CN109747369B

CN109747369B - Electric automobile thermal management system, method and device

Info

Publication number: CN109747369B
Application number: CN201711073061.0A
Authority: CN
Inventors: 胡浩茫; 莫维; 赵晓鹏
Original assignee: Huawei Technologies Co Ltd
Current assignee: Shenzhen Yinwang Intelligent Technology Co ltd
Priority date: 2017-11-03
Filing date: 2017-11-03
Publication date: 2021-06-22
Anticipated expiration: 2037-11-03
Also published as: CN109747369A

Abstract

The present application discloses an electric vehicle thermal management system, method and device, which belong to the technical field of electric vehicles and can be applied to intelligent vehicles in the field of automatic driving. The first end of the compressor in the system is connected to the external heat exchanger through a reversing valve, and a stop valve is provided on the connection path with the external heat exchanger; the second end is connected to the battery heat exchanger through the reversing valve The external heat exchanger is connected with the electric heater and the heat exchanger in turn; the heat exchanger is connected with the battery heat exchanger through the expansion valve, and the heat exchanger is connected with the power supply through the three-way valve. The liquid cooling loop of the system is connected in parallel; the system realizes the thermal management of the battery by controlling the reversing valve, each stop valve and each expansion valve. And in the thermal management process, when the off-vehicle heat exchanger needs to be heated, the off-vehicle heat exchanger is heated by controlling the three-way valve and/or the electric heater. The application can achieve the defrosting effect, so that the off-vehicle heat exchanger can work stably, so as to ensure the stable performance of the system and improve the thermal management efficiency.

Description

Electric automobile thermal management system, method and device

Technical Field

The application relates to the technical field of electric automobiles, in particular to a system, a method and a device for managing heat of an electric automobile.

Background

Compared with the traditional fuel oil automobile, the electric automobile uses the battery as a power source, so the electric automobile has the characteristics of energy conservation, environmental protection and the like, and becomes a trend of automobile development. In practical application scenarios, it is often necessary to perform thermal management on management objects such as the cabin, the battery, and the power system, including but not limited to the motor, the motor controller, and the power devices, to maintain the temperature of these objects within an operational operating temperature range, such as the thermal management including cooling and heating management.

In the related art, in order to implement thermal management of an electric vehicle, a thermal management system of an electric vehicle is provided, as shown in fig. 1A, the system mainly includes a compressor 01, an exterior heat exchanger 02, an expansion valve 03, an interior heat exchanger 04, a battery 05, a battery heat exchanger 06, a four-way reversing valve 07, and a plurality of stop valves. One end of the compressor 01 is connected with the external heat exchanger 02 through a four-way reversing valve 07, and the other end of the compressor is connected with the battery 05 and the internal heat exchanger 04 through the four-way reversing valve 07; the exterior heat exchanger 02 is connected to the interior heat exchanger 04 through an expansion valve 03, and is connected to the battery 05 through the expansion valve 03 and a stop valve.

In the concrete implementation, when both the battery and the cabin need to be refrigerated, the outlet of the compressor 01 is controlled to be connected with the heat exchanger 02 outside the vehicle through the four-way reversing valve 07, so that the high-temperature and high-pressure refrigerant coming out of the compressor 01 is cooled by the heat exchanger 02 outside the vehicle and then enters the expansion valve 03 to be changed into low-temperature and low-pressure refrigerant, and the refrigerant respectively enters the heat exchanger 04 inside the cabin and the battery heat exchanger 06 of the battery 05 to absorb the heat of the cabin and the battery, thereby achieving the refrigerating effect; when the battery and the cabin are heated, the four-way reversing valve 07 controls the outlet of the compressor 01 to be connected with the battery 05 and the in-vehicle heat exchanger 04 respectively, so that high-temperature and high-pressure refrigerant coming out of the compressor 01 passes through the in-vehicle heat exchanger 04 and the battery heat exchanger 06 in the battery 05 respectively to release heat, then passes through the expansion valve 03 and the out-vehicle heat exchanger 02 in sequence, and is changed into low-pressure gas after the heat is absorbed by the out-vehicle heat exchanger 02 to return to the compressor 01, and the cabin and the battery are heated through heat transmission. Thus, the thermal management of the electric automobile is realized.

However, in the above thermal management system, when the external environment temperature is low, for example, in a winter environment, the external heat exchanger may not work stably due to frosting, which may cause system performance degradation and thermal management efficiency degradation.

Disclosure of Invention

The application provides an electric automobile heat management system, method and device, which are used for solving the problems that in the prior art, when the external environment temperature is lower, an external heat exchanger cannot work stably due to frosting, so that the system performance is reduced, and the heat management efficiency is reduced. The technical scheme is as follows:

in a first aspect, an electric vehicle thermal management system is provided, which comprises a compressor, a reversing valve, an external heat exchanger, a plurality of stop valves, a battery heat exchanger, an electric heater, a heat exchanger, a plurality of expansion valves, a power system liquid cooling loop and a three-way valve, wherein the battery heat exchanger is arranged in a battery, and the plurality of stop valves comprise a first stop valve and a second stop valve;

the first end of the compressor is connected with the external heat exchanger through the reversing valve, and a passage connected with the external heat exchanger is provided with the first stop valve; the second end of the compressor is connected with the battery heat exchanger through the reversing valve, and the second stop valve is arranged on a connecting passage of the second end of the compressor and the battery heat exchanger; the external heat exchanger is sequentially connected with the electric heater and the heat exchanger; the heat exchanger is connected with the battery heat exchanger sequentially through a first expansion valve and a second expansion valve in the plurality of expansion valves, and the heat exchanger is connected with the liquid cooling loop of the power system in parallel through the three-way valve;

the system is through adjusting the flow direction of refrigerant in the switching-over valve and the realization of opening or closing of each stop valve of control and each expansion valve are right the thermal management of battery, and at the thermal management in-process, it is right when needs the exterior heat exchanger heats, through control the three-way valve is opened the driving system liquid cooling loop with route between the heat exchanger is right the exterior heat exchanger heats, and/or, through control electric heater is right the exterior heat exchanger heats.

In the embodiment of the invention, when the external heat exchanger frosts due to low external environment temperature, the waste heat in the liquid cooling loop of the power system can be transferred to the external heat exchanger through the control three-way valve to heat the external heat exchanger, and/or the external heat exchanger is heated through the control electric heater, so that the defrosting effect is achieved, the external heat exchanger can stably work, the system performance is ensured to be stable, and the heat management efficiency of the electric automobile is improved.

Furthermore, the system also comprises an in-vehicle heat exchanger, the in-vehicle heat exchanger is arranged in the cabin, and the reversing valve is a four-way reversing valve; the second end of the compressor is also connected with the heat exchanger in the vehicle through the four-way reversing valve; the heat exchanger is also connected with the heat exchanger in the vehicle sequentially through the first expansion valve and a third expansion valve of the plurality of expansion valves.

Further, the plurality of stop valves further includes a third stop valve and a fourth stop valve; the first end of the compressor is connected with the battery heat exchanger through the four-way reversing valve, the third stop valve is arranged on a passage connected with the battery heat exchanger, the second end of the compressor is connected with the external heat exchanger through the four-way reversing valve, and the fourth stop valve is arranged on a connection passage of the external heat exchanger. At the moment, the system can also realize the heat management of the cabin by regulating the flow direction of the refrigerant in the reversing valve and controlling the opening or closing of each stop valve and each expansion valve.

In a second aspect, an electric vehicle thermal management system is provided, the system comprising: the system comprises a compressor, a reversing valve, an external heat exchanger, a first stop valve, an internal heat exchanger, an electric heater, a heat exchanger, a plurality of expansion valves, a power system liquid cooling loop and a three-way valve, wherein the internal heat exchanger is arranged in a cabin;

the first end of the compressor is connected with the external heat exchanger through the reversing valve, and a passage connected with the external heat exchanger is provided with the first stop valve; the second end of the compressor is connected with the heat exchanger in the vehicle through the reversing valve; the external heat exchanger is sequentially connected with the electric heater and the heat exchanger; the heat exchanger is connected with the heat exchanger in the vehicle sequentially through a first expansion valve and a second expansion valve in the expansion valves, and the heat exchanger is connected with the liquid cooling loop of the power system in parallel through the three-way valve.

In addition, the system realizes the heat management in the cabin by adjusting the flow direction of the refrigerant in the reversing valve and controlling the opening or closing of the first stop valve and each expansion valve, and in the heat management process, when the heat exchanger outside the vehicle needs to be heated, the heat exchanger outside the vehicle is heated by controlling the three-way valve to open a passage between a liquid cooling loop of the power system and the heat exchanger, and/or the heat exchanger outside the vehicle is heated by controlling the electric heater.

Furthermore, the system also comprises a battery heat exchanger, a second stop valve and a third stop valve, wherein the battery heat exchanger is arranged in the battery, and the reversing valve is a four-way reversing valve.

The first end of the compressor is also connected with the battery heat exchanger through the four-way reversing valve, and a second stop valve is arranged on a connecting passage of the first end of the compressor and the battery heat exchanger; the second end of the compressor is also connected with the battery heat exchanger through a four-way reversing valve, and a third stop valve is arranged on a connecting passage of the second end of the compressor and the battery heat exchanger; the heat exchanger is also connected with the battery heat exchanger sequentially through the first expansion valve and a third expansion valve of the plurality of expansion valves.

Furthermore, the system also comprises a fourth stop valve, the second end of the compressor is connected with the heat exchanger outside the vehicle through the four-way reversing valve, and the fourth stop valve is arranged on a connecting passage of the second end of the compressor and the heat exchanger outside the vehicle. At the moment, the system can also realize the thermal management of the battery by adjusting the flow direction of the refrigerant in the reversing valve and controlling the opening or closing of each stop valve and each expansion valve.

In a third aspect, a thermal management method for an electric vehicle is provided, where the method is applied to the system in the first aspect, and the method includes:

acquiring an object detection temperature of an object to be managed, wherein the object to be managed comprises a battery;

adjusting the connection mode of an inlet and an outlet of the compressor based on the object detection temperature, the object set temperature and the object preset temperature difference, and controlling the opening and closing of each stop valve and each expansion valve, wherein the compressor is used for providing a refrigerant;

starting the compressor to perform thermal management on the object to be managed by using refrigerant flowing out of an outlet of the compressor and finally flowing back to the inlet, and detecting whether the heat exchanger outside the vehicle needs to be heated or not in the thermal management process;

when the heat exchanger outside the vehicle needs to be heated, the three-way valve is controlled to open a passage between the liquid cooling loop of the power system and the heat exchanger to heat the heat exchanger outside the vehicle, and/or the electric heater is controlled to heat the heat exchanger outside the vehicle.

In the embodiment of the invention, the connection mode of the inlet and the outlet of the compressor is adjusted based on actual requirements, the opening and the closing of each stop valve and each expansion valve are controlled, and then the compressor is started to do work so as to perform thermal management on the object to be managed by using the high-temperature and high-pressure refrigerant from the compressor. And, in the thermal management process, when the need of heating the external heat exchanger is detected, the waste heat in the liquid cooling loop of the power system can be transmitted to the external heat exchanger through the control three-way valve so as to heat the external heat exchanger, and/or the external heat exchanger is heated through the control electric heater, so that the defrosting effect is achieved, the external heat exchanger can stably work, the system performance is stable, and the thermal management efficiency of the electric automobile is improved.

Optionally, the object detection temperature includes a battery detection temperature, the object setting temperature includes a battery working temperature, the battery working temperature includes a highest working temperature and a lowest working temperature, and the object preset temperature difference includes a battery preset temperature difference;

the adjusting of the connection mode of the inlet and the outlet of the compressor and the controlling of the opening and closing of each stop valve and each expansion valve based on the object detection temperature, the object setting temperature and the object preset temperature difference includes:

when the difference value between the lowest working temperature and the battery detection temperature is larger than the preset temperature difference of the battery, the reversing valve is adjusted to enable the first end of the compressor to be an inlet and the second end of the compressor to be an outlet, and the first stop valve, the second stop valve, the first expansion valve and the second expansion valve are opened.

When the difference between the lowest working temperature and the battery detection temperature is greater than the preset temperature difference of the battery, it is indicated that the current temperature of the battery is lower than the lowest temperature of normal operation, and therefore the battery needs to be heated. Therefore, after the compressor is started, the compressor does work, high-temperature and high-pressure refrigerant is pressed out from the outlet and flows through the battery heat exchanger, and the battery heat exchanger absorbs heat, so that the battery is heated.

Optionally, the detecting whether the heat exchanger external to the vehicle needs to be heated in the thermal management process includes:

detecting an inlet pressure of the compressor;

and if the inlet pressure of the compressor is less than the minimum working pressure, determining that the heat exchanger outside the vehicle needs to be heated, wherein the minimum working pressure refers to the minimum inlet pressure of the compressor in normal operation.

In the embodiment of the invention, whether the heat exchanger outside the vehicle needs to be heated is detected based on the inlet pressure of the compressor, so that the detection accuracy is ensured.

Optionally, when needing to heat the exterior heat exchanger, control the three-way valve to open the power system liquid cooling loop with the route between the heat exchanger is to the exterior heat exchanger heats, and/or, control the electric heater is to the exterior heat exchanger heats, include:

acquiring a first temperature and a second temperature, wherein the first temperature refers to an inlet temperature of the three-way valve, and the second temperature refers to a temperature between the heat exchanger and the first expansion valve;

if the inlet pressure of the compressor is smaller than the minimum working pressure and the first temperature is higher than the second temperature, controlling the bypass of the three-way valve to open a passage between the power system liquid cooling loop and the heat exchanger, and transferring the waste heat of a power system hot and cold pipeline to the heat exchanger outside the vehicle through the heat exchanger to heat the heat exchanger outside the vehicle;

and if the inlet pressure of the compressor is less than the minimum working pressure and the first temperature is less than the second temperature, starting the electric heater to heat the heat exchanger outside the vehicle through the electric heater.

In the embodiment of the invention, whether the exterior heat exchanger needs to be heated by controlling the three-way valve or the exterior heat exchanger needs to be heated by controlling the electric heater is determined according to the inlet pressure of the compressor, the inlet temperature of the three-way valve and the temperature between the heat exchanger and the first expansion valve, so that the flexibility of control is improved.

Optionally, after the controlling the three-way valve to bypass, the method further includes:

and if the inlet pressure of the compressor is continuously smaller than the minimum working pressure and the duration reaches preset duration, starting the electric heater to perform auxiliary heating on the heat exchanger outside the vehicle through the electric heater.

In the embodiment of the invention, when the waste heat in the liquid cooling loop of the power system is detected to be insufficient to fully heat the external heat exchanger, the electric heater can be started to assist in heating the external heat exchanger through the electric heater, so that the external heat exchanger is fully heated, and the external heat exchanger is guaranteed to be fully defrosted.

Optionally, the system further comprises an in-vehicle heat exchanger, the in-vehicle heat exchanger is arranged in the cabin, and the reversing valve is a four-way reversing valve; the second end of the compressor is also connected with the heat exchanger in the vehicle through the four-way reversing valve; the heat exchanger is also connected with the heat exchanger in the vehicle sequentially through the first expansion valve and a third expansion valve in the plurality of expansion valves; the plurality of shut-off valves further includes a third shut-off valve and a fourth shut-off valve; the first end of the compressor is also connected with the battery heat exchanger through the four-way reversing valve, the third stop valve is arranged on a passage where the first end of the compressor is connected with the battery heat exchanger, the second end of the compressor is also connected with the exterior heat exchanger through the four-way reversing valve, and the fourth stop valve is arranged on a passage where the second end of the compressor is connected with the exterior heat exchanger;

the object to be managed also comprises the cabin, the object detection temperature comprises an cabin detection temperature and a battery detection temperature, the object setting temperature comprises an cabin setting temperature and a battery working temperature, the battery working temperature comprises a highest working temperature and a lowest working temperature, and the object preset temperature difference comprises an cabin preset temperature difference and a battery preset temperature difference;

based on the detection temperature in the cabin, the battery detection temperature, the temperature set in the cabin, the temperature difference preset in the cabin, the battery working temperature and the temperature difference preset in the battery, the connection mode of the inlet and the outlet of the compressor is adjusted, and the opening and the closing of each stop valve and each expansion valve are controlled.

That is, when the system further includes a cabin, the cabin may be thermally managed by adjusting the connection manner of the inlet and the outlet of the compressor and controlling the opening and closing of each stop valve and each expansion valve.

Optionally, the method of adjusting the connection between the inlet and the outlet of the compressor and controlling the opening and closing of each stop valve and each expansion valve includes, based on the detected temperature in the cabin, the detected temperature of the battery, the set temperature in the cabin, the preset temperature difference in the cabin, the working temperature of the battery, and the preset temperature difference of the battery:

when the difference value between the set temperature in the cabin and the detected temperature in the cabin is greater than the preset temperature difference in the cabin, and the difference value between the lowest working temperature and the detected temperature of the battery is greater than the preset temperature difference of the battery, adjusting the four-way reversing valve to enable the first end of the compressor to be an inlet and the second end of the compressor to be an outlet;

and closing the third stop valve and the fourth stop valve, opening the first stop valve and the second stop valve, and opening the first expansion valve, the second expansion valve and the third expansion valve.

