Patent ID: 12202314

Reference numerals:100. Thermal management system;10. passenger compartment thermal management subsystem;11. compressor;12. first throttle;13. evaporator;14. condenser;15. second throttle;16. third water pump;17. heater;18. heater core;19. dehydrator;20. motor thermal management subsystem;21. motor;22. cooling water tank;23. first water pump;24. electric control device;25. first pipe;26. cooling fan;30. power battery thermal management subsystem;31. power battery;32. cooler;33. second water pump;34. second pipe;41. first three-way valve;42. first four-way valve;43. first five-way valve;51. second three-way valve;52. second four-way valve;53. second five-way valve;60. third three-way valve;70. fourth three-way valve;80. bypass pipe;200. passenger compartment.

DETAILED DESCRIPTION OF EMBODIMENTS

Embodiments of the technical solutions of this application are described in detail below with reference to the drawings. The following embodiments are merely intended to describe the technical solutions of this application more clearly, and are merely exemplary but without hereby limiting the protection scope of this application.

Unless otherwise defined, all technical and scientific terms used herein have the same meanings as usually understood by a person skilled in the technical field of this application. The terms used herein are merely intended for describing specific embodiments but are not intended to limit this application. The terms “include” and “contain” and any variations thereof used in the specification, claims, and brief description of drawings of this application are intended as non-exclusive inclusion.

In the description of the embodiments of this application, the technical terms “first” and “second” are merely intended to distinguish different objects but not intended to indicate or imply relative importance or implicitly specify the number of the indicated technical features, the specific order, or order of priority. In the description of the embodiments of this application, unless otherwise expressly specified, “a plurality of” means two or more.

Reference to “embodiment” herein means that a specific feature, structure or characteristic described with reference to the embodiment may be included in at least one embodiment of this application. Reference to this term in different places in the specification does not necessarily represent the same embodiment, nor does it represent an independent or alternative embodiment in a mutually exclusive relationship with other embodiments. A person skilled in the art explicitly and implicitly understands that the embodiments described herein may be combined with other embodiments.

In the description of embodiments of this application, the term “and/or” merely indicates a relationship between related items, and represents three possible relationships. For example, “A and/or B” may represent the following three circumstances: A alone, both A and B, and B alone. In addition, the character “/” herein generally indicates an “or” relationship between the item preceding the character and the item following the character.

In the description of embodiments of this application, the term “a plurality of” means two or more (including two). Similarly, “a plurality of groups” means two or more groups (including two groups), and “a plurality of pieces” means two or more pieces (including two pieces).

In the description of embodiments of this application, a direction or a positional relationship indicated by the terms such as “center”, “longitudinal”, “transverse”, “length”, “width”, “thickness”, “up”, “down”, “before”, “after”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “in”, “out”, “clockwise”, “counterclockwise”, “axial”, “radial”, and “circumferential” is a direction or positional relationship based on the illustration in the drawings, and is merely intended for ease or brevity of description of embodiments of this application, but not intended to indicate or imply that the indicated device or component is necessarily located in the specified direction or constructed or operated in the specified direction. Therefore, such terms are not to be understood as a limitation on embodiments of this application.

In the description of this application, unless otherwise expressly specified and qualified, the technical terms such as “mounting”, “concatenation”, “connection”, and “fixing” need to be understood in a broad sense, for example, understood as a fixed connection or a detachable connection or understood as being integrated into a whole; or understood be as a mechanical connection or an electrical connection, a direct connection or an indirect connection implemented through an intermediary; or understood as interior communication between two components or interaction between two components. A person of ordinary skill in the art understands the specific meanings of the terms in the embodiments of this application according to the context.

With popularization of electric vehicles, researchers have been pursuing high performance of energy conservation and emission reduction of the vehicles. For example, optimal utilization of heat by a thermal management system is being pursued. The optimal utilization of heat can improve the energy-saving performance of electric vehicles.

The applicant has noticed that a thermal management system generally includes a passenger compartment thermal management subsystem and a heat emitting component thermal management subsystem. The heat emitting component thermal management subsystem includes a motor thermal management subsystem and a power battery thermal management subsystem. Generally, the passenger compartment thermal management subsystem and the heat emitting component thermal management subsystem are stand-alone. In other words, the degree of integration is relatively low for the entire thermal management system. Therefore, the waste of heat is severe for the entire vehicle, thereby being adverse to energy conservation and emission reduction of electric vehicles.

To reduce the waste of heat, the applicant has found through research that the passenger compartment thermal management subsystem and the heat emitting component thermal management subsystem included in the thermal management system can be integrated. For example, the motor thermal management subsystem can be integrated with the power battery thermal management subsystem; or the motor thermal management subsystem can be integrated with the passenger compartment thermal management subsystem; or the passenger compartment thermal management subsystem can be integrated with the power battery thermal management subsystem; or the motor thermal management subsystem, the power battery thermal management subsystem, and the passenger compartment thermal management subsystem can be integrated together.

Based on the considerations above, in order to solve the problem of severe waste of heat in an electric vehicle, the applicant has designed a thermal management system after in-depth research. The thermal management system is applied to an electric vehicle, and the electric vehicle includes a passenger compartment. The thermal management system includes a passenger compartment thermal management subsystem and a heat emitting component thermal management subsystem. A condenser in the passenger compartment thermal management subsystem can exchange heat with a first refrigerant circuit in the subsystem, so as to reduce the temperature of a refrigerant in the first refrigerant circuit. In this way, the refrigerant circulates in the first refrigerant circuit to implement refrigeration in the passenger compartment. A control valve system can turn on communication between a cooling water tank of the heat emitting component thermal management subsystem and the condenser of the passenger compartment thermal management subsystem to form a first cooling water circuit. The first cooling water circuit can cool the heat emitting component. In addition, because water circulates in the first cooling water circuit, lower-temperature water is substituted cyclically in the condenser, so as to facilitate heat absorbing during heat exchange between the condenser and the first refrigerant circuit.

In a thermal management system arranged in this way, duration refrigeration of the passenger compartment, the cooling water tank not only serves as a radiator for the heat emitting component, but also serves as a radiator for the condenser, thereby avoiding the need of an additional radiator to cool the condenser, improving the degree of integration of the entire thermal management system, and reducing waste of heat. In addition, because the condenser is refrigerated by water cooling, the refrigerant circuit is simplified compared to the arrangement in which the condenser is used as a part of the first refrigerant circuit in the prior art, thereby reducing the injection amount of the refrigerant.

Referring toFIG.1andFIG.2, this application provides a thermal management system100, including a passenger compartment thermal management subsystem10, a heat emitting component thermal management subsystem, and a control valve system. The control valve system is connected to the passenger compartment thermal management subsystem10and the heat emitting component thermal management subsystem. The passenger compartment thermal management subsystem10includes a compressor11, a first throttle12, and an evaporator13. The evaporator13is configured to refrigerate a passenger compartment200. The compressor11, the first throttle12, and the evaporator13are controlled to communicate with each other in sequence to form a first refrigerant circuit. The passenger compartment thermal management subsystem10further includes a condenser14. The condenser14is disposed between the compressor11and the first throttle12, and is able to exchange heat with the first refrigerant circuit. The heat emitting component thermal management subsystem includes a heat emitting component and a cooling water tank22configured to cool the heat emitting component. The control valve system is able to control the cooling water tank22and the condenser14to communicate with each other to form a first cooling water circuit. The first cooling water circuit is configured to cool the heat emitting component.

