coolant flows into the third end d of the first three-way valve T-valve1. 33 The coolant flows through to the third water pump EWP_B, then into the battery, which heats the battery. The coolant that flows out from the battery's outlet enters the fourth end a4 of the valve body component, then flows out from the seventh end a7 of the valve body component, with some of the coolant returning to the third water pump EWP_B and the other part passing through the one-way valve V1 to the first heat exchange pipe d of the water-cooled condenser. 11 d 12 Join them.

[0103] From the above analysis, it can be seen that, regardless of whether the passenger compartment is heated separately, the battery is heated separately, or both the passenger compartment and the battery are heated together, heaters are used directly in industry to heat the passenger compartment and / or battery to a target temperature. However, heating using only heaters inevitably requires a large amount of heat. Therefore, when designing a thermal management system, it is necessary to select a large-scale heater. However, large-scale heaters require a large amount of power and are expensive. This is clearly a disadvantage for the low power consumption and low cost design concept of electric vehicles.

[0104] Based on this, an embodiment of the present invention provides a thermal management system. In this thermal management system, the heater is connected to the second heat exchange pipe d of the battery chiller. 23 d 24It is placed in a target pipeline where a loop can be formed. When it is determined that the current environment is a cryogenic environment, first the connections between the heater, one or more water pumps, and each valve body in the thermal management system are controlled so that the heater and the second heat exchange pipe of the battery chiller form a loop and heat the second heat exchange pipe of the battery chiller via the heater. Next, in the process of heating the second heat exchange pipe, after it is determined that the temperature of the loop in which the second heat exchange pipe of the battery chiller is located is above the compressor start temperature, the thermal management system is controlled to start the compressor so that the compressor, the first heat exchange pipe of the battery chiller, and the second heat exchange pipe of the water-cooled condenser form a loop and heat the second heat exchange pipe of the water-cooled condenser via the compressor. Finally, after the compressor is started, the connection between each water pump and each valve in the thermal management system is controlled, thereby forming a loop between the device to be heated and the first heat exchange pipe of the water-cooled condenser. The heat exchanged from the second heat exchange pipe of the water-cooled condenser through the first heat exchange pipe of the water-cooled condenser is then used to heat the device to be heated.

[0105] According to the thermal management solution in the embodiment of the present invention, in a cryogenic environment, the second heat exchange pipe of the battery chiller is first heated via a heater, and after reaching a heating temperature sufficient to start the compressor, the compressor is heated by the heat exchange operation between the second heat exchange pipe and the first heat exchange pipe of the battery chiller to start the compressor, and then the started compressor can be used to assist in heating the heater core and / or battery. In this way, according to this design concept, the heater specifications only need to meet the compressor starting requirements and do not need to be set to a large value. This helps to reduce the power consumption and cost of the thermal management system.

[0106] It should be noted that the target pipeline may be any pipeline within the thermal management system, for example, any pipeline from the first pipeline L1 to the seventh pipeline L7. Alternatively, the target pipeline may include at least two pipelines within the thermal management system. Specifically, heaters are placed in at least two pipelines, and at least two heaters are combined to improve heating efficiency and start the compressor as quickly as possible.

[0107] Furthermore, the thermal management solutions in embodiments of this application can be classified into non-preheating thermal management solutions and preheating thermal management solutions. Non-preheating and preheating as used herein refer to scenarios for heating a vehicle interior. A non-preheating thermal management solution means that the heater core is used directly to supplement the heating of the vehicle interior. A preheating thermal management solution means that the vehicle interior is initially heated using another component before the heater core is used to supplement the heating of the vehicle interior. For example, an evaporator is used to initially heat the vehicle interior, and then a compressor is used to reheat the vehicle interior.

[0108] The following sections will specifically describe several possible non-preheating and preheating thermal management solutions, using an example where the heaters are placed in a single pipeline.

[0109] Non-preheating thermal management solution 1

[0110] Figure 3 is a diagram showing the configuration of a non-preheating thermal management system according to one embodiment of the present invention. In addition to the compressor, water-cooled condenser, battery chiller, valve body components, first three-way valve T-valve1, one-way valve V1, first water pump EWP_H, second water pump EWP_P, and third water pump EWP_B described above, the thermal management system may include a second three-way valve T-valve2, a heater, and a first valve body V3.

[0111] The second three-way valve T-valve2 is located in the seventh pipeline L7, and the first end d of the second three-way valve T-valve2 51 It is connected to the outlet end of the third water pump EWP_B and to the second end d of the second three-way valve T-valve2 52 It is connected to the battery inlet end and the third end d of the second three-way valve T-valve2 53 It is connected to the branch point P4 of the seventh pipeline L7 via the eighth pipeline L8. The branch point P4 is located between the outlet end of the battery and the fourth end a4 of the valve body component on the seventh pipeline L7.

[0112] The heater is connected to the seventh end a7 of the valve body component and the first end d of the second three-way valve T-valve2. 51 It may be placed in the seventh pipeline L7 between the branch point P4 and the fourth end a4 of the valve body component, or in the eighth pipeline L8, or in the seventh pipeline L7 between the branch point P4 and the fourth end a4 of the valve body component. This is not particularly limited.

[0113] The first valve body V3 is located in the first pipeline L1, and the first end of the first valve body V3 is connected to the inlet end of the compressor and port d of the battery chiller. 22 The valves are connected to the evaporator, with the second end of the first valve body V3 connected to the evaporator. The first valve body V3 may be a control valve such as a pressure control valve, solenoid valve, or gas control valve, or it may be a one-way valve. If the first valve body V3 is a one-way valve, please refer to Figure 3. The outlet end of the one-way valve is the first end of the first valve body V3, and the inlet end of the one-way valve is the second end of the first valve body V3.

[0114] Furthermore, a controller may be placed in the thermal management system. The controller is connected to the compressor, heater, valve body components, the first three-way valve T-valve1, the second three-way valve T-valve2, the first water pump EWP_H, the second water pump EWP_P, the third water pump EWP_B, the outlet ends of each pressure sensor, and the outlet ends of each temperature sensor, respectively. In addition, if the first valve body V3 is a control valve, the controller may be further connected to the control end of the first valve body V3. By controlling the starting of the compressor, heater, and each water pump, and the port connection relationships between the valve bodies, the controller can realize modes for heating only the vehicle cabin, heating only the battery, or heating both the vehicle cabin and the battery in an extremely low-temperature environment. Below, the specific control logic for realizing each heating mode in the non-preheating thermal management solution 1 will be described in detail, using the case where the heater is located in the eighth pipeline L8 and the first valve body V3 is a one-way valve as an example.

[0115] A mode that heats only the passenger compartment.

[0116] Figure 4A is a pipeline flow diagram for implementing a mode that heats only the passenger compartment, and the overall control logic corresponding to this mode includes the following:

[0117] If the controller determines that the vehicle interior needs heating, it first checks the temperature sensor Tp o The second heat exchange pipe d of the battery chiller, collected by [the company / organization]. 23 d 24 The coolant temperature at the outlet end is obtained. If this temperature is below the first temperature threshold (indicating a cryogenic environment, which can usually be set to -18°C or -20°C), it indicates that the current environment is a cryogenic environment and the compressor cannot be started directly. In this case, the controller controls the starting of the heater and the third water pump EWP_B, and the first end d of the second three-way valve T-valve2 51 The third end d of the second three-way valve T-valve2 53Control to connect to, control to connect the third end a3 of the valve body part to the fourth end a4 of the valve body part, and control to connect the sixth end a6 of the valve body part to the seventh end a7 of the valve body part, so that a loop is formed between the second heat exchange pipe d of the battery chiller 23 d 24 and the heater. In this way, the coolant output from the outlet end of the third water pump EWP_B passes through the first end d 51 and the third end d 53 of the second three-way valve T-valve2 and then enters the heater. After being heated by the heater, it enters the fourth end a4 of the valve body part, then flows out from the third end a3 of the valve body part and enters the second heat exchange pipe d of the battery chiller 23 d 24 to heat the second heat exchange pipe d of the battery chiller 23 d 24 The coolant flowing out from the second heat exchange pipe d of the battery chiller 23 d 24 returns to the third water pump EWP_B after passing through the sixth end a6 and the seventh end a7 of the valve body part in sequence.

[0118] When the second heat exchange pipe d of the battery chiller 23 d 24 is continuously heated, the controller continuously obtains the coolant temperature at the outlet end of the second heat exchange pipe d o collected by the temperature sensor Tp 23 d 24 periodically. When this temperature is above the second temperature threshold (indicating the starting temperature of the compressor, which can usually be set to -15°C), it means that the current temperature of the second heat exchange pipe d of the battery chiller 23 d 24 has reached the starting temperature of the compressor. Furthermore, this means that after heat exchange with the second heat exchange pipe d 23 d 24 the first heat exchange pipe d of the battery chiller 21 d 22This means that the temperature of the refrigerant flowing out from the compressor to the compressor inlet is sufficient to start the compressor. In this case, the controller controls the start of the compressor, thereby controlling the first heat exchange pipe d between the compressor and the battery chiller. 21 d 22 A loop is formed between them. In this way, the first heat exchange pipe d of the battery chiller 21 d 22 However, the second heat exchange pipe d of the battery chiller 23 d 24 After absorbing heat from the coolant flowing through it, a heated refrigerant liquid is obtained. This refrigerant liquid is further compressed by a compressor to become a high-temperature, high-pressure refrigerant gas, which then enters the second heat exchange pipe d of the water-cooled condenser. 13 d 14 It flows into the second heat exchange pipe d of the water-cooled condenser. 13 d 14 The first heat exchange pipe d of the battery chiller is heated, and then the first heat exchange pipe d 21 d 22 Return to the previous page.

[0119] The controller, after controlling the start of the compressor, further controls the start of the first water pump EWP_H and the first end d of the first three-way valve T-valve1 31 The second end d of the first three-way valve T-valve1 32 By controlling the connection to connect the eighth end a8 of the valve body component to the first end a1 of the valve body component, the heater core of the water-cooled condenser and the first heat exchange pipe d 11 d 12 A loop may be formed between the two. In this way, the first heat exchange pipe d of the water-cooled condenser 11 d 12 However, the second heat exchange pipe d of the water-cooled condenser 13 d 14After absorbing heat from the refrigerant flowing through it, heated coolant is obtained. The heated coolant passes sequentially through the eighth end a8 of the valve body component, the first end a1 of the valve body component, and the first water pump EWP_H before flowing into the heater core and heating the heater core. In this way, the fan 1 blows outside air heated by the heater core into the passenger compartment, heating the passenger compartment. The coolant flowing through the heater core passes through the first end d of the first three-way valve T-valve1 31 and the second end d of the first three-way valve T-valve1 32 It passes through and in order, and then the first heat exchange pipe d of the water-cooled condenser 11 d 12 Return to the previous page.

[0120] In conclusion, when implementing a mode that heats only the passenger compartment, the heater is connected to the second heat exchange pipe d of the battery chiller. 23 d 24 Only the coolant flowing through is heated to a temperature above the compressor's starting temperature, and the first heat exchange pipe d of the battery chiller 21 d 22 and the second heat exchange pipe d of the battery chiller 23 d 24 It is necessary to heat the refrigerant at the compressor inlet through heat exchange between the compressor and the heater core to start the compressor. After the compressor has started, it can be used to assist in heating the heater core. With this heating method, the heater specifications only need to meet the requirements for starting the compressor and do not need to be set to large values. Therefore, the specifications of the heaters that need to be installed in the thermal management system can be effectively reduced, thereby reducing the power and cost of the thermal management system.

[0121] Mode that heats only the battery

[0122] Figure 4B shows the pipeline flow relationship for implementing a mode that heats only the battery. In this mode, the control logic for compressor startup control and the control logic before startup are exactly the same as the control logic for the mode that heats only the vehicle cabin, but the control logic after compressor startup control is different from the control logic for the mode that heats only the vehicle cabin. The main differences are as follows.

[0123] When implementing a mode in which only the battery is heated after the compressor has been started, the controller controls the first end d of the second three-way valve T-valve2. 51 The second end d of the second three-way valve T-valve2 52 By controlling the connection, the battery and heater form a loop. In this way, the heated coolant in the loop where the heater is located is supplied to the first end d of the second three-way valve T-valve2 via the third water pump EWP_B. 51 Next, a portion of the coolant flows into the third end d of the second three-way valve T-valve2. 53 The coolant returns through to the loop where the heater is located, thereby being circulated and heated by the heater. The other part is the second end d of the second three-way valve T-valve2 52 The coolant flows through this loop into the battery, heating it up. Then, the coolant that has leaked out of the battery returns to the loop where the heater is located at branch point P4.

[0124] Furthermore, when the heater specifications in the thermal management system are small, there are limits to the heating capacity of the heater, and the heater alone cannot sufficiently heat the battery. Therefore, the controller controls the first end d of the second three-way valve T-valve2. 51 The second end d of the second three-way valve T-valve2 52 After controlling the connection, the first water pump EWP_H is further controlled to start, and the first end d of the first three-way valve T-valve1 is controlled. 31 The third end d of the first three-way valve T-valve1 33 It can be controlled to connect to the first end a1 of the valve body component and to connect to the eighth end a8 of the valve body component. In this way, the first heat exchange pipe d of the water-cooled condenser 11 d 12 However, it is compressed and heated by the compressor, and the second heat exchange pipe d of the water-cooled condenser 13 d 14After absorbing the heat of the refrigerant flowing into it, heated coolant is obtained. The heated coolant flows into the heater core after passing sequentially through the eighth end a8 of the valve body component, the first end a1 of the valve body component, and the first water pump EWP_H. In this case, since the air conditioner is not on, the heater core does not function, and the heated coolant flows through the first end d of the first three-way valve T-valve1. 31 It functions solely as an intermediate pipeline for delivery to the next. Next, the coolant is delivered to the third end d of the first three-way valve T-valve1. 33 It flows out from there and then joins the third water pump EWP_B. The coolant that flows out from the outlet end of the third water pump EWP_B goes to the first end d of the second three-way valve T-valve2. 51 Next, a portion of the coolant flows into the third end d of the second three-way valve T-valve2. 53 The coolant flows through to the loop where the heater is located, and the coolant is circulated and heated together with the heater. The other part flows through the second end d of the second three-way valve T-valve2. 52 The coolant flows into the battery via this, and together with the compressor and heater, reheats the battery. Next, the coolant that has flowed out of the battery and the coolant heated by the heater merge at branching point P4, and then the fourth end a4 of the valve body component, the third end a3 of the valve body component, and the second heat exchange pipe d of the battery chiller meet. 23 d 24 , and after passing through the sixth end a6 of the valve body component in sequence, it flows out from the seventh end a7 of the valve body component. Next, a portion of the coolant returns to the third water pump EWP_B, and the other portion goes through the one-way valve V1 to the first heat exchange pipe d of the water-cooled condenser. 11 d 12 Return to the previous page.

[0125] As described above, the first end d of the second three-way valve T-valve2 51 This is the second end d of the second three-way valve T-valve2. 52 It needs to be connected to the third end d of the second three-way valve T-valve2. 53 It also needs to be connected to the second end d of the second three-way valve T-valve2. 52 The liquid output from and the third end d of the second three-way valve T-valve2 53The liquid output from both ends of the second three-way valve T-valve2 is at the first end d 51 It is output from there. Therefore, the second three-way valve T-valve2 can be configured as a flow divider valve.