In the embodiment of the invention, when the difference value between the set temperature in the cabin and the detected temperature in the cabin is greater than the preset temperature difference in the cabin and the difference value between the lowest working temperature and the detected temperature of the battery is greater than the preset temperature difference of the battery, the fact that both the cabin and the battery need to be heated is indicated. To this end, the four-way reversing valve is adjusted such that the first end of the compressor is an inlet and the second end is an outlet, the third and fourth stop valves are closed, the first and second stop valves are opened, and the first, second, and third expansion valves are opened. At the moment, after the compressor is started, high-temperature and high-pressure refrigerant extruded from the outlet of the compressor enters the in-vehicle heat exchanger and the battery heat exchanger to heat the in-vehicle heat exchanger and the battery heat exchanger, so that the cabin and the battery are heated, then the refrigerant is throttled by the third expansion valve and the second expansion valve respectively, and the refrigerant is converged and sequentially passes through the heat exchanger, the electric heater and the out-vehicle heat exchanger to return to the compressor. Therefore, the purpose of heating the cabin and the battery is achieved by controlling the first end of the compressor to be an inlet and the second end to be an outlet and controlling the opening and closing of each stop valve and each expansion valve.

Optionally, after the starting the compressor, the method further includes:

acquiring a third temperature and a fourth temperature, wherein the third temperature is the inlet temperature of the in-vehicle heat exchanger when the first end of the compressor is an inlet, the second end of the compressor is an outlet and the second stop valve is opened, and the fourth temperature is the inlet temperature of the battery heat exchanger when the first end of the compressor is an inlet, the second end of the compressor is an outlet and the second stop valve is opened;

if the third temperature and/or the fourth temperature are/is within a preset temperature range, keeping the rotating speed of the compressor unchanged; if the third temperature and/or the fourth temperature are/is lower than the preset temperature range, increasing the rotating speed of the compressor; and if the third temperature and/or the fourth temperature are/is higher than the preset temperature range, reducing the rotating speed of the compressor.

In the embodiment of the invention, under the scene that both the cabin and the battery need to be heated, if the inlet temperature of the heat exchanger in the vehicle and/or the inlet temperature of the battery heat exchanger are/is in the preset temperature range, the heating effect on the cabin and the battery is better, and at the moment, the rotating speed of the compressor can be kept unchanged; however, if the inlet temperature of the heat exchanger in the vehicle and/or the inlet temperature of the battery heat exchanger are lower than the preset temperature range, the heating degree of the cabin and the battery is not enough, therefore, the rotating speed of the compressor can be increased, so that the compressor can extrude more high-temperature and high-pressure refrigerant, and the effect of fully heating the cabin and the battery is achieved; in addition, if the inlet temperature of the heat exchanger in the vehicle and/or the inlet temperature of the battery heat exchanger are higher than the preset temperature range, which indicates that the heating degree of the cabin and the battery exceeds the actual requirement, at the moment, the rotating speed of the compressor can be reduced to reduce the amount of the high-temperature and high-pressure refrigerant extruded by the compressor, so that the heating degree of the cabin and the battery is moderate. In the process of heating the cabin and the battery, the heating degree of the cabin and the battery is adjusted by adjusting the rotating speed of the compressor, and the heat management efficiency is improved.

when the difference value between the set temperature in the cabin and the detected temperature in the cabin is greater than the preset temperature difference in the cabin, and the difference value between the detected temperature of the battery and the highest working temperature is greater than the preset temperature difference of the battery, adjusting the four-way reversing valve to enable the first end of the compressor to be an inlet and the second end of the compressor to be an outlet;

and closing the first stop valve, the second stop valve and the fourth stop valve, opening the third stop valve, closing the first expansion valve, and opening the second expansion valve and the third expansion valve.

In the embodiment of the invention, when the difference between the set temperature in the cabin and the detected temperature in the cabin is greater than the preset temperature difference in the cabin and the difference between the detected temperature of the battery and the highest working temperature is greater than the preset temperature difference of the battery, it is indicated that the cabin needs to be heated and the battery needs to be cooled. For this, the four-way reversing valve is adjusted such that the first end of the compressor is an inlet and the second end is an outlet, the first, second, and fourth stop valves are closed, the third stop valve is opened, the first expansion valve is closed, and the second and third expansion valves are opened. Therefore, after the compressor is started, the high-temperature and high-pressure refrigerant pressed out from the outlet of the compressor enters the heat exchanger in the vehicle to heat the cabin, then is throttled by the third expansion valve and the second expansion valve respectively, and flows through the battery heat exchanger to return to the compressor to refrigerate the battery. Therefore, the purposes of heating the cabin and refrigerating the battery are achieved.

Optionally, after the starting the compressor, the method further includes:

acquiring a fifth temperature and a sixth temperature, wherein the fifth temperature is the inlet temperature of the battery heat exchanger when the first end of the compressor is an inlet, the second end of the compressor is an outlet and the second stop valve is closed, and the sixth temperature is the inlet temperature of the in-vehicle heat exchanger when the first end of the compressor is an inlet, the second end of the compressor is an outlet and the second stop valve is closed;

and adjusting the rotating speed of the compressor and/or controlling the opening and closing of each stop valve and each expansion valve according to the fifth temperature, the sixth temperature, the first preset inlet temperature, the second preset inlet temperature and the preset temperature difference.

In the embodiment of the invention, in the process of heating the cabin and refrigerating the battery, the rotating speed of the compressor can be adjusted and/or the opening and closing of each stop valve and each expansion valve can be controlled according to the inlet temperatures of the heat exchanger and the battery heat exchanger in the vehicle, so that the inlet temperatures of the heat exchanger and the battery heat exchanger in the vehicle can meet the inlet temperature of the actual requirement, and the heat management efficiency is improved.

Optionally, the adjusting the rotation speed of the compressor and/or controlling the opening and closing of each stop valve and each expansion valve according to the fifth temperature, the sixth temperature, the first preset inlet temperature, the second preset inlet temperature, and the preset temperature difference includes:

when the difference between the fifth temperature and the first preset inlet temperature is greater than the preset temperature difference, and the difference between the second preset inlet temperature and the sixth temperature is greater than the preset temperature difference, the rotating speed of the compressor is increased, and the step of obtaining the fifth temperature and the sixth temperature is continuously executed until the difference between the fifth temperature and the first preset inlet temperature is less than the preset temperature difference, and the difference between the second preset inlet temperature and the sixth temperature is less than the preset temperature difference, the rotating speed of the compressor is kept unchanged.

In the embodiment of the present invention, in a specific implementation, when the difference between the fifth temperature and the first preset inlet temperature is greater than the preset temperature difference, and the difference between the second preset inlet temperature and the sixth temperature is greater than the preset temperature difference, it indicates that the inlet temperature of the battery is still higher than the actually required inlet temperature, and the inlet temperature of the battery is lower than the actually required inlet, and therefore, the rotation speed of the compressor may be increased to sufficiently heat the cabin and sufficiently cool the battery. When the inlet temperature of the heat exchanger in the automobile is close to the actually required inlet temperature and the inlet temperature of the battery heat exchanger is close to the actually required inlet temperature, the heating effect in the cabin and the cooling effect on the battery are moderate, at the moment, the rotating speed of the compressor can be guaranteed to be unchanged, and therefore the heat management efficiency of the electric automobile is improved.

Optionally, after the rotating speed of the compressor is kept unchanged, the method further includes:

and when the difference value between the fifth temperature and the first preset inlet temperature is greater than the preset temperature difference and the absolute value of the difference between the sixth temperature and the second preset inlet temperature is less than the preset temperature difference, opening the third stop valve and the fourth stop valve, closing the first stop valve and the second stop valve, and opening the first expansion valve, the second expansion valve and the third expansion valve.

In the embodiment of the present invention, when the difference between the fifth temperature and the first preset inlet temperature is greater than the preset temperature difference, and the absolute value of the difference between the sixth temperature and the second preset inlet temperature is smaller than the preset temperature difference, it indicates that the cooling intensity for the battery is insufficient, but the heating intensity for the cabin is moderate. At the moment, the third stop valve and the fourth stop valve can be opened, the first stop valve and the second stop valve are closed, the first expansion valve, the second expansion valve and the third expansion valve are opened, the refrigeration degree of the battery is enhanced through the branch where the heat exchanger outside the automobile is located, the inlet temperature of the battery is close to the actual requirement, and therefore the heat management efficiency of the electric automobile is improved.

Optionally, after the opening the third stop valve and the fourth stop valve, the closing the first stop valve and the second stop valve, and the opening the first expansion valve, the second expansion valve, and the third expansion valve, the method further includes:

increasing an opening degree of the first expansion valve;

when the opening degree of the first expansion valve is maximum, the difference value between the fifth temperature and the first preset inlet temperature is still larger than the preset temperature difference, and the absolute value of the difference between the sixth temperature and the second preset inlet temperature is still smaller than the preset temperature difference, so that the rotating speed of the compressor is increased;

when the difference between the first preset inlet temperature and the fifth temperature is greater than the preset temperature difference and the absolute value of the difference between the sixth temperature and the second preset inlet temperature is less than the preset temperature difference, reducing the opening degree of the first expansion valve; when the opening degree of the first expansion valve is minimum, the difference value between the first preset inlet temperature and the fifth temperature is still larger than the preset temperature difference, and the absolute value of the difference between the sixth temperature and the second preset inlet temperature is still smaller than the preset temperature difference, so that the rotating speed of the compressor is reduced;

increasing the opening degree of the first expansion valve when the absolute value of the difference between the fifth temperature and the first preset inlet temperature is smaller than the preset temperature difference, and the difference between the sixth temperature and the second preset inlet temperature is larger than the preset temperature; when the opening degree of the first expansion valve is maximum, the absolute value of the difference between the fifth temperature and the first preset inlet temperature is still smaller than the preset temperature difference, and the difference between the sixth temperature and the second preset inlet temperature is still larger than the preset temperature, so that the rotating speed of the compressor is reduced;

and when the absolute value of the difference between the fifth temperature and the first preset inlet temperature is smaller than the preset temperature difference, and the difference between the second preset inlet temperature and the sixth temperature is larger than the preset temperature difference, reducing the opening degree of the first expansion valve.

In the embodiment of the invention, according to the difference relationship between the fifth temperature and the first preset inlet temperature and the difference relationship between the second preset inlet temperature and the sixth temperature, the opening degree of the first expansion valve is adjusted and/or the rotating speed of the compressor is adjusted, so that the fifth temperature is close to the first preset inlet temperature, and the sixth temperature is close to the second preset inlet temperature, namely, the inlet temperatures of the battery heat exchanger and the vehicle-interior heat exchanger are close to actual requirements, and the heat management efficiency is improved.

Optionally, after the reducing the opening degree of the first expansion valve, the method further includes:

and when the absolute value of the difference between the fifth temperature and the first preset inlet temperature is still smaller than the preset temperature difference, and the difference between the second preset inlet temperature and the sixth temperature is still larger than the preset temperature difference, opening the first stop valve and the third stop valve, and closing the second stop valve and the fourth stop valve.

In the embodiment of the invention, after the opening degree of the first expansion valve is reduced, when the absolute value of the difference between the fifth temperature and the first preset inlet temperature is still smaller than the preset temperature difference, and the difference value between the second preset inlet temperature and the sixth temperature is still larger than the preset temperature difference, it is indicated that the inlet temperature of the battery is moderate, but the inlet temperature in the cabin is far lower than the actual requirement, at this time, the first stop valve and the third stop valve need to be opened, and the second stop valve and the fourth stop valve need to be closed, so that all the refrigerant extruded by the compressor flows through the heat exchanger in the vehicle to fully heat the cabin, and part of the refrigerant flowing out of the heat exchanger in the vehicle flows back to the compressor through the branch where the heat exchanger outside the vehicle is located.

when the difference value between the detected temperature in the cabin and the set temperature in the cabin is greater than the preset temperature difference in the cabin, and the difference value between the detected temperature of the battery and the highest working temperature is greater than the preset temperature difference of the battery, adjusting the four-way reversing valve to enable the second end of the compressor to be an inlet and the first end of the compressor to be an outlet;

and opening the first stop valve and the second stop valve, closing the third stop valve and the fourth stop valve, and opening the first expansion valve, the second expansion valve and the third expansion valve.

In the embodiment of the invention, when the difference value between the detected temperature in the cabin and the set temperature in the cabin is greater than the preset temperature difference in the cabin, and the difference value between the detected temperature of the battery and the highest working temperature is greater than the preset temperature difference of the battery, the fact that the cabin and the battery both need to be refrigerated is shown. Therefore, the four-way reversing valve is adjusted to enable the second end of the compressor to be an inlet and the first end to be an outlet, the first stop valve and the second stop valve are opened, the third stop valve and the fourth stop valve are closed, and the first expansion valve, the second expansion valve and the third expansion valve are opened. Therefore, the purpose of refrigerating the cabin and the battery is achieved by controlling the second end of the compressor to be an inlet and the first end to be an outlet and controlling the opening and closing of each stop valve and each expansion valve.

Optionally, after the starting the compressor, the method further includes:

acquiring a seventh temperature and an eighth temperature, wherein the seventh temperature is the inlet temperature of the in-vehicle heat exchanger when the second end of the compressor is an inlet and the first end of the compressor is an outlet, and the eighth temperature is the inlet temperature of the battery heat exchanger when the second end of the compressor is an inlet and the first end of the compressor is an outlet;

if the seventh temperature and/or the eighth temperature are/is within a preset temperature range, keeping the rotating speed of the compressor unchanged; if the seventh temperature and/or the eighth temperature are/is lower than the preset temperature range, reducing the rotating speed of the compressor; and if the seventh temperature and/or the eighth temperature are/is higher than the preset temperature range, increasing the rotating speed of the compressor.

In the embodiment of the invention, under the scene that both the cabin and the battery need to be refrigerated, if the inlet temperature of the heat exchanger in the vehicle and/or the inlet temperature of the battery heat exchanger are/is in the preset temperature range, the refrigerating effect on the cabin and the battery is better, and at the moment, the rotating speed of the compressor can be kept unchanged; however, if the inlet temperature of the heat exchanger in the vehicle and/or the inlet temperature of the battery heat exchanger are lower than the preset temperature range, the refrigerating process of the cabin and the battery is too strong, so that the rotating speed of the compressor can be reduced, the amount of the refrigerant pressed out by the compressor is reduced, and the refrigerating process of the cabin and the battery is reduced; in addition, if the inlet temperature of the heat exchanger in the vehicle and/or the inlet temperature of the battery heat exchanger are higher than the preset temperature range, which indicates that the degree of refrigeration for the cabin and the battery is insufficient, at this time, the rotating speed of the compressor can be increased to increase the amount of the high-temperature and high-pressure refrigerant pressed out from the compressor, thereby enhancing the refrigeration and heating for the cabin and the battery. In the process of refrigerating the cabin and the battery, the refrigerating degree of the cabin and the battery is adjusted by adjusting the rotating speed of the compressor, and the heat management efficiency is improved.

In a fourth aspect, an electric vehicle thermal management device is provided, the device comprising:

the device comprises a first acquisition module, a second acquisition module and a control module, wherein the first acquisition module is used for acquiring the object detection temperature of an object to be managed, and the object to be managed comprises a battery;

the first adjusting control module is used for adjusting the connection mode of an inlet and an outlet of the compressor and controlling the opening and closing of each stop valve and each expansion valve based on the object detection temperature, the object set temperature and the object preset temperature difference, and the compressor is used for providing a refrigerant;

the starting module is used for starting the compressor so as to carry out thermal management on the object to be managed by utilizing the refrigerant flowing out of the outlet of the compressor and finally flowing back to the inlet of the compressor, and detecting whether the heat exchanger outside the vehicle needs to be heated or not in the thermal management process;

and the control module is used for controlling the three-way valve to open the liquid cooling loop of the power system and a passage between the heat exchangers to heat the heat exchangers outside the vehicle when the heat exchangers outside the vehicle are required to be heated, and/or controlling the electric heater to heat the heat exchangers outside the vehicle.

the first regulation control module is used for:

when the difference value between the lowest working temperature and the battery detection temperature is larger than the preset temperature difference of the battery, the reversing valve is adjusted to enable the first end of the compressor to be an inlet and the second end of the compressor to be an outlet, and the first stop valve, the first expansion valve and the second expansion valve are opened.

Optionally, the starting module is configured to:

detecting an inlet pressure of the compressor;

Optionally, the control module is configured to:

Optionally, the control module is further configured to:

the first regulation control module is used for:

Optionally, the first regulation control module is configured to:

Optionally, the apparatus further comprises:

the second acquisition module is used for acquiring a third temperature and/or a fourth temperature, wherein the third temperature is the inlet temperature of the in-vehicle heat exchanger when the first end of the compressor is an inlet, the second end of the compressor is an outlet and the second stop valve is opened, and the fourth temperature is the inlet temperature of the battery heat exchanger when the first end of the compressor is an inlet, the second end of the compressor is an outlet and the second stop valve is opened;

the first rotating speed adjusting module is used for keeping the rotating speed of the compressor unchanged if the third temperature and/or the fourth temperature are/is within a preset temperature range; if the third temperature and/or the fourth temperature are/is lower than the preset temperature range, increasing the rotating speed of the compressor; and if the fourth temperature and/or the fourth temperature is higher than the preset temperature range, reducing the rotating speed of the compressor.