The passenger compartment thermal management subsystem10is configured to manage heat of the passenger compartment200. The passenger compartment200can be cooled and/or heated by the passenger compartment thermal management subsystem10. For example, in one circumstance, the passenger compartment thermal management subsystem10can only cool the passenger compartment200, and this circumstance is: when the temperature in the passenger compartment200is relatively high, the passenger compartment thermal management subsystem10can lower the temperature in the passenger compartment200. In another circumstance, the passenger compartment thermal management subsystem10can only heat the passenger compartment200, and this circumstance is: when the temperature in the passenger compartment200is relatively low, the passenger compartment thermal management subsystem10can raise the temperature in the passenger compartment200. In still another circumstance, the passenger compartment thermal management subsystem10can both cool the passenger compartment200and heat the passenger compartment200. When the temperature in the passenger compartment200is relatively high, the passenger compartment thermal management subsystem10can lower the temperature in the passenger compartment200; and, when the temperature in the passenger compartment200is relatively low, the passenger compartment thermal management subsystem10can raise the temperature in the passenger compartment200.

The heat emitting component thermal management subsystem can manage the heat of a heat emitting component, for example, can cool the heat emitting component and/or heat the heat emitting component. In one circumstance, the heat emitting component thermal management subsystem can only cool the heat emitting component, and this circumstance is: when the temperature of the heat emitting component is relatively high, the heat emitting component thermal management subsystem can lower the temperature of the heat emitting component. In another circumstance, the heat emitting component thermal management subsystem can only heat the heat emitting component, and this circumstance is: when the temperature of the heat emitting component is relatively low, the heat emitting component thermal management subsystem can raise the temperature of the heat emitting component. In still another circumstance, the heat emitting component thermal management subsystem can both cool the heat emitting component and heat the heat emitting component. When the temperature of the heat emitting component is relatively high, the heat emitting component thermal management subsystem can lower the temperature of the heat emitting component; and, when the temperature of the heat emitting component is relatively low, the heat emitting component thermal management subsystem can raise the temperature of the heat emitting component.

The control valve system is configured to connect the passenger compartment thermal management subsystem10and the heat emitting component thermal management subsystem, so as to integrate the passenger compartment thermal management subsystem10and the heat emitting component thermal management subsystem to reduce waste of heat of the vehicle.

The compressor11is a source of motive power of a refrigeration cycle, and keeps rotating as driven by a motor. The compressor extracts vapor out of the evaporator13in time to maintain a low temperature and a low pressure. In addition, the compressor increases the pressure and temperature of refrigerant vapor by means of an compression effect, thereby creating conditions for transferring the heat of the refrigerant vapor to the external environment and media. The compressor can compress low-temperature low-pressure refrigerant vapor to a high-temperature high-pressure state.

The condenser14is a heat exchange device, and serves a function of taking away the heat of the high-temperature high-pressure refrigerant vapor that comes from the compressor11, so that the high-temperature high-pressure refrigerant vapor is cooled and condensed into a high-pressure normal-temperature refrigerant liquid. In a specific embodiment, the condenser14is a plate heat exchanger. The plate heat exchanger is characterized by high heat-exchange efficiency, little loss of heat, structural compactness and lightness, little occupation of space, wide applicability, and a long service life.

The first throttle12depressurizes the high-pressure normal-temperature vapor to obtain a low-temperature low-pressure refrigerant, and feeds the refrigerant into the condenser14for evaporation.

The evaporator13is also a heat exchange device, in which the low-temperature low-pressure refrigerant formed by throttling evaporates, with the heat of the cooled material being absorbed. In other words, the low-temperature low-pressure refrigerant in the evaporator13can absorb the heat in the passenger compartment200to achieve the effect of lowering the air temperature in the passenger compartment200.

When the passenger compartment200is being refrigerated, the compressor11, the first throttle12, and the evaporator13are controlled to communicate with each other in sequence to form a first refrigerant circuit. In this way, after being compressed by the compressor11, the refrigerant is in a high-temperature high-pressure state. The high-temperature high-pressure refrigerant exchanges heat with the condenser14when flowing in the first refrigerant circuit. The condenser14takes away the heat of the high-temperature high-pressure refrigerant, so that the high-temperature high-pressure refrigerant vapor is cooled and condensed into a high-pressure normal-temperature refrigerant liquid. After being throttled by the first throttle12, the high-pressure normal-temperature refrigerant becomes a low-temperature low-pressure refrigerant. The low-temperature low-pressure refrigerant evaporates in the evaporator13, absorbs the heat of the air in the passenger compartment200, and returns to the compressor11, so as to achieve the effect of lowering the temperature in the passenger compartment200.

It is hereby noted that, for ease of mounting, a refrigerant pipe is usually provided between the compressor11and the first throttle12, between the first throttle12and the evaporator13, and between the evaporator13and the compressor11, separately, and every two thereof communicate with each other through the refrigerant pipe. In this case, the first refrigerant circuit further includes the refrigerant pipe. The condenser14can exchange heat with the refrigerant pipe disposed between the compressor11and the first throttle12. To be specific, a cooling medium flowing in the condenser14can exchange heat with the refrigerant flowing in the refrigerant pipe.

The heat emitting component represents a component that can emit heat during operation. The cooling water tank22is filled with water. The water in the cooling water tank22can exchange heat with the heat emitting component to lower the temperature of the heat emitting component, so as to avoid overtemperature from affecting normal operation of the heat emitting component.

The control valve system controls the cooling water tank22and the condenser14to communicate with each other to form the first cooling water circuit. Generally, the cooling water tank22communicates with the condenser14through a water pipe. In this case, the first cooling water circuit further includes the water pipe. The heat emitting component can exchange heat with the water pipe. To be specific, the heat emitting component can exchange heat with the cooling medium (water) that flows in the water pipe.

In the thermal management system100above, the control valve system enables communication between the cooling water tank22in the heat emitting component thermal management subsystem and the condenser14in the passenger compartment thermal management subsystem10to form the first cooling water circuit. In this way, the first cooling water circuit can cool the heat emitting component. In addition, because water circulates in the first cooling water circuit, lower-temperature water is substituted cyclically in the condenser14, so as to facilitate heat absorbing during heat exchange between the condenser14and the first refrigerant circuit. To be specific, the cooling water tank22not only serves as a radiator for the heat emitting component, but also serves as a radiator for the condenser14, thereby avoiding the need of an additional radiator to cool the condenser14, improving the degree of integration of the entire thermal management system100, and reducing waste of heat. Moreover, because the condenser14is refrigerated by water cooling, the refrigerant circuit is simplified compared to the arrangement in which the condenser14is used as a part of the first refrigerant circuit in the prior art, thereby reducing the injection amount of the refrigerant and achieving the effect of energy saving.