[0126] In one example, the second end d of the second three-way valve T-valve2 52 and the third end d of the second three-way valve T-valve2 53 The first end d of the second three-way valve T-valve2 51 The proportion of coolant obtained from is the first end d of the second three-way valve T-valve2 51 This can be specifically determined by the temperature. For example, when the compressor is not running, the controller turns on the heater and the first end d of the second three-way valve T-valve2 51 All of the coolant located in the third end d of the second three-way valve T-valve2 53 The system controls the flow to accelerate the compressor startup by utilizing all of the heater's heating capacity for compressor startup. However, immediately after starting the compressor, it still needs some time to heat the loop in which it is located. Therefore, the controller controls the first end d of the second three-way valve T-valve2. 51 The majority of the coolant is supplied to the third end of the second three-way valve T-valve 2. 53 It is released into the second end of the second three-way valve T-valve2, and a small amount is released into the second end d 52 By controlling the flow to a certain point, using a portion of the heater's heating capacity to heat the battery, and reserving the majority of the heating capacity for assisting with heating during compressor startup, the battery's power margin can be used to perform the initial heating of the battery during compressor startup. Next, after the compressor has fully started and the compressor continues to perform circulating heating, the first end d of the second three-way valve T-valve2 51 The coolant temperature is driven to rise continuously. In this case, the controller controls the first end d of the second three-way valve T-valve2. 51 From the third end d of the second three-way valve T-valve2 53 The coolant flowing to the first end d of the second three-way valve T-valve2 is gradually reduced. 51From the second end d of the second three-way valve T-valve2 52 By gradually increasing the amount of coolant flowing out, the heating capacity of the heater and compressor can be gradually shifted to the battery heating function.

[0127] In conclusion, by implementing a mode that heats only the battery according to the control logic described above, the specifications of the heaters that need to be placed in the thermal management system can be effectively reduced, and the heat from the heater and compressor can be utilized to the fullest extent throughout the thermal management cycle, thereby improving battery heating efficiency.

[0128] A mode that heats both the passenger compartment and the battery.

[0129] Figure 4C shows the pipeline flow relationship for realizing a mode that heats both the passenger compartment and the battery. In this mode, the control logic for compressor startup control and the control logic before startup are exactly the same as the control logic for the passenger compartment-only heating mode and the battery-only heating mode, while the control logic after compressor startup control differs from the control logic for the passenger compartment-only heating mode and the battery-only heating mode. The main differences are as follows:

[0130] When a mode is implemented to heat both the vehicle compartment and the battery after the compressor has been started, the controller controls the start of the first water pump EWP_H and the first end d of the first three-way valve T-valve1 31 The second end d of the first three-way valve T-valve1 32 The first heat exchange pipe d of the water-cooled condenser is controlled to connect to the first end a1 of the valve body component and to connect to the eighth end a8 of the valve body component. 11 d 12 A loop is formed between the heater core and the first heat exchange pipe d of the water-cooled condenser. 11 d 12 This is the second heat exchange pipe d of the water-cooled condenser. 13 d 14 The heater core is heated using the heat absorbed from the vehicle, and the passenger compartment is heated. The controller also controls the first end d of the second three-way valve T-valve2. 51The second end d of the second three-way valve T-valve2 52 By controlling the connection, a loop is formed between the battery and the heater, and the heater is used for the initial heating of the battery.

[0131] The controller controls the first end d of the second three-way valve T-valve2. 51 The second end d of the second three-way valve T-valve2 52 After controlling it to connect to, further, the first end d of the first three-way valve T-valve1 31 The third end d of the first three-way valve T-valve1 33 It may be controlled to connect to the first heat exchange pipe d of the water-cooled condenser. 11 d 12 The heated refrigerant, after passing through the heater core, joins the loop where the heater is located as quickly as possible. The compressor compresses the coolant, generating heat that efficiently heats the coolant together with the heater. Furthermore, the heat generated by the compressor contributes to heating the battery as quickly as possible, so the battery is reheated through both the compressor and the heater, improving the battery heating efficiency.

[0132] It should be noted that in the mode that heats both the passenger compartment and the battery, the control logic after compressor startup control can be considered as a combination of the control logic for the mode that heats only the passenger compartment and the mode that heats only the battery. For specific loop flow relationships, please refer to the explanation of the relationship between the mode that heats only the passenger compartment and the mode that heats only the battery. Further details will not be explained here.

[0133] Also, similar to the mode that heats only the battery, the first end d of the first three-way valve T-valve1 31 This is the second end d of the first three-way valve T-valve1. 32 It needs to be connected to the third end d of the first three-way valve T-valve1. 33 It also needs to be connected to the second end d of the first three-way valve T-valve1. 32The liquid output from and the third end d of the first three-way valve T-valve1 33 The liquid output from and both are from the first end d of the first three-way valve T-valve1. 31 It is output from there. Therefore, the first three-way valve T-valve1 can be configured as a flow divider valve.

[0134] In one example, the second end d of the first three-way valve T-valve1 32 and the third end d of the first three-way valve T-valve1 33 The first end d of the first three-way valve T-valve1 31 The proportion of coolant obtained can be specifically determined by the temperature difference between the current temperature of the cabin and the target temperature. For example, when the temperature difference between the current temperature of the cabin and the target temperature is large, the controller controls the first end d of the first three-way valve T-valve1. 31 The majority of the coolant is supplied to the second end d of the first three-way valve T-valve1 32 It is released into the third end d of the first three-way valve T-valve1. 33 It can be controlled to release the excess fluid, thereby utilizing most of the compressor's heating capacity for heating the cabin and improving the user's driving experience. However, as the current cabin temperature gradually approaches the target temperature, the controller controls the second end d of the first three-way valve T-valve1. 32 The coolant flowing out is gradually reduced, and the third end d of the first three-way valve T-valve1 33 As the amount of coolant flowing out is gradually increased, and the user's temperature requirements for the passenger compartment are essentially met, a large portion of the compressor's heating capacity is directed towards heating the battery, improving the battery heating effect.

[0135] In non-preheating thermal management solution 1, the heater is located in the battery-related pipeline, for example, in the seventh pipeline L7 where the battery is located, or in the eighth pipeline L8 connected in parallel to the battery. Furthermore, when the heater is located, a second three-way valve T-valve 2 and a first valve body V3 are also jointly located. The second three-way valve T-valve 2, the first valve body V3, the original first three-way valve T-valve 1, and the valve body components in the thermal management system are controlled to first start the compressor at cryogenic temperatures via the heater, and then to allow the compressor to assist in heating the cabin and / or the battery.

[0136] Non-preheating thermal management solution 2

[0137] Figure 5 is a diagram showing the configuration of another non-preheating thermal management system according to one embodiment of the present invention. The difference between this thermal management system and the thermal management system of non-preheating thermal management solution 1 is that the heater is located in the sixth pipeline L6, for example, between the sixth end a6 of the valve body component and the port d of the battery chiller. 24 It may be placed between or at the port d of the battery chiller 23 It may be positioned between the third end a3 of the valve body component.

[0138] Furthermore, in non-preheating thermal management solution 2, the second three-way valve T-valve2, the first valve body V3, the compressor, the water-cooled condenser, the battery chiller, the valve body components, the first three-way valve T-valve1, the one-way valve V1, the first water pump EWP_H, the second water pump EWP_P, and the third water pump EWP_B are all the same as in non-preheating thermal management solution 1, except that the heater is different from non-preheating thermal management solution 1. Further details will not be explained here.

[0139] Furthermore, in cryogenic environments, the control logic for implementing the modes of heating only the vehicle cabin, heating only the battery, and heating both the vehicle cabin and the battery in the non-preheating thermal management solution 2 may be the same as the control logic in the non-preheating thermal management solution 1. For details, please refer to the explanation of the modes in the non-preheating thermal management solution 1. Further details will not be explained here.

[0140] Non-preheating thermal management solution 3

[0141] Figure 6 is a diagram showing the configuration of another non-preheating thermal management system according to one embodiment of the present application. The difference between this thermal management system and the thermal management system of non-preheating thermal management solution 1 is that the heater is connected to the first end a1 of the valve body component and the first end d of the first three-way valve T-valve 1. 31 The heater is located in a third pipeline L3 between the first end a1 of the valve body component and the inlet end of the first water pump EWP_H, or between the outlet end of the first water pump EWP_H and the inlet end of the heater core, or between the outlet end of the heater core and the first end d of the first three-way valve T-valve1. 31 It may be placed between them.

[0142] Furthermore, in non-preheating thermal management solution 3, the second three-way valve T-valve2, the first valve body V3, the compressor, the water-cooled condenser, the battery chiller, the valve body components, the first three-way valve T-valve1, the one-way valve V1, the first water pump EWP_H, the second water pump EWP_P, and the third water pump EWP_B are all the same as in non-preheating thermal management solution 1, except that the heater is different from the heater in non-preheating thermal management solution 1. Further details will not be explained here.

[0143] For example, the following section will describe in detail the specific control logic for realizing each heating mode in the non-preheating thermal management solution 3, using the case where the heater is located in the third pipeline L3 between the outlet end of the first water pump EWP_H and the inlet end of the heater core as an example.

[0144] A mode that heats only the passenger compartment.

[0145] Figure 7A shows the pipeline flow relationship for implementing a mode that heats only the passenger compartment, and the overall control logic corresponding to this mode may include the following:

[0146] If the controller detects that the vehicle interior needs heating, the temperature sensor Tp o The second heat exchange pipe d of the battery chiller, collected by [the company / organization]. 23 d 24 When the controller determines that the coolant temperature at the outlet end is below a first temperature threshold, it controls the starting of the heater, the first water pump EWP_H, and the third water pump EWP_B, and the first end d of the first three-way valve T-valve1 31 The third end d of the first three-way valve T-valve1 33 Controlled to connect to the first end d of the second three-way valve T-valve2 51 The third end d of the second three-way valve T-valve2 53 Control to connect to, control to connect the third end a3 of the valve body component to the fourth end a4 of the valve body component, control to connect the sixth end a6 of the valve body component to the seventh end a7 of the valve body component, and control to connect the first end d of the valve body component 31 By connecting it to the eighth end a8 of the valve body component, the heater, heater core, and the second heat exchange pipe d of the battery chiller are connected. 23 d 24A loop is formed between them. In this way, the coolant output from the outlet end of the first water pump EWP_H is heated by the heater and then flows into the heater core, heating the heater core. Furthermore, fan 1 blows the warm air heated by the heater core into the passenger compartment, providing initial heating to the passenger compartment. Next, the coolant that has flowed out from the heater core flows out of the first end d of the first three-way valve T-valve1 31 , the third end d of the first three-way valve T-valve1 33 , third water pump EWP_B, first end d of second three-way valve T-valve2 51 , the third end d of the second three-way valve T-valve2 53 After passing through the third end a3 of the valve body component and the fourth end a4 of the valve body component in order, the second heat exchange pipe d of the battery chiller 23 d 24 It flows into the second heat exchange pipe d of the battery chiller. 23 d 24 Heat it. Next, the second heat exchange pipe d of the battery chiller 23 d 24 The coolant that flows out flows into the sixth end a6 of the valve body component and flows out from the seventh end a7 of the valve body component. A portion of the coolant returns to the third water pump EWP_B, and the other portion passes through the one-way valve V1 to the first heat exchange pipe d of the water-cooled condenser. 11 d 12 The water flows into the pump, then passes sequentially through the eighth end a8 and the first end a1 of the valve body component before returning to the first water pump EWP_H.

[0147] Second heat exchange pipe d of the battery chiller 23 d 24 During the heating process, the controller detects the temperature sensor Tp o The second heat exchange pipe d, collected by 23 d 24 When the controller determines that the coolant temperature at the outlet end is above a second temperature threshold, it controls the start of the compressor, thereby activating the first heat exchange pipe d between the compressor and the battery chiller. 21 d 22 A loop is formed between them. In this way, the first heat exchange pipe d of the battery chiller 21 d22 However, the second heat exchange pipe d of the battery chiller 23 d 24 After absorbing heat from the coolant flowing through it, a heated refrigerant liquid is obtained. This refrigerant liquid is further compressed by a compressor to become a high-temperature, high-pressure refrigerant gas, which then enters the second heat exchange pipe d of the water-cooled condenser. 13 d 14 Entering the second heat exchange pipe d of the water-cooled condenser 13 d 14 The first heat exchange pipe d of the battery chiller is heated, and then the first heat exchange pipe d 21 d 22 Return to the previous page.

[0148] The controller controls the start of the compressor, and then controls the first end d of the first three-way valve T-valve1. 31 The second end d of the first three-way valve T-valve1 32 Further control is used to connect to the first heat exchange pipe d of the heater core and the water-cooled condenser. 11 d 12 A loop is formed between it and the first heat exchange pipe d of the water-cooled condenser. 11 d 12 This is the second heat exchange pipe d of the water-cooled condenser. 13 d 14 The coolant absorbs the heat of the refrigerant flowing through it, resulting in heated coolant. The heated coolant then passes through the eighth end a8 of the valve body component, the first end a1 of the valve body component, and the first water pump EWP_H in sequence before flowing into the heater, where the heater further heats the coolant heated by the compressor to obtain even hotter coolant. Next, the coolant flows into the heater core to heat it, and fan 1 blows the warm air from the heater core, heated together by the compressor and heater, into the passenger compartment to reheat the compartment. Next, the coolant that has flowed out of the heater core flows through the first end d of the first three-way valve T-valve1 31 It flows into the second end d of the first three-way valve T-valve1. 32 The first heat exchange pipe d of the water-cooled condenser 11 d 12 It flows back into the third end d of the first three-way valve T-valve1. 33 It then connects to the third water pump EWP_B.

[0149] In conclusion, when the mode for heating only the passenger compartment is activated, the heater is first used to initially heat the heater core, and then the heater is used to heat the second heat exchange pipe of the battery chiller to start the compressor. Next, after the compressor has started, the compressor is used to assist the heater when reheating the heater core. In this way, the limited heat of the heater can be utilized to the fullest extent, and heating efficiency can be improved.

[0150] Mode that heats only the battery

[0151] Figure 7B shows the pipeline flow relationship for implementing a mode that heats only the battery. In this mode, the control logic for compressor startup control and the control logic before startup are exactly the same as the control logic for the mode that heats only the passenger compartment, but the control logic after compressor startup control is different from the control logic for the mode that heats only the passenger compartment. The main differences are as follows.

[0152] When implementing a mode in which only the battery is heated after the compressor has been started, the controller controls the first end d of the second three-way valve T-valve2. 51 The third end d of the second three-way valve T-valve2 53 Controlled to connect to the first end d of the second three-way valve T-valve2 51 A portion of the coolant, which flows into the compressor and is heated using the heat generated by the compressor's compression, flows into the third end d of the second three-way valve T-valve2. 53 It flows out and joins the loop for heating the compressor, with the other part going to the third end d of the second three-way valve T-valve 2 53 It leaks out and heats the battery.

[0153] When implementing a mode that heats only the battery, please note that in the control logic before compressor startup control, although the coolant heated by the heater flows through the heater core, the heater core functions only as an intermediate pipeline for transferring the coolant because the air conditioner is not turned on, and is not used for heating the passenger compartment.

[0154] A mode that heats both the passenger compartment and the battery.

[0155] Figure 7C shows the pipeline flow relationship for realizing a mode that heats both the passenger compartment and the battery. In this mode, the control logic for compressor startup control and the control logic before startup are exactly the same as the control logic for the modes that heat only the passenger compartment and the modes that heat only the battery. However, the control logic after compressor startup control is different from the control logic for the modes that heat only the passenger compartment and the modes that heat only the battery. The main differences are as follows.

[0156] When a mode is implemented to heat both the vehicle compartment and the battery after the compressor has been started, the controller controls the first end d of the first three-way valve T-valve1. 31 The second end d of the first three-way valve T-valve1 32 The controller controls the connection to the first end d of the second three-way valve T-valve2. 51 The third end d of the second three-way valve T-valve2 53 It can also be controlled to connect to a loop where the compressor is located, and the battery can be heated using a heated coolant obtained through heat exchange with the loop.

[0157] In the non-preheating thermal management solution 3, a heater is also located in the third pipeline L3 where the heater core is located, as in the conventional technology, but a first valve body V3 and a second three-way valve T-valve 2 are further added to the thermal management system. By controlling the second three-way valve T-valve 2, the first valve body V3, and other valve body components in the thermal management system, the technical effect of starting the compressor before heating the cabin and / or battery, then using the started compressor to assist in heating, and reducing the power requirements of the heater is achieved.