Optionally, the first regulation control module is configured to:

Optionally, the apparatus further comprises:

a third obtaining module, configured to obtain a fifth temperature and a sixth temperature, where the fifth temperature is an inlet at a first end of the compressor, the second end of the compressor is an outlet, and the sixth temperature is an inlet temperature of the in-vehicle heat exchanger in a state where the second stop valve is closed, and the sixth temperature is an inlet at the first end of the compressor, the second end of the compressor is an outlet, and the second stop valve is closed;

and the second adjusting control module adjusts the rotating speed of the compressor and/or controls the opening and closing of each stop valve and each expansion valve according to the fifth temperature, the sixth temperature, the first preset inlet temperature, the second preset inlet temperature and the preset temperature difference.

Optionally, the second regulation control module is configured to:

Optionally, the second adjustment control module is further configured to:

Optionally, the second dispensing control module further comprises:

increasing an opening degree of the first expansion valve;

Optionally, the second adjustment control module is further configured to:

Optionally, the first adjusting module is further configured to:

Optionally, the apparatus further comprises:

a fourth obtaining module, configured to obtain a seventh temperature and/or an eighth temperature, where the seventh temperature is an inlet temperature of the in-vehicle heat exchanger when the second end of the compressor is an inlet and the first end of the compressor is an outlet, and the eighth temperature is an inlet temperature of the battery heat exchanger when the second end of the compressor is an inlet and the first end of the compressor is an outlet;

the second rotating speed adjusting module is used for keeping the rotating speed of the compressor unchanged if the seventh temperature and/or the eighth temperature are/is within a preset temperature range; if the seventh temperature and/or the eighth temperature are/is lower than the preset temperature range, reducing the rotating speed of the compressor; and if the seventh temperature and/or the eighth temperature are/is higher than the preset temperature range, increasing the rotating speed of the compressor.

In a fifth aspect, an electric vehicle thermal management device, the device comprising: a processor and a memory; wherein the memory has a computer readable program stored therein; the processor is configured to execute the program in the memory to perform the method according to any one of the third aspects.

In a sixth aspect, a computer-readable storage medium is provided, where instructions are stored in the computer-readable storage medium, and when the instructions are executed on a computer, the computer is caused to execute the electric vehicle thermal management method according to the second aspect.

In a seventh aspect, a computer program product containing instructions is provided, which when run on a computer causes the computer to execute the electric vehicle thermal management method of the second aspect.

The technical effects obtained by the above fourth, fifth, sixth and seventh aspects are similar to the technical effects obtained by the corresponding technical means in the third aspect, and are not described herein again.

The beneficial effect that technical scheme that this application provided brought is: the embodiment of the invention provides an electric automobile heat management system, which can realize heat management on a battery by adjusting the flow direction of a refrigerant in a reversing valve and controlling the opening or closing of each stop valve and each expansion valve. And in the heat management process, when the need of heating the external heat exchanger is detected, a passage between the power system liquid cooling loop and the heat exchanger can be opened through the control three-way valve, waste heat in the power system liquid cooling loop is transferred to the external heat exchanger to heat the external heat exchanger, and/or the external heat exchanger is heated by controlling the electric heater, so that the defrosting effect is achieved, the external heat exchanger can stably work, the system performance is ensured to be stable, and the heat management efficiency of the electric automobile is improved.

Drawings

FIG. 1A illustrates an electric vehicle thermal management system in accordance with an exemplary embodiment;

FIG. 1B illustrates an electric vehicle thermal management system in accordance with another exemplary embodiment;

FIG. 1C illustrates an electric vehicle thermal management system in accordance with another exemplary embodiment;

FIG. 1D illustrates an electric vehicle thermal management system in accordance with another exemplary embodiment;

FIG. 1E illustrates an electric vehicle thermal management system in accordance with another exemplary embodiment;

FIG. 2 is a schematic structural diagram of a computer device according to an embodiment of the present invention;

FIG. 3A is a flowchart of a method for thermal management of an electric vehicle according to an embodiment of the present invention;

FIG. 3B illustrates an electric vehicle thermal management system in accordance with another exemplary embodiment;

FIG. 3C illustrates an electric vehicle thermal management system in accordance with another exemplary embodiment;

FIG. 4A is a flowchart of a method for thermal management of an electric vehicle according to an embodiment of the present invention;

FIG. 4B illustrates an electric vehicle thermal management system in accordance with another exemplary embodiment;

FIG. 4C illustrates an electric vehicle thermal management system in accordance with another exemplary embodiment;

FIG. 5A is a flowchart of a method for thermal management of an electric vehicle according to an embodiment of the present invention;

FIG. 5B illustrates an electric vehicle thermal management system in accordance with another exemplary embodiment;

FIG. 6A is a flowchart of a method for thermal management of an electric vehicle according to an embodiment of the present invention;

FIG. 6B illustrates an electric vehicle thermal management system in accordance with another exemplary embodiment;

FIG. 6C is a schematic diagram illustrating conservation of energy according to another exemplary embodiment;

FIG. 6D illustrates an electric vehicle thermal management system in accordance with another exemplary embodiment;

FIG. 6E is a schematic diagram illustrating conservation of energy according to another exemplary embodiment;

FIG. 6F illustrates an electric vehicle thermal management system in accordance with another exemplary embodiment;

FIG. 6G is a schematic diagram illustrating conservation of energy according to another exemplary embodiment;

FIG. 7A is a flowchart of a method for thermal management of an electric vehicle according to an embodiment of the present invention;

FIG. 7B illustrates an electric vehicle thermal management system in accordance with another exemplary embodiment;

FIG. 8A is a schematic diagram illustrating a thermal management device of an electric vehicle in accordance with an exemplary embodiment;

FIG. 8B is a schematic diagram illustrating another electric vehicle thermal management apparatus according to an exemplary embodiment;

FIG. 8C is a schematic diagram illustrating another electrical vehicle thermal management apparatus according to an exemplary embodiment;

FIG. 8D is a schematic diagram illustrating another example thermal management apparatus for an electric vehicle, according to an example embodiment.

Detailed Description

To make the objects, technical solutions and advantages of the present application more clear, embodiments of the present application will be described in further detail below with reference to the accompanying drawings.

Before the embodiments of the present invention are described in detail, application scenarios and implementation environments related to the embodiments of the present invention are briefly described.

First, a brief description is given of an application scenario related to the embodiment of the present invention.

In real life, since a battery in an electric vehicle generally has a battery operating temperature including a maximum operating temperature and a minimum operating temperature, thermal management of the battery of the electric vehicle is required. Further, with the change of outdoor temperature, people may have different requirements on the temperature in the cabin, for example, in summer, people usually need a lower temperature in the cabin, and at this time, the interior of the cabin generally needs to be refrigerated; in winter, people generally need higher temperature in the cabin, and at the moment, the cabin is generally required to be heated. Therefore, in addition to the need for thermal management of the battery of the electric vehicle, thermal management of the cabin of the electric vehicle is often required.

In addition, during the process of heat management, an external heat exchanger of the electric automobile is generally needed. However, in some application scenarios, especially in winter, when the outside ambient temperature is low, the exterior heat exchanger is prone to frost formation, causing its operation to be unstable, affecting the system performance, and thereby causing a reduction in thermal management efficiency. Therefore, the electric automobile heat management system and the method provided by the embodiment of the invention can realize heat management based on the electric automobile heat management method, and in the heat management process, when the need of heating the external heat exchanger is detected, the external heat exchanger can be heated by controlling the three-way valve and/or the electric heater so as to defrost the external heat exchanger, thereby ensuring the working stability of the external heat exchanger. For a specific implementation process, refer to the embodiments shown in fig. 3A, fig. 4A, fig. 5A, fig. 6A and fig. 7A.

Next, a brief description is given of an implementation environment related to the embodiments of the present invention. The embodiment of the invention can solve the problem of defrosting the heat exchanger outside the vehicle based on a system for only thermally managing the battery, or can solve the problem of defrosting the heat exchanger outside the vehicle based on a system for only thermally managing the cabin, or can solve the problem of defrosting the heat exchanger outside the vehicle based on a system for simultaneously thermally managing the cabin and the battery. Therefore, the embodiment of the application provides the following electric automobile thermal management systems:

referring to fig. 1B, fig. 1B illustrates an electric vehicle thermal management system according to an exemplary embodiment. The system shown in fig. 1B may be used for thermal management of a battery, the system comprising: the system includes a compressor 110, a reversing valve 120, an offboard heat exchanger 130, a battery heat exchanger 140, a plurality of shut-off valves, an electric heater 150, a heat exchanger 160, a plurality of expansion valves, a power system liquid cooling loop 170, and a three-way valve 180, wherein the battery heat exchanger 140 is disposed within a battery, and the plurality of shut-off valves include a first shut-off valve 01 and a second shut-off valve 02.

A first end of the compressor 110 is connected to the exterior heat exchanger 130 through the direction switching valve 120, and a first stop valve 01 is disposed on a path connected to the exterior heat exchanger 130; the second end of the compressor 110 is connected to the battery heat exchanger 140 through the direction-changing valve 120, and a second stop valve 02 is disposed on a connection path between the second end of the compressor 110 and the battery heat exchanger 140.

In addition, the exterior heat exchanger 130 is connected to the electric heater 150 and the heat exchanger 160 in sequence; the heat exchanger 160 is connected to the battery heat exchanger 140 sequentially through a first expansion valve 05 and a second expansion valve 06 of the plurality of expansion valves, and the heat exchanger 160 is connected in parallel to the power system liquid cooling loop 170 through the three-way valve 180.

Further, the power system hot and cold loop 170 includes a power system 1701, a water pump 1702, and a radiator 1703. Wherein the power system 1701 may dissipate heat into the power system hot and cold loop 170 during operation, in a practical application scenario, the power system 1701 includes, but is not limited to, an electric motor, a motor controller, and a power device.

The system achieves thermal management of the battery, including heating and cooling management, by regulating the flow of refrigerant in the reversing valve 120 and controlling the opening or closing of the various shut-off valves and the various expansion valves. Wherein, each stop valve has the effect of current-limiting to the refrigerant, and each expansion valve has the effect of throttle to the refrigerant.

It should be noted that, in an actual application scenario, a primary heat exchange principle may be adopted to implement thermal management, at this time, a refrigerant medium is in the battery heat exchanger 140, and certainly, a secondary heat exchange principle may also be adopted to implement thermal management, at this time, water may be heated by the refrigerant, and thermal management is implemented by using the water, which is not limited in the embodiment of the present invention.

In the heat management process, when the exterior heat exchanger 130 needs to be heated, the three-way valve 180 is controlled to open a passage between the power system liquid cooling loop 170 and the heat exchanger 160 to heat the exterior heat exchanger 130, and/or the electric heater 150 is controlled to heat the exterior heat exchanger 130.

Further, referring to fig. 1C, the system further includes an in-vehicle heat exchanger 190, the in-vehicle heat exchanger 190 is disposed in the cabin, and the reversing valve 120 is a four-way reversing valve. The second end of the compressor 110 is also connected to the interior heat exchanger 190 through the four-way reversing valve, and the heat exchanger 160 is also connected to the interior heat exchanger 190 through the first expansion valve 05 and a third expansion valve 07 among the plurality of expansion valves in sequence. Further, the plurality of stop valves further includes a third stop valve 03 and a fourth stop valve 04; the first end of the compressor 110 is further connected with the battery heat exchanger 140 through the four-way reversing valve 120, a third stop valve 03 is arranged on a passage where the first end of the compressor 110 is connected with the battery heat exchanger 140, the second end of the compressor 110 is further connected with the exterior heat exchanger 130 through the four-way reversing valve, and the fourth stop valve 04 is arranged on a passage where the second end of the compressor 110 is connected with the exterior heat exchanger 130. At this time, the system can also realize the thermal management of the cabin by adjusting the flow direction of the refrigerant in the reversing valve 120 and controlling the opening or closing of each stop valve and each expansion valve.

Referring to fig. 1D, fig. 1D illustrates an electric vehicle thermal management system according to another exemplary embodiment. The system shown in FIG. 1D may be used for thermal management of a cabin, the system comprising: the system comprises a compressor 010, a reversing valve 020, an external heat exchanger 030, a first stop valve 01, an internal heat exchanger 040, an electric heater 050, a heat exchanger 060, a plurality of expansion valves, a power system liquid cooling loop 070 and a three-way valve 080, wherein the internal heat exchanger 040 is arranged in a cabin.

A first end of the compressor 010 is connected with the exterior heat exchanger 030 through the reversing valve 020, and a passage connected with the exterior heat exchanger 030 is provided with the first stop valve 01; a second end of the compressor 010 is connected to the in-vehicle heat exchanger 040 through the direction switching valve 020; the exterior heat exchanger 030 is connected to the electric heater 050 and the heat exchanger 060 in this order; the heat exchanger 060 is connected to the in-vehicle heat exchanger 040 sequentially via a first expansion valve 02 and a second expansion valve 03 among the plurality of expansion valves, and the heat exchanger 060 is connected in parallel to the power system liquid cooling loop 070 via the three-way valve 080.

Further, the power system heat-cooling loop 070 comprises a power system 0701, a water pump 0702 and a radiator 0703. In an actual application scenario, the power system 0701 includes, but is not limited to, a motor controller, and a power device.

In addition, the system realizes the heat management in the cabin by adjusting the flow direction of the refrigerant in the reversing valve 020 and controlling the opening or closing of the first stop valve and each expansion valve, and in the heat management process, when the external heat exchanger 030 needs to be heated, the external heat exchanger 030 is heated by controlling the three-way valve 080 to open a passage between the power system liquid cooling loop 070 and the heat exchanger 060, and/or the external heat exchanger 030 is heated by controlling the electric heater 050.

Further, referring to fig. 1E, the system further includes a battery heat exchanger 090, a second stop valve 04, and a third stop valve 05, the battery heat exchanger 090 is disposed in the battery, and the reversing valve 020 is a four-way reversing valve.

The first end of the compressor 010 is also connected with the battery heat exchanger 090 through the four-way reversing valve, and a second stop valve 04 is arranged on a connecting passage between the first end of the compressor 010 and the battery heat exchanger 090; the second end of the compressor 010 is also connected with the battery heat exchanger 090 through a four-way reversing valve, and the third stop valve 05 is arranged on a connecting passage between the second end of the compressor 010 and the battery heat exchanger 090; the heat exchanger 060 is also connected to the battery heat exchanger 090 sequentially via the first expansion valve 02 and a third expansion valve 06 of the plurality of expansion valves.

Further, the system further includes a fourth stop valve 07, the second end of the compressor 010 is further connected to the exterior heat exchanger 030 through the four-way reversing valve, and the fourth stop valve 07 is provided on a connection passage between the second end of the compressor 010 and the exterior heat exchanger 030. At this time, the system can also realize thermal management on the battery by adjusting the flow direction of the refrigerant in the reversing valve 020 and controlling the opening or closing of each stop valve and each expansion valve.

Fig. 2 is a schematic structural diagram of a computer device according to an embodiment of the present invention. The thermal management system of the electric vehicle in fig. 1B, 1C, 1D and 1E may be implemented by the computer device shown in fig. 2. Referring to fig. 2, the computer device comprises at least one processor 201, a communication bus 202, a memory 203 and at least one communication interface 204.

The processor 201 may be a general-purpose Central Processing Unit (CPU), a microprocessor, an application-specific integrated circuit (ASIC), or one or more ics for controlling the execution of programs in accordance with the present invention.

The communication bus 202 may include a path that conveys information between the aforementioned components.

The Memory 203 may be a Read-Only Memory (ROM) or other type of static storage device that can store static information and instructions, a Random Access Memory (RAM) or other type of dynamic storage device that can store information and instructions, an Electrically Erasable Programmable Read-Only Memory (EEPROM), a Compact Disc Read-Only Memory (CD-ROM) or other optical Disc storage, optical Disc storage (including Compact Disc, laser Disc, optical Disc, digital versatile Disc, blu-ray Disc, etc.), magnetic disk storage media or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer, but is not limited to these. The memory 203 may be self-contained and coupled to the processor 201 via the communication bus 202. The memory 203 may also be integrated with the processor 201.

Communication interface 204, using any transceiver or the like, is used for communicating with other devices or communication Networks, such as ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.

In particular implementations, processor 201 may include one or more CPUs, such as CPU0 and CPU1 shown in fig. 2, as one embodiment.

In particular implementations, a computer device may include multiple processors, such as processor 201 and processor 205 shown in fig. 2, as one embodiment. Each of these processors may be a single-core (single-CPU) processor or a multi-core (multi-CPU) processor. A processor herein may refer to one or more devices, circuits, and/or processing cores for processing data (e.g., computer program instructions).