According to some embodiments of this application, the heat emitting component thermal management subsystem includes a motor thermal management subsystem20. In this case, the heat emitting component includes a motor21, and the first cooling water circuit can cool the motor21. In other embodiments, the heat emitting component thermal management subsystem includes a power battery thermal management subsystem30. In this case, the heat emitting component includes a power battery31, and the first cooling water circuit can cool the motor21. In still other embodiments, the heat emitting component thermal management subsystem includes a motor thermal management subsystem20and a power battery thermal management subsystem30, and the heat emitting component includes the motor21and the power battery31. The first cooling water circuit can selectively cool the motor21and/or the power battery31.

The power battery31is a power source of the electric vehicle, and the motor21can drive wheels of the electric vehicle to run. Specifically, during operation, the power battery31provides electrical energy to the motor21. Through a drivetrain of the electric vehicle, the motor21drives the wheels to run.

The first cooling water circuit serves to cool the motor21and/or the power battery31, so that the temperature of the motor21and/or the power battery31can be lowered, thereby ensuring that the motor21and/or the power battery31operates within a temperature range suitable for normal operation.

It is hereby noted that the cooling water tank22is a part of the motor thermal management subsystem20. Understandably, in other embodiments, the cooling water tank22may serve as a part of the power battery thermal management subsystem30instead.

The motor thermal management subsystem20further includes a first water pump23. The first water pump23is disposed in the first cooling water circuit, and is configured to provide a first flow force by which a water current flows in the first cooling water circuit. Specifically, the first water pump23is mounted on a water pipe included in the first cooling water circuit.

The first water pump23is a machine for conveying water or pressurizing water. The first flow force provided by the first water pump23can make the water circulate in the first cooling water circuit, thereby helping to dissipate heat of the heat emitting component and refrigerate the condenser14.

The heat emitting component thermal management subsystem further includes an electric control device24configured to control the motor21. That is, the heat emitting component further includes the electric control device24. The control valve system enables the first cooling water circuit to cool the electric control device24. Specifically, the electric control device24is a part of the motor thermal management subsystem20, and the electric control device24is configured to control the operation of the motor21.

The electric control device24is cooled by the first cooling water circuit, so as to ensure that the electric control device24operates within a temperature range suitable for normal operation, and avoid an excessive operating temperature of the electric control device24.

According to some embodiments of this application, the passenger compartment thermal management subsystem10further includes a second throttle15and a cooler32. The compressor11and the second throttle15are controlled to communicate with each other to form a second refrigerant circuit. The compressor11includes an air outlet and a return air inlet that are connected to each other. The high-temperature high-pressure refrigerant flows out of the compressor11from the air outlet, and the low-temperature low-pressure refrigerant returns to the compressor11from the retum air inlet. The condenser14is disposed between the air outlet and the second throttle15and able to exchange heat with the second refrigerant circuit. The cooler32is disposed between the return air inlet and the second throttle15and able to exchange heat with the second refrigerant circuit. The passenger compartment thermal management subsystem10is connected to the power battery thermal management subsystem30through the control valve system. Two ends of the cooler32are controlled to communicate with each other to form a second cooling water circuit. The first cooling water circuit is configured to cool the motor21, and the second cooling water circuit is configured to cool the power battery31.

The second throttle15depressurizes the high-pressure normal-temperature vapor to obtain a low-temperature low-pressure refrigerant, and the refrigerant flows to the condenser32for evaporation.

The cooler32is also a heat exchange device. The low-temperature low-pressure refrigerant formed by throttling evaporates through heat exchange with the cooler, so that the heat of the cooled material is absorbed. To be specific, the refrigerant that exchanges heat with the cooler32can absorb the heat of the water in the cooler32to achieve the effect of lowering the temperature of the water in the cooler32. Specifically, the cooler32is a plate heat exchanger.

In a case of cooling the power battery31, the compressor11and the second throttle15are controlled to communicate with each other to form a second refrigerant circuit. In this way, after being compressed by the compressor11, the refrigerant is in a high-temperature high-pressure state. The high-temperature high-pressure refrigerant exchanges heat with the condenser14when flowing in the second refrigerant circuit. The condenser14takes away the heat of the high-temperature high-pressure refrigerant, so that the high-temperature high-pressure refrigerant vapor is cooled and condensed into a high-pressure normal-temperature refrigerant liquid. After being throttled by the second throttle15, the high-pressure normal-temperature refrigerant becomes a low-temperature low-pressure refrigerant. The low-temperature low-pressure refrigerant absorbs the heat of the water in the cooler32when passing through the cooler32, and then returns to the compressor11, so as to achieve the effect of lowering the temperature of the water in the cooler32.

Identical to that in the first refrigerant circuit, a refrigerant pipe is usually provided between the compressor11and the second throttle15as a means to turn on communication between the compressor and the second throttle. In this case, the second refrigerant circuit further includes the refrigerant pipe. The condenser14can exchange heat with the refrigerant pipe disposed between the air outlet of the compressor11and the second throttle15. To be specific, a cooling medium flowing in the condenser14can exchange heat with the refrigerant flowing in the refrigerant pipe. The cooler32can exchange heat with the refrigerant pipe disposed between the return air inlet of the compressor11and the second throttle15. To be specific, a cooling medium flowing in the cooler32can exchange heat with the refrigerant flowing in the refrigerant pipe.

Similarly, two ends of the cooler32communicate with each other through a water pipe. In this case, the second cooling water circuit further includes the water pipe. The motor21can exchange heat with the water pipe of the first cooling water circuit, and the power battery31can exchange heat with the water pipe of the second cooling water circuit.

Arranged in this way, the passenger compartment thermal management subsystem10is integrated with the motor thermal management subsystem20by means of the condenser14, and is integrated with the power battery thermal management subsystem30by means of the cooler32, thereby further improving the degree of integration of the entire thermal management system100and reducing waste of heat.

The power battery thermal management subsystem30includes a second water pump33. The second water pump33is disposed in the second cooling water circuit, and is configured to provide a second flow force by which a water current flows in the second cooling water circuit. Specifically, the second water pump33is mounted on the water pipe included in the second cooling water circuit.

The second water pump33is a machine for conveying water or pressurizing water. The second flow force provided by the second water pump33can make the water circulate in the second cooling water circuit, thereby helping to dissipate heat of the power battery.

According to some embodiments of this application, the passenger compartment thermal management subsystem10, the power battery thermal management subsystem30, and the motor thermal management subsystem20are connected through the control valve system. The control valve system enables the cooling water tank22, the condenser14, and the cooler32to communicate with each other to form a third cooling water circuit, and the third cooling water circuit is configured to cool the motor21and the power battery31. In this way, the passenger compartment thermal management subsystem10, the motor thermal management subsystem20, and the power battery thermal management subsystem30are integrated together to reduce waste of heat of the thermal management system100.