[0158] Non-preheating thermal management solution 4

[0159] Figure 8 is a diagram showing the configuration of another non-preheating thermal management system according to one embodiment of the present application. The difference between this thermal management system and the thermal management system of non-preheating thermal management solution 1 is that the second three-way valve T-valve 2 is located in the common pipeline between the fourth pipeline L4 and the fifth pipeline L5 (i.e., the fourth pipeline L4 or the fifth pipeline L5 between the ninth end a9 of the valve body component and the branch point P0), and the first end d of the second three-way valve T-valve 2 51 The chiller and the electric actuator are connected to the second end d of the second three-way valve T-valve2, respectively. 52 The ninth end a9 of the valve body component is connected to the third end d of the second three-way valve T-valve2. 53 It is connected to the branch point P4 of the fourth pipeline L4 via the ninth pipeline L9, which is the point where the ninth pipeline L9 passes through the heater.

[0160] Furthermore, in non-preheating thermal management solution 4, the first valve body V3, compressor, water-cooled condenser, battery chiller, valve body components, first three-way valve T-valve1, one-way valve V1, first water pump EWP_H, second water pump EWP_P, and third water pump EWP_B are exactly the same as in non-preheating thermal management solution 1, except that the heater and the second three-way valve T-valve2 are different. Details will not be explained again here.

[0161] The following section provides a detailed explanation of the specific control logic for implementing each heating mode in the non-preheating thermal management solution 4.

[0162] A mode that heats only the passenger compartment.

[0163] Figure 9A shows the pipeline flow relationship for implementing a mode that heats only the passenger compartment, and the overall control logic corresponding to this mode may include the following:

[0164] When the controller detects that the vehicle interior needs heating, the temperature sensor Tp o The second heat exchange pipe d of the battery chiller, collected by [the company / organization]. 23 d 24 If the coolant temperature at the outlet end is determined to be below the first temperature threshold, this controller controls the activation of the heater and the second water pump EWP_P, and the second end d of the second three-way valve T-valve2 52 to the first end d of the second three-way valve T-valve2 51 and the third end d of the second three-way valve T-valve2 53 The second heat exchange pipe d of the heater and battery chiller is controlled to connect to the respective ends a2, the second end a3 of the valve body component is controlled to connect to the third end a3 of the valve body component, and the sixth end a6 of the valve body component is controlled to connect to the ninth end a9 of the valve body component. 23 d 24 A loop is formed between them. In this way, the coolant heated by the heater flows into the second end a2 of the valve body component after being driven by the second water pump EWP_P, and then flows out from the third end a3 of the valve body component into the second heat exchange pipe d of the battery chiller. 23 d 24 Entering the second heat exchange pipe d of the battery chiller 23 d 24 Heat it. Next, the second heat exchange pipe d of the battery chiller 23 d 24 The coolant that leaked out passes through the sixth end a6 and the ninth end a9 of the valve body component to the second end d of the second three-way valve T-valve2. 52It flows into the second three-way valve T-valve2, specifically the first end d 51 The fluid flows out from there to cool the electric actuator, and the other part flows to the third end d of the second three-way valve T-valve 2 53 The coolant flows back to the heater. The coolant discharged from the electric actuator and the coolant discharged from the heater merge and return to the second water pump EWP_P.

[0165] Second heat exchange pipe d of the battery chiller 23 d 24 During the heating process, the controller detects the temperature sensor Tp o The second heat exchange pipe d, collected by 23 d 24 When the controller determines that the coolant temperature at the outlet end is above a second temperature threshold, it controls the start of the compressor, thereby activating the first heat exchange pipe d between the compressor and the battery chiller. 21 d 22 A loop is formed between the compressor and the second heat exchange pipe d of the water-cooled condenser. 13 d 14 The refrigerant flowing through it is heated.

[0166] The controller, after controlling the start of the compressor, further controls the start of the first water pump EWP_H and the first end d of the first three-way valve T-valve1 31 The second end d of the first three-way valve T-valve1 32 The first heat exchange pipe d of the water-cooled condenser is controlled to connect to the heater core and the first end a1 of the valve body component to the eighth end a8 of the valve body component. 11 d 12 A loop may be formed between the two. In this way, the first heat exchange pipe d of the water-cooled condenser 11 d 12 However, the second heat exchange pipe d of the water-cooled condenser 13 d 14After absorbing the heat of the refrigerant flowing through it, heated coolant is obtained. The heated refrigerant then flows into the heater core after passing sequentially through the eighth end a8 of the valve body component, the first end a1 of the valve body component, and the first water pump EWP_H, thereby heating the heater core. Fan 1 blows the warm air heated by the heater core into the passenger compartment, heating the passenger compartment. Next, the coolant that has flowed out of the heater core flows through the first end d of the first three-way valve T-valve1 31 and the second end d of the first three-way valve T-valve1 32 After passing through and in order, the first heat exchange pipe d of the water-cooled condenser 11 d 12 Return to the previous page.

[0167] In conclusion, even when the heater is located in the electric actuator-related pipeline, when a mode is executed that heats only the passenger compartment, controlling the connection between the electric actuator-related pipeline and the second heat exchange pipe of the battery chiller allows the heater to continue heating the second heat exchange pipe of the battery chiller, enabling the compressor to start as quickly as possible. The started compressor is then used to supplement the heating of the passenger compartment, reducing the heater's power requirements.

[0168] Mode that heats only the battery

[0169] In an optional embodiment, Figure 9B shows the pipeline flow relationship for implementing a mode that heats only the battery. In this mode, the control logic for compressor startup control and the control logic before startup are exactly the same as the control logic for the mode that heats only the passenger compartment, while the control logic after compressor startup control is different from the control logic for the mode that heats only the passenger compartment. The main differences are as follows:

[0170] When implementing a mode in which only the battery is heated after the compressor has been started, the controller controls the start of the first water pump EWP_H and the third water pump EWP_B, and the first end d of the first three-way valve T-valve1 31 The third end d of the first three-way valve T-valve1 33The first heat exchange pipe d of the water-cooled condenser is controlled to connect to the first end a1 of the valve body component to the eighth end a8 of the valve body component and to connect to the fourth end a4 of the valve body component to the seventh end a7 of the valve body component. 11 d 12 A loop is formed between the two. In this way, the first heat exchange pipe d of the water-cooled condenser 11 d 12 However, the second heat exchange pipe d of the water-cooled condenser 13 d 14 After absorbing the heat of the refrigerant flowing through it, heated coolant is obtained, and the heated coolant flows into the heater core after passing sequentially through the eighth end a8 of the valve body component, the first end a1 of the valve body component, and the first water pump EWP_H. Since the air conditioner is not on, the heater core receives the heated coolant through the first end d of the first three-way valve T-valve1. 31 It functions solely as a transfer member that sends the coolant to the third end d of the first three-way valve T-valve1. 33 The coolant flows out to the third water pump EWP_B. The coolant that flows out of the third water pump EWP_B flows into the battery to heat it, then flows out of the battery into the fourth end a4 of the valve body component, and flows out from the seventh end a7 of the valve body component. Next, a portion of the coolant is returned to the third water pump EWP_B, and the other portion flows through the one-way valve V1 to the first heat exchange pipe d of the water-cooled condenser. 11 d 12 It flows back into the river.

[0171] In another optional embodiment, Figure 9C shows a different pipeline flow relationship for implementing a mode in which only the battery is heated. The differences between the control logic in this embodiment and the control logic in the previously described embodiment are as follows:

[0172] The controller controls the starting of the first water pump EWP_H and the third water pump EWP_B after controlling the start of the compressor, and controls the first end d of the first three-way valve T-valve1 31 The second end d of the first three-way valve T-valve1 32The first heat exchange pipe d of the water-cooled condenser is controlled to connect to the first end a1 of the valve body component to the fourth end a4 of the valve body component and to connect to the seventh end a7 of the valve body component to the eighth end a8 of the valve body component. 11 d 12 A loop is formed between it and the first heat exchange pipe d of the water-cooled condenser. 11 d 12 This is the second heat exchange pipe d of the water-cooled condenser. 13 d 14 After absorbing the heat of the refrigerant flowing through it, heated coolant is obtained. The heated coolant flows into the eighth end a8 of the valve body component and then flows out from the seventh end a7 of the valve body component. Subsequently, a portion of the coolant passes through the one-way valve V1 and then into the first heat exchange pipe d of the water-cooled condenser. 11 d 12 The coolant flows directly back to the battery, and after passing through the third water pump EWP_B, the remaining coolant flows into the battery to heat it. The coolant that flows out of the battery flows into the heater core after passing through the fourth end a4 of the valve body component, the first end a1 of the valve body component, and the first water pump EWP_H in that order. Since the air conditioner is not on, the heater core receives the coolant through the first end d of the first three-way valve T-valve1 31 It functions solely as a transfer member that sends to the first three-way valve T-valve1, and then the coolant is sent to the second end d 32 The first heat exchange pipe d of the water-cooled condenser passes through 11 d 12 It flows back into the river.

[0173] Please note that the above merely illustrates two types of control logic for heating only the battery. After the compressor starts up, the battery is heated by controlling the port connections of the valve body components to the first heat exchange pipe d of the water-cooled condenser. 11 d 12 Any solution that connects to is included in the scope of protection of the embodiments of this application. The embodiments of this application do not list examples one by one.

[0174] A mode that heats both the passenger compartment and the battery.

[0175] In an optional embodiment, Figure 9D shows the pipeline flow relationship in a mode where both the cabin and the battery are heated. The difference between the control logic corresponding to this mode and the control logic for the mode that heats only the battery, shown in Figure 9B, is that after the compressor is started, in addition to controlling the compressor to heat the battery according to the control logic for the mode that heats only the battery, as shown in Figure 9B, the first end d of the first three-way valve T-valve1 31 The second end d of the first three-way valve T-valve1 32 The system is further controlled to connect to a loop where the compressor is located, and uses heated coolant obtained through heat exchange with the loop to heat the heater core, thereby heating the battery and the passenger compartment.

[0176] In another optional embodiment, Figure 9E shows a different pipeline flow relationship for realizing a mode that heats both the passenger compartment and the battery. The difference between the control logic for this mode and the control logic for the mode that heats only the battery shown in Figure 9C is that, after the compressor is started, in addition to controlling the compressor to heat the battery according to the control logic for the mode that heats only the battery shown in Figure 9C, the first end d of the first three-way valve T-valve1 31 The third end d of the first three-way valve T-valve1 33 The connection is further controlled so that the heated coolant obtained by heat exchange in the loop where the compressor is located merges with the loop where the battery is located as quickly as possible, thereby improving the rate at which the battery heats up.

[0177] In the non-preheating thermal management solution 4, the heater and the second three-way valve T-valve 2 are located in the electric actuator-related pipeline. By controlling the second three-way valve T-valve 2 and other valve components in the thermal management system, the compressor can be kept running before heating the cabin and / or battery. In this way, the compressor can be used for heating assistance, reducing the power requirements of the heater.

[0178] Non-preheating thermal management solution 5

[0179] Figure 10 is a diagram of the configuration of another non-preheating thermal management system according to one embodiment of the present application. The difference between this thermal management system and the thermal management system of non-preheating thermal management solution 1 is that the second three-way valve T-valve 2 is located in the fifth pipeline L5, and the first end d of the second three-way valve T-valve 2 51 It is connected to the chiller, and the second end d of the second three-way valve T-valve2 52 The fifth end a5 of the valve body component is connected to the third end d of the second three-way valve T-valve2. 53 It is connected to the branch point P4 of the fourth pipeline L4 via the ninth pipeline L9, which is the point where the ninth pipeline L9 passes through the heater.

[0180] Furthermore, in non-preheating thermal management solution 4, the first valve body V3, compressor, water-cooled condenser, battery chiller, valve body components, first three-way valve T-valve1, one-way valve V1, first water pump EWP_H, second water pump EWP_P, and third water pump EWP_B are all the same as in non-preheating thermal management solution 1, except that the heater and the second three-way valve T-valve2 differ from those in non-preheating thermal management solution 1. Further details will not be explained here.

[0181] The following section provides a detailed explanation of the specific control logic for implementing each heating mode in the non-preheating thermal management solution 5.

[0182] A mode that heats only the passenger compartment.

[0183] Figure 11A shows the pipeline flow relationship for implementing a mode that heats only the passenger compartment, and the overall control logic corresponding to this mode may include the following:

[0184] When the controller detects that the vehicle interior needs heating, the temperature sensor Tp o The second heat exchange pipe d of the battery chiller, collected by [the company / organization]. 23 d24 When the controller determines that the coolant temperature at the outlet end is below the first temperature threshold, it controls the activation of the heater and the second water pump EWP_P, and the second end d of the second three-way valve T-valve2 52 The third end d of the second three-way valve T-valve2 53 The valve body component is controlled to connect to the second end a2 of the valve body component, the second end a3 of the valve body component is controlled to connect to the third end a3 of the valve body component, and the sixth end a6 of the valve body component is controlled to connect to the fifth end a5 and the ninth end a9 of the valve body component, respectively. In this way, the coolant heated by the heater flows into the second end a2 of the valve body component after being driven by the second water pump EWP_P, and then flows out from the third end a3 of the valve body component to the second heat exchange pipe d of the battery chiller. 23 d 24 It flows into the second heat exchange pipe d of the battery chiller. 23 d 24 Heat it. Next, the second heat exchange pipe d of the battery chiller 23 d 24 The coolant that flows out flows into the sixth end a6 of the valve body component. Next, some of the coolant flows out from the ninth end a9 of the valve body component to cool the electric actuator, and another portion flows out from the fifth end a5 of the valve body component to the second end d of the second three-way valve T-valve2. 52 It flows into the third end d of the second three-way valve T-valve2. 53 It flows out and returns to the heater. The coolant flowing out from the electric actuator and the coolant flowing out from the heater merge and enter the second water pump EWP_P.

[0185] Second heat exchange pipe d of the battery chiller 23 d 24 During the heating process, the controller detects the temperature sensor Tp o The second heat exchange pipe d, collected by 23 d 24 When the controller determines that the coolant temperature at the outlet end is above the second temperature threshold, it controls the start of the compressor, thereby activating the first heat exchange pipe d between the compressor and the battery chiller. 21 d 22A loop is formed between the compressor and the second heat exchange pipe d of the water-cooled condenser. 13 d 14 The refrigerant flowing through it is heated.

[0186] The controller, after controlling the start of the compressor, further controls the start of the first water pump EWP_H and the first end d of the first three-way valve T-valve1 31 The second end d of the first three-way valve T-valve1 32 The first heat exchange pipe d of the water-cooled condenser is controlled to connect to the heater core and the first end a1 of the valve body component to the eighth end a8 of the valve body component. 11 d 12 A loop is formed between and the first heat exchange pipe d of the water-cooled condenser. 11 d 12 This is the second heat exchange pipe d of the water-cooled condenser. 13 d 14 The heater core is heated using the heat absorbed from the outside. Fan 1 heats the passenger compartment by blowing the warm air heated by the heater core into the passenger compartment.

[0187] In conclusion, even when the heater is located in a separate electric actuator-related pipeline, when the mode for heating only the passenger compartment is executed, controlling the connection between the electric actuator-related pipeline and the second heat exchange pipe of the battery chiller allows the heater to continue heating the second heat exchange pipe of the battery chiller, enabling the compressor to start as quickly as possible. The started compressor is then used to supplement the heating of the passenger compartment, reducing the power requirements of the heater.

[0188] Mode that heats only the battery

[0189] In an optional embodiment, Figure 11B shows the pipeline flow relationship for implementing a mode that heats only the battery. In this mode, the control logic for compressor startup control and the control logic before startup are exactly the same as the control logic for the mode that heats only the passenger compartment, while the control logic after compressor startup control is different from the control logic for the mode that heats only the passenger compartment. The main differences are as follows:

[0190] When implementing a mode in which only the battery is heated after the compressor has been started, the controller controls the start of the first water pump EWP_H and the third water pump EWP_B, and the first end d of the first three-way valve T-valve1 31 The third end d of the first three-way valve T-valve1 33 The first heat exchange pipe d of the water-cooled condenser is controlled to connect to the first end a1 of the valve body component to the eighth end a8 of the valve body component and to connect to the fourth end a4 of the valve body component to the seventh end a7 of the valve body component. 11 d 12 A loop is formed between and the first heat exchange pipe d of the water-cooled condenser. 11 d 12 This is the second heat exchange pipe d of the water-cooled condenser. 13 d 14 The battery is heated using the heat absorbed from the source.