In particular implementations, the computer device may also include an output device 206 and an input device 207, as one embodiment. The output device 206 is in communication with the processor 201 and may display information in a variety of ways. For example, the output device 206 may be a Liquid Crystal Display (LCD), a Light Emitting Diode (LED) display device, a Cathode Ray Tube (CRT) display device, a projector (projector), or the like. The input device 207 is in communication with the processor 201 and may receive user input in a variety of ways. For example, the input device 207 may be a mouse, a keyboard, a touch screen device, or a sensing device, among others.

The computer device may be a general purpose computer device or a special purpose computer device. In a specific implementation, the computer device may be a desktop computer, a laptop computer, a network server, a Personal Digital Assistant (PDA), a mobile phone, a tablet computer, a wireless terminal device, a communication device, or an embedded device. The embodiment of the invention does not limit the type of the computer equipment.

The memory 203 is used for storing program codes for executing the scheme of the application, and the processor 201 controls the execution. The processor 201 is operable to execute program code 208 stored in the memory 203. One or more software modules may be included in program code 208. The electric vehicle thermal management systems shown in fig. 1B, 1C, 1D, and 1E may determine data for developing an application by the processor 201 and one or more software modules in the program code 208 in the memory 203.

As can be seen from the foregoing, in practical application scenarios, there may be several thermal management scenarios as follows: a first thermal management scenario, where thermal management is performed only on the battery; in the second heat management scene, only the cabin is subjected to heat management; and in the third thermal management scenario, thermal management is performed on the battery and the cabin at the same time. The third thermal management scenario includes the following situations: in the first case: both the cabin and the battery need to be heated; in the second case: the cabin needs to be heated, and the battery needs to be refrigerated; in the third case, both the cabin and the battery require refrigeration. According to different thermal management scenarios, the specific implementation of the thermal management method of the electric vehicle is also different, and the specific implementation of the thermal management method of the electric vehicle will be described in detail through the embodiments shown in fig. 3A, fig. 4A, fig. 5A, fig. 6A, and fig. 7A for the above thermal management scenarios.

Referring to fig. 3A, fig. 3A is a flowchart illustrating an electric vehicle thermal management method according to an exemplary embodiment, which is described herein with respect to the first thermal management scenario, and the electric vehicle thermal management method may be applied to the system illustrated in fig. 1B, where the method includes the following implementation steps:

step 301: the object detection temperature of an object to be managed is acquired, and the object to be managed comprises a battery.

When the object to be managed includes a battery, the object detection temperature includes a battery detection temperature. In a practical application scenario, in order to determine the actual requirement of the battery for the temperature, the current temperature of the battery needs to be detected, and the detected temperature of the battery is obtained. Thus, the system can acquire the detected battery detection temperature.

Step 302: and adjusting the connection mode of the inlet and the outlet of the compressor based on the object detection temperature, the object set temperature and the object preset temperature difference, and controlling the opening and closing of each stop valve and each expansion valve, wherein the compressor is used for providing the refrigerant.

At this time, the object set temperature includes a battery operating temperature including a maximum operating temperature and a minimum operating temperature, and the object preset temperature difference includes a battery preset temperature difference.

The preset temperature difference of the battery can be set by a user according to actual requirements in a self-defined manner, and can also be set by the default of the system, which is not limited in the embodiment of the invention.

In addition, the battery operating temperature may vary depending on the model of the battery, and is typically determined by the developer of the battery.

Further, this step 302 includes the following cases:

in the first case: when the difference value between the lowest working temperature and the battery detection temperature is larger than the preset temperature difference of the battery, the reversing valve is adjusted to enable the first end of the compressor to be an inlet and the second end of the compressor to be an outlet, and the first stop valve, the second stop valve, the first expansion valve and the second expansion valve are opened.

When the difference value between the lowest working temperature and the detected temperature of the battery is greater than the preset temperature difference of the battery, the current temperature of the battery is lower than the lowest temperature of the battery in normal working, and therefore the fact that the battery needs to be heated can be determined.

To this end, referring to fig. 3B, the four-way reversing valve needs to be adjusted such that the first end of the compressor 110 is an inlet, i.e., the end connected to the exterior heat exchanger 130 is an inlet, and the second end of the compressor 110 is an outlet, i.e., the other end connected to the battery heat exchanger 140 is an outlet. Then, the first stop valve 01 and the second stop valve 02 are opened, and the first expansion valve 05 and the second expansion valve 06 are opened.

In the second case: when the difference value between the battery detection temperature and the highest working temperature is larger than the preset temperature difference of the battery, the reversing valve is adjusted to enable the first end of the compressor to be an outlet and the second end of the compressor to be an inlet, and the first stop valve, the second stop valve, the first expansion valve and the second expansion valve are opened.

When the difference value between the detected temperature of the battery and the highest working temperature is larger than the preset temperature difference of the battery, the current temperature of the battery is higher than the highest temperature of the battery in normal working, and therefore the battery can be determined to need to be refrigerated.

To this end, referring to fig. 3C, the four-way reversing valve needs to be adjusted such that the first end of the compressor 110 is an outlet, i.e., the first end connected to the exterior heat exchanger 130 is an outlet, and the second end of the compressor 110 is an inlet, i.e., the other end connected to the battery heat exchanger 140 is an inlet. Then, the first stop valve 01, the second stop valve 02, the first expansion valve 05, and the second expansion valve 06 are opened.

Step 303: the compressor is activated to thermally manage the object to be managed with refrigerant flowing from an outlet of the compressor and ultimately back to an inlet of the compressor.

According to different requirements of batteries, the principle of realizing heat management after the compressor is started is different, and then the principle of realizing heat management after the compressor is started is introduced respectively aiming at the two situations.

For the first case described above: referring to fig. 3B, when the compressor 110 is started, the compressor 110 starts to work and presses out the high-temperature and high-pressure gaseous refrigerant from the outlet. Based on the control method of the switching valve and the control method of opening and closing each of the stop valves and each of the expansion valves according to the above steps, the high-temperature and high-pressure gaseous refrigerant pressed out from the outlet enters the battery heat exchanger 140, and the battery heat exchanger 140 absorbs heat, and at this time, the battery heat exchanger 140 corresponds to a condenser. After that, the liquid refrigerant flows out of the battery heat exchanger 140, throttled by the second expansion valve 06 and the first expansion valve 05, and returns to the compressor 110 after passing through the heat exchanger 160, the electric heater 150, and the exterior heat exchanger 130. In this way, heating of the battery is achieved.

For the second case described above: referring to fig. 3C, when the compressor 110 is started, the compressor 110 starts to work and presses out the high-temperature and high-pressure gaseous refrigerant from the outlet. Based on the control method of the direction change valve and the control method of opening and closing the stop valves and the expansion valves, the high-temperature and high-pressure gaseous refrigerant discharged from the outlet passes through the exterior heat exchanger 130, the electric heater 150, and the heat exchanger 160 in this order, and then, the refrigerant is throttled by the first expansion valve 05 and the second expansion valve 06 to become a low-temperature and low-pressure refrigerant, and the low-temperature and low-pressure refrigerant enters the battery heat exchanger 140, absorbs heat of the battery heat exchanger 140, and returns to the compressor 110. Thus, the battery is cooled.

Step 304: in the heat management process, whether the heat exchanger outside the automobile needs to be heated is detected.

In a practical application scenario, in the second case, the refrigerant passing through the exterior heat exchanger 130 is a high-temperature and high-pressure refrigerant that is extruded from the compressor, and therefore, in this case, it is generally not necessary to heat the exterior heat exchanger. Therefore, the first case described above will be explained here.

In order to determine whether defrosting of the exterior heat exchanger 130 is necessary, it is first necessary to detect whether heating of the exterior heat exchanger 130 is necessary. In particular implementations, detecting whether heating of the exterior heat exchanger 130 is required may include: the inlet pressure PL of the compressor 110 is detected, and if the inlet pressure PL of the compressor 110 is less than a minimum working pressure, which is the minimum inlet pressure at which the compressor 110 normally works, it is determined that heating of the exterior heat exchanger 130 is required.

That is, in the embodiment of the present invention, the system determines whether the exterior heat exchanger 130 needs to be heated based on the inlet pressure PL of the compressor 110. If the inlet pressure PL of the compressor 110 is less than the minimum operating pressure, the outlet of the exterior heat exchanger 130 is connected to the inlet of the compressor 110, which indicates that the exterior heat exchanger 130 is not stable in operation, resulting in a decrease in system performance, and thus it can be determined that the exterior heat exchanger 130 needs to be heated. Of course, if the inlet pressure PL of the compressor 110 is greater than or equal to the minimum operating pressure, indicating that the system performance is stable, i.e., the exterior heat exchanger 130 is operating stably, it may be determined that heating of the exterior heat exchanger 130 is not required.

Step 305: when the heat exchanger outside the vehicle needs to be heated, the three-way valve is controlled to open a passage between the liquid cooling loop of the power system and the heat exchanger to heat the heat exchanger outside the vehicle, and/or the electric heater is controlled to heat the heat exchanger outside the vehicle.

In the embodiment of the present invention, when it is determined that heating of the exterior heat exchanger 130 is required, the exterior heat exchanger 130 may be heated by controlling the three-way valve 180 alone to open the passage between the power system liquid cooling loop 170 and the heat exchanger 160, or may be heated by controlling the electric heater 150 alone, or may be heated by controlling the three-way valve 180 and the electric heater 150. In particular implementations, the temperatures between the powertrain liquid cooling loop 170 and the exterior heat exchanger 130 may be compared, and based on the comparison, which of the above-described control schemes is specifically employed to heat the exterior heat exchanger 130 may be determined.

Specifically, a first temperature, which is an inlet temperature of the three-way valve, and a second temperature, which is a temperature between the heat exchanger and the first expansion valve, are obtained.

That is, to compare the temperatures between the power system liquid cooling loop 170 and the exterior heat exchanger 130, the inlet temperature (first temperature) of the three-way valve 180 and the temperature between the heat exchanger 160 and the first expansion valve 05 (second temperature) may be obtained separately to determine the temperature difference between the power system liquid cooling loop 170 and the exterior heat exchanger 130 by comparing the first temperature and the second temperature. For example, with continued reference to FIG. 3B, the first temperature is T1 in the figure, and the second temperature is T2 in the figure.

In the actual comparison process, there may be two cases:

in the first case: if the inlet pressure of the compressor is smaller than the minimum working pressure and the first temperature is higher than the second temperature, the bypass of the three-way valve is controlled to open a passage between the power system liquid cooling loop and the heat exchanger, and the waste heat of a power system hot and cold pipeline is transferred to the heat exchanger outside the vehicle through the heat exchanger to heat the heat exchanger outside the vehicle.

As previously described, when the inlet pressure of the compressor is less than the minimum operating pressure, this indicates a need to heat the exterior heat exchanger 130. If the first temperature is higher than the second temperature, it indicates that the temperature in the power system liquid cooling loop 170 is higher than the temperature of the exterior heat exchanger 130, in this case, in order to fully utilize the waste heat dissipated by the power system, the three-way valve 180 may be controlled to bypass, at this time, the liquid cooling medium in the power system liquid cooling loop 170 enters the heat exchanger 160 through the three-way valve 180, and then returns to the power system liquid cooling loop 170, and flows to the radiator 1703, so that the heat exchanger 160 may transmit the waste heat in the power system liquid cooling loop 170 to the exterior heat exchanger 130, so as to heat the exterior heat exchanger 130.

Further, after the bypass of the three-way valve 180 is controlled, if the inlet pressure of the compressor 110 is continuously less than the minimum operating pressure and the duration reaches a preset duration, the electric heater 150 is activated to perform auxiliary heating on the exterior heat exchanger 130 through the electric heater 150.

The preset duration may be set by a user according to actual needs in a self-defined manner, or may be set by the default of the system, which is not limited in the embodiment of the present invention.

If the inlet pressure of the compressor 110 is continuously less than the minimum working pressure and the duration reaches the preset duration after the three-way valve 180 is controlled to bypass, it indicates that the exterior heat exchanger 130 still does not return to normal operation, and further indicates that the residual heat in the power system liquid cooling loop 170 is insufficient for heating the exterior heat exchanger 130. In this case, the system may activate the electric heater 150 to further heat the exterior heat exchanger 130 by the electric heater 150. Further, after the electric heater 150 is activated, the system can also adjust the operating power of the electric heater 150 to sufficiently heat the exterior heat exchanger 130.

In the second case: and if the inlet pressure of the compressor is less than the minimum working pressure and the first temperature is less than the second temperature, starting the electric heater to heat the heat exchanger outside the vehicle through the electric heater.

As previously described, when the inlet pressure of the compressor is less than the minimum operating pressure, this indicates a need to heat the exterior heat exchanger 130. If the first temperature is less than the second temperature, it indicates that the temperature in the power system liquid cooling loop 170 is lower than the temperature of the exterior heat exchanger 130, in which case the exterior heat exchanger 130 cannot be heated by the waste heat dissipated by the power system. At this time, the system may activate the electric heater 150 to heat the exterior heat exchanger 130 through the electric heater 150. Further, after the electric heater 150 is activated, the system can also adjust the operating power of the electric heater 150 to sufficiently heat the exterior heat exchanger 130.

It should be noted that when the first temperature is lower than the second temperature, the system controls the three-way valve 180 to be straight, and at this time, the three-way valve 180, the radiator 1703, the power system 1701, and the water pump 1702 are connected in series to form a liquid cooling loop, i.e., the liquid cooling medium in the power system liquid cooling loop 170 does not pass through the heat exchanger 160.

The embodiment of the invention provides an electric automobile heat management system, which can realize heat management on a battery by adjusting the flow direction of a refrigerant in a reversing valve and controlling the opening or closing of each stop valve and each expansion valve. And in the heat management process, when the need of heating the external heat exchanger is detected, a passage between the power system liquid cooling loop and the heat exchanger can be opened through the control three-way valve, waste heat in the power system liquid cooling loop is transferred to the external heat exchanger to heat the external heat exchanger, and/or the external heat exchanger is heated by controlling the electric heater, so that the defrosting effect is achieved, the external heat exchanger can stably work, the system performance is ensured to be stable, and the heat management efficiency of the electric automobile is improved.

Referring to fig. 4A, fig. 4A is a flowchart illustrating an electric vehicle thermal management method according to an exemplary embodiment, which is described herein with respect to the second thermal management scenario, and the electric vehicle thermal management method may be applied to the system illustrated in fig. 1D, where the method includes the following implementation steps:

step 401: and acquiring the object detection temperature of the object to be managed, wherein the object to be managed comprises the cabin.

When the object to be managed comprises an interior, the object detected temperature comprises an interior detected temperature. In a practical application scenario, in order to determine the actual demand for the temperature in the cabin, the current temperature in the cabin needs to be detected, so as to obtain the detected temperature in the cabin. Thus, the system can obtain the detected temperature in the cabin.

Step 402: and adjusting the connection mode of the inlet and the outlet of the compressor based on the object detection temperature, the object set temperature and the object preset temperature difference, and controlling the opening and closing of each stop valve and each expansion valve, wherein the compressor is used for providing the refrigerant.

At this time, the target set temperature includes a cabin set temperature, and the cabin set temperature can be set by a user according to actual needs. The preset object temperature difference includes a preset temperature difference in the cabin, and the preset temperature difference in the cabin can be set by a user according to actual needs in a self-defined manner, or can be set by the default of the system, which is not limited in the embodiment of the invention.

Further, this step 302 includes the following cases:

in the first case: when the difference value between the set temperature in the cabin and the detected temperature in the cabin is larger than the preset temperature difference in the cabin, the reversing valve is adjusted to enable the first end of the compressor to be an inlet and the second end of the compressor to be an outlet, and the first stop valve, the first expansion valve and the second expansion valve are opened.

When the difference value between the temperature set in the cabin and the temperature detected in the cabin is greater than the preset temperature difference in the cabin, the current temperature in the cabin is lower than the temperature set by a user, and therefore the situation that the cabin needs to be heated can be determined.

To this end, referring to fig. 4B, the four-way reversing valve needs to be adjusted such that the first end of the compressor 010 is an inlet, i.e., the end connected to the exterior heat exchanger 030 is an inlet, and the second end of the compressor 010 is an outlet, i.e., the other end connected to the interior heat exchanger 040 is an outlet. Then, the first stop valve 01, the first expansion valve 02, and the second expansion valve 03 are opened.

In the second case: when the difference value between the detected temperature in the cabin and the set temperature in the cabin is larger than the preset temperature difference in the cabin, the reversing valve is adjusted to enable the first end of the compressor to be an outlet and the second end of the compressor to be an inlet, and the first stop valve, the first expansion valve and the second expansion valve are opened.

When the difference value between the detected temperature in the cabin and the set temperature in the cabin is greater than the preset temperature difference in the cabin, the current temperature in the cabin is higher than the temperature set by a user, and therefore the fact that the cabin needs to be refrigerated can be determined.