It is hereby noted that when the cooling water tank22, the condenser14, and the cooler32communicate with each other to form a third cooling water circuit, the first cooling water circuit and the second cooling water circuit are cut off. In addition, when the cooling water tank22, the condenser14, and the cooler32communicate with each other to form the third cooling water circuit, the first refrigerant circuit is controlled to communicate, and the second refrigerant circuit is controlled to become cut-off.

According to some embodiments of this application, the motor thermal management subsystem20further includes a first pipe25, and the power battery thermal management subsystem30further includes a second pipe34. The control valve system enables the first pipe25to communicate with the second pipe34to form a first heating water circuit. The first heating water circuit is able to transfer heat to and from the motor21, and absorb the heat of the motor21to heat the power battery31. In this case, the control valve system can turn on communication between the cooler32and the cooling water tank22to form a fourth cooling water circuit configured to dissipate heat of the cooling water tank22.

It is hereby noted that the first pipe25and the second pipe34are both water pipes.

Arranged in this way, the power battery31can be heated by the heat generated by the motor21, thereby reducing the waste of heat. In addition, the cooler32dissipates heat for the cooling water tank22to further reduce the waste of heat.

According to some embodiments of this application, the condenser14, the cooling water tank22, the cooler32, the first pipe14, and the second pipe34each include two ends connected to each other. It is defined that the two ends of the condenser14are a first end and a second end respectively, the two ends of the cooling water tank22area third end and a fourth end respectively, the two ends of the cooler32are a fifth end and a sixth end respectively, the two ends of the first pipe25are a seventh end and an eighth end respectively, and the two ends of the second pipe34are a ninth end and a tenth end respectively.

The third end of the cooling water tank22communicates with the first end of the condenser14.

The control valve system includes a first control valve assembly. The first control valve assembly includes five first ports that controllably communicate with each other, and the five first ports communicate with the first end, the second end, the seventh end, the fifth end, and the ninth end respectively. The control valve system further includes a second control valve assembly. The second control valve assembly includes five second ports that controllably communicate with each other, and the five second ports communicate with the third end, the fourth end, the sixth end, the eighth end, and the tenth end respectively.

The condenser14, the cooling water tank22, the cooler32, the first pipe25, and the second pipe34each include two ends. One end of each of such components serves as a water inlet, and the other end serves as a water outlet. Which end serves as a water inlet and which end serves as a water outlet depend on the flow direction of the water circuit.

That the first control valve assembly includes five first ports that controllably communicate with each other means: The first control valve assembly includes five first ports, and any two or more of the five first ports communicate with each other controllably. That the second control valve assembly includes five second ports that controllably communicate with each other means: The second control valve assembly includes five second ports, and any two or more of the five second ports communicate with each other controllably. How the five first ports of the first control valve assembly communicate with each other depends on the working mode. How the five second ports of the second control valve assembly communicate with each other also depends on the working mode.

The control valve system includes the first control valve assembly and the second control valve assembly, the first control valve assembly includes five controllably communicating first ports, and the second control valve assembly includes five controllably communicating second ports, thereby facilitating the formation of the first cooling water circuit, the second cooling water circuit, the third cooling water circuit, the fourth cooling water circuit, and the first heating water circuit.

Still referring toFIG.1, according to some embodiments of this application, the first control valve assembly includes a first three-way valve41and a first four-way valve42. One of valve ports of the first three-way valve41communicates with one of valve ports of the first four-way valve42. The two first ports connected to the first end and the second end respectively are disposed at the first three-way valve41. The remaining three first ports are disposed at the first four-way valve42. The second control valve assembly includes a second three-way valve51and a second four-way valve52. One of valve ports of the second three-way valve51communicates with one of valve ports of the second four-way valve52. The two second ports connected to the third end and the fourth end respectively are disposed at the second three-way valve51, and the remaining three second ports are disposed at the second four-way valve52. In this way, the first cooling water circuit, the second cooling water circuit, the third cooling water circuit, the fourth cooling water circuit, and the first heating water circuit can be formed through two relatively simply structured three-way valves and two relatively simply structured four-way valves.

Still referring toFIG.2, according to some embodiments of this application, the first control valve assembly includes a first five-way valve43, and the five first ports are disposed at the first five-way valve43. The second control valve assembly includes a second five-way valve53, and the five second ports are disposed at the second five-way valve53. In this way, the first cooling water circuit, the second cooling water circuit, the third cooling water circuit, the fourth cooling water circuit, and the first heating water circuit can be formed through just a few control valves, thereby simplifying the structure of the thermal management system100.

Understandably, in other embodiments, the first control valve assembly and the second control valve assembly may be configured in other manners instead, without being limited herein.

According to some embodiments of this application, the passenger compartment thermal management subsystem10further includes a heater core18. The heater core18is configured to heat a passenger compartment200. The control valve system turns on communication between the condenser14and the heater core18to form a second heating water circuit.

The heater core18is configured to transfer heat to the passenger compartment200, so as to increase the temperature in the passenger compartment200and improve the comfort of the passenger compartment200in a low-temperature environment.

When the control valve system turns on communication between the condenser14and the heater core18to form a second heating water circuit, the second heating water circuit can heat the passenger compartment200, thereby improving comfort of the passenger compartment200. In addition, because the water circulates in the condenser14and the heater core18, when the heater core18heats the passenger compartment200, the temperature of the water flowing in the heater core decreases, thereby achieving the effect of cooling the condenser14.

Still referring toFIG.1andFIG.2, according to some embodiments of this application, the passenger compartment thermal management subsystem10further includes a heater17. The heater17is disposed in the second heating water circuit and located on a passageway along which a water current flows from the condenser14to the heater core18. To facilitate the mounting of the heater17, the condenser14in the second heating water circuit also communicates with the heater core18through a water pipe. In this case, the second heating water circuit includes a water pipe, and the heater17is disposed on the water pipe of the second heating water circuit.

The heater17is a heating device capable of raising the temperature of the water current that flows through the heating device. For example, the heater17is a positive temperature coefficient (PTC) heater17. The PTC heater17is also called a PTC heating element, and is made of a PTC ceramic heating element and an aluminum tube. This type of PTC heating element possesses merits of a small thermal resistance and high heat exchange efficiency, and is a power-saving heater17that automatically keeps a constant temperature. Understandably, in other embodiments, the type of the heater17is not limited, as long as the heater17can raise the temperature of the water current.

The control valve system further includes a third three-way valve60. The third three-way valve60is disposed in the second heating water circuit and located on a passageway along which the water current flows from the condenser14to the heater core18. Three valve ports of the third three-way valve60are connected to the condenser14, the cooling water tank22, and the heater core18respectively. In this way, by controlling the three valve ports of the third three-way valve60to open or close, the communication between the condenser14and the cooling water tank22can be turned on or off, or the communication between the condenser14and the heater core18can be turned on or off.