[0191] In another optional embodiment, Figure 11C shows a different pipeline flow relationship for implementing a mode in which only the battery is heated. The differences between the control logic in this embodiment and the control logic in the previously described embodiment are as follows:

[0192] The controller controls the starting of the first water pump EWP_H and the third water pump EWP_B after controlling the start of the compressor, and controls the first end d of the first three-way valve T-valve1 31 The second end d of the first three-way valve T-valve1 32The first heat exchange pipe d of the water-cooled condenser is controlled to connect to the first end a1 of the valve body component to the fourth end a4 of the valve body component and to connect to the seventh end a7 of the valve body component to the eighth end a8 of the valve body component. 11 d 12 A loop is formed between and the first heat exchange pipe d of the water-cooled condenser. 11 d 12 This is the second heat exchange pipe d of the water-cooled condenser. 13 d 14 The battery is heated using the heat absorbed from the source.

[0193] Please note that the discrimination control logic for heating only the battery in non-preheating thermal management solution 5 is the same as the discrimination control logic for heating only the battery in non-preheating thermal management solution 4. For details, please refer directly to the explanation above. Further details will not be explained again here.

[0194] A mode that heats both the passenger compartment and the battery.

[0195] In an optional embodiment, Figure 11D shows the pipeline flow relationship in a mode in which both the cabin and the battery are heated. The difference between the control logic corresponding to this mode and the control logic for the mode in which only the battery is heated, as shown in Figure 11B, is that after the compressor is started, in addition to controlling the compressor to heat the battery according to the control logic for the mode in which only the battery is heated, as shown in Figure 11B, the first end d of the first three-way valve T-valve1 31 The second end d of the first three-way valve T-valve1 32 The system is further controlled to connect to a loop where the compressor is located, and uses heated coolant obtained through heat exchange with the loop to heat the heater core, thereby heating the battery and the passenger compartment.

[0196] Furthermore, in another optional embodiment, Figure 11E shows a different pipeline flow relationship for realizing a mode that heats both the vehicle compartment and the battery. The difference between the control logic corresponding to this mode and the control logic for the mode that heats only the battery shown in Figure 11C is that, after the compressor is started, in addition to controlling the compressor to heat the battery according to the control logic for the mode that heats only the battery shown in Figure 11C, the first end d of the first three-way valve T-valve1 31 This is the third end d of the first three-way valve T-valve1. 33 The connection is further controlled so that the heated coolant obtained by heat exchange in the loop where the compressor is located merges with the loop where the battery is located as quickly as possible, thereby improving the battery's heating rate.

[0197] In the non-preheating thermal management solution 5, the heater and the second three-way valve T-valve 2 are also located in the electric actuator-related pipeline. The second three-way valve T-valve 2 and other valve components in the thermal management system are controlled to allow the compressor to continue starting before heating the cabin and / or battery. In this way, the compressor can be used for heating assistance, reducing the power requirements of the heater.

[0198] In conclusion, in the above non-preheating thermal management solution, the heater can be located in either the battery-related pipeline, the air-heated pipeline, or the electric actuator-related pipeline. Since the second three-way valve T-valve2 and the first valve body V3 are provided, the heater located in any of the related pipelines can be connected to the second heat exchange pipe of the battery chiller by controlling the connection between the valve bodies. In this way, the compressor assists in heating, reducing the power consumption and cost associated with heating using the heater.

[0199] Furthermore, the above non-preheating thermal management solution will be explained using an example where the first valve body V3 is a one-way valve. The one-way valve can be automatically turned on or off based on the direction of liquid flow in the pipeline, and no controller is required for additional control. However, in another embodiment, when the first valve body V3 is a control valve, the controller needs to further control the first valve body V3 to turn off after the compressor startup control, and the compressor is connected to the first heat exchange pipe d of the battery chiller. 21 d 22 This forms a loop only, ensuring that all of the compressor's heating capacity is used to heat the battery chiller.

[0200] The above content mainly describes non-preheating thermal management solutions; the following section describes preheating thermal management solutions.

[0201] Preheating-type thermal management solution 1

[0202] Figure 12 is a diagram of the configuration of a preheating thermal management system according to one embodiment of the present invention. In addition to the second three-way valve T-valve2, heater, first valve body V3, compressor, water-cooled condenser, battery chiller, valve body components, first three-way valve T-valve1, one-way valve V1, first water pump EWP_H, second water pump EWP_P, and third water pump EWP_B in the non-preheating thermal management solution 1, the thermal management system further includes a second valve body V2 and a third valve body V4, and a tenth pipeline L 10 The second end of the first valve body V3 and port d of the battery chiller 21 It is positioned between the two. The second valve body V2 is located in the tenth pipeline L 10 The second valve body V2 is positioned such that the first end of the second valve body V3 is connected to the second end of the first valve body V3 and to the evaporator, and the second end of the second valve body V2 is connected to port d of the battery chiller. 21 It is connected to the first end of the third valve body V4, respectively. The third valve body V4 is located in the second pipeline L2, and the first end of the third valve body V4 is connected to the second end of the second valve body V2 and to the port d of the battery chiller. 21The second end of the third valve body V4 is connected to the port d of the evaporator and the water-cooled condenser, respectively. 14 They are connected to each other.

[0203] In some embodiments, the first valve body V3 and the third valve body V4 are solenoid valves, and the second valve body V2 may be a solenoid valve or a one-way valve. As shown in Figure 12, when the second valve body V2 is a one-way valve, the inlet end of the one-way valve is the first end of the second valve body V2, and the outlet end of the one-way valve is the second end of the second valve body V2.

[0204] In the following, we will explain in detail the specific control logic for realizing each heating mode in the preheating thermal management solution 1, using the example where the heater is located in the eighth pipeline L8 and the second valve body V2 is a one-way valve.

[0205] A mode that heats only the passenger compartment.

[0206] Figure 13A shows the pipeline flow relationship for implementing a mode that heats only the passenger compartment, and the overall control logic corresponding to this mode includes the following:

[0207] When the controller detects that the vehicle interior needs heating, the temperature sensor Tp o The second heat exchange pipe d of the battery chiller, collected by [the company / organization]. 23 d 24 When the controller determines that the coolant temperature at the outlet end is below the first temperature threshold, it controls the activation of the heater and the third water pump EWP_B, and the first end d of the second three-way valve T-valve2 51 The third end d of the second three-way valve T-valve2 53 The heater is controlled to connect to the second heat exchange pipe d of the battery chiller, by controlling the third end a3 of the valve body component to connect to the fourth end a4 of the valve body component, and the sixth end a6 of the valve body component to connect to the seventh end a7 of the valve body component. 23 d 24 The coolant flowing inside is heated.

[0208] Second heat exchange pipe d of the battery chiller 23 d 24 During the heating process, the controller detects the temperature sensor Tp o The second heat exchange pipe d, collected by 23 d 24 When the controller determines that the coolant temperature at the outlet end is above the second temperature threshold, it controls the start of the compressor and controls the first valve body V3 and the third valve body V4 to turn off. In this way, the first heat exchange pipe d of the battery chiller 21 d 22 However, the second heat exchange pipe d of the battery chiller 23 d 24 After absorbing heat from the coolant flowing through it, a heated refrigerant liquid is obtained. This refrigerant liquid is further compressed by a compressor to become a high-temperature, high-pressure refrigerant gas, which then enters the second heat exchange pipe d of the water-cooled condenser. 13 d 14 Entering the second heat exchange pipe d of the water-cooled condenser 13 d 14 Heat it. Next, the second heat exchange pipe d of the water-cooled condenser 13 d 14 The refrigerant that leaks out flows into the evaporator. Refrigerant The heat is released into the passenger compartment via the evaporator, providing initial heating to the compartment. Subsequently, the refrigerant that has flowed out of the evaporator flows through the second valve body V2 into the first heat exchange pipe d of the battery chiller. 21 d 22 Return to the previous page.

[0209] The controller, after controlling the start of the compressor, further controls the start of the first water pump EWP_H and the first end d of the first three-way valve T-valve1 31 The second end d of the first three-way valve T-valve1 32 The first heat exchange pipe d of the water-cooled condenser is controlled to connect to the first end a1 of the valve body component and to connect to the eighth end a8 of the valve body component. 11 d 12 This is the second heat exchange pipe d of the water-cooled condenser. 13 d 14The heater core is heated by utilizing the heat absorbed from the outside air, and the fan 1 blows the outside air heated by the heater core into the passenger compartment, thereby heating the passenger compartment.

[0210] According to the preheating thermal management solution 1, the specification requirements for the heater can be reduced. Furthermore, in the process of heating the vehicle cabin, the cabin is first heated by the evaporator before the compressor starts up, and then the cabin is heated again by the compressor after the compressor starts up. This heating method allows the cabin to be heated more quickly, improving the user's occupant experience (comfort).

[0211] Mode that heats only the battery

[0212] Figure 13B shows the pipeline flow relationship for implementing a mode that heats only the battery. In this mode, the control logic for compressor startup control and the control logic before startup are exactly the same as the control logic for the mode that heats only the passenger compartment, but the control logic after compressor startup control is different from the control logic for the mode that heats only the passenger compartment. The main differences are as follows.

[0213] When it is necessary to control the start of the compressor and turn off the first valve body V3 and the third valve body V4, and then to achieve a mode in which only the battery is heated, the controller controls the first end d of the second three-way valve T-valve2. 51 The second end d of the second three-way valve T-valve2 52 By controlling the connection, the battery and heater form a loop, performing the initial heating of the battery.

[0214] The controller controls the first end d of the second three-way valve T-valve2. 51 The second end d of the second three-way valve T-valve2 52 After controlling it to connect to, further, the first end d of the first three-way valve T-valve1 31 The third end d of the first three-way valve T-valve1 33The first heat exchange pipe d of the water-cooled condenser is controlled to connect to the first end a1 of the valve body component and to connect to the eighth end a8 of the valve body component. 11 d 12 However, the heater may be connected to the loop where it is located, and the battery may be reheated together with the heater and compressor.

[0215] Please note that this discrimination control logic is the same as the discrimination control logic in the mode that heats only the battery in Non-Preheating Thermal Management Solution 1. For details, please refer to the relevant explanation of Non-Preheating Thermal Management Solution 1. Further details will not be explained here.

[0216] Furthermore, the second three-way valve T-valve2 may be a flow divider. If the ambient temperature is insufficient to start the compressor, the heater is started first, and the first end d of the second three-way valve T-valve2 51 All the coolant flowing out is directed to the third end d of the second three-way valve T-valve2. 53 By allowing the fluid to flow in, the compressor is started quickly. Next, the first end d of the second three-way valve T-valve2 51 A portion of the refrigerant flowing out is directed to the second end of the second three-way valve T-valve2. 52 The current is diverted to heat the battery using the battery's power margin while the compressor is starting up. Finally, after the compressor is fully started, the first end d of the second three-way valve T-valve2 51 All of the coolant that leaked out went to the third end d of the second three-way valve T-valve2 53 The heat flows into the system, causing both the compressor and heater to heat the battery. Therefore, this heating method not only effectively reduces the number of heaters that need to be installed in the thermal management system, but also improves the heating efficiency of the battery by making maximum use of the heat from the heater and compressor throughout the entire thermal management cycle.

[0217] A mode that heats both the passenger compartment and the battery.

[0218] Figure 13C shows the pipeline flow relationship for achieving a mode that heats both the passenger compartment and the battery. In this mode, the control logic for compressor startup control and the control logic before startup are exactly the same as the control logic in the modes that heat only the passenger compartment and the modes that heat only the battery, while the control logic after compressor startup control is different from the control logic in the modes that heat only the passenger compartment and the modes that heat only the battery. The main differences are as follows:

[0219] When controlling the start of the compressor and turning off the first valve body V3 and the third valve body V4, and then implementing a mode that heats both the vehicle compartment and the battery, the controller controls the first end d of the second three-way valve T-valve2. 51 The second end d of the second three-way valve T-valve2 52 By controlling the connection, a loop is formed between the battery and the heater, and the heater is used to perform the initial heating of the battery. The controller also controls the starting of the first water pump EWP_H and the first end d of the first three-way valve T-valve1 31 The second end d of the first three-way valve T-valve1 32 The first heat exchange pipe d of the water-cooled condenser is controlled to connect to the first end a1 of the valve body component and to connect to the eighth end a8 of the valve body component. 11 d 12 A loop is formed between the heater core and the first heat exchange pipe d of the water-cooled condenser. 11 d 12 This is the second heat exchange pipe d of the water-cooled condenser. 13 d 14 The heater core can be heated by utilizing the heat absorbed from the vehicle, thereby heating the vehicle's interior.

[0220] The controller controls the first end d of the second three-way valve T-valve2. 51 The second end d of the second three-way valve T-valve2 52 After being controlled to connect to the first three-way valve T-valve1, the first end d 31 The third end d of the first three-way valve T-valve1 33It can be further controlled to connect to the first end d of the first three-way valve T-valve1. In this way, the coolant flowing out from the heater core is directed to the first end d of the first three-way valve T-valve1. 31 Next, a portion of the coolant flows into the second end d of the first three-way valve T-valve1. 32 The first heat exchange pipe d of the water-cooled condenser 11 d 12 It is returned to the third water pump EWP_B, and some of it joins the third water pump EWP_B to heat the battery together with the heater.

[0221] Note that this discrimination control logic is the same as the discrimination control logic in the mode of heating both the vehicle compartment and the battery in the non-preheating thermal management solution 1. For details, please refer to the relevant description of non-preheating thermal management solution 1. Further details will not be explained here. Also, the first three-way valve T-valve1 may be a flow divider valve instead. The first end d of the first three-way valve T-valve1 31 The second end d of the first three-way valve T-valve1 32 and the third end d 33 After connecting to each of them, the first end d 31 From the second end d 32 and the third end d 33 The proportion of coolant supplied can be specifically determined by the temperature difference between the current temperature of the cabin and the target temperature. For a description of the flow division of the first three-way valve T-valve1, please refer directly to Non-Preheating Thermal Management Solution 1. Further details will not be explained here.

[0222] According to the preheating thermal management solution 1, not only can the power requirements of the heater be reduced, but the evaporator is involved in heating the vehicle compartment, acting as the initial heating medium for preheating the compartment and heating the compartment together with the heater core, thereby improving the heating efficiency of the vehicle compartment.

[0223] Preheating-type thermal management solution 2

[0224] Figure 14 is a diagram showing the configuration of another preheating thermal management system according to one embodiment of the present application. The difference between this thermal management system and the thermal management system of preheating thermal management solution 1 is that the heater is located in the sixth pipeline L6, for example, between the sixth end a6 of the valve body component and the second heat exchange pipe d of the battery chiller. 23 d 24 port d 24 It may be placed between or at the port d of the battery chiller 23 It may be placed between the valve body component and the third end portion a3.

[0225] Furthermore, in preheating thermal management solution 2, the second three-way valve T-valve2, the first valve body V3, the second valve body V2, the third valve body V4, the compressor, the water-cooled condenser, the battery chiller, the valve body components, the first three-way valve T-valve1, the one-way valve V1, the first water pump EWP_H, the second water pump EWP_P, and the third water pump EWP_B are all the same as in preheating thermal management solution 1, except that the heater is different from the heater in preheating thermal management solution 1. Further details will not be explained here.

[0226] Furthermore, in cryogenic environments, all control logic for implementing the modes of heating only the vehicle cabin, heating only the battery, and heating both the vehicle cabin and the battery in the preheating thermal management solution 2 may be the same as the control logic for the preheating thermal management solution 1. For details, please refer to the relevant descriptions for each mode of the preheating thermal management solution 1. Further details will not be explained here.