To this end, referring to fig. 4C, the four-way reversing valve needs to be adjusted such that the first end of the compressor 010 is an outlet, that is, the end connected to the exterior heat exchanger 030 is an outlet, and the second end of the compressor 010 is an inlet, that is, the other end connected to the interior heat exchanger 040 is an inlet. Then, the first stop valve 01, the first expansion valve 02, and the second expansion valve 03 are opened.

Step 403: the compressor is activated to thermally manage the object to be managed with refrigerant flowing from an outlet of the compressor and ultimately back to an inlet of the compressor.

According to different requirements in the cabin, the principle of realizing heat management after the compressor is started is different, and then the principle of realizing heat management after the compressor is started is introduced respectively aiming at the two situations.

For the first case described above: referring to fig. 4B, when the compressor 010 is started, the compressor 010 starts to perform work and presses out the high-temperature and high-pressure gaseous refrigerant from the outlet. Based on the control method of the switching valve and the control method of opening and closing the stop valves and the expansion valves, the high-temperature and high-pressure gaseous refrigerant discharged from the outlet enters the in-vehicle heat exchanger 040 to heat the in-vehicle heat exchanger 040, and the in-vehicle heat exchanger 040 absorbs heat, and at this time, the in-vehicle heat exchanger 040 corresponds to a condenser. Thereafter, the liquid refrigerant flows out of the interior heat exchanger 040, throttled by the second expansion valve 03 and the first expansion valve 02, and returned to the compressor 010 after passing through the heat exchanger 060, the electric heater 050, and the exterior heat exchanger 030. Thus, the heating of the cabin is realized.

For the second case described above: referring to fig. 4C, when the compressor 010 is started, the compressor 010 starts to perform work and presses out the high-temperature and high-pressure gaseous refrigerant from the outlet. Based on the control method of the direction change valve and the control method of opening and closing the stop valves and the expansion valves, the high-temperature and high-pressure gaseous refrigerant discharged from the outlet passes through the exterior heat exchanger 030, the electric heater 050, and the heat exchanger 060 in this order, and then, the refrigerant is throttled by the first expansion valve 02 and the second expansion valve 03 to become low-temperature and low-pressure refrigerant, which enters the interior heat exchanger 040, absorbs heat of the interior heat exchanger 040, and returns to the compressor 010. Thus, the refrigeration of the cabin is realized.

Step 404: in the heat management process, whether the heat exchanger outside the automobile needs to be heated is detected.

In a practical application scenario, in the second case, since the refrigerant passing through the exterior heat exchanger 030 is a high-temperature and high-pressure refrigerant extruded from the compressor, in this case, it is usually not necessary to heat the exterior heat exchanger. Therefore, the first case described above will be explained here.

In order to determine whether or not the exterior heat exchanger 030 needs to be defrosted, it is first necessary to detect whether or not the exterior heat exchanger 030 needs to be heated. In a particular implementation, detecting whether the exterior heat exchanger 030 needs to be heated may include: an inlet pressure PL of the compressor 010 is detected, and if the inlet pressure PL of the compressor 010 is less than a minimum working pressure, which is the minimum inlet pressure at which the compressor 010 normally works, it is determined that the exterior heat exchanger 030 needs to be heated.

Referring to fig. 4B, in the embodiment of the present invention, the system determines whether the exterior heat exchanger 030 needs to be heated according to the inlet pressure PL of the compressor 010. If the inlet pressure PL of the compressor 010 is lower than the minimum operating pressure, since the outlet of the exterior heat exchanger 030 is connected to the inlet of the compressor 010, it is described that the exterior heat exchanger 030 is not stably operated, resulting in a decrease in system performance, and it is possible to determine that the exterior heat exchanger 030 needs to be heated. Of course, if the inlet pressure PL of the compressor 010 is greater than or equal to the minimum operating pressure, which indicates that the system performance is stable, i.e., the exterior heat exchanger 030 operates stably, it may be determined that heating of the exterior heat exchanger 030 is not necessary.

Step 405: when the heat exchanger outside the vehicle needs to be heated, the three-way valve is controlled to open a passage between the liquid cooling loop of the power system and the heat exchanger to heat the heat exchanger outside the vehicle, and/or the electric heater is controlled to heat the heat exchanger outside the vehicle.

In the embodiment of the present invention, when it is determined that the exterior heat exchanger 030 needs to be heated, the exterior heat exchanger 030 may be heated by controlling the three-way valve 080 alone to open the passage between the power system liquid cooling loop 070 and the heat exchanger 060, or the exterior heat exchanger 030 may be heated by controlling the electric heater 050 alone, or the exterior heat exchanger 030 and the power system liquid cooling loop may be heated by controlling the three-way valve 080 and the electric heater 050. In a specific implementation, the temperatures of the power system liquid cooling loop 070 and the exterior heat exchanger 030 may be compared, and which of the above-described control methods is specifically adopted to heat the exterior heat exchanger 030 may be determined according to the comparison result.

That is, in order to compare the temperatures between the power system liquid cooling loop 070 and the exterior heat exchanger 030, the inlet temperature (first temperature) of the three-way valve 080 and the temperature (second temperature) between the heat exchanger 060 and the first expansion valve 02 may be acquired, respectively, to determine the temperature difference between the power system liquid cooling loop 070 and the exterior heat exchanger 030 by comparing the first temperature and the second temperature. For example, with continued reference to FIG. 4B, the first temperature is T1 in the graph, and the second temperature is T2 in the graph.

In the actual comparison process, there may be two cases:

As previously described, when the inlet pressure of the compressor is less than the minimum operating pressure, it is indicated that the exterior heat exchanger 030 needs to be heated. If the first temperature is higher than the second temperature, it is indicated that the temperature in the power system liquid cooling loop 070 is higher than the temperature of the exterior heat exchanger 030, in this case, in order to fully utilize the waste heat emitted by the power system, the bypass of the three-way valve 080 can be controlled, at this moment, the liquid cooling medium in the power system liquid cooling loop 070 enters the heat exchanger 060 through the three-way valve 080 and then returns to the power system liquid cooling loop 070 to flow to the radiator 0703, so that the heat exchanger 060 can transfer the waste heat in the power system liquid cooling loop 070 to the exterior heat exchanger 030 to heat the exterior heat exchanger 030.

Further, after the bypass of the three-way valve 080 is controlled, if the inlet pressure of the compressor 010 is continuously less than the minimum operating pressure and the duration reaches a preset duration, the electric heater 050 is started to perform auxiliary heating on the exterior heat exchanger 030 through the electric heater 050.

If the bypass of the three-way valve 080 is controlled, the inlet pressure of the compressor 010 is continuously smaller than the minimum working pressure and the duration reaches the preset duration, it is indicated that the external heat exchanger 030 does not return to normal work, and further, it is indicated that the waste heat in the power system liquid cooling loop 070 is insufficient for heating the external heat exchanger 030. In this case, the system may activate the electric heater 050 to further heat the exterior heat exchanger 030 through the electric heater 050. Further, after the electric heater 050 is activated, the system may also adjust the operating power of the electric heater 050 to sufficiently heat the exterior heat exchanger 030.

As previously described, when the inlet pressure of the compressor is less than the minimum operating pressure, it is indicated that the exterior heat exchanger 030 needs to be heated. If the first temperature is lower than the second temperature, it is indicated that the temperature in the power system liquid cooling loop 070 is lower than the temperature of the exterior heat exchanger 030, and in this case, the exterior heat exchanger 030 cannot be heated by the waste heat dissipated by the power system. At this time, the system may activate the electric heater 050 to heat the exterior heat exchanger 030 through the electric heater 050. Further, after the electric heater 050 is activated, the system may also adjust the operating power of the electric heater 050 to sufficiently heat the exterior heat exchanger 030.

It should be noted that, when the first temperature is lower than the second temperature, the system controls the three-way valve 080 to be straight, and at this time, the three-way valve 080, the radiator 0703, the power system 0701, and the water pump 0702 are connected in series to form a liquid cooling loop, that is, the liquid cooling medium in the power system liquid cooling loop 070 does not pass through the heat exchanger 060.

The embodiment of the invention provides an electric automobile heat management system, which can realize the heat management in a cabin by adjusting the flow direction of a refrigerant in a reversing valve and controlling the opening or closing of each stop valve and each expansion valve. And in the heat management process, when the need of heating the external heat exchanger is detected, a passage between the power system liquid cooling loop and the heat exchanger can be opened through the control three-way valve, waste heat in the power system liquid cooling loop is transferred to the external heat exchanger to heat the external heat exchanger, and/or the external heat exchanger is heated by controlling the electric heater, so that the defrosting effect is achieved, the external heat exchanger can stably work, the system performance is ensured to be stable, and the heat management efficiency of the electric automobile is improved.

Referring to fig. 5A, fig. 5A is a flowchart illustrating a method for thermal management of an electric vehicle according to an exemplary embodiment, which is described herein with respect to the first scenario in the third thermal management scenario, that is, a scenario in which both the cabin and the battery need to be heated. The electric vehicle thermal management method can be applied to the system shown in fig. 1C or fig. 1E, and here, taking the application of the electric vehicle thermal management method to the system shown in fig. 1C as an example, the method includes the following implementation steps:

step 501: and acquiring the detection temperature in the cabin and the detection temperature of the battery.

In a practical application scenario, in order to determine the actual demands of the cabin and the battery on the temperatures, the current temperatures of the cabin and the battery need to be detected, and the detected temperatures of the cabin and the battery are obtained. Thus, the system can acquire the detected detection temperature in the cabin and the detected temperature of the battery.

Step 502: based on the detected temperature in the cabin, the detected temperature of the battery, the set temperature in the cabin, the preset temperature difference in the cabin, the working temperature of the battery and the preset temperature difference of the battery, the connection mode of the inlet and the outlet of the compressor is adjusted, the opening and the closing of each stop valve and each expansion valve are controlled, and the working temperature of the battery comprises the highest working temperature and the lowest working temperature.

The set temperature in the cabin can be set by a user according to actual requirements in a user-defined mode. For example, during the winter season, the user will typically set the set temperature in the compartment higher.

The preset temperature difference in the cabin and the preset temperature difference in the battery can be set by a user according to actual needs in a self-defined mode, and can also be set by the default of the system.

The battery operating temperature may vary depending on the type of battery, and is typically determined by the battery developer.

In a specific implementation, the step 502 may include: when the difference value between the set temperature in the cabin and the detected temperature in the cabin is greater than the preset temperature difference in the cabin, and the difference value between the lowest working temperature and the detected temperature of the battery is greater than the preset temperature difference of the battery, adjusting the four-way reversing valve to enable the first end of the compressor to be an inlet and the second end of the compressor to be an outlet; closing the third and fourth stop valves, opening the first and second stop valves, and opening the first, second, and third expansion valves.

When the difference value between the set temperature in the cabin and the detected temperature in the cabin is greater than the preset temperature difference in the cabin, the current temperature in the cabin is lower than the set temperature in the cabin set by a user, and therefore the situation that the cabin needs to be heated can be determined. When the difference value between the lowest working temperature and the detected temperature of the battery is greater than the preset temperature difference of the battery, the current temperature of the battery is lower than the lowest temperature of the battery in normal working, and therefore the fact that the battery needs to be heated can be determined.

To this end, referring to fig. 5B, the four-way reversing valve 120 is adjusted such that the first end of the compressor 110 is an inlet, i.e., one end connected to the exterior heat exchanger 130 and the battery heat exchanger 140 is an inlet, and the second end is an outlet, i.e., the other end connected to the exterior heat exchanger 130, the interior heat exchanger 190, and the battery heat exchanger 140 is an outlet. And, the third and fourth cut-off

valves

03 and 04 are closed, the first and second cut-off

valves

01 and 02 are opened, and the first, second, and

third expansion valves

05, 06, and 07 are opened.

It should be noted that the expansion valve of the branch may be closed when it is desired that no heating of one of the cabin and the battery is required. For example, if the battery does not need to be heated, the second expansion valve 06 may be closed.

Step 503: the compressor is activated to thermally manage the cabin and the battery with refrigerant flowing from an outlet of the compressor and ultimately back to the inlet.

After the compressor 110 is started, the compressor 110 starts to perform work, and a high-temperature and high-pressure gaseous refrigerant is pressed out from an outlet. Based on the control method of the four-way reversing valve and the control method of opening and closing each stop valve and each expansion valve, the high-temperature and high-pressure gaseous refrigerant pressed out from the outlet respectively enters the in-vehicle heat exchanger 190 and the battery heat exchanger 140 to heat the in-vehicle heat exchanger 190 and the battery heat exchanger 140, the in-vehicle heat exchanger 190 and the battery heat exchanger 140 absorb heat, and at this time, the in-vehicle heat exchanger 190 and the battery heat exchanger 140 are equivalent to condensers. Then, the liquid refrigerants flow out of the interior heat exchanger 190 and the battery heat exchanger 140, are throttled by the third expansion valve 07 and the second expansion valve 06, and are merged and sequentially returned to the compressor 110 through the first expansion valve 05, the heat exchanger 160, the electric heater 150, and the exterior heat exchanger 130. In this way, heating of the cabin and the battery is achieved.

It should be noted that, in order to ensure that the cabin and the battery are sufficiently heated, after the compressor is started, the inlets of the in-vehicle heat exchanger 190 and the battery heat exchanger 140 may be detected, and the rotation speed of the compressor 110 may be adjusted according to the inlet temperatures of the in-vehicle heat exchanger 190 and the battery heat exchanger 140, which is specifically implemented in steps 504 to 505 as follows.

Step 504: and acquiring a third temperature and a fourth temperature, wherein the third temperature is the inlet temperature of the in-vehicle heat exchanger when the first end of the compressor is an inlet, the second end of the compressor is an outlet and the second stop valve is opened, and the fourth temperature is the inlet temperature of the battery heat exchanger when the first end of the compressor is an inlet, the second end of the compressor is an outlet and the second stop valve is opened.

In the thermal management system, the temperature of the condenser inlet refrigerant, that is, the inlet temperature of the in-vehicle heat exchanger 190 and the inlet temperature of the battery heat exchanger 140, is primarily controlled. Referring to fig. 5B, when the compressor 110 and the respective shutoff valves are in the above-described states, the third temperature is Tc2 in the figure, and the fourth temperature is Tb2 in the figure. In fact, it is understood that the third temperature is the same magnitude as the fourth temperature.

Step 505: if the third temperature and/or the fourth temperature are/is within a preset temperature range, keeping the rotating speed of the compressor unchanged; if the third temperature and/or the fourth temperature is lower than the preset temperature range, increasing the rotating speed of the compressor; and if the third temperature and/or the fourth temperature are/is higher than the preset temperature range, reducing the rotating speed of the compressor.

Wherein the preset temperature range may be preset by a user based on system performance. If the inlet temperature Tc2 of the interior heat exchanger 190 and/or the inlet temperature Tb2 of the battery heat exchanger 140 are within the preset temperature range, it is indicated that the heating effect for the cabin and the battery is better, and at this time, the rotation speed of the compressor can be kept unchanged.

It should be noted that, if the third temperature and/or the fourth temperature are within a preset temperature range, the method includes: if the third temperature is within a preset temperature range; or, if the fourth temperature is within a preset temperature range; or, if the third temperature and the fourth temperature are both within a preset temperature range. Moreover, the following and/or relationships also include the above cases, and are not repeated herein.

If the inlet temperature Tc2 of the interior heat exchanger 190 and/or the inlet temperature Tb2 of the battery heat exchanger 140 are lower than the preset temperature range, indicating that the heating degree of the cabin and the battery is insufficient, for this reason, the rotation speed of the compressor 120 may be increased to cause the compressor 120 to extrude more high-temperature and high-pressure refrigerant, thereby sufficiently heating the cabin and the battery.

In addition, if the inlet temperature Tc2 of the interior heat exchanger 190 and/or the inlet temperature Tb2 of the battery heat exchanger 140 are higher than the preset temperature range, which indicates that the heating degree of the cabin and the battery exceeds the actual requirement, at this time, the rotation speed of the compressor 120 may be reduced to reduce the amount of the high-temperature and high-pressure refrigerant pressed out by the compressor 120, so as to reduce the heating degree of the cabin and the battery, and to ensure that the heating degree of the cabin and the battery is moderate.

It is worth mentioning that, in the process of heating the interior and the battery, the heating degree of the interior and the battery is adjusted by adjusting the rotation speed of the compressor 120, so that the heat management efficiency is improved.

It should be noted that, in the above thermal management process, the heat exchanger 130 outside the vehicle is used, and when the interior of the vehicle needs to be heated, the temperature of the external environment may be generally low, for example, the interior of the vehicle needs to be heated in winter, and in the environment, the heat exchanger 130 outside the vehicle may be easily frosted. Therefore, in order to ensure the stability of the operation of the exterior heat exchanger 130, it is necessary to consider whether the exterior heat exchanger 130 needs defrosting, and the specific implementation thereof is described in

steps

506 and 507 below.

Step 506: in the heat management process, whether the heat exchanger outside the automobile needs to be heated is detected.