Further, when the passenger compartment thermal management subsystem10includes the heater17, the third three-way valve60is disposed on a passageway of the water that flows from the condenser14to the heater17, and therefore, the third three-way valve60is also mounted on the water pipe between the condenser14and the heater17in the second heating water circuit.

Understandably, in other embodiments, the control valve system may instead omit the third three-way valve60. However, in a case that the control valve system omits the third three-way valve60, when the passenger compartment thermal management subsystem10refrigerates the passenger compartment200, the water in the condenser14flows to the heater core18, thereby preventing the cooling effect of the passenger compartment200from being impaired by the heat dissipated by the heater core18. Generally, a gate that can be opened and closed is disposed between the heater core18and the passenger compartment200. In this case, if the gate is closed, the heat dissipated by the heater core18is prevented from flowing to the passenger compartment200, thereby avoiding impact on the cooling effect of the passenger compartment200.

Further understandably, the control valve system may give up using the third three-way valve60to control the flow of water between the condenser14and the cooling water tank22and the heater core18, and may instead employ another valve structure for controlling, without being limited herein.

According to some embodiments of this application, the control valve system causes the second heating water circuit to heat the power battery31. To be specific, in a low-temperature scenario, the control valve system enables the second heating water circuit to heat the power battery31, so that the temperature of the power battery31is maintained within a temperature range suitable for normal operation, thereby taking full advantage of heat.

According to some embodiments of this application, the control valve system includes a fourth three-way valve70. The fourth three-way valve70is disposed in the second heating water circuit and located on a passageway along which the water current flows from the heater core18to the second pipe34. Three valve ports of the fourth three-way valve70are connected to the heater core18, the condenser14, and one end of the second pipe34respectively, and the other end of the second pipe34is connected to the condenser14. In this way, by controlling the three valve ports of the fourth three-way valve70to open or close, the second heating water circuit is made to heat the power battery31or not to heat the power battery31.

Understandably, in other embodiments, the control valve system may instead employ other arrangements to enable the first heating water circuit to heat the power battery31, without being limited herein.

According to some embodiments of this application, the passenger compartment thermal management subsystem10further includes a third water pump16. The third water pump16is disposed in the second heating water circuit, and is configured to provide a third flow force by which a water current flows in the second heating water circuit.

The third water pump16is a machine for conveying water or pressurizing water. The third flow force provided by the third water pump16can make the water circulate in the second heating water circuit, thereby helping to heat the passenger compartment200.

According to some embodiments of this application, the passenger compartment thermal management subsystem10further includes a dehydrator19. The dehydrator19is disposed in the first refrigerant circuit, located between the compressor11and the first throttle12, and configured to dry the refrigerant. The dehydrator19serves to dry the refrigerant, and can filter out tiny impurities in the refrigerant circuit to facilitate the flow of the refrigerant and improve the operating performance of the passenger compartment thermal management subsystem10.

According to some embodiments of this application, the heat emitting component thermal management subsystem further includes a cooling fan26, and the cooling fan26is disposed beside the cooling water tank22and configured to cool the cooling water tank22. In this way, the cooling fan26can facilitate the flow of air and dissipate the heat of the cooling water tank22into the air, thereby facilitating heat dissipation of the cooling water tank22.

According to some embodiments of this application, this application further provides an electric vehicle, including a passenger compartment200and the thermal management system100.

Still referring toFIG.1, in a first specific embodiment of this application, the thermal management system100includes a passenger compartment thermal management subsystem10and a heat emitting component thermal management subsystem. The heat emitting component thermal management subsystem includes a motor thermal management subsystem20and a power battery thermal management subsystem30. The thermal management system100further includes a control valve system. The control valve system is connected to the passenger compartment thermal management subsystem10, the motor thermal management subsystem20, and the power battery thermal management subsystem30.

The passenger compartment thermal management subsystem10includes a compressor11, a condenser14, a dehydrator19, a first throttle12, an evaporator13, a second throttle15, and a cooler32. The compressor11, the first throttle12, and the evaporator13can be controlled to communicate with each other to form a first refrigerant circuit. The compressor11and the second throttle15can be controlled to communicate with each other to form a second refrigerant circuit. The compressor11includes an air outlet and a return air inlet. The condenser14is located between the air outlet and the dehydrator19, and exchanges heat with the first refrigerant circuit and the second refrigerant circuit. The cooler32is located between the dehydrator19and the return air inlet, and exchanges heat with the second refrigerant circuit. The dehydrator19is configured to dry the refrigerant.

The passenger compartment thermal management subsystem10further includes a heater17and a heater core18. The motor thermal management subsystem20includes a motor21, an electric control device24, a cooling water tank22, a cooling fan26, a first pipe25, and a bypass pipe80. The power battery thermal management subsystem30includes a power battery31and a second pipe34. The control valve system includes a first three-way valve41, a second three-way valve51, a third three-way valve60, a fourth three-way valve70, a first four-way valve42, and a second four-way valve52.

Three valve ports of the first three-way valve41are A1, A2, and A3. Four valve ports of the first four-way valve42are B1, B2, B3, and B4. A1communicates with the first end of the condenser14, A2communicates with B1, and A3communicates with the second end of the condenser14. B2communicates with the fifth end of the cooler32, B3communicates with the ninth end of the second pipe34, and B4communicates with the seventh end of the first pipe25. A1, A3, B2, B3, and B4form five first ports of the first control assembly respectively.

Three valve ports of the second three-way valve51are C1, C2, and C3. Four valve ports of the second four-way valve52are D1, D2, D3, and D4. C2communicates with the third end of the cooling water tank22, C1communicates with the fourth end of the cooling water tank22, and C3communicates with D1. D2communicates with the sixth end of the cooler32, D3communicates with the tenth end of the second pipe34, and D4communicates with the eighth end of the first pipe25. C1, C2, D2, D3, and D4form five second ports of the second control assembly respectively. Specifically, C2communicates with the third end of the cooling water tank22through the bypass pipe80.

Three valve ports of the third three-way valve60are E1, E2, and E3. E1communicates with the first end of the condenser14, E2communicates with the third end of the cooling water tank22and A1, and E3communicates with the heater17.

Three valve ports of the fourth three-way valve70are F1, F2, and F3. F1communicates with the heater core18, F2communicates with the second end of the cooler32, F3communicates with the ninth end of the second pipe34, and the tenth end of the second pipe34also communicates with the second end of the condenser14.

The motor thermal management subsystem20further includes a first water pump23. The power battery thermal management subsystem30further includes a second water pump33. The passenger compartment thermal management subsystem10further includes a third water pump16. The first water pump23, the second water pump33, and the third water pump16are all configured to provide a flow force by which a water current flows in a water circuit.

The following describes in detail a thermal management system100according to a first specific embodiment with reference to specific application scenarios.

It is hereby noted that the dashed line in the drawing represents that a pipe is in a cut-off state, a solid line represents that the pipe is in a communicating state, and an arrow head direction in the drawing represents a flow direction of a refrigerant or water.