[0227] Preheating-type thermal management solution 3

[0228] Figure 15 is a diagram showing the configuration of another preheating thermal management system according to one embodiment of the present application. The difference between this thermal management system and the thermal management system of preheating thermal management solution 1 is that the heater is connected to the first end a1 of the valve body component and the first end d of the first three-way valve T-valve 1. 31This point is located in the third pipeline L3 between the first end a1 of the valve body component and the inlet end of the first water pump EWP_H, or between the outlet end of the first water pump EWP_H and the inlet end of the heater core, or between the outlet end of the heater core and the first end d of the first three-way valve T-valve1. 31 It may be placed between them.

[0229] Furthermore, in preheating thermal management solution 2, the second three-way valve T-valve2, the first valve body V3, the second valve body V2, the third valve body V4, the compressor, the water-cooled condenser, the battery chiller, the valve body components, the first three-way valve T-valve1, the one-way valve V1, the first water pump EWP_H, the second water pump EWP_P, and the third water pump EWP_B are all the same as in preheating thermal management solution 1, except that the heater is different from the heater in preheating thermal management solution 1. Further details will not be explained here.

[0230] In the following sections, we will describe in detail the specific control logic for realizing each heating mode in the preheating thermal management solution 3, using, for example, the case where the heater is located in the third pipeline L3 between the outlet end of the first water pump EWP_H and the inlet end of the heater core.

[0231] A mode that heats only the passenger compartment.

[0232] Figure 16A shows the pipeline flow relationship for implementing a mode that heats only the passenger compartment, and the overall control logic corresponding to this mode may include the following:

[0233] When the controller detects that the vehicle interior needs heating, the temperature sensor Tp o The second heat exchange pipe d of the battery chiller, collected by [the company / organization]. 23 d 24When the controller determines that the coolant temperature at the outlet end is below a first temperature threshold, it controls the starting of the heater, the first water pump EWP_H, and the third water pump EWP_B, and the first end d of the first three-way valve T-valve1 31 The third end d of the first three-way valve T-valve1 33 Controlled to connect to the first end d of the second three-way valve T-valve2 51 The third end d of the second three-way valve T-valve2 53 Control to connect to, control to connect the third end a3 of the valve body component to the fourth end a4 of the valve body component, control to connect the sixth end a6 of the valve body component to the seventh end a7 of the valve body component, and control to connect the first end d of the valve body component 31 This controls the connection to the eighth end a8 of the valve body component. In this way, the coolant flowing out from the outlet end a1 of the first water pump EWP_H enters the heater core after being heated by the heater, and after providing initial heating to the cabin via the heater core, it enters the first end d of the first three-way valve T-valve1. 31 It flows into the third end d of the first three-way valve T-valve1. 33 The water flows out from there and through the third water pump EWP_B to the first end d of the second three-way valve T-valve2 51 It flows into the third end d of the second three-way valve T-valve2 53 It flows out from there, and after passing through the third end a3 and the fourth end a4 of the valve body component in order, it enters the second heat exchange pipe d of the battery chiller. 23 d 24 It flows into the second heat exchange pipe d of the battery chiller. 23 d 24 The coolant is heated. Then, the coolant flows from the sixth end a6 of the valve body component to the seventh end a7 of the valve body component. After flowing out from the seventh end a7 of the valve body component, a portion of the coolant flows to the third end d of the first three-way valve T-valve1. 33 The coolant that has leaked out from the first water pump EWP_B joins the third water pump EWP_B, and the remaining portion goes through the one-way valve V1 to the first heat exchange pipe d of the water-cooled condenser. 11 d 12 The water flows into the valve body, then into the eighth end a8 of the valve body component, flows out from the first end a1 of the valve body component, and returns to the first water pump EWP_H.

[0234] Second heat exchange pipe d of the battery chiller 23 d 24 During the heating process, the controller detects the temperature sensor Tp o The second heat exchange pipe d, collected by 23 d 24 When the controller determines that the temperature at the outlet end is above the second temperature threshold, it controls the start of the compressor and controls the first valve body V3 and the third valve body V4 to turn off the second heat exchange pipe d of the water-cooled condenser via the compressor. 13 d 14 The system heats up the fuel and releases that heat into the passenger compartment via an evaporator, thereby reheating the passenger compartment.

[0235] The controller starts the compressor and controls the first valve body V3 and the third valve body V4 to turn off, and then controls the first end d of the first three-way valve T-valve1. 31 The second end d of the first three-way valve T-valve1 32 It can be further controlled to connect to the first heat exchange pipe d of the water-cooled condenser. 11 d 12 However, the second heat exchange pipe d of the water-cooled condenser 13 d 14 After absorbing the heat of the refrigerant flowing through it, heated coolant is obtained, and this heated coolant flows into the heater core after passing sequentially through the eighth end a8 of the valve body component, the first end a1 of the valve body component, the first water pump EWP_H, and the heater. The heater core blows heated hot air into the passenger compartment, heating the passenger compartment for the third time. Next, the coolant that has flowed out of the heater core flows through the first end d of the first three-way valve T-valve1. 31 It flows into the second end d of the first three-way valve T-valve1. 32 The first heat exchange pipe d of the water-cooled condenser 11 d 12 It flows back into the third end d of the first three-way valve T-valve1. 33 It then connects to the third water pump EWP_B.

[0236] In conclusion, when heating only the passenger compartment, the heater is placed directly in the pipeline where the heater core is located. When heating the passenger compartment according to the control logic described above, the heater first directly heats the heater core, providing the initial heating of the compartment. Next, the compressor performs a compression operation to generate heat, which is then used to reheat the compartment via the evaporator. Finally, the compressor performs a compression operation to generate heat, which is then used to reheat the compartment a third time via the heater core. This heating method allows for faster heating of the passenger compartment, which can improve the user's experience.

[0237] Mode that heats only the battery

[0238] Figure 16B shows the pipeline flow relationship in a mode where only the battery is heated, and the overall control logic corresponding to this mode may include the following:

[0239] First, if the controller detects that the battery needs to be heated, the temperature sensor Tp o The second heat exchange pipe d of the battery chiller, collected by [the company / organization]. 23 d 24 When the controller determines that the coolant temperature at the outlet end is below a first temperature threshold, it controls the starting of the heater, the first water pump EWP_H, and the third water pump EWP_B, and the first end d of the first three-way valve T-valve1 31 The third end d of the first three-way valve T-valve1 33 Controlled to connect to the first end d of the second three-way valve T-valve2 51 The third end d of the second three-way valve T-valve2 53 Control to connect to, control to connect the third end a3 of the valve body component to the fourth end a4 of the valve body component, control to connect the sixth end a6 of the valve body component to the seventh end a7 of the valve body component, and the first end d of the first three-way valve T-valve1 31 By connecting the eighth end a8 of the valve body component, the second heat exchange pipe d of the heater and battery chiller is connected. 23 d 24A loop is formed between the heater and the second heat exchange pipe d of the battery chiller. 23 d 24 Heat it up.

[0240] In this process, although the coolant heated by the heater flows through the heater core, the air conditioning is not on, so it should be noted that the heater core functions only as an intermediate pipeline for transferring the coolant and is not used for heating the passenger compartment.

[0241] Next, the controller controls the temperature sensor Tp o The second heat exchange pipe d, collected by 23 d 24 After determining that the temperature at the outlet end is above the second temperature threshold, the compressor startup is controlled to turn off the first valve body V3 and the third valve body V4, thereby controlling the first heat exchange pipe d of the compressor and the battery chiller. 21 d 22 A loop is formed between the compressor and the second heat exchange pipe d of the water-cooled condenser. 13 d 14 The refrigerant flowing through it is heated.

[0242] In this process, the coolant heated by the compressor passes through the evaporator, but since the air conditioning is not on, the evaporator functions only as an intermediate pipeline for transferring the coolant and is not used for heating the passenger compartment.

[0243] Furthermore, the controller controls the first end d of the second three-way valve T-valve2. 51 The third end d of the second three-way valve T-valve2 53 It can be further controlled to connect to the first end d of the second three-way valve T-valve2, thereby allowing the coolant heated by the compressor to connect to the first end d 51 After entering, a portion of the coolant enters the second end of the second three-way valve T-valve2 d 53 It flows out and joins a loop to heat the compressor, and another portion enters the third end d of the second three-way valve T-valve2 53 It leaks out and heats the battery.

[0244] In conclusion, when only the battery is heated, all the heat generated by the heater is first used to start the compressor, accelerating the compressor's startup speed, and then, after the compressor has started, the first end d of the second three-way valve T-valve2 51 The second end d of the second three-way valve T-valve2 52 It is connected to the compressor, which generates heat from the two components, the compressor and the heater, which together heat the battery, improving the battery's heating rate.

[0245] However, please understand that the control logic described above is only an optional embodiment. In another embodiment, alternatively, before starting the compressor, the first end d of the second three-way valve T-valve2 51 The second end d of the second three-way valve T-valve2 52 It may be connected to this. In this way, the heat generated by the heater is used to preheat the battery and also to start the compressor. After the compressor starts, the compressor and heater generate heat and work together to reheat the battery. In this way, the battery can be preheated.

[0246] A mode that heats both the passenger compartment and the battery.

[0247] Figure 16C shows the pipeline flow relationship in the mode where both the passenger compartment and the battery are heated. In this mode, the control logic for compressor startup control and the control logic before startup are exactly the same as the control logic for the modes where only the passenger compartment is heated and the modes where only the battery is heated. However, the control logic after compressor startup control is different from the control logic for the modes where only the passenger compartment is heated and the modes where only the battery is heated. The main differences are as follows:

[0248] The controller controls the start of the compressor, and after controlling the first valve body V3 and the third valve body V4 to turn off, the first end d of the first three-way valve T-valve1 31 The second end d of the first three-way valve T-valve1 52The controller controls the connection to the first end d of the second three-way valve T-valve2. 51 The third end d of the second three-way valve T-valve2 53 The system can be controlled to connect to a loop where the compressor is located, and the battery can be heated using a heated coolant obtained through heat exchange with the loop.

[0249] In preheating thermal management solution 3, a heater is also placed in the third pipeline L3 where the heater core is located, as in the conventional technology, but a second three-way valve T-valve 2, a first valve body V3, a second valve body V2, and a third valve body V4 are further placed in the preheating thermal management system. Since these valve bodies and other valve body components in the thermal management system are controlled, a solution that uses a compressor to supplement heating of the cabin and / or battery can still be implemented, and the power requirements of the heater can be reduced.

[0250] Preheating-type thermal management solution 4

[0251] Figure 17 is a diagram showing the configuration of another preheating thermal management system according to one embodiment of the present application. The difference between this preheating thermal management system and the preheating thermal management system of preheating thermal management solution 1 is that the second three-way valve T-valve 2 is located in the common pipeline between the fourth pipeline L4 and the fifth pipeline L5 (i.e., the fourth pipeline L4 or the fifth pipeline L5 between the ninth end a9 of the valve body component and the branch point P0), and the first end d of the second three-way valve T-valve 2 51 The chiller and the electric actuator are connected to the second end d of the second three-way valve T-valve2. 52 The ninth end a9 of the valve body component is connected to the third end d of the second three-way valve T-valve2. 53 It is connected to branch point P4 on the fourth pipeline L4 via the ninth pipeline L9, which is the point where the ninth pipeline L9 passes over the heater.

[0252] Furthermore, in preheating thermal management solution 4, the first valve body V3, second valve body V2, third valve body V4, compressor, water-cooled condenser, battery chiller, valve body components, first three-way valve T-valve1, one-way valve V1, first water pump EWP_H, second water pump EWP_P, and third water pump EWP_B are exactly the same as in preheating thermal management solution 1, except that the heater and second three-way valve T-valve2 are different from those in preheating thermal management solution 1. Further details will not be explained here.

[0253] The following section provides a detailed explanation of the specific control logic for implementing each heating mode in the preheating thermal management solution 4.

[0254] A mode that heats only the passenger compartment.

[0255] Figure 18A shows the pipeline flow relationship for implementing a mode that heats only the passenger compartment, and the overall control logic corresponding to this mode may include the following:

[0256] When the controller detects that the vehicle interior needs heating, the temperature sensor Tp o The second heat exchange pipe d of the battery chiller, collected by [the company / organization]. 23 d 24 When the controller determines that the coolant temperature at the outlet end is below the first temperature threshold, it controls the activation of the heater and the second water pump EWP_P, and the second end d of the second three-way valve T-valve2 52 to the first end d of the second three-way valve T-valve2 51 and the third end d of the second three-way valve T-valve2 53 The second heat exchange pipe d of the heater and battery chiller is controlled to connect to the respective ends a2, the second end a3 of the valve body component is controlled to connect to the third end a3 of the valve body component, and the sixth end a6 of the valve body component is controlled to connect to the ninth end a9 of the valve body component. 23 d 24 A loop is formed between the heater and the second heat exchange pipe d of the battery chiller.23 d 24 Heat it up.

[0257] Second heat exchange pipe d of the battery chiller 23 d 24 During the heating process, the controller uses a temperature sensor Tp o The second heat exchange pipe d, collected by 23 d 24 When the controller determines that the temperature at the outlet end is above the second temperature threshold, it controls the start of the compressor and turns off the first valve body V3 and the third valve body V4, thereby controlling the second heat exchange pipe d of the compressor and the water-cooled condenser. 13 d 14 The two pipes form a loop, and the compressor is connected to the second heat exchange pipe d of the water-cooled condenser. 13 d 14 It heats the evaporator. The evaporator also provides the initial heating for the vehicle's interior.

[0258] The controller controls the start of the compressor, turns off the first valve body V3 and the third valve body V4, and then controls the start of the first water pump EWP_H and the first end d of the first three-way valve T-valve1. 31 The second end d of the first three-way valve T-valve1 32 The first heat exchange pipe d of the water-cooled condenser is controlled to connect to the first end a1 of the valve body component and the eighth end a8 of the valve body component. 11 d 12 The heater core then forms a loop, and the heater core reheats the passenger compartment.

[0259] Mode that heats only the battery

[0260] In an optional embodiment, Figure 18B shows the pipeline flow relationship for implementing a mode that heats only the battery. In this mode, the control logic for compressor startup control and the control logic before startup are exactly the same as the control logic for the mode that heats only the passenger compartment, while the control logic after compressor startup control is different from the control logic for the mode that heats only the passenger compartment. The main differences are as follows:

[0261] When controlling the compressor to start, and then controlling the first valve body V3 and the third valve body V4 to turn off, and then implementing a mode to heat only the battery, the controller controls the start of the first water pump EWP_H and the third water pump EWP_B, and the first end d of the first three-way valve T-valve1 31 The third end d of the first three-way valve T-valve1 33 The first heat exchange pipe d of the water-cooled condenser is controlled to connect to the first end a1 of the valve body component to the eighth end a8 of the valve body component and to connect to the fourth end a4 of the valve body component to the seventh end a7 of the valve body component. 11 d 12 A loop is formed between them, and the activated compressor is used to heat the battery.

[0262] In another optional embodiment, Figure 18C shows a different pipeline flow relationship for implementing a mode in which only the battery is heated. The differences between the control logic of this embodiment and the control logic of the previously described embodiment are as follows:

[0263] When controlling the start of the compressor and turning off the first valve body V3 and the third valve body V4, and then implementing a mode to heat only the battery, the controller controls the start of the first water pump EWP_H and the third water pump EWP_B, and the first end d of the first three-way valve T-valve1 31 The second end d of the first three-way valve T-valve1 32 The first heat exchange pipe d of the water-cooled condenser is controlled to connect to the first end a1 of the valve body component to the fourth end a4 of the valve body component and to connect to the seventh end a7 of the valve body component to the eighth end a8 of the valve body component. 11 d 12 A loop is formed between the two components, and the activated compressor is used to heat the battery.