Step 507: when the heat exchanger outside the vehicle needs to be heated, the three-way valve is controlled to open a passage between the liquid cooling loop of the power system and the heat exchanger to heat the heat exchanger outside the vehicle, and/or the electric heater is controlled to heat the heat exchanger outside the vehicle.

In the embodiment of the present invention, when it is determined that heating of the exterior heat exchanger 130 is required, the three-way valve 180 alone may be controlled to open the passage between the power system hot and cold loop 170 and the heat exchanger 160 to heat the exterior heat exchanger 130, or the electric heater 150 alone may be controlled to heat, or the three-way valve 180 and the electric heater 150 may be controlled to heat. In particular implementations, the temperatures between the powertrain liquid cooling loop 170 and the exterior heat exchanger 130 may be compared, and based on the comparison, which of the above-described control schemes is specifically employed to heat the exterior heat exchanger 130 may be determined.

In a particular implementation, the system obtains a first temperature that is an inlet temperature of the three-way valve and a second temperature that is a temperature between the heat exchanger and the first expansion valve.

That is, to compare the temperatures between the power system liquid cooling loop 170 and the exterior heat exchanger 130, the inlet temperature (first temperature) of the three-way valve 180 and the temperature between the heat exchanger 160 and the first expansion valve 05 (second temperature) may be obtained separately to determine the temperature difference between the power system liquid cooling loop 170 and the exterior heat exchanger 130 by comparing the first temperature and the second temperature. For example, with continued reference to FIG. 5B, the first temperature is T1 in the graph, and the second temperature is T2 in the graph.

In the actual comparison process, there may be two cases:

in the first case: if the inlet pressure of the compressor is smaller than the minimum working pressure and the first temperature is higher than the second temperature, the three-way valve is controlled to bypass a passage between the power system liquid cooling loop and the heat exchanger, so that the waste heat of the power system hot and cold pipeline is transferred to the heat exchanger outside the vehicle through the heat exchanger to heat the heat exchanger outside the vehicle.

In the embodiment of the invention, the thermal management system for the electric automobile is provided, and the thermal management of the battery and the cabin can be realized by regulating the flow direction of the refrigerant in the reversing valve and controlling the opening or closing of each stop valve and each expansion valve. And in the heat management process, when the need of heating the external heat exchanger is detected, a passage between the power system liquid cooling loop and the heat exchanger can be opened through the control three-way valve, waste heat in the power system liquid cooling loop is transferred to the external heat exchanger to heat the external heat exchanger, and/or the external heat exchanger is heated by controlling the electric heater, so that the defrosting effect is achieved, the external heat exchanger can stably work, the system performance is ensured to be stable, and the heat management efficiency of the electric automobile is improved.

Next, a second case of the third thermal management scenario, that is, a scenario in which the cabin needs to be heated and the battery needs to be cooled, will be described. Referring to fig. 6A, fig. 6A is a flowchart illustrating an electric vehicle thermal management method according to an exemplary embodiment, where the electric vehicle thermal management method may be applied to the system shown in fig. 1C or fig. 1E, where taking the application of the electric vehicle thermal management method to the system shown in fig. 1C as an example, the method includes the following implementation steps:

step 601: and acquiring the detection temperature in the cabin and the detection temperature of the battery.

For specific implementation, refer to step 501 in the embodiment of fig. 5A, which is not described again here.

Step 602: when the difference value between the set temperature in the cabin and the detected temperature in the cabin is greater than the preset temperature difference in the cabin, and the difference value between the detected temperature of the battery and the highest working temperature is greater than the preset temperature difference of the battery, the four-way reversing valve is adjusted to enable the first end of the compressor to be an inlet and the second end of the compressor to be an outlet.

When the difference value between the set temperature in the cabin and the detected temperature in the cabin is greater than the preset temperature difference in the cabin, the current temperature in the cabin is lower than the set temperature in the cabin set by a user, and therefore the situation that the cabin needs to be heated can be determined. When the difference value between the detected temperature and the highest working temperature of the battery is greater than the preset temperature difference of the battery, the current temperature of the battery is higher than the highest temperature of the battery in normal working, and therefore the fact that the battery needs to be refrigerated can be determined.

To this end, referring to fig. 6B, the four-way reversing valve 120 needs to be adjusted such that the first end of the compressor 110 is an inlet, i.e., the end connected to both the exterior heat exchanger 130 and the battery heat exchanger 140 is an inlet; the second end is an outlet, i.e., the other end connected to the exterior heat exchanger 130, the interior heat exchanger 190, and the battery heat exchanger 140 is an outlet.

Step 603: closing the first, second and fourth stop valves, opening the third stop valve, closing the first expansion valve, and opening the second and third expansion valves.

Further, in addition to adjusting the four-way reversing valve, it is also necessary to control the opening and closing of each stop valve and each expansion valve, as described in this step 603.

It should be noted that, the

above steps

602 and 603 are used to implement the steps of adjusting the connection mode of the inlet and the outlet of the compressor and controlling the opening and closing of each stop valve and each expansion valve based on the detected temperature in the cabin, the detected temperature of the battery, the set temperature in the cabin, the preset temperature difference in the cabin, the working temperature of the battery and the preset temperature difference of the battery.

Step 604: the compressor is activated to thermally manage the cabin and the battery with refrigerant flowing from an outlet of the compressor and ultimately back to the inlet.

After the compressor is started to work, the high-temperature and high-pressure refrigerant pressed out from the compressor 110 enters the in-vehicle heat exchanger 190, and the in-vehicle heat exchanger 190 absorbs heat to heat the cabin. The normal-temperature high-pressure refrigerant flowing out of the interior heat exchanger 190 passes through the third expansion valve 07 and the second expansion valve 06 in this order, and becomes a low-temperature low-pressure refrigerant, which enters the battery heat exchanger 140 to cool the battery. Further, the gaseous refrigerant flowing out of the battery heat exchanger 140 is returned to the compressor 110 from the inlet of the compressor 110. Thus, the heating of the cabin is realized, and the battery is refrigerated.

In addition, when the energy conservation is analyzed from the perspective of energy conservation, the energy conservation satisfies the formula Qc ═ Qb + P, where Qc represents the amount of heat absorbed in the cabin and Qb represents the amount of heat released from the battery, and P is the work performed by the compressor 110, that is, the amount of heat absorbed in the cabin is equal to the sum of the amount of heat released from the battery and the work performed by the compressor 110, and the energy conservation relationship is shown in fig. 6C.

Further, in a specific implementation, after the system starts the compressor to work, in order to sufficiently heat the cabin and sufficiently cool the battery, the rotation speed of the compressor may be adjusted and/or the opening and closing of each stop valve and each expansion valve may be controlled according to the inlet temperatures of the battery heat exchanger and the in-vehicle heat exchanger, specifically, refer to

steps

605 and 606.

Step 605: and acquiring a fifth temperature and a sixth temperature, wherein the fifth temperature is the inlet temperature of the battery heat exchanger when the first end of the compressor is an inlet, the second end of the compressor is an outlet and the second stop valve is closed, and the sixth temperature is the inlet temperature of the in-vehicle heat exchanger when the first end of the compressor is an inlet, the second end of the compressor is an outlet and the second stop valve is closed.

For example, with continued reference to fig. 6B, in a state where the first end of the compressor 110 is the inlet, the second end is the outlet, and the second stop valve 02 is closed, the fifth temperature is Tb1 in the graph, and the sixth temperature is Tc2 in the graph.

Step 606: and adjusting the rotating speed of the compressor and/or controlling the opening and closing of each stop valve and each expansion valve according to the fifth temperature, the sixth temperature, the first preset inlet temperature, the second preset inlet temperature and the preset temperature difference.

The first preset inlet temperature, the second preset inlet temperature, and the preset temperature difference may all be preset by a user according to system performance, and in a general case, the first preset inlet temperature and the second preset inlet temperature are inlet temperatures actually required by the battery heat exchanger 140 and the in-vehicle heat exchanger 190, respectively.

In a specific implementation, when the difference between the fifth temperature and the first preset inlet temperature is greater than the preset temperature difference, and the difference between the second preset inlet temperature and the sixth temperature is greater than the preset temperature difference, the rotation speed of the compressor is increased, and the step of obtaining the fifth temperature and the sixth temperature is continuously performed until the difference between the fifth temperature and the first preset inlet temperature is less than the preset temperature difference, and the difference between the second preset inlet temperature and the sixth temperature is less than the preset temperature difference, the rotation speed of the compressor is kept unchanged.

When the difference between the fifth temperature and the first preset inlet temperature is greater than the preset temperature difference, and the difference between the second preset inlet temperature and the sixth temperature is greater than the preset temperature difference, it indicates that the inlet temperature of the battery heat exchanger 140 is higher than the actually required inlet temperature, and the inlet temperature of the in-vehicle heat exchanger 190 is lower than the actually required inlet, that is, it indicates that the degree of cooling the battery is insufficient, and the degree of heating the cabin is also insufficient. At this time, the rotation speed of the compressor 110 may be increased so that the compressor 110 presses more high-temperature and high-pressure refrigerant, thereby sufficiently heating the cabin and sufficiently cooling the battery.

When the difference between the fifth temperature and the first preset inlet temperature is smaller than the preset temperature difference and the difference between the second preset inlet temperature and the sixth temperature is smaller than the preset temperature difference, the inlet temperatures of the battery heat exchanger and the vehicle interior heat exchanger are close to actual requirements, and further the refrigeration degree of the battery and the heating degree in the cabin are moderate, so that the rotating speed of the compressor can be kept unchanged.

Further, when the difference between the fifth temperature and the first preset inlet temperature is greater than the preset temperature difference and the absolute value of the difference between the sixth temperature and the second preset inlet temperature is less than the preset temperature difference, the third stop valve and the fourth stop valve are opened, the first stop valve and the second stop valve are closed, and the first expansion valve, the second expansion valve and the third expansion valve are opened.

When the difference between the fifth temperature and the first preset inlet temperature is greater than the preset temperature difference, and the absolute value of the difference between the sixth temperature and the second preset inlet temperature is less than the preset temperature difference, it indicates that the refrigeration intensity of the battery is insufficient, but the heating degree in the cabin is moderate. At this time, referring to fig. 6D, the third and fourth cut-off

valves

03 and 04 may be opened, the first and second cut-off

valves

01 and 02 may be closed, and the first, second, and

third expansion valves

05, 06 and 07 may be opened.

At this time, the high-temperature and high-pressure refrigerant pressed out from the compressor 110 enters the exterior heat exchanger 130 and the interior heat exchanger 190, respectively, to enhance the degree of cooling the battery through the branch where the exterior heat exchanger 150 is located, so that the inlet temperature of the battery also approaches the actual requirement. That is, the degree of cooling of the battery can be increased while the degree of heating of the interior of the compartment is not affected, thus improving the thermal management efficiency.

Further, in this case, as analyzed from the viewpoint of energy conservation, the energy conservation satisfies the formula Qa + Qc ═ Qb + P, where Qa represents the amount of heat absorbed by the exterior heat exchanger 130, Qc represents the amount of heat absorbed in the cabin, Qb represents the amount of heat released from the battery, and P is the work performed by the compressor 110, that is, the sum of the amount of heat absorbed by the exterior heat exchanger 130 and the amount of heat absorbed in the cabin is equal to the sum of the amount of heat released from the battery and the work performed by the compressor 110, and the energy conservation relationship is as shown in fig. 6E.

Further, if the difference between the fifth temperature and the first preset inlet temperature is continuously greater than the preset temperature difference, and the absolute value of the difference between the sixth temperature and the second preset inlet temperature is continuously less than the preset temperature difference, the opening degree of the first expansion valve is increased.

That is, if the difference between the fifth temperature and the first preset inlet temperature is continuously greater than the preset temperature difference, and the absolute value of the difference between the sixth temperature and the second preset inlet temperature is continuously less than the preset temperature difference, it indicates that the degree of cooling the battery cannot be enhanced even through the branch where the exterior heat exchanger 130 is located, and at this time, in order to enhance the amount of flow to the battery heat exchanger, the opening degree of the first expansion valve may be increased, so as to further enhance the degree of cooling the battery through the branch where the exterior heat exchanger 130 is located.

Further, when the opening degree of the first expansion valve is maximum, the difference between the fifth temperature and the first preset inlet temperature is still greater than the preset temperature difference, and the absolute value of the difference between the sixth temperature and the second preset inlet temperature is still less than the preset temperature difference, so that the rotation speed of the compressor is increased.

That is, when the opening degree of the first expansion valve is the maximum, the difference between the fifth temperature and the first preset inlet temperature is still greater than the preset temperature difference, and the absolute value of the difference between the sixth temperature and the second preset inlet temperature is still less than the preset temperature difference, which indicates that the cooling strength of the battery is not enough, at this time, the rotation speed of the compressor 110 may be increased, so that the compressor 110 may extrude more refrigerant, and more refrigerant is transferred to the battery heat exchanger 140 through the branch where the exterior heat exchanger 130 is located, so as to enhance the cooling degree of the battery.

Further, when the difference between the first preset inlet temperature and the fifth temperature is greater than the preset temperature difference, and the absolute value of the difference between the sixth temperature and the second preset inlet temperature is less than the preset temperature difference, the opening degree of the first expansion valve is decreased; when the opening degree of the first expansion valve is minimum, the difference value between the first preset inlet temperature and the fifth temperature is still larger than the preset temperature difference, and the absolute value of the difference between the sixth temperature and the second preset inlet temperature is still smaller than the preset temperature difference, so that the rotating speed of the compressor is reduced.

That is, when the difference between the first preset inlet temperature and the fifth temperature is greater than the preset temperature difference, and the absolute value of the difference between the sixth temperature and the second preset inlet temperature is smaller than the preset temperature difference, it indicates that the inlet temperature of the battery heat exchanger 140 is far higher than the actual requirement, that is, the refrigeration process of the battery is too strong, but the heating degree in the compartment is always kept moderate. At this time, the opening degree of the first expansion valve, that is, the amount of refrigerant supplied to the battery heat exchanger 140 through the branch where the exterior heat exchanger 130 is located, may be reduced, thereby reducing the degree of cooling of the battery. Further, when the opening degree of the first expansion valve is minimum, the inlet temperature of the battery is still lower than the actual requirement, but the inlet temperature of the in-vehicle heat exchanger 190 is still close to the actual requirement, which indicates that the degree of cooling of the battery is still too strong, so that the rotation speed of the compressor 110 can be reduced, the amount of the refrigerant pressed out by the compressor 110 is reduced, the amount of the refrigerant supplied to the battery heat exchanger 140 through the branch where the out-vehicle heat exchanger 130 is located is reduced, and the degree of cooling of the battery is reduced.

Further, when the absolute value of the difference between the fifth temperature and the first preset inlet temperature is smaller than the preset temperature difference, and the difference between the sixth temperature and the second preset inlet temperature is greater than the preset temperature, increasing the opening degree of the first expansion valve; when the opening degree of the first expansion valve is maximum, the absolute value of the difference between the fifth temperature and the first preset inlet temperature is still smaller than the preset temperature difference, and the difference between the sixth temperature and the second preset inlet temperature is still larger than the preset temperature, so that the rotating speed of the compressor is reduced.

That is, when the absolute value of the difference between the fifth temperature and the first preset inlet temperature is smaller than the preset temperature difference, and the difference between the sixth temperature and the second preset inlet temperature is greater than the preset temperature, it indicates that the degree of cooling the battery is moderate, but the heating process in the cabin is too strong, and at this time, the opening degree of the first expansion valve may be increased, so that the branch where the exterior heat exchanger 130 is located shunts the high-temperature and high-pressure refrigerant pressed out by the compressor 110, that is, the amount of the refrigerant flowing through the interior heat exchanger 190 is reduced, thereby reducing the heating degree in the cabin. Further, when the opening degree of the first expansion valve is the maximum, the refrigeration degree of the battery is still moderate, and the temperature in the cabin is still high, the rotation speed of the compressor 110 may be reduced, so that the amount of the refrigerant pressed out by the compressor 110 is reduced, thereby providing less refrigerant for the in-vehicle heat exchanger 190, and further reducing the heating degree in the cabin.

Further, when the absolute value of the difference between the fifth temperature and the first preset inlet temperature is smaller than the preset temperature difference, and the difference between the second preset inlet temperature and the sixth temperature is greater than the preset temperature difference, the opening degree of the first expansion valve is decreased.

That is, when the absolute value of the difference between the fifth temperature and the first preset inlet temperature is smaller than the preset temperature difference, and the difference between the second preset inlet temperature and the sixth temperature is greater than the preset temperature difference, it indicates that the degree of cooling the battery is relatively moderate, but the heating degree in the cabin is insufficient, and at this time, the opening degree of the first expansion valve may be reduced to reduce the split flow of the branch where the exterior heat exchanger 130 is located, thereby increasing the amount of refrigerant flowing through the interior heat exchanger 190, and further enhancing the heating degree in the cabin.

Further, after the opening degree of the first expansion valve is reduced, when the absolute value of the difference between the fifth temperature and the first preset inlet temperature is still smaller than the preset temperature difference, and the difference between the second preset inlet temperature and the sixth temperature is still larger than the preset temperature difference, the first stop valve and the third stop valve are opened, and the second stop valve and the fourth stop valve are closed.