Scenario 1 (seeFIG.3): In a high-temperature environment, a passenger compartment200needs to be refrigerated, and a power battery31needs forced cooling. Specifically, when the ambient temperature is higher than a second preset threshold, the thermal management system100operates in a first refrigeration mode.

The compressor11, the first throttle12, and the evaporator13communicate with each other to form a first refrigerant circuit. The compressor11and the second throttle15communicate with each other to form a second refrigerant circuit.

Of the first three-way valve41, A2communicates with A3, and A1is cut off from A2and A3. Of the first four-way valve42, B1communicates with B4, and B2communicates with B3. Of the second three-way valve51, C1communicates with C3, and C2is cut off from C1and C3. Of the second four-way valve52. D1communicates with D4, and D2communicates with D3.

Of the third three-way valve60, E1communicates with E2, and E3is cut off from E1and E2. In this case, the first cooling water circuit and the second cooling water circuit are formed, and the first water pump23and the second water pump33work. The third water pump16is shut down. Water is unable to flow from the condenser14to the power battery31.

In this way, in the first refrigeration mode, a high-temperature high-pressure refrigerant from an exhaust end of the compressor11passes through the condenser14to dissipate heat to the first cooling water circuit, and passes through the cooling water tank22to dissipate the heat into the air through the cooling fan26disposed beside the cooling water tank22. The heat of a motor21and an electric control device24can also be dissipated into the air through the cooling water tank22. An evaporator13in the first refrigerant circuit is configured to refrigerate the passenger compartment200, and the second cooling water circuit is configured to cool the power battery31.

Scenario 2 (seeFIG.4): In a high-temperature environment, a passenger compartment200needs to be refrigerated, and a power battery31is cooled passively. Specifically, when the ambient temperature is lower than a first preset threshold, the thermal management system100operates in a second refrigeration mode. The first preset threshold is less than the second preset threshold.

The compressor11, the first throttle12, and the evaporator13communicate with each other to form a first refrigerant circuit.

Of the first three-way valve41, A2communicates with A3, and A1is cut off from A2and A3. Of the first four-way valve42, B1communicates with B4, and B2communicates with B3. Of the second three-way valve51, C1communicates with C3, and C2is cut off from C1and C3. Of the second four-way valve52, D3communicates with D4, and D2communicates with D1.

Of the third three-way valve60, E1communicates with E2, and E3is cut off from E1and E2. In this case, the third cooling water circuit is formed, the first water pump23and the second water pump33work, and the third water pump16is shut down. Water is unable to flow from the condenser14to the power battery31.

In this way, in the second refrigeration mode, a high-temperature high-pressure refrigerant from the exhaust end of the compressor11passes through the condenser14to dissipate heat to the third cooling water circuit, and passes through the cooling water tank22to dissipate the heat into the air through the cooling fan26disposed beside the cooling water tank22. The heat of the motor21, the electric control device24, and the power battery31can also be dissipated into the air through the cooling water tank22. The evaporator13in the first refrigerant circuit is configured to refrigerate the passenger compartment200.

Scenario 3 (seeFIG.5): In a low-temperature environment, the passenger compartment200needs to be heated, and the power battery31needs to be heated. In this case, the thermal management system100operates in a first heating mode.

The compressor11communicates with the second throttle15to form a second refrigerant circuit.

Of the first three-way valve41, A1communicates with A2, and A3is cut off from A1and A2. Of the first four-way valve42, B1communicates with B2, and B3communicates with B4. Of the second three-way valve51, C1communicates with C3, and C2is cut off from C1and C3. Of the second four-way valve52, D3communicates with D4, and D2communicates with D1.

Of the third three-way valve60, E1communicates with E3, and E2is cut off from E1and E3. Of the fourth three-way valve70, F1, F2, and F3communicate with each other. In this case, a fourth cooling water circuit is formed, and the first water pump23and the second water pump33work. A second heating water circuit is formed and passes through the power battery31, and the third water pump16works.

In this way, in the first heating mode, a high-temperature high-pressure refrigerant from the exhaust end of the compressor11passes through the condenser14to dissipate heat to the second heating water circuit, so as to heat the passenger compartment200and the power battery31. In this case, the power battery31can also be heated by the heat of the motor21. In this case, the cooler32can absorb heat from the environment through the cooling water tank22.

It is hereby noted that in this mode, the fourth three-way valve70can also be regulated to preclude the second heating water circuit from heating the power battery31, so that the power battery31is heated by just the heat generated by the motor21and the electric control device24.

Scenario 4 (seeFIG.6): In a low-temperature environment, the passenger compartment200needs to be heated, and the power battery31does not need to be heated. In this case, the thermal management system100operates in a second heating mode.

Of the first three-way valve41, A1communicates with A2, and A3is cut off from A1and A2. Of the first four-way valve42, B1communicates with B4, and B2communicates with B3. Of the second three-way valve51, C2communicates with C3, and C1is cut off from C2and C3. Of the second four-way valve52, D3communicates with D4, and D2communicates with D1.

Of the third three-way valve60, E1communicates with E3, and E2is cut off from E1and E3. Of the fourth three-way valve70, F1communicates with F2, and F3is cut off from F1and F2. In this case, a second cooling water circuit is formed between two ends of the cooler32, and the first water pump23and the second water pump33work. A second heating water circuit is formed, and the third water pump16works.

In this way, in the second heating mode, a high-temperature high-pressure refrigerant from the exhaust end of the compressor11passes through the condenser14to dissipate heat to the second heating water circuit, so as to heat the passenger compartment200. In this case, the cooler32recycles the heat of the motor21, the electric control device24, and the power battery31. The cooling water tank22is bypassed to prevent the heat from dissipating into the external environment and implement heat recycling.

Scenario 5 (seeFIG.7): In a low-temperature environment, the passenger compartment200needs to be heated and dehumidified, and the power battery31needs to be heated. In this case, the thermal management system100operates in a first dehumidification mode. This mode is applicable when the ambient temperature is relatively low. Generally, this mode is applicable to scenarios in which the ambient temperature is lower than 10° C.

The first dehumidification mode differs from the first heating mode in that, in this mode, the first refrigerant circuit is formed, and the low-temperature refrigerant enters the evaporator13to achieve the effects of refrigeration and dehumidification.

Scenario 6 (seeFIG.8): In a low-temperature environment, the passenger compartment200needs to be heated and dehumidified, and the power battery31needs to dissipate heat. In this case, the thermal management system100operates in a second dehumidification mode. This mode is applicable when the ambient temperature is relatively low. Generally, this mode is applicable to scenarios in which the ambient temperature is lower than 10° C.

The second dehumidification mode differs from the second heating mode in that, in this mode, the first refrigerant circuit is formed, and the low-temperature refrigerant enters the evaporator13to achieve the effects of refrigeration and dehumidification.