[0264] For specific embodiments of the discrimination control logic, please refer to the related explanation in Non-Preheating Management Solution 4. Further details will not be explained here.

[0265] A mode that heats both the passenger compartment and the battery.

[0266] In an optional embodiment, Figure 18D shows the pipeline flow relationship for realizing a mode that heats both the passenger compartment and the battery. The difference between the control logic for this mode and the control logic for the mode that heats only the battery shown in Figure 18B is that, in addition to controlling the compressor startup and turning off the first valve body V3 and the third valve body V4, the control logic for the mode that heats only the battery shown in Figure 18B controls the compressor to heat the battery, as well as the first end d of the first three-way valve T-valve1. 31 The second end d of the first three-way valve T-valve1 32 The system is controlled to connect to a loop where the compressor is located, and uses the heated coolant obtained through heat exchange with the loop to heat the heater core, thereby heating the battery and the passenger compartment.

[0267] In another optional embodiment, Figure 18E shows the pipeline flow relationship for realizing a mode in which both the passenger compartment and the battery are heated. The difference between the control logic for this mode and the control logic for the mode in which only the battery is heated, as shown in Figure 18C, is that after the compressor is started, in addition to controlling the compressor to heat the battery according to the control logic for the mode in which only the battery is heated, as shown in Figure 18C, the first end d of the first three-way valve T-valve1 31 The third end d of the first three-way valve T-valve1 33 The advantage of controlling the connection is that the heated coolant obtained from heat exchange in the loop where the compressor is located merges with the loop where the battery is located as quickly as possible, thereby improving the battery's heating rate.

[0268] In the preheating thermal management solution 4, the heater and the second three-way valve T-valve 2 are located in the pipeline and associated pipeline where the electric actuator is located. By controlling the second three-way valve T-valve 2 and other valve components within the thermal management system, the power requirements of the heater can be reduced by using the compressor to supplement the heating of the cabin and / or battery, and the heating efficiency of the cabin can be improved by using the evaporator to preheat the cabin before the compressor heats the cabin.

[0269] Preheating Thermal Management Solution 5

[0270] Figure 19 is a diagram of the configuration of another preheating thermal management system according to one embodiment of the present application. The difference between this thermal management system and the thermal management system of preheating thermal management solution 1 is that the second three-way valve T-valve 2 is located in the fifth pipeline L5, and the first end d of the second three-way valve T-valve 2 51 It is connected to the chiller, and the second end d of the second three-way valve T-valve2 52 The fifth end a5 of the valve body component is connected to the third end d of the second three-way valve T-valve2. 53 It is connected to branch point P4 on the fourth pipeline L4 via the ninth pipeline L9, which is the point where the ninth pipeline L9 passes over the heater.

[0271] Furthermore, in preheating thermal management solution 5, the first valve body V3, second valve body V2, third valve body V4, compressor, water-cooled condenser, battery chiller, valve body components, first three-way valve T-valve1, one-way valve V1, first water pump EWP_H, second water pump EWP_P, and third water pump EWP_B are all the same as in preheating thermal management solution 1, except that the heater and the second three-way valve T-valve2 differ from those in preheating thermal management solution 1. Further details will not be explained here.

[0272] For example, Figure 20A shows the pipeline flow relationship for realizing a mode in the preheating thermal management solution 5 that heats only the vehicle cabin. Figure 20B shows the pipeline flow relationship for realizing a mode in the preheating thermal management solution 5 that heats only the battery. Figure 20C shows another pipeline flow relationship for realizing a mode in the preheating thermal management solution 5 that heats only the battery. Figure 20D shows the pipeline flow relationship for realizing a mode in the preheating thermal management solution 5 that heats both the vehicle cabin and the battery. Figure 20E shows another pipeline flow relationship for realizing a mode in the preheating thermal management solution 5 that heats both the vehicle cabin and the battery. Please refer to Figures 20A to 20E in their entirety. The differences between the control logic in Figures 20A to 20E and the control logic in Figures 18A to 18E corresponding to the modes in the preheating thermal management solution 4 are as follows.

[0273] Temperature sensor Tp o The second heat exchange pipe d of the battery chiller, collected by [the company / organization]. 23 d 24 If the coolant temperature at the outlet end is determined to be below the first temperature threshold, the controller controls the starting of the heater and the second water pump EWP_P, and the second end d of the second three-way valve T-valve2 52 The third end d of the second three-way valve T-valve2 53 The valve body component is controlled to connect to the second end a2 of the valve body component, the second end a2 of the valve body component is controlled to connect to the third end a3 of the valve body component, and the sixth end a6 of the valve body component is controlled to connect to the fifth end a5 and the ninth end a9 of the valve body component, respectively. In this way, the coolant heated by the heater passes through the second water pump EWP_P, flows into the second end a2 of the valve body component, and then flows out from the third end a3 of the valve body component to the second heat exchange pipe d of the battery chiller. 23 d 24 It flows into the second heat exchange pipe d of the battery chiller. 23 d 24 Heat it. Next, the second heat exchange pipe d of the battery chiller23 d 24 The coolant that flows out flows into the sixth end a6 of the valve body component. Some of the coolant flows out from the ninth end a9 of the valve body component to cool the electric actuator, and another portion flows out from the fifth end a5 of the valve body component to the second end d of the second three-way valve T-valve2. 52 It flows into the third end d of the second three-way valve T-valve2. 53 It flows out and returns to the heater. The coolant flowing out from the electric actuator and the coolant flowing out from the heater merge and enter the second water pump EWP_P.

[0274] Please note that the other control logic shown in Figures 20A to 20E is exactly the same as the control logic shown in Figures 18A to 18E of the preheating thermal management solution 4. Further details will not be explained here.

[0275] In the preheating thermal management solution 5, the heater and the second three-way valve T-valve 2 are also located in the pipeline related to the electric actuator. By controlling the second three-way valve T-valve 2 and other valve components in the thermal management system, the compressor can also be used to supplement heating the cabin and / or battery, reducing the power requirements of the heater. In addition, the heating efficiency of the cabin can be improved by using the evaporator to further preheat the cabin before the compressor heats the cabin.

[0276] In conclusion, in the preheating thermal management solution described above, the heater can be located in either the battery-related pipeline, the air-heating-related pipeline, or the electric actuator-related pipeline. Since a second three-way valve T-valve2, a first valve body V3, a second valve body V2, and a third valve body V4 are present, the heater located in any of the related pipelines can also be connected to the second heat exchange pipe of the battery chiller by controlling the connections between these valve bodies. In this way, the compressor assists in heating, reducing the power consumption and cost of heating using the heater. Furthermore, in the preheating thermal management solution described above, when heating the vehicle compartment, the compartment is first preheated using an evaporator, and then reheated using a heater core. In this way, the heating rate of the vehicle compartment at low temperatures can be further improved.

[0277] Furthermore, the above preheating thermal management solution will be explained using an example where the second valve body V2 is a one-way valve. The one-way valve can be automatically turned on or off based on the direction of liquid flow in the pipeline, and no controller is required for additional control. However, in another embodiment, when the second valve body V2 is a control valve, the controller needs to further control the second valve body V2 to be turned on after the compressor start control, so that the compressor can be turned on through the turned-on second valve body V2 to the first heat exchange pipe d of the battery chiller. 21 d 22 This is to ensure that a smooth loop is formed and that the heating capacity of the compressor is used to heat the battery chiller.

[0278] Non-preheating thermal management solution 1 to Non-preheating thermal management solution 5, and preheating thermal management solution 1 ~predictionThermal thermal management solution 5 describes a method for heating the vehicle cabin and / or battery in a cryogenic environment. One embodiment of the present invention further provides a heating solution for the vehicle cabin and / or battery in a non-cryogenic environment. Hereinafter, using the non-preheating thermal management system shown in Figure 3 and the preheating thermal management system shown in Figure 12 as examples, specific control logic for realizing various heating modes in a non-cryogenic environment will be described from two perspectives: the non-preheating thermal management solution and the preheating thermal management solution.

[0279] Non-preheating thermal management solutions for non-cryogenic environments

[0280] Figure 21A shows the pipeline flow relationship for non-cryogenic heating of the vehicle compartment in a non-preheating thermal management solution. Figure 21B shows the pipeline flow relationship for non-cryogenic heating of the battery in a non-preheating thermal management solution. Figure 21C shows the pipeline flow relationship for non-cryogenic heating of both the vehicle compartment and the battery in a non-preheating thermal management solution. Figure 21D shows another pipeline flow relationship for non-cryogenic heating of the vehicle compartment in a non-preheating thermal management solution. Figure 21E shows another pipeline flow relationship for non-cryogenic heating of the battery in a non-preheating thermal management solution. Figure 21F shows another pipeline flow relationship for non-cryogenic heating of both the vehicle compartment and the battery in a non-preheating thermal management solution. Please refer to Figures 21A to 21F in their entirety.

[0281] When the controller implements a desired heating mode, the temperature sensor Tp o The second heat exchange pipe d of the battery chiller, collected by [the company / organization]. 23 d 24If the coolant temperature at the outlet end is determined to be above the second temperature threshold (i.e., -15°C), this indicates that the current ambient temperature has exceeded the compressor's starting temperature threshold, and the compressor can be started directly. Therefore, as shown in Figures 21A to 21C, the controller can be controlled to start the compressor directly, and before starting the compressor, the heater is used to heat the second heat exchange pipe d of the battery chiller. 23 d 24 There is no need to heat it. In this way, since the ambient temperature is sufficient to start the compressor, after the compressor starts, the refrigerant liquid at the compressor inlet is directly compressed into a high-temperature, high-pressure refrigerant gas, and the second heat exchange pipe d of the water-cooled condenser 13 d 14 It is input to the second heat exchange pipe d of the water-cooled condenser. 13 d 14 Heat it. Next, the second heat exchange pipe d of the water-cooled condenser 13 d 14 The refrigerant output from the first heat exchange pipe d of the battery chiller 21 d 22 After passing through that point, it returns to the compressor.

[0282] Furthermore, if it is necessary to implement a mode that heats only the passenger compartment after the compressor has been started, as shown in Figure 21A, the controller will also control the start of the first water pump EWP_H and the first end d of the first three-way valve T-valve1 31 The second end d of the first three-way valve T-valve1 32 The first heat exchange pipe d of the water-cooled condenser is controlled to connect to the valve body component, and the eighth end a8 of the valve body component is controlled to connect to the first end a1 of the valve body component. 11 d 12 This is the second heat exchange pipe d 13 d 14 The heater core is heated using the heat absorbed from the outside, thereby warming the vehicle's interior.

[0283] Alternatively, if it is necessary to implement a mode that heats only the battery after the compressor has been started, as shown in Figure 21B, the controller further controls the starting of the first water pump EWP_H and the third water pump EWP_B, and the first end d of the first three-way valve T-valve1 31 The third end d of the first three-way valve T-valve1 33 Controlled to connect to the first end d of the second three-way valve T-valve2 51 The second end d of the second three-way valve T-valve2 52 The valve body component is controlled to connect to the first end a1, and the valve body component is controlled to connect to the seventh end a7. In this way, the first heat exchange pipe d of the water-cooled condenser 11 d 12 This is the second heat exchange pipe d 13 d 14 After absorbing heat, a heated coolant is obtained, which is then used to supply the eighth end a8 of the valve body component, the first end a1 of the valve body component, the first water pump EWP_H, the heater core, and the first end d of the first three-way valve T-valve1. 31 , the third end d of the first three-way valve T-valve1 33 , third water pump EWP_B, first end d of second three-way valve T-valve2 51 , and the second end d of the second three-way valve T-valve2 52 After passing through, it flows into the battery and heats it. Next, the coolant that flows out of the battery enters the fourth end a4 of the valve body component and flows out from the seventh end a7 of the valve body component. Some of the refrigerant joins the third water pump EWP_B, and the other part goes into the first heat exchange pipe d of the water-cooled condenser. 11 d 12 Return to the previous page.

[0284] Alternatively, if it is necessary to implement a mode that heats both the vehicle cabin and the battery after the compressor startup control, as shown in Figure 21C, the difference between this control logic and the control logic for the mode that heats only the battery, as shown in Figure 21B, is that in addition to performing the control according to the control logic shown in Figure 21B, the controller controls the first end d of the first three-way valve T-valve1.31 The second end d of the first three-way valve T-valve1 32 By controlling it to connect to the first heat exchange pipe d of the water-cooled condenser 11 d 12 The advantage is that the heated coolant, which has undergone heat exchange, can also be used to heat the heater core, thereby heating the vehicle's interior.

[0285] Meanwhile, temperature sensor Tp o The second heat exchange pipe d of the battery chiller, collected by [the company / organization]. 23 d 24 When the coolant temperature at the outlet end is above the first temperature threshold (i.e., -18°C or -20°C) but below the second temperature threshold (i.e., -15°C), the current ambient temperature is not extremely cold, but it is slightly lower than the compressor's starting temperature threshold, so the compressor can be started by heating it slightly. In this case, energy waste from the heater is no longer necessary, the heat dissipation capacity of the operating electric actuator can be utilized, and the heat of the loop in which the electric actuator is located can be used to assist in starting the compressor. Specifically, as shown in Figures 22D to 22F, the controller can control the starting of the second water pump EWP_P, control the connection of the second end a2 of the valve body component to the third end a3 of the valve body component, and control the connection of the sixth end a6 of the valve body component to the fifth end a5 of the valve body component. In this way, the coolant heated by the electric actuator passes sequentially through the second water pump EWP_P, the second end a2 of the valve body component, and the third end a3 of the valve body component, and then through the second heat exchange pipe d of the battery chiller. 23 d 24 It flows into the second heat exchange pipe d of the battery chiller. 23 d 24 The valve is heated. Next, the coolant flows out to the sixth end a6 of the valve body component, then out from the fifth end a5 of the valve body component, and flows into the chiller. After exchanging temperature with the ambient temperature via the chiller, the coolant returns to the electric actuator to cool it.

[0286] During the heating process using an electric actuator, the controller uses a temperature sensor Tp i The temperature at the chiller outlet end and the temperature sensor Tp were collected by [the following method]. o The temperature at the outlet end of the battery chiller, collected by Tp, can be further monitored. o The temperature collected by Tp i If the temperature is below the temperature collected by, it indicates that the temperature of the coolant flowing through the battery chiller is still below the ambient temperature. In this case, the sixth end a6 of the valve body component may remain connected to the fifth end a5 of the valve body component. In this way, a higher ambient temperature is first obtained by heat exchange using the chiller, and then the coolant is heated using the electric actuator, causing the temperature of the coolant at the outlet end of the electric actuator to rise. Meanwhile, Tp o The temperature collected by Tp i If the temperature is higher than the temperature collected by the battery chiller, it indicates that the temperature of the coolant flowing through the battery chiller is higher than the ambient temperature. In this case, the sixth end a6 of the valve body component can be controlled to disconnect from the fifth end a5 of the valve body component, and the sixth end a6 of the valve body component can be controlled to connect to the ninth end a9 of the valve body component, so that the coolant that has passed through the battery chiller and reached a temperature higher than the ambient temperature flows directly into the electric actuator and is heated, causing the temperature of the coolant at the outlet end of the electric actuator to rise. According to this control logic, the electric actuator is controlled by the ambient temperature and the coolant flowing through the battery chiller. Refrigerant It can be seen that by heating at a higher temperature between the target temperature and the target temperature, the compressor can reach the temperature required to start up as quickly as possible, and thus start up as quickly as possible.

[0287] Furthermore, the second heat exchange pipe d of the battery chiller 23 d 24 During the heating process, the controller uses a temperature sensor Tp oThe temperature at the outlet end of the battery chiller, collected by the system, can be further monitored. When the temperature rises above a second temperature threshold (i.e., -15°C), it indicates that the temperature of the loop where the electric actuator is located is sufficient to start the compressor. In this case, the controller controls the start of the compressor, the first heat exchange pipe d of the battery chiller. 21 d 22 , and the second heat exchange pipe d of the water-cooled condenser 13 d 14 The first heat exchange pipe d of the battery chiller forms a loop. 21 d 22 The compressor is started normally using the high-temperature refrigerant obtained by heat exchange, and the compressor's compression heating operation heats the second heat exchange pipe d of the water-cooled condenser. 13 d 14 It can be heated.