That is, after the opening degree of the first expansion valve is reduced, when the absolute value of the difference between the fifth temperature and the first preset inlet temperature is still smaller than the preset temperature difference, and the difference between the second preset inlet temperature and the sixth temperature is still greater than the preset temperature difference, it is indicated that the degree of cooling the battery is moderate, but the degree of heating the cabin is still insufficient, and at this time, the first stop valve and the third stop valve may be opened, and the second stop valve and the fourth stop valve may be closed. Referring to fig. 6F, in this case, the high-temperature and high-pressure refrigerant pressed from the compressor 110 flows only to the interior heat exchanger 190, thereby enhancing the heating degree of the cabin. The normal-temperature and high-pressure refrigerant flowing out of the interior heat exchanger 190 is branched, flows through the exterior heat exchanger 130 and the battery heat exchanger 140, and then is merged and returned to the compressor 110.

Further, in this case, as analyzed from the viewpoint of energy conservation, the energy conservation satisfies the formula Qc ═ Qa + Qb + P, where Qa represents the amount of heat absorbed by the exterior heat exchanger 130, Qc represents the amount of heat absorbed in the cabin, Qb represents the amount of heat released from the battery, and P is the work performed by the compressor 110, that is, the amount of heat absorbed in the cabin is equal to the sum of the amount of heat released by the exterior heat exchanger 130, the amount of heat released from the battery, and the work performed by the compressor 110, and the energy conservation relationship is as shown in fig. 6G.

The opening degree of the first expansion valve and/or the rotating speed of the compressor are/is adjusted according to the difference relation between the fifth temperature and the first preset inlet temperature and the difference relation between the second preset inlet temperature and the sixth temperature, so that the fifth temperature is close to the first preset inlet temperature, the sixth temperature is close to the second preset inlet temperature, namely, the inlet temperatures of the battery heat exchanger and the heat exchanger in the vehicle are close to actual requirements, and the heat management efficiency is improved.

In the thermal management process described above, the use of the exterior heat exchanger 130, and when heating is required in the cabin, may be due to a lower ambient temperature, such as heating is typically required in the winter, in which the exterior heat exchanger 130 may be prone to frost formation, such as the scenarios described above with respect to fig. 6B and 6F. Therefore, in order to ensure the stability of the operation of the exterior heat exchanger 130, it is necessary to consider whether the exterior heat exchanger 130 needs defrosting, and the specific implementation thereof is described in steps 607 to 608 below.

Step 607: in the heat management process, whether the heat exchanger outside the automobile needs to be heated is detected.

In order to determine whether defrosting of the exterior heat exchanger 130 is necessary, it is first necessary to detect whether heating of the exterior heat exchanger 130 is necessary. In particular implementations, detecting whether heating of the exterior heat exchanger 130 is required may include: and detecting the inlet pressure PL of the compressor, and determining that the heat exchanger outside the vehicle needs to be heated if the inlet pressure PL of the compressor is less than the minimum working pressure, wherein the minimum working pressure refers to the minimum inlet pressure at which the compressor normally works.

For a specific implementation principle, please refer to step 506 in the embodiment shown in fig. 5A, which is not repeated herein.

Step 608: when the heat exchanger outside the vehicle needs to be heated, the three-way valve is controlled to open a passage between the liquid cooling loop of the power system and the heat exchanger to heat the heat exchanger outside the vehicle, and/or the electric heater is controlled to heat the heat exchanger outside the vehicle.

In the embodiment of the present invention, when it is determined that heating of the exterior heat exchanger 130 is required, the three-way valve 180 may be controlled to open the passage between the power system liquid cooling loop 170 and the heat exchanger 160 to heat the exterior heat exchanger 130, or the electric heater 150 may be controlled to heat alone, or the three-way valve 180 and the electric heater 150 may be controlled to heat. In particular implementations, the temperatures between the powertrain liquid cooling loop 170 and the exterior heat exchanger 130 may be compared, and based on the comparison, which of the above-described control schemes is specifically employed to heat the exterior heat exchanger 130 may be determined.

In a specific implementation, a first temperature and a second temperature are obtained, the first temperature being an inlet temperature of the three-way valve and the second temperature being a temperature between the heat exchanger and the first expansion valve.

That is, to compare the temperatures between the power system liquid cooling loop 170 and the exterior heat exchanger 130, the inlet temperature (first temperature) of the three-way valve 180 and the temperature between the heat exchanger 160 and the first expansion valve 05 (second temperature) may be obtained separately to determine the temperature difference between the power system liquid cooling loop 170 and the exterior heat exchanger 130 by comparing the first temperature and the second temperature. For example, with continued reference to fig. 6B or fig. 6F, the first temperature is T1 in the figure, and the second temperature is T2 in the figure.

In the actual comparison process, there may be two cases:

in the first case: if the inlet pressure of the compressor is smaller than the minimum working pressure and the first temperature is higher than the first temperature, the bypass of the three-way valve is controlled, so that the waste heat of the hot and cold pipeline of the power system is transferred to the heat exchanger outside the vehicle through the heat exchanger to heat the heat exchanger outside the vehicle.

For a specific implementation principle, please refer to the first case in step 507 of the embodiment shown in fig. 5A, which is not repeated herein.

Further, if the inlet pressure of the compressor is continuously less than the minimum working pressure and the duration reaches a preset duration, the electric heater is started to perform auxiliary heating on the heat exchanger outside the vehicle through the electric heater.

For a specific implementation principle, please refer to the second case in step 507 of the embodiment shown in fig. 5A, which is not repeated herein.

Next, a third scenario in the third thermal management scenario described above, i.e., a scenario in which both the cabin and the battery require cooling, is described. Referring to fig. 7A, fig. 7A is a flowchart illustrating an electric vehicle thermal management method according to an exemplary embodiment, where the electric vehicle thermal management method may be applied to the system shown in fig. 1C or fig. 1E, and here, taking as an example that the electric vehicle thermal management method is applied to the system shown in fig. 1C, the method may include the following implementation steps:

step 701: and acquiring the detection temperature in the cabin and the detection temperature of the battery.

Step 702: when the difference between the detected temperature in the cabin and the set temperature in the cabin is greater than the preset temperature difference in the cabin, and the difference between the detected temperature of the battery and the highest working temperature is greater than the preset temperature difference of the battery, the four-way reversing valve is adjusted to enable the second end of the compressor to be an inlet and the first end of the compressor to be an outlet.

When the difference value between the detected temperature in the cabin and the set temperature in the cabin is greater than the preset temperature difference in the cabin, the current temperature in the cabin is higher than the set temperature in the cabin set by a user, and therefore the situation that the interior of the cabin needs to be refrigerated can be determined. When the difference value between the detected temperature of the battery and the highest working temperature is larger than the preset temperature difference of the battery, the current temperature of the battery is higher than the highest temperature of the battery in normal working, and therefore the battery can be determined to need to be cooled.

To this end, referring to fig. 7B, the four-way reversing valve 120 needs to be adjusted such that the second end of the compressor 110 is an inlet, i.e., one end connected to the exterior heat exchanger 130, the interior heat exchanger 190, and the battery heat exchanger 140 is an inlet, and the second end of the compressor 110 is an outlet, i.e., one end connected to the exterior heat exchanger 130 and the battery heat exchanger 140 is an outlet.

Step 703: opening the first and second stop valves, closing the third and fourth stop valves, and opening the first, second, and third expansion valves.

Further, besides adjusting the four-way reversing valve, it is also necessary to control the opening and closing of each stop valve and each expansion valve, as described in step 703.

It should be noted that, the above-mentioned

steps

702 and 703 are used to implement the steps of adjusting the connection mode of the inlet and the outlet of the compressor and controlling the opening and closing of each stop valve and each expansion valve based on the detected temperature in the cabin, the detected temperature of the battery, the set temperature in the cabin, the preset temperature difference in the cabin, the working temperature of the battery, and the preset temperature difference of the battery.

In practical implementation, when one of the cabin and the battery does not need to be cooled, the expansion valve on the branch where the one of the cabin and the battery is located is closed. For example, when cooling is not required in the cabin, the third expansion valve 07 may be closed.

Step 704: the compressor is activated to thermally manage the cabin and the battery with refrigerant flowing from an outlet of the compressor and eventually back to the inlet, and during thermal management, it is detected whether heating of the exterior heat exchanger is required.

Referring to fig. 7B, when the compressor 110 is started, the compressor 110 starts to work and presses out the high-temperature and high-pressure gaseous refrigerant from the outlet. Based on the control method of the four-way selector valve and the control method of opening and closing the stop valves and the expansion valves, the high-temperature and high-pressure gas refrigerant that is pressed out from the outlet passes through the exterior heat exchanger 130, and becomes a normal-temperature and high-pressure liquid refrigerant. The normal-temperature high-pressure liquid refrigerant is divided into two paths: one path of the refrigerant passes through the first expansion valve 05 and the third expansion valve 07 in sequence to become a low-temperature and low-pressure liquid refrigerant, the low-temperature and low-pressure liquid refrigerant passes through the interior heat exchanger 190 to refrigerate the cabin, and then the gaseous refrigerant coming out of the exterior heat exchanger 150 returns to the compressor 110 from the inlet of the compressor 110; the other path of the refrigerant passes through the first expansion valve 05 and the second expansion valve 06 in this order, and becomes a low-temperature and low-pressure liquid refrigerant, the low-temperature and low-pressure liquid refrigerant passes through the battery heat exchanger 140 to cool the battery, and then the gas refrigerant coming out of the battery heat exchanger 140 returns to the compressor 110 from the inlet of the compressor 110. In this way, the refrigeration of the cabin and the battery is realized.

It should be noted that, in order to ensure that the cabin and the battery are sufficiently cooled, after the compressor is started, the inlets of the in-vehicle heat exchanger 190 and the battery heat exchanger 140 may be respectively detected, and the rotation speed of the compressor 110 may be adjusted according to the inlet temperatures of the in-vehicle heat exchanger 190 and the battery heat exchanger 140, which is specifically implemented in steps 705 to 706.

Step 705: and acquiring a seventh temperature and an eighth temperature, wherein the seventh temperature is the inlet temperature of the in-vehicle heat exchanger in a state that the second end of the compressor is an inlet and the first end is an outlet, and the eighth temperature is the inlet temperature of the battery heat exchanger in a state that the second end of the compressor is an inlet and the first end is an outlet.

In the thermal management system, the temperature of the evaporator inlet refrigerant, that is, the inlet temperature of the in-vehicle heat exchanger 190 and the inlet temperature of the battery heat exchanger 140, is mainly controlled. Referring to fig. 7B, when the second end of the compressor 110 is the inlet and the first end is the outlet, the seventh temperature is Tc1 in the figure, and the eighth temperature is Tb1 in the figure. In fact, it is understood that the seventh temperature is the same magnitude as the eighth temperature.

Step 706: if the seventh temperature and/or the eighth temperature are/is within a preset temperature range, keeping the rotating speed of the compressor unchanged; if the seventh temperature and/or the eighth temperature is lower than the preset temperature range, reducing the rotating speed of the compressor; and if the seventh temperature and/or the eighth temperature are/is higher than the preset temperature range, increasing the rotating speed of the compressor.

If the inlet temperature Tc1 of the interior heat exchanger 190 and/or the inlet temperature Tb1 of the battery heat exchanger 140 are within the preset temperature range, it is indicated that the refrigerating effect for the cabin and the battery is better, and at this time, the rotation speed of the compressor can be kept unchanged.

If the inlet temperature Tc1 of the interior heat exchanger 190 and/or the inlet temperature Tb1 of the battery heat exchanger 140 are lower than the preset temperature range, which indicates that the degree of refrigeration of the cabin and the battery is excessively strong, for this reason, the rotational speed of the compressor 120 may be reduced, so that the amount of high-temperature and high-pressure refrigerant pressed out by the compressor 120 is reduced, thereby reducing the degree of refrigeration of the cabin and the battery.

In addition, if the inlet temperature Tc1 of the interior heat exchanger 190 and/or the inlet temperature Tb1 of the battery heat exchanger 140 are higher than the preset temperature range, which indicates that the degree of cooling of the cabin and the battery is insufficient, the rotational speed of the compressor 120 may be increased to allow the compressor 120 to press out more high-temperature and high-pressure refrigerant, thereby increasing the degree of cooling of the cabin and the battery.

It is worth mentioning that, in the process of refrigerating the cabin and the battery, the refrigerating degree of the cabin and the battery is adjusted by adjusting the rotating speed of the compressor 120, so that the heat management efficiency is improved.

Further, during the thermal management, it may also be detected whether the exterior heat exchanger 130 needs to be heated. However, since the outside environment temperature is generally high when both the cabin and the battery require cooling, such as in summer, and the refrigerant flowing through the exterior heat exchanger 130 is a high-temperature and high-pressure refrigerant pressed out from the compressor 110, the exterior heat exchanger 130 is less likely to frost in such an environment, and therefore, heating of the exterior heat exchanger 130 is generally not required in such a case.

Further, when it is not necessary to heat the cabin, the three-way valve 180 is controlled to be straight, and at this time, the three-way valve 180, the radiator 1703, the power system 1701, and the water pump 1702 are connected in series to form a liquid cooling loop, i.e., the liquid cooling medium in the power system liquid cooling loop 170 does not pass through the heat exchanger 160.

Referring to fig. 8A, fig. 8A is a schematic diagram illustrating an electric vehicle thermal management apparatus according to an exemplary embodiment, the apparatus is configured in the system shown in fig. 1B, fig. 1C, fig. 1D or fig. 1E, and the apparatus may be implemented by software, hardware or a combination of the two, and the apparatus includes:

a first obtaining module 810, configured to perform step 301 in the embodiment shown in fig. 3A, step 401 in the embodiment shown in fig. 4A, step 501 in the embodiment shown in fig. 5A, step 501 in the embodiment shown in fig. 6A, and step 501 in the embodiment shown in fig. 7A;

a first adjustment control module 820, configured to perform step 302 in the embodiment shown in fig. 3A, step 402 in the embodiment shown in fig. 4A, step 502 in the embodiment shown in fig. 5A, steps 602 to 603 in the embodiment shown in fig. 6A, and steps 702 to 703 in the embodiment shown in fig. 7A;

a starting module 630, configured to execute steps 303 to 304 in the embodiment shown in fig. 3A, steps 403 to 404 in the embodiment shown in fig. 4A, step 503 in the embodiment shown in fig. 5A, step 604 and step 607 in the embodiment shown in fig. 6A, and step 704 in the embodiment shown in fig. 7A;

a control module 840, configured to execute step 305 in the embodiment shown in fig. 3A, step 405 in the embodiment shown in fig. 4A, step 507 in the embodiment shown in fig. 5A, and step 608 in the embodiment shown in fig. 6A.

Optionally, referring to fig. 8B, the apparatus further includes:

a second obtaining module 850, configured to perform step 504 in the embodiment shown in fig. 5A;

a first rotational speed adjustment module 860 for performing step 505 in the embodiment shown in fig. 5A.

Optionally, referring to fig. 8C, the apparatus further includes:

a third obtaining module 870, configured to perform step 605 in the embodiment shown in fig. 6A;

a second adjustment control module 880, configured to execute step 606 in the embodiment shown in fig. 6A.

Optionally, referring to fig. 8D, the apparatus further includes:

a fourth obtaining module 890, configured to perform step 705 in the embodiment shown in fig. 7A;

a second speed adjustment module 812 for performing step 706 in the embodiment of FIG. 7A described above.

In the embodiment of the invention, the thermal management system for the electric automobile is provided, and the thermal management of the battery can be realized by regulating the flow direction of the refrigerant in the reversing valve and controlling the opening or closing of each stop valve and each expansion valve. And in the heat management process, when the need of heating the external heat exchanger is detected, a passage between the power system liquid cooling loop and the heat exchanger can be opened through the control three-way valve, waste heat in the power system liquid cooling loop is transferred to the external heat exchanger to heat the external heat exchanger, and/or the external heat exchanger is heated by controlling the electric heater, so that the defrosting effect is achieved, the external heat exchanger can stably work, the system performance is ensured to be stable, and the heat management efficiency of the electric automobile is improved.

It should be noted that: in the electric vehicle thermal management device provided in the above embodiment, when the electric vehicle thermal management method is implemented, only the division of the above functional modules is taken as an example, and in practical application, the above function distribution may be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules, so as to complete all or part of the above described functions. In addition, the electric vehicle thermal management device provided by the embodiment and the electric vehicle thermal management method embodiment belong to the same concept, and specific implementation processes thereof are detailed in the method embodiment and are not described herein again.