Scenario 7 (seeFIG.9): In a low-temperature environment, the passenger compartment200needs to be heated and dehumidified, and the power battery31needs to dissipate heat. In this case, the thermal management system100operates in a third dehumidification mode. The ambient temperature to which this mode is applicable is higher than the ambient temperature to which the first dehumidification mode and the second dehumidification mode are applicable. Generally, this mode is applicable to scenarios in which the ambient temperature is higher than 10° C.

This mode differs from the first dehumidification mode in that, in this mode, of the first three-way valve41, A1communicates with A2, and A3is cut off from A1and A2; and, of the first four-way valve42, B1communicates with B4, and B2communicates with B3. Of the second three-way valve51, C1communicates with C3, and C2is cut off from C1and C3. Of the first four-way valve42, D1communicates with D4, and D2communicates with D3.

Of the third three-way valve60, E1communicates with E3, and E2is cut off from E1and E3. Of the fourth four-way valve, F1communicates with F2, and F3is cut off from F1and F2.

In this way, in the third dehumidification mode, the first refrigerant circuit is formed, and the low-temperature refrigerant enters the evaporator13to achieve the effects of refrigeration and dehumidification. The second cooling water circuit dissipates heat for the power battery31, and the cooling water tank22dissipates heat for the motor21and the electric control device24.

Scenario 8 (seeFIG.10); In the first heating mode, because the cooling water tank22needs to absorb heat from the environment, the surface of the cooling water tank22may frost up. This mode is a defrost mode of the cooling water tank22, and is designed to defrost the cooling water tank22.

In contrast to the first heating mode, in this mode, A2of the first three-way valve41communicates with A3, and A1is cut off from A2and A3. Of the first four-way valve42, B1communicates with B4, and B2communicates with B3. Of the second four-way valve52, D1communicates with D4, and D2communicates with D3.

Of the third three-way valve60, E1, E2, and E3communicate with each other. Of the fourth four-way valve, F1communicates with F2, and F3is cut off from F1and F2.

In this way, in the defrost mode of the cooling water tank22, the water flowing out of the condenser14passes through the third three-way valve60. A part of the water flows through the first water pump23and flows to the cooling water tank22for defrosting, and the other part flows through the heater17and flows to the heater core18to heat the passenger compartment200. Meanwhile, the second cooling water circuit cools down the power battery31, and the first cooling water circuit cools down the motor21and the electric control device24.

It is hereby noted that the eight operating modes are main operating modes of the thermal management system100according to the first specific embodiment. The thermal management system100can implement more operating modes by regulating the control valve system.

Still referring toFIG.2, a second specific embodiment of this application differs from the first specific embodiment in:

The first three-way valve41and the first four-way valve42of the control valve system are replaced by the first five-way valve43, and the second three-way valve51and the second four-way valve52are replaced by the second five-way valve53. Five valve ports of the first five-way valve43are G1, G2, G3, G4, and G5, and are the five first ports of the first control valve assembly. Five valve ports of the second five-way valve53are H1, H2, H3, H4, and H5, and are the five second ports of the second control valve assembly.

G2communicates with the first end of the cooler32. G1communicates with the second end of the condenser14. G3communicates with the seventh end of the first pipe25. G4communicates with the fifth end of the cooler32. G5communicates with the ninth end of the second pipe34. H1communicates with the fourth end of the cooling water tank22. H2communicates with the third end of the cooling water tank22. H3communicates with the eighth end of the first pipe25. H4communicates with the sixth end of the cooler32. H5communicates with the tenth end of the second pipe34.

The second specific embodiment is applicable to the same application scenarios as the first specific embodiment, both including eight main application scenarios, and differs in the communication between the valve ports of the first five-way valve43and the valve ports of the second five-way valve53. The following describes only the differences, and omits the same communication relationships.

Scenario 1 (SeeFIG.11):

In the first refrigeration mode, the differences from the first specific embodiment are: of the first five-way valve43, G1communicates with G3, G4communicates with G5, and G2is cut off from G1, G3, G4, and G5; and of the second five-way valve53, H1communicates with H3, H4communicates with H5, and H2is cut off from H1, H3, H4, and H5.

Scenario 2 (SeeFIG.12):

in the second refrigeration mode, of the first five-way valve43, G1communicates with G3, G4communicates with G5, and G2is cut off from G1, G3, G4, and G5; and of the second five-way valve53, H1communicates with H4, H3communicates with H5, and H2is cut off from H1, H3, H4, and H5.

Scenario 3 (SeeFIG.13):

In the first heating mode, of the first five-way valve43, G2communicates with G4, G3communicates with G5, and G1is cut off from G2, G3, G4, and G5; and of the second five-way valve53, H1communicates with H4, H3communicates with H5, and H2is cut off from H1, H3, H4, and H5.

Scenario 4 (SeeFIG.14):

In the second heating mode, of the first five-way valve43, G2communicates with G3. G4communicates with G5, and G1is cut off from G2, G3, G4, and G5; and of the second five-way valve53, H2communicates with H4, H3communicates with H5, and H1is cut off from H2, H3. H4, and H5.

Scenario 5 (SeeFIG.15):

The first dehumidification mode in the second specific embodiment differs from the first heating mode in that, in this mode, the first refrigerant circuit is formed, and the low-temperature refrigerant enters the evaporator13to achieve the effects of refrigeration and dehumidification.

Scenario 6 (SeeFIG.16):

The second dehumidification mode in the second specific embodiment differs from the second heating mode in that, in this mode, the first refrigerant circuit is formed, and the low-temperature refrigerant enters the evaporator13to achieve the effects of refrigeration and dehumidification.

Scenario 7 (SeeFIG.17):

The third dehumidification mode differs from the first dehumidification mode in the following aspects:

In the second heating mode, of the first five-way valve43, G2communicates with G3, G4communicates with G5, and G1is cut off from G2, G3, G4, and G5; and of the second five-way valve53, H1communicates with H3, H4communicates with H5, and H2is cut off from H1, H3, H4, and H5.

Scenario 8 (SeeFIG.18):

A defrost mode of the cooling water tank22is applied, and differs from the first heating mode in the following aspects:

of the first five-way valve43, G1communicates with G3, G4communicates with G5, and G2is cut off from G1, G3, G4, and G5; and of the second five-way valve53, H1communicates with H3, H4communicates with H5, and H2is cut off from H1, H3, H4, and H5.

It is hereby noted that, in the eight main operating modes, the second specific embodiment differs from the first specific embodiment in the control of the valve ports. In each corresponding mode, the two specific embodiments implement the same functions.

Referring toFIG.19, this application further provides a method for controlling a thermal management system100, including steps of:

S110: controlling, when an ambient temperature is lower than a first preset threshold, a compressor11, a first throttle12, and an evaporator13to communicate in sequence to form a first refrigerant circuit configured to refrigerate a passenger compartment200in an electric vehicle, and

S120: controlling a cooling water tank22to communicate with a condenser14to form a first cooling water circuit configured to cool a heat emitting component and the first refrigerant circuit.

The cooling water tank22is configured to cool the heat emitting component, and the condenser14is disposed between the compressor11and the first throttle12, and is able to exchange heat with the first refrigerant circuit.