[0288] As shown in Figure 21D, if it is necessary to implement a mode that heats only the passenger compartment after the compressor has started, the controller further controls the starting of the first water pump EWP_H and the first end d of the first three-way valve T-valve1 31 at the second end d 32 The first heat exchange pipe d of the water-cooled condenser is controlled to connect to the first end a1, and the eighth end a8 of the valve body component is controlled to connect to the first end a1. 11 d 12 This is the second heat exchange pipe d 13 d 14 The heater core is heated using the heat absorbed from the outside, thereby warming the vehicle's interior.

[0289] Alternatively, as shown in Figure 21E, if it is necessary to implement a mode in which only the battery is heated after the compressor is started, the controller further controls the starting of the first water pump EWP_H and the third water pump EWP_B, and the first end d of the first three-way valve T-valve1 31 The third end d of the first three-way valve T-valve1 33 Controlled to connect to the first end d of the second three-way valve T-valve2 51The second end d of the second three-way valve T-valve2 52 The first heat exchange pipe d of the water-cooled condenser is controlled to connect to the valve body component, the eighth end a8 of the valve body component is controlled to connect to the first end a1 of the valve body component, and the fourth end a4 of the valve body component is controlled to connect to the seventh end a7 of the valve body component. 11 d 12 This is the second heat exchange pipe d 13 d 14 The battery is heated by utilizing the heat absorbed from the source.

[0290] Alternatively, as shown in Figure 21F, if it is necessary to implement a mode that heats both the cabin and the battery after the compressor has started, the controller further controls the starting of the first water pump EWP_H and the third water pump EWP_B, and the first end d of the first three-way valve T-valve1 31 The second end d of the first three-way valve T-valve1 32 and the third end d 33 The first end d of the second three-way valve T-valve2 is controlled to connect to each of them. 51 The second end d of the second three-way valve T-valve2 52 The first heat exchange pipe d of the water-cooled condenser is controlled to connect to the valve body component, the eighth end a8 of the valve body component is controlled to connect to the first end a1 of the valve body component, and the fourth end a4 of the valve body component is controlled to connect to the seventh end a7 of the valve body component. 11 d 12 This is the second heat exchange pipe d 13 d 14 By utilizing the heat absorbed from the vehicle, the heater core and battery are heated simultaneously, thereby heating both the vehicle compartment and the battery.

[0291] After the compressor starts up, the second heat exchange pipe d of the battery chiller 23 d 24 This is the first heat exchange pipe d of the loop where the compressor is located. 21 d 22 To perform heat exchange, the second heat exchange pipe d of the battery chiller 23 d 24Please note that if the temperature drops rapidly and falls below the first temperature threshold, it will affect the subsequent braking of the compressor. Therefore, after the compressor starts up, the controller will monitor the temperature sensor Tp o The temperature at the outlet end of the battery chiller, collected by the system, can be further monitored. If the temperature drops sharply below the first temperature threshold, the controller will, according to the control logic of non-preheating thermal management solutions 1 to 5, move the electric actuator to the second heat exchange pipe d of the battery chiller. 23 d 24 Disconnect from the heater and use the heater to connect to the second heat exchange pipe d of the battery chiller. 23 d 24 By heating the system, the temperature obtained through heat exchange within the loop where the compressor is located can be continuously used to start the compressor.

[0292] Non-cryogenic preheating thermal management solutions

[0293] Figure 22A shows the pipeline flow relationship for implementing non-cryogenic heating of the vehicle compartment in a preheating thermal management solution. Figure 22B shows the pipeline flow relationship for implementing non-cryogenic heating of the battery in a preheating thermal management solution. Figure 22C shows the pipeline flow relationship for implementing non-cryogenic heating of the vehicle compartment and battery in a preheating thermal management solution. Figure 22D shows another pipeline flow relationship for implementing non-cryogenic heating of the vehicle compartment in a preheating thermal management solution. Figure 22E shows another pipeline flow relationship for implementing non-cryogenic heating of the battery in a preheating thermal management solution. Figure 22F shows another pipeline flow relationship for implementing non-cryogenic heating of the vehicle compartment and battery in a preheating thermal management solution. Figures 22A to 22F correspond one-to-one with Figures 21A to 21F. In the preheating thermal management solution, the control logic for compressor startup control and the control logic before startup are exactly the same as in the non-preheating thermal management solution, while the control logic after compressor startup control differs from that in the non-preheating thermal management solution. The main differences are as follows:

[0294] The controller controls the start of the compressor by turning off the first valve body V3 and the third valve body V4, thereby controlling the compressor and the second heat exchange pipe d of the water-cooled condenser. 13 d 14 , evaporator, second valve body V2, and first heat exchange pipe d of the battery chiller 21 d 22 A loop is formed between them, and the compressor compresses and generates heat, which then enters the second heat exchange pipe d of the water-cooled condenser. 13 d 14 The system heats the vehicle. Furthermore, when implementing a mode that heats only the vehicle compartment, or a mode that heats both the vehicle compartment and the battery, the control operation first heats the vehicle compartment with the evaporator.

[0295] In conclusion, in either a non-preheating or preheating thermal management solution, the compressor can be directly started to heat the cabin and / or battery when the ambient temperature is above the compressor's start temperature, and the compressor can be started using the heating function of the electric actuator when the ambient temperature is below the compressor's start temperature but above the temperature of a cryogenic environment. In this way, the electric actuator of the thermal management system can be used for heating in scenarios where a heater is not needed, thereby reducing the system's power loss.

[0296] In some embodiments, the liquid storage tank and the water-cooled condenser can be connected in a supercooling manner, and the liquid storage tank and water-cooled condenser connected in this manner are also called a supercooled liquid-cooled condenser. For example, Figure 23 shows a method for connecting a supercooled liquid-cooled condenser according to one embodiment of the present application. In this connection method, the port d of the water-cooled condenser 13 The refrigerant first enters the liquid storage tank, part After storing it in the liquid storage tank, the remaining refrigerant is discharged into the water-cooled condenser port d 14 It flows out from there. By connecting the supercooled liquid-cooled condenser, the cooling capacity flowing out from the water-cooled condenser can be reused, reducing the gasification rate of the liquid flowing out from the water-cooled condenser and improving the condensation performance of the water-cooled condenser.

[0297] In some embodiments, the liquid storage tank may be replaced with a gas-liquid separator instead. The thermal management system shown in Figure 12 is used as an example. Figure 24 is a configuration diagram of another thermal management system according to one embodiment of the present application. In this example, the gas-liquid separator is located in the common pipeline of the first pipeline L1 and the second pipeline L2, and the inlet end of the gas-liquid separator is connected to the first valve body V3 and the port d of the battery chiller. 22The gas-liquid separator is connected to the compressor, with the outlet end of the gas-liquid separator connected to the compressor's inlet end. The gas-liquid separator separates the refrigerant gas and refrigerant liquid flowing into its inlet end, then allows the refrigerant gas to flow into the compressor and retains the refrigerant liquid within the gas-liquid separator. In this way, the gas-liquid separator is positioned before the compressor's inlet end, allowing the compressor to receive pure refrigerant gas and improve its compression effect.

[0298] In some embodiments, the components of the thermal management system are classified into replacer components and non-replacement components. Replacer components may include the water-cooled condenser, battery chiller, heater, compressor, and gas-liquid separator described above, while non-replacement components may include valve body components, a first three-way valve T-valve1, a second three-way valve T-valve2, a one-way valve V1, a first valve body V3, a second valve body V2, a third valve body V4, a throttle valve EXV_H, a throttle valve EXV_B, a first water pump EWP_H, a second water pump EWP_P, a third water pump EWP_B, and a kettle. To reduce the space occupied by the thermal management system, replacer components and / or non-replacement components may be further integrated based on a modular design. For example, by integrating heat exchanger components and / or non-heat exchanger components that are in close proximity to each other into a single integrated unit, or by integrating the necessary heat exchanger components and / or non-heat exchanger components into a single integrated unit based on actual requirements, the overall structure of the thermal management system can be made more compact, thus fulfilling the design concept of miniaturization for electric vehicles.

[0299] To provide a clearer explanation of the integrated solution, the following section further describes specific embodiments of the integrated solution from the perspective of non-preheating thermal management systems and preheating thermal management systems.

[0300] A non-preheating thermal management system shown in Figure 3 is used as an example. Figure 25 is a diagram showing an integration method for a non-preheating thermal management system according to one embodiment of the present invention. In this example, a water-cooled condenser, a battery chiller, valve components, a first valve body V3, a first three-way valve T-valve1, a second three-way valve T-valve2, a first water pump EWP_H, a second water pump EWP_P, a third water pump EWP_B, and a throttle valve EXV_B are integrated. By integrating components that are in close proximity to each other in this way, the distance between components that are in close proximity to each other can be further reduced, and the pipeline wiring between components that are in close proximity to each other can be shortened, thereby reducing pressure loss when the liquid circulates along the pipeline and improving the cooling or heating efficiency of the thermal management system.

[0301] Because the second three-way valve T-valve2 is located in different positions in different non-preheating thermal management solutions, the second three-way valve T-valve2 and its associated pipeline (i.e., the dashed line portion in Figure 25) may not be integrated in order to allow the integration module to be applied to various scenarios. In this way, even when the second three-way valve T-valve2 needs to be located in different positions in different scenarios, the module can be used directly to connect the second three-way valve T-valve2, improving the versatility of the module.

[0302] Similarly, the preheating thermal management system shown in Figure 12 is used as an example. Figure 26 shows a method for integrating a preheating thermal management system according to one embodiment of the present invention. In this example, a water-cooled condenser, a battery chiller, valve components, a one-way valve V1, a second valve V2, a first three-way valve T-valve1, a second three-way valve T-valve2, a first water pump EWP_H, a second water pump EWP_P, a third water pump EWP_B, and a throttle valve EXV_B are integrated, shortening the pipeline wiring between components that are in close proximity to each other and improving the cooling or heating efficiency of the thermal management system.

[0303] It should be noted that the second three-way valve T-valve2 and its associated pipeline (i.e., the dashed line portion in Figure 26) may not be integrated because they are located in different positions in different preheating thermal management solutions. Furthermore, the second valve body V2 may not be integrated because it is either a one-way valve or a solenoid valve. Therefore, during actual application, the required type of second valve body V2 is selected based on the scenario requirements connected to the integration module, further enhancing the module's versatility.

[0304] In the above embodiment, multiple components within the thermal management system are integrated. This not only helps to reduce the structural complexity and occupied space of the thermal management system, but also shortens the wiring between components due to this compact structural arrangement. In this way, when the coolant or refrigerant circulates through such short circulation links, the pressure loss of the coolant or refrigerant in the circulating flow process is reduced, further improving the efficiency of the refrigerant loop. Furthermore, this integration method can result in modular components that are easy to maintain and transport.

[0305] It should be noted that the above merely illustrates some possible embodiments of the thermal management system. However, it should be understood that any solution that first heats the compressor using a heater to start it before heating the cabin and / or battery, and then uses the started compressor to assist the heater in heating the cabin and / or battery, falls within the scope of protection of the embodiments of this application. For example, in a thermal management solution where the heater is located in the sixth pipeline L6, the third water pump EWP_B is connected to the sixth pipeline L6 by controlling the connection between the valve bodies, thereby causing the third water pump EWP_B to flow the coolant in the sixth pipeline L6 and heat the coolant through which the heater in the sixth pipeline L6 flows. However, this solution can also be modified in several ways. For example, by controlling the connection between valve bodies, either the first water pump EWP_H or the second water pump EWP_P is connected to the sixth pipeline L6, the first water pump EWP_H or the second water pump EWP_P causes the coolant in the sixth pipeline L6 to flow, and the heater in the sixth pipeline L6 heats the flowing coolant.

[0306] Furthermore, in the embodiments described above, only electric vehicles are used as examples to illustrate the applicability of the thermal management system. The thermal management system is further applicable to any other mobile device that can be driven by electrical energy, including, but not limited to, electric ships, electric airplanes, electric tricycles, electric robots, and electric motorcycles. Alternatively, the thermal management system may also be applicable to fields other than mobile devices, such as the smart home field or the industrial remote control field. This is not particularly limited in the embodiments of the present application.

[0307] Furthermore, as system configurations evolve and new scenarios emerge, the thermal management systems provided in the embodiments of this application can also be applied to similar technical challenges. This is not particularly limited to the embodiments of this application.

[0308] According to the thermal management system provided in the embodiment of the present invention, the embodiment of the present invention further provides a control method. This control method is performed by the aforementioned controller. The controller controls the activation of each component in the thermal management system and the port connection relationships between valve bodies, and is configured to perform one or more of the following modes: a mode for heating only the passenger compartment, a mode for heating only the battery, or a mode for heating both the passenger compartment and the battery.

[0309] According to the thermal management system provided in the embodiments of the present invention, one embodiment of the present invention further provides an electrically operated movable device. The movable device includes the aforementioned thermal management system. Some examples of movable devices include, but are not limited to, automobiles, ships, drones, trains, heavy trucks, and trucks.

[0310] The above description is merely a specific embodiment of the present application and is not intended to limit the scope of protection of the present application. Any modifications or substitutions that are readily conceivable to a person skilled in the art within the technical scope disclosed herein shall be included in the scope of protection of the present application. Accordingly, the scope of protection of the present application shall be subject to the scope of protection of the claims.

Claims

1. A thermal management system comprising heating components, a compressor, a water-cooled condenser, a battery chiller, valve components, a first three-way valve, a one-way valve, a first water pump, a second water pump, and a third water pump, A first pipeline is connected between the outlet end and the inlet end of the compressor, and the first pipeline passes through the second heat exchange pipe of the water-cooled condenser and the evaporator in the air conditioning box of the vehicle compartment. A second pipeline is further connected between the outlet end and the inlet end of the compressor, and the second pipeline passes through the second heat exchange pipe of the water-cooled condenser and the first heat exchange pipe of the battery chiller. A third pipeline is connected between the first end and the eighth end of the valve body component, and the third pipeline passes through the first water pump, the heater core in the air conditioning box of the passenger compartment, the first end of the first three-way valve, the second end of the first three-way valve, and the first heat exchange pipe of the water-cooled condenser. A fourth pipeline is connected between the second end and the ninth end of the valve body component, and the fourth pipeline passes through the electric actuator and the second water pump. A fifth pipeline is connected between the fifth end of the valve body component and the ninth end of the valve body component, and the fifth pipeline passes through the front-end cooling module. A sixth pipeline is connected between the third end and the sixth end of the valve body component, and the sixth pipeline passes through the second heat exchange pipe of the battery chiller. A seventh pipeline is connected between the seventh end of the valve body component and the fourth end of the valve body component, the seventh pipeline passes through the third water pump and battery, the seventh end of the valve body component is further connected to the third end of the first three-way valve, and further connected via the one-way valve to the second end of the first three-way valve and the first heat exchange pipe of the water-cooled condenser. The heating component is placed in the target pipeline, and the target pipeline is a pipeline that connects the heating component to the second heat exchange pipe of the battery chiller by controlling the port connection relationship between the valve body component and the first three-way valve. Thermal management system.

2. The heating component includes a second three-way valve, a heater, and a first valve body. The second three-way valve is positioned in the seventh pipeline, with its first end connected to the outlet end of the third water pump, its second end connected to the inlet end of the battery, and its third end connected via the eighth pipeline to the branching point between the inlet end of the battery and the fourth end of the valve body component of the seventh pipeline. The heater is located in the sixth pipeline, or in the seventh pipeline between the seventh end of the valve body component and the first end of the second three-way valve, or in the eighth pipeline, or in the seventh pipeline between the branch point and the fourth end of the valve body component. The thermal management system according to claim 1, wherein the first valve body is arranged in the first pipeline, the first end of the first valve body is connected to the inlet end of the compressor and the first heat exchange pipe of the battery chiller, and the second end of the first valve body is connected to the evaporator.