In the above embodiments, the implementation may be wholly or partly realized by software, hardware, firmware, or any combination thereof. When implemented in software, may be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When loaded and executed on a computer, cause the processes or functions described in accordance with embodiments of the invention, to occur, in whole or in part. The computer may be a general purpose computer, a special purpose computer, a network of computers, or other programmable device. The computer instructions may be stored on a computer readable storage medium or transmitted from one computer readable storage medium to another, for example, from one website, computer, server, or data center to another website, computer, server, or data center via wire (e.g., coaxial cable, fiber optic, Digital Subscriber Line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device, such as a server, a data center, etc., that incorporates one or more of the available media. The usable medium may be a magnetic medium (e.g., floppy Disk, hard Disk, magnetic tape), an optical medium (e.g., Digital Versatile Disk (DVD)), or a semiconductor medium (e.g., Solid State Disk (SSD)), among others.

It will be understood by those skilled in the art that all or part of the steps for implementing the above embodiments may be implemented by hardware, or may be implemented by a program instructing relevant hardware, where the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, etc.

The above-mentioned embodiments are provided not to limit the present application, and any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims

1. An electric vehicle thermal management system, characterized in that the system comprises: a compressor, a reversing valve, an external heat exchanger, a plurality of shut-off valves, a battery heat exchanger, an electric heater, a heat exchanger, a plurality of expansion valves, a power system liquid cooling loop and a three-way valve, wherein the battery heat exchanger is arranged in the battery, and the plurality of shut-off valves include a first shut-off valve and a second shut-off valve;

The first end of the compressor is connected to the off-vehicle heat exchanger through the reversing valve, and the first shut-off valve is provided on the passage connected to the off-vehicle heat exchanger; the compressor The second end of the compressor is connected to the battery heat exchanger through the reversing valve, and the second stop valve is provided on the connection passage between the second end of the compressor and the battery heat exchanger;

The off-vehicle heat exchanger is sequentially connected to the electric heater and the heat exchanger; the heat exchanger is sequentially connected to the battery through a first expansion valve and a second expansion valve of the plurality of expansion valves. A heat exchanger is connected, and the heat exchanger is connected in parallel with the liquid cooling loop of the power system through the three-way valve;

The system realizes thermal management of the battery by adjusting the flow direction of the refrigerant in the reversing valve and controlling the opening or closing of each shut-off valve and each expansion valve. When the external heat exchanger is heated, the three-way valve is controlled to open the passage between the liquid cooling loop of the power system and the heat exchanger to heat the external heat exchanger, and/or, The external heat exchanger is heated by controlling the electric heater; when the difference between the minimum operating temperature of the battery and the battery detection temperature of the battery is greater than the preset temperature difference of the battery, the system By adjusting the reversing valve, the first end of the compressor is the inlet and the second end of the compressor is the outlet, and the first shut-off valve, the second shut-off valve, and the multiple shut-off valves are controlled. The first expansion valve and the second expansion valve of the expansion valves are opened.

2 . The system according to claim 1 , wherein the system further comprises an in-vehicle heat exchanger, the in-vehicle heat exchanger is arranged in the cabin, and the reversing valve is a four-way reversing valve; 3 .

The second end of the compressor is also connected to the in-vehicle heat exchanger through the four-way reversing valve;

The heat exchanger is also connected to the in-vehicle heat exchanger through the first expansion valve and a third expansion valve of the plurality of expansion valves in sequence.

3. The system of claim 2, wherein the plurality of shut-off valves further comprise a third shut-off valve and a fourth shut-off valve; the first end of the compressor also passes through the four-way reversing valve is connected to the battery heat exchanger, and the passage connecting the first end of the compressor with the battery heat exchanger is provided with the third shut-off valve, and the second end of the compressor also passes through the The four-way reversing valve is connected to the outside heat exchanger, and the fourth shut-off valve is provided on the connection passage between the second end of the compressor and the outside heat exchanger.

4. A method for thermal management of an electric vehicle, applied in the system of claim 1, wherein the method comprises:

Obtaining the object detection temperature of the object to be managed, the object to be managed includes a battery;

Based on the object detection temperature, the object set temperature and the object preset temperature difference, the connection mode of the inlet and the outlet of the compressor is adjusted, and the opening and closing of each stop valve and each expansion valve are controlled. For providing refrigerant, the object detection temperature includes the battery detection temperature, the object set temperature includes the battery operating temperature, the battery operating temperature includes the highest operating temperature and the lowest operating temperature, and the object preset temperature difference includes the battery pre-set temperature. set temperature difference;

Start the compressor to thermally manage the object to be managed with the refrigerant that flows out from the outlet of the compressor and eventually flows back to the inlet of the compressor, and in the thermal management process, detects whether it is necessary to the off-vehicle heat exchanger is heated;

When the off-vehicle heat exchanger needs to be heated, the three-way valve is controlled to open the passage between the liquid cooling loop of the power system and the heat exchanger to heat the off-vehicle heat exchanger , and/or, controlling the electric heater to heat the off-vehicle heat exchanger;

The adjusting the connection mode of the inlet and the outlet of the compressor and controlling the opening and closing of each stop valve and each expansion valve includes:

When the difference between the minimum working temperature and the detected temperature of the battery is greater than the preset temperature difference of the battery, the reversing valve is adjusted so that the first end of the compressor is the inlet, and the second end of the compressor is the inlet. The end is an outlet, and the first and second shut-off valves of the respective shut-off valves are opened, and the first and second expansion valves of the respective expansion valves are opened.

5 . The method of claim 4 , wherein, in the thermal management process, detecting whether the off-vehicle heat exchanger needs to be heated, comprising: 5 .

detecting the inlet pressure of the compressor;

If the inlet pressure of the compressor is less than the minimum working pressure, it is determined that the off-vehicle heat exchanger needs to be heated, and the minimum working pressure refers to the minimum inlet pressure at which the compressor works normally.

6 . The method according to claim 5 , wherein when the off-vehicle heat exchanger needs to be heated, the three-way valve is controlled to open up the liquid cooling loop of the power system and the heat exchanger. 7 . The passage between the heat exchangers is used to heat the off-vehicle heat exchanger, and/or, controlling the electric heater to heat the off-vehicle heat exchanger includes:

acquiring a first temperature and a second temperature, where the first temperature refers to the inlet temperature of the three-way valve, and the second temperature refers to the temperature between the heat exchanger and the first expansion valve;

If the inlet pressure of the compressor is less than the minimum working pressure, and the first temperature is greater than the second temperature, the three-way valve is controlled to bypass, so as to open up the liquid cooling loop of the power system and the the passage between the heat exchangers, and transfer the residual heat of the liquid cooling loop of the power system to the off-vehicle heat exchanger through the heat exchanger to heat the off-vehicle heat exchanger;

If the inlet pressure of the compressor is less than the minimum working pressure, and the first temperature is less than the second temperature, the electric heater is activated to exchange heat outside the vehicle through the electric heater heater for heating.

7. The method of claim 6, wherein after the controlling the bypass of the three-way valve, further comprising:

If the inlet pressure of the compressor is continuously lower than the minimum working pressure and the duration reaches a preset duration, the electric heater is activated, so as to perform auxiliary heating on the outside heat exchanger by the electric heater.

8. The method of claim 4, wherein the system further comprises an in-vehicle heat exchanger, the in-vehicle heat exchanger is arranged in the cabin, and the reversing valve is a four-way reversing valve; The second end of the compressor is also connected to the in-vehicle heat exchanger through the four-way reversing valve; the heat exchanger is also sequentially passed through the first expansion valve and the plurality of expansion valves. The third expansion valve is connected to the in-vehicle heat exchanger; the plurality of shut-off valves further include a third shut-off valve and a fourth shut-off valve; the first end of the compressor is also connected to the in-vehicle heat exchanger through the four-way reversing valve The battery heat exchanger is connected, and the passage connecting the first end of the compressor with the battery heat exchanger is provided with the third shut-off valve, and the second end of the compressor also passes through the fourth end. The reversing valve is connected with the outside heat exchanger, and the fourth stop valve is provided on the connection passage between the second end of the compressor and the outside heat exchanger;

The object to be managed also includes the cabin, the object detection temperature includes the cabin detection temperature and the battery detection temperature, the object set temperature includes the cabin set temperature and the battery operating temperature, and the battery operating temperature includes The maximum working temperature and the minimum working temperature, the preset temperature difference of the object includes the preset temperature difference in the cabin and the preset temperature difference of the battery;

Described based on the object detection temperature, object set temperature and object preset temperature difference, adjust the connection mode of the inlet and outlet of the compressor, and control the opening and closing of each stop valve and each expansion valve, including:

The compressor is adjusted based on the detected temperature in the cabin, the detected temperature of the battery, the preset temperature in the cabin, the preset temperature difference in the cabin, the operating temperature of the battery and the preset temperature difference of the battery The connection method of the inlet and outlet, and control the opening and closing of each stop valve and each expansion valve.

9 . The method according to claim 8 , wherein the method based on the detected temperature in the cabin, the detected temperature of the battery, the set temperature in the cabin, the preset temperature difference in the cabin, the The difference between the working temperature of the battery and the preset temperature of the battery, adjust the connection mode of the inlet and outlet of the compressor, and control the opening and closing of each stop valve and each expansion valve, including:

When the difference between the set temperature in the cabin and the detected temperature in the cabin is greater than the preset temperature difference in the cabin, and the difference between the minimum operating temperature and the detected temperature of the battery is greater than the When the battery preset temperature difference, adjust the four-way reversing valve so that the first end of the compressor is the inlet, and the second end of the compressor is the outlet;

Close the third shut-off valve and the fourth shut-off valve, open the first shut-off valve and the second shut-off valve, and open the first expansion valve, the second expansion valve and the third expansion valve valve.

10. The method of claim 9, wherein after the activating the compressor, further comprising:

Obtain a third temperature and/or a fourth temperature, where the third temperature refers to a state where the first end of the compressor is the inlet, the second end of the compressor is the outlet, and the second shut-off valve is open The inlet temperature of the in-vehicle heat exchanger, and the fourth temperature refers to the state where the first end of the compressor is the inlet, the second end of the compressor is the outlet, and the second shut-off valve is open the inlet temperature of the battery heat exchanger;

If the third temperature and/or the fourth temperature are within the preset temperature range, keep the rotational speed of the compressor unchanged; if the third temperature and/or the fourth temperature are lower than the If the predetermined temperature range is within the predetermined temperature range, the rotational speed of the compressor is increased; if the third temperature and/or the fourth temperature is higher than the predetermined temperature range, the rotational speed of the compressor is decreased.

11 . The method according to claim 8 , wherein the method based on the detected temperature in the cabin, the detected temperature of the battery, the set temperature in the cabin, the preset temperature difference in the cabin, the The difference between the working temperature of the battery and the preset temperature of the battery, adjust the connection mode of the inlet and outlet of the compressor, and control the opening and closing of each stop valve and each expansion valve, including:

When the difference between the set temperature in the cabin and the detected temperature in the cabin is greater than the preset temperature difference in the cabin, and the difference between the detected temperature of the battery and the maximum working temperature is greater than the When the battery preset temperature difference, adjust the four-way reversing valve so that the first end of the compressor is the inlet, and the second end of the compressor is the outlet;

Close the first shut-off valve, the second shut-off valve and the fourth shut-off valve, open the third shut-off valve, close the first expansion valve, and open the second expansion valve and the The third expansion valve.

12. The method of claim 11, wherein after the activating the compressor, further comprising:

Obtain a fifth temperature and a sixth temperature, where the fifth temperature refers to the condition that the first end of the compressor is the inlet, the second end of the compressor is the outlet, and the second shut-off valve is closed. The inlet temperature of the battery heat exchanger, and the sixth temperature refers to the vehicle when the first end of the compressor is the inlet, the second end of the compressor is the outlet, and the second shut-off valve is closed. The inlet temperature of the inner heat exchanger;

According to the fifth temperature, the sixth temperature, the first preset inlet temperature, the second preset inlet temperature and the preset temperature difference, adjust the rotational speed of the compressor and/or control each stop valve and each expansion valve on and off.

13. The method of claim 12, wherein the adjustment is performed according to the fifth temperature, the sixth temperature, the first preset inlet temperature, the second preset inlet temperature and the preset temperature difference The rotational speed of the compressor and/or controlling the opening and closing of each shut-off valve and each expansion valve, including:

When the difference between the fifth temperature and the first preset inlet temperature is greater than the preset temperature difference, and the difference between the second preset inlet temperature and the sixth temperature is greater than the When the preset temperature difference is detected, increase the rotational speed of the compressor, and continue to perform the steps of acquiring the fifth temperature and the sixth temperature until the difference between the fifth temperature and the first preset inlet temperature is less than When the preset temperature difference and the difference between the second preset inlet temperature and the sixth temperature are smaller than the preset temperature difference, the rotational speed of the compressor is kept unchanged.

14. The method of claim 13, wherein after maintaining the rotational speed of the compressor unchanged, further comprising:

When the difference between the fifth temperature and the first preset inlet temperature is greater than the preset temperature difference, and the absolute value of the difference between the sixth temperature and the second preset inlet temperature is less than the When the preset temperature difference is reached, open the third shut-off valve and the fourth shut-off valve, close the first shut-off valve and the second shut-off valve, and open the first expansion valve and the second shut-off valve. expansion valve and the third expansion valve.

15. The method of claim 14, wherein the third shut-off valve and the fourth shut-off valve are opened, the first shut-off valve and the second shut-off valve are closed, and all After the first expansion valve, the second expansion valve and the third expansion valve, the method further includes:

increasing the opening of the first expansion valve;

When the opening degree of the first expansion valve is the maximum, the difference between the fifth temperature and the first preset inlet temperature is still greater than the preset temperature difference, and the sixth temperature is different from the preset temperature difference. The absolute value of the difference between the second preset inlet temperatures is still smaller than the preset temperature difference, and the rotational speed of the compressor is increased;

When the difference between the first preset inlet temperature and the fifth temperature is greater than the preset temperature difference, and the absolute value of the difference between the sixth temperature and the second preset inlet temperature is smaller than the preset temperature difference When the preset temperature difference is reached, the opening degree of the first expansion valve is reduced; when the opening degree of the first expansion valve is the minimum, the difference between the first preset inlet temperature and the fifth temperature The difference is still greater than the preset temperature difference, and the absolute value of the difference between the sixth temperature and the second preset inlet temperature is still smaller than the preset temperature difference, reducing the rotational speed of the compressor;

When the absolute value of the difference between the fifth temperature and the first preset inlet temperature is smaller than the preset temperature difference, and the difference between the sixth temperature and the second preset inlet temperature is greater than the preset temperature difference When the preset temperature difference is reached, the opening degree of the first expansion valve is increased; when the opening degree of the first expansion valve is the maximum, the difference between the fifth temperature and the first preset inlet temperature The absolute value is still smaller than the preset temperature difference, and the difference between the sixth temperature and the second preset inlet temperature is still larger than the preset temperature difference, reducing the rotational speed of the compressor;

When the absolute value of the difference between the fifth temperature and the first preset inlet temperature is smaller than the preset temperature difference, the difference between the second preset inlet temperature and the sixth temperature is greater than the When the temperature difference is preset, the opening degree of the first expansion valve is reduced.

16. The method of claim 15, wherein after reducing the opening degree of the first expansion valve, further comprising:

When the absolute value of the difference between the fifth temperature and the first preset inlet temperature is still smaller than the preset temperature difference, and the difference between the second preset inlet temperature and the sixth temperature is still When the temperature difference is greater than the preset temperature difference, the first shut-off valve and the third shut-off valve are opened, and the second shut-off valve and the fourth shut-off valve are closed.

17 . The method of claim 8 , wherein the method based on the detected temperature in the cabin, the detected temperature of the battery, the set temperature in the cabin, the preset temperature difference in the cabin, the The difference between the working temperature of the battery and the preset temperature of the battery, adjust the connection mode of the inlet and outlet of the compressor, and control the opening and closing of each stop valve and each expansion valve, including:

When the difference between the detected temperature in the cabin and the set temperature in the cabin is greater than the preset temperature difference in the cabin, and the difference between the detected temperature of the battery and the maximum working temperature is greater than the When the battery preset temperature difference, adjust the four-way reversing valve so that the second end of the compressor is the inlet, and the first end of the compressor is the outlet;

Open the first shut-off valve and the second shut-off valve, close the third shut-off valve and the fourth shut-off valve, and open the first expansion valve, the second expansion valve and the third expansion valve valve.

18. The method of claim 17, wherein after the activating the compressor, further comprising:

Obtain a seventh temperature and/or an eighth temperature, where the seventh temperature refers to the in-vehicle heat exchanger in a state where the second end of the compressor is the inlet and the first end of the compressor is the outlet The eighth temperature refers to the inlet temperature of the battery heat exchanger when the second end of the compressor is the inlet and the first end of the compressor is the outlet;

If the seventh temperature and/or the eighth temperature are within the preset temperature range, keep the rotational speed of the compressor unchanged; if the seventh temperature and/or the eighth temperature is lower than the If the preset temperature range is within the preset temperature range, the rotational speed of the compressor is decreased; if the seventh temperature and/or the eighth temperature is higher than the preset temperature range, the rotational speed of the compressor is increased.

19. An electric vehicle thermal management device, characterized in that the device comprises:

processor and memory;

Wherein, a computer-readable program is stored in the memory;

The processor is used to complete the method of any one of claims 4-18 by running a program in the memory.