The compressor11, the first throttle12, the evaporator13, the cooling water tank22, and the heat emitting component have been described above, and are not repeated here.

The first preset threshold may be set as required. When the ambient temperature is relatively high and lower than the first preset threshold, the compressor11, the first throttle12, and the evaporator13are controlled to communicate in sequence to form a first refrigerant circuit to refrigerate the passenger compartment200. In addition, the cooling water tank22and the condenser14are controlled to communicate with each other to form a first cooling water circuit. The first cooling water circuit can cool the condenser14and the heat emitting component.

In the method for controlling a thermal management system100, the first cooling water circuit can cool the heat emitting component. In addition, because water circulates in the first cooling water circuit, lower-temperature water is substituted cyclically in the condenser14, so as to facilitate heat absorbing during heat exchange between the condenser14and the first refrigerant circuit. To be specific, the cooling water tank22not only serves as a radiator for the heat emitting component, but also serves as a radiator for the condenser14, thereby avoiding the need of an additional radiator to cool the condenser14, improving the degree of integration of the entire thermal management system100, and reducing waste of heat. Moreover, because the condenser14is refrigerated by water cooling, the refrigerant circuit is simplified compared to the arrangement in which the condenser14is used as a part of the first refrigerant circuit in the prior art, thereby reducing the injection amount of the refrigerant and achieving the effect of energy saving.

According to some embodiments of this application, the heat emitting component thermal management subsystem includes a motor thermal management subsystem20and a power battery thermal management subsystem30, and the heat emitting component includes the motor21and the power battery31. The first cooling water circuit can selectively cool the motor21and/or the power battery31. The first cooling water circuit serves to cool the motor21and/or the power battery31, so that the temperature of the motor21and/or the power battery31can be lowered, thereby ensuring that the motor21and/or the power battery31operates within a temperature range suitable for normal operation.

According to some embodiments of this application, the method for controlling a thermal management system100further includes steps of;

controlling, when the ambient temperature is higher than a second preset threshold, the compressor11and a second throttle15to communicate with each other to form a second refrigerant circuit; and

controlling formation of a second cooling water circuit between two ends of a cooler32to cool a power battery31, where the first cooling water circuit is configured to cool a motor21.

In the steps above, the second preset threshold is greater than the first preset threshold; the compressor11includes an air outlet and a return air inlet connected to each other, the condenser14is disposed between the air outlet and the second throttle15and able to exchange heat with the second refrigerant circuit, and the cooler32is disposed between the return air inlet and the second throttle15and able to exchange heat with the second refrigerant circuit.

The second throttle15and the cooler32have been described above, and are not repeated here.

The second preset threshold may be set as required. When the ambient temperature is relatively high and higher than the second preset threshold, the first refrigerant circuit refrigerates the passenger compartment200, the motor21dissipates heat through the first cooling water circuit, and the power battery31dissipates heat through the second cooling water circuit.

Arranged in this way, the thermal management system100is more integrated, so that the degree of integration of the entire thermal management system100is further improved, and the waste of heat is reduced.

In another embodiment, when the ambient temperature is higher than a second preset threshold, the compressor11and a second throttle15are controlled to communicate with each other to form a second refrigerant circuit.

The cooler32, the condenser14, and the cooling water tank22are controlled to communicate with each other to form a third cooling water circuit to cool the motor21and the power battery31.

Arranged in this way, the thermal management system100is even more integrated, so that the degree of integration of the entire thermal management system100is further improved, and the waste of heat is reduced.

According to some embodiments of this application, the method for controlling a thermal management system100further includes steps of:

controlling, when the ambient temperature is lower than a third preset threshold, the first refrigerant circuit to become cut-off, and controlling the condenser14and a heater core18to communicate to form a second heating water circuit, where the heater core18is configured to heat the passenger compartment200; and

controlling formation of a second cooling water circuit between two ends of a cooler32to cool a power battery31, where the cooling water tank22is configured to cool a motor21.

In the steps above, the third preset threshold is less than the first preset threshold.

The heater core18has been described above, and is not repeated here.

The third preset threshold may be set as required. When the ambient temperature is relatively low and lower than the third preset threshold, the second heating water circuit heats the passenger compartment200. In addition, because the water circulates in the condenser14and the heater core18, when the heater core18heats the passenger compartment200, the temperature of the water flowing in the heater core decreases, thereby achieving the effect of cooling the condenser14.

In another embodiment, when the ambient temperature is lower than a third preset threshold, the first refrigerant circuit is controlled to become cut-off, and the condenser14and a heater core18are controlled to communicate with each other to form a second heating water circuit. The heater core18is configured to heat the passenger compartment200.

The second cooling water circuit is controlled to be formed between two ends of the cooler32to cool the power battery31and the motor21.

Arranged in this way, the passenger compartment thermal management subsystem10is integrated with the motor thermal management subsystem20by means of the condenser14, and is integrated with the power battery thermal management subsystem30by means of the cooler32, thereby further improving the degree of integration of the entire thermal management system100and reducing waste of heat.

According to some embodiments of this application, the thermal management system100includes a first pipe25and a second pipe34, and the second heating water circuit is configured to heat the power battery31.

The first pipe25and the second pipe34are controlled to communicate with each other to form a first heating water circuit. The cooling water tank22communicates with the cooler32to form a water circuit.

Arranged in this way, the power battery31can be heated by the heat generated by the motor21, thereby reducing the waste of heat. In addition, the cooler32dissipates heat for the cooling water tank22to further reduce the waste of heat.

According to some embodiments of this application, the first refrigerant circuit is controlled to communicate, and the evaporator13is configured to defrost the passenger compartment200.

In this way, when the second refrigerant circuit heats the passenger compartment200, the first refrigerant circuit is available for dehumidifying the passenger compartment200, so as to improve the comfort of the passenger compartment200.

According to some embodiments of this application, a second cooling water circuit is controlled to be formed between two ends of a cooler32to cool a power battery31, where the first cooling water circuit is configured to cool a motor21.

Alternatively, the cooler32, the condenser14, and the cooling water tank22are controlled to communicate with each other to form a third cooling water circuit to cool the motor21and the power battery31.

The condenser14is configured to defrost the cooling water tank22.

During heating of the passenger compartment200, when the cooler32absorbs heat from the environment through the cooling water tank22, the surface of the cooling water tank22is prone to frost up. Arranged in this way, hot water in the condenser14can be passed into the cooling water tank22to defrost the cooling water tank22.

Finally, it needs to be noted that the foregoing embodiments are merely intended to describe the technical solutions of this application but not to limit this application. Although this application is described in detail with reference to the foregoing embodiments, a person of ordinary skill in the art understands that modifications may still be made to the technical solutions described in the foregoing embodiments, or equivalent replacements may still be made to some or all technical features thereof. The modifications and equivalent replacements, which do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of this application, fall within the scope of the claims and specification hereof. Particularly, to the extent that no structural conflict exists, various technical features mentioned in various embodiments may be combined in any manner. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.