3. The heating component includes a second three-way valve, a heater, and a first valve body. The second three-way valve is positioned in the seventh pipeline, with its first end connected to the outlet end of the third water pump, its second end connected to the inlet end of the battery, and its third end connected via the eighth pipeline to the branch point of the seventh pipeline between the inlet end of the battery and the fourth end of the valve body component. The heater is positioned in the third pipeline between the first end of the valve body component and the first end of the first three-way valve. The thermal management system according to claim 1, wherein the first valve body is arranged in the first pipeline, the first end of the first valve body is connected to the inlet end of the compressor and the first heat exchange pipe of the battery chiller, and the second end of the first valve body is connected to the evaporator.

4. The heating component includes a second three-way valve, a heater, and a first valve body. The second three-way valve is located in the common pipeline of the fourth and fifth pipelines, with the first end of the second three-way valve connected to the front-end cooling module and the electric actuator, respectively, the second end of the second three-way valve connected to the ninth end of the valve body component, and the third end of the second three-way valve connected via the ninth pipeline to the branch point between the second water pump and the electric actuator of the fourth pipeline. The heater is placed in the ninth pipeline, The thermal management system according to claim 1, wherein the first valve body is arranged in the first pipeline, the first end of the first valve body is connected to the inlet end of the compressor and the first heat exchange pipe of the battery chiller, and the second end of the first valve body is connected to the evaporator.

5. The heating component includes a second three-way valve, a heater, and a first valve body. The second three-way valve is located in the fifth pipeline, the first end of the second three-way valve is connected to the front-end cooling module, the second end of the second three-way valve is connected to the fifth end of the valve body component, and the third end of the second three-way valve is connected via the ninth pipeline to the branch point of the fourth pipeline between the second water pump and the electric actuator. The heater is placed in the ninth pipeline. The thermal management system according to claim 1, wherein the first valve body is arranged in the first pipeline, the first end of the first valve body is connected to the inlet end of the compressor and the first heat exchange pipe of the battery chiller, and the second end of the first valve body is connected to the evaporator.

6. The first valve body is a control valve, or The thermal management system according to any one of claims 2 to 5, wherein the first valve body is a one-way valve, the inlet end of the first valve body is the second end of the first valve body, and the outlet end of the first valve body is the first end of the first valve body.

7. The heating component further includes a second valve body and a third valve body, A tenth pipeline is connected between the second end of the first valve body and the first heat exchange pipe of the battery chiller. The second valve body is positioned in the tenth pipeline, with the first end of the second valve body connected to the second end of the first valve body and one end of the evaporator, respectively, and the second end of the second valve body connected to the first heat exchange pipe of the battery chiller and the first end of the third valve body, respectively. The thermal management system according to any one of claims 2 to 5, wherein the third valve body is arranged in the second pipeline, the first end of the third valve body is connected to the second end of the second valve body and to the first heat exchange pipe of the battery chiller, and the second end of the third valve body is connected to the other end of the evaporator and to the second heat exchange pipe of the water-cooled condenser, respectively.

8. The first valve body and the third valve body are control valves, The thermal management system according to claim 7, wherein the second valve body is a control valve, or the second valve body is a one-way valve, the inlet end of the second valve body is the first end of the second valve body, and the outlet end of the second valve body is the second end of the second valve body.

9. The thermal management system according to any one of claims 1 to 8, further comprising a liquid storage tank, the liquid storage tank positioned outside the outlet end of the second heat exchange pipe of the water-cooled condenser, and the liquid storage tank and the water-cooled condenser together form a subcooled water-cooled condenser.

10. The thermal management system according to any one of claims 1 to 8, further comprising a gas-liquid separator, the gas-liquid separator being located at the inlet end of the compressor.

11. The integrated design includes the following components within the thermal management system: The water-cooled condenser, the battery chiller, the valve body component, the one-way valve, the first three-way valve, the first water pump, the second water pump, the third water pump, the liquid storage tank, the second three-way valve, the first valve body, the second valve body, and the third valve body, at least two of these, A thermal management system according to any one of claims 1 to 10, which is performed on a pipeline connected between the at least two of the aforementioned components.

12. A control method applicable to a thermal management system according to any one of claims 1 to 11, wherein the method is: Steps include: controlling the activation of heaters and one or more water pumps in the thermal management system when it is determined that the ambient temperature is below a first temperature threshold, and controlling the port connection relationships between valve bodies in the thermal management system so that the heater and the second heat exchange pipe of the battery chiller form a loop, wherein the first temperature threshold indicates an extremely low temperature environment; The steps include: after determining that the temperature at the outlet end of the second heat exchange pipe of the battery chiller is equal to or greater than a second temperature threshold, controlling the start of the compressor in the thermal management system so that the compressor, the first heat exchange pipe of the battery chiller, and the second heat exchange pipe of the water-cooled condenser form a loop, wherein the second temperature threshold is the start temperature of the compressor; The step of controlling the port connection relationship between the valve bodies in the thermal management system and / or controlling the activation of one or more water pumps in the thermal management system so that the device to be heated and the first heat exchange pipe of the water-cooled condenser form a loop, method.

13. When the thermal management system includes a second three-way valve, the heater, and the first valve body, When the first valve body is a control valve, after the start control of the compressor in the thermal management system, the method is performed as follows: The method according to claim 12, further comprising the step of controlling the first valve body to turn off.

14. The thermal management system includes a second three-way valve, the heater, a first valve body, a second valve body, and a third valve body, After the start control of the compressor in the thermal management system, the method is performed as follows: The further step includes controlling the first valve body and the third valve body to turn off, When the second valve body is a control valve, after the start control of the compressor in the thermal management system, the method is performed as follows: The method according to claim 12, further comprising the step of controlling the second valve body to turn off.

15. When the heater is located in the sixth pipeline, the seventh pipeline, or the eighth pipeline, The steps of controlling the activation of the heater and the one or more water pumps in the thermal management system, and controlling the port connection relationship between the valve bodies in the thermal management system so that the heater and the second heat exchange pipe of the battery chiller form the loop are: The method according to any one of claims 12 to 14, comprising the steps of: controlling the starting of the heater and the third water pump; controlling the connection of the first end of the second three-way valve to the third end of the second three-way valve; controlling the connection of the third end of the valve body component to the fourth end of the valve body component; and controlling the connection of the sixth end of the valve body component to the seventh end of the valve body component.

16. When the device to be heated is the vehicle interior, The step of controlling the activation of one or more water pumps in the thermal management system and / or controlling the port connection relationship between the valve bodies in the thermal management system so that the device to be heated and the first heat exchange pipe of the water-cooled condenser form the loop is: The method according to claim 15, comprising the steps of: controlling the startup of a first water pump; controlling the connection of a first end of a first three-way valve to a second end of the first three-way valve; and controlling the connection of a first end of a valve body component to an eighth end of the valve body component.

17. When the device to be heated is a battery, The step of controlling the activation of one or more water pumps in the thermal management system and / or controlling the port connection relationship between the valve bodies in the thermal management system so that the device to be heated and the first heat exchange pipe of the water-cooled condenser form the loop is: The method according to claim 15, comprising the steps of: controlling the startup of a first water pump; controlling the connection of the first end of a first three-way valve to the third end of the first three-way valve; controlling the connection of the first end of a second three-way valve to the second end of the second three-way valve; and controlling the connection of the first end of a valve body component to the eighth end of the valve body component.

18. When the devices to be heated are the vehicle interior and the battery, The step of controlling the activation of one or more water pumps in the thermal management system and / or controlling the port connection relationship between the valve bodies in the thermal management system so that the device to be heated and the first heat exchange pipe of the water-cooled condenser form the loop is: The method according to claim 15, comprising the steps of: controlling the startup of a first water pump; controlling the connection of the first end of a first three-way valve to the second end and the third end of the first three-way valve, respectively; controlling the connection of the first end of a second three-way valve to the second end of the second three-way valve; and controlling the connection of the first end of a valve body component to the eighth end of a valve body component.

19. When the heater is located in the third pipeline, The steps of controlling the activation of the heater and the one or more water pumps in the thermal management system, and controlling the port connection relationship between the valve bodies in the thermal management system so that the heater and the second heat exchange pipe of the battery chiller form the loop, The method according to any one of claims 12 to 14, comprising the steps of: controlling the starting of the heater, the first water pump, and the third water pump; controlling the connection of the first end of the first three-way valve to the third end of the first three-way valve; controlling the connection of the first end of the second three-way valve to the third end of the second three-way valve; controlling the connection of the third end of the valve body component to the fourth end of the valve body component; controlling the connection of the sixth end of the valve body component to the seventh end of the valve body component; and controlling the connection of the first end of the valve body component to the eighth end of the valve body component.

20. When the device to be heated is the vehicle interior, The step of controlling the activation of one or more water pumps in the thermal management system and / or controlling the port connection relationship between the valve bodies in the thermal management system so that the device to be heated and the first heat exchange pipe of the water-cooled condenser form the loop is: The method according to claim 19, comprising the step of controlling the first end of the first three-way valve to connect to the second end of the first three-way valve.

21. When the device to be heated is a battery, The step of controlling the activation of one or more water pumps in the thermal management system and / or controlling the port connection relationship between the valve bodies in the thermal management system so that the device to be heated and the first heat exchange pipe of the water-cooled condenser form the loop is: The method according to claim 19, comprising the step of controlling the first end of the second three-way valve to connect to the third end of the second three-way valve.

22. When the devices to be heated are the vehicle interior and the battery, The step of controlling the activation of one or more water pumps in the thermal management system and / or controlling the port connection relationship between the valve bodies in the thermal management system so that the device to be heated and the first heat exchange pipe of the water-cooled condenser form the loop is: The method according to claim 19, comprising the steps of controlling the first end of the first three-way valve to be connected to the second end of the first three-way valve, and controlling the first end of the second three-way valve to be connected to the third end of the second three-way valve.

23. When the second three-way valve is located in the common pipeline of the fourth and fifth pipelines, and the heater is located in the ninth pipeline, The steps of controlling the activation of the heater and the one or more water pumps in the thermal management system, and controlling the port connection relationship between the valve bodies in the thermal management system so that the heater and the second heat exchange pipe of the battery chiller form the loop, The method according to any one of claims 12 to 14, comprising the steps of: controlling the starting of the heater and the second water pump; controlling the second end of the second three-way valve to be connected to the first end and the third end of the second three-way valve, respectively; controlling the second end of the valve body component to be connected to the third end of the valve body component; and controlling the sixth end of the valve body component to be connected to the ninth end of the valve body component.

24. When the second three-way valve is located in the fifth pipeline and the heater is located in the ninth pipeline, The steps of controlling the activation of the heater and the one or more water pumps in the thermal management system, and controlling the port connection relationship between the valve bodies in the thermal management system so that the heater and the second heat exchange pipe of the battery chiller form the loop, The method according to any one of claims 12 to 14, comprising the steps of: controlling the starting of the heater and the second water pump; controlling the connection of the second end of the second three-way valve to the third end of the second three-way valve; controlling the connection of the second end of the valve body component to the third end of the valve body component; and controlling the connection of the sixth end of the valve body component to the fifth end and the ninth end of the valve body component, respectively.

25. When the device to be heated is the vehicle interior, The step of controlling the activation of one or more water pumps in the thermal management system and / or controlling the port connection relationship between the valve bodies in the thermal management system so that the device to be heated and the first heat exchange pipe of the water-cooled condenser form the loop is: The method according to claim 23 or 24, comprising the steps of: controlling the startup of a first water pump; controlling the connection of a first end of a first three-way valve to a second end of the first three-way valve; and controlling the connection of a first end of a valve body component to an eighth end of the valve body component.

26. When the device to be heated is a battery, The step of controlling the activation of one or more water pumps in the thermal management system and / or controlling the port connection relationship between the valve bodies in the thermal management system so that the device to be heated and the first heat exchange pipe of the water-cooled condenser form the loop is: The method according to claim 23 or 24, comprising the steps of: controlling the starting of a first water pump and a third water pump; controlling the connection of a first end of a first three-way valve to a third end of the first three-way valve; controlling the connection of a first end of a valve body component to an eighth end of the valve body component; and controlling the connection of a fourth end of a valve body component to a seventh end of the valve body component.

27. When the device to be heated is a battery, The step of controlling the activation of one or more water pumps in the thermal management system and / or controlling the port connection relationship between the valve bodies in the thermal management system so that the device to be heated and the first heat exchange pipe of the water-cooled condenser form the loop is: The method according to claim 23 or 24, comprising the steps of: controlling the starting of a first water pump and a third water pump; controlling the connection of the first end of a first three-way valve to the second end of the first three-way valve; controlling the connection of the first end of a valve body component to the fourth end of the valve body component; and controlling the connection of the seventh end of a valve body component to the eighth end of the valve body component.

28. When the devices to be heated are the vehicle interior and the battery, The step of controlling the activation of one or more water pumps in the thermal management system and / or controlling the port connection relationship between the valve bodies in the thermal management system so that the device to be heated and the first heat exchange pipe of the water-cooled condenser form the loop is: The method according to claim 23 or 24, comprising the steps of: controlling the starting of a first water pump and a third water pump; controlling the connection of the first end of a first three-way valve to the second end and the third end of the first three-way valve, respectively; controlling the connection of the first end of the valve body component to the eighth end of the valve body component; and controlling the connection of the fourth end of the valve body component to the seventh end of the valve body component.

29. When the devices to be heated are the vehicle interior and the battery, The step of controlling the activation of one or more water pumps in the thermal management system and / or controlling the port connection relationship between the valve bodies in the thermal management system so that the device to be heated and the first heat exchange pipe of the water-cooled condenser form the loop is: The method according to claim 23 or 24, comprising the steps of: controlling the starting of a first water pump and a third water pump; controlling the connection of the first end of a first three-way valve to the second end and the third end of the first three-way valve, respectively; controlling the connection of the first end of the valve body component to the fourth end of the valve body component; and controlling the connection of the seventh end of the valve body component to the eighth end of the valve body component.

30. Before determining that the temperature at the outlet end of the second heat exchange pipe of the battery chiller is equal to or greater than the second temperature threshold, the method: The method according to any one of claims 12 to 29, further comprising the steps of: controlling the activation of one or more water pumps in the thermal management system when it is determined that the ambient temperature is above the first temperature threshold and below the second temperature threshold; and controlling the port connection relationship between the valve bodies in the thermal management system so that the electric actuator and the second heat exchange pipe of the battery chiller form a loop.

31. The steps of controlling the activation of one or more water pumps in the thermal management system and controlling the port connection relationship between the valve bodies in the thermal management system so that the electric actuator and the second heat exchange pipe of the battery chiller form the loop are: The method according to claim 30, comprising the steps of: controlling the activation of the second water pump; controlling the connection of the second end of the valve body component to the third end of the valve body component; and controlling the connection of the sixth end of the valve body component to the fifth end of the valve body component.

32. After the step of controlling the sixth end of the valve body component to connect to the fifth end of the valve body component, the method, The method according to claim 31, further comprising the steps of: controlling the sixth end of the valve body component to be disconnected from the fifth end of the valve body component when it is determined that the temperature at the outlet end of the second heat exchange pipe of the battery chiller is equal to or greater than the temperature at the inlet end of the electric actuator; and controlling the sixth end of the valve body component to be connected to the ninth end of the valve body component.

33. A controller comprising at least one processor and an interface circuit, wherein the interface circuit is configured to provide data or code instructions to the at least one processor, and the at least one processor is configured to perform the method according to any one of claims 12 to 32, either through a logic circuit or by executing the code instructions.

34. An electric vehicle comprising a thermal management system and a controller according to any one of claims 1 to 11, wherein the controller is configured to control components within the thermal management system to perform one or more of the following modes: a mode for heating only the passenger compartment, a battery heating mode, or a mode for heating both the passenger compartment and the battery.

35. A computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 12 to 32 is executed.

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