CN111231772A

CN111231772A - Vehicle thermal management system, control method thereof and vehicle

Info

Publication number: CN111231772A
Application number: CN201811447886.9A
Authority: CN
Inventors: 王刚; 凌和平; 董莹; 蔡树周; 宋淦
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2018-11-29
Filing date: 2018-11-29
Publication date: 2020-06-05
Anticipated expiration: 2038-11-29
Also published as: CN111231772B

Abstract

The vehicle heat management system comprises a battery and an electric drive heat management system, wherein the battery and electric drive heat management system comprises a first cooling liquid flow path, a second cooling liquid flow path, a third cooling liquid flow path, a first four-way valve and a second four-way valve, a power battery and a first water pump are arranged on the first cooling liquid flow path, a motor is arranged on the second cooling liquid flow path, a radiator, a second water pump and an electric control device are arranged on the third cooling liquid flow path, and the first four-way valve and the second four-way valve are used for connecting the first cooling liquid flow path, the second cooling liquid flow path and the third cooling liquid flow path. By controlling the connection and the disconnection of the ports of the first four-way valve and the second four-way valve, the connection and the disconnection of the first cooling liquid flow path, the second cooling liquid flow path and the third cooling liquid flow path can be realized, thereby realizing the heat exchange among different flow paths and different elements.

Description

Vehicle thermal management system, control method thereof and vehicle

Technical Field

The disclosure relates to the field of vehicle thermal management systems, in particular to a vehicle thermal management system, a control method thereof and a vehicle.

Background

The finished automobile thermal management system comprises an air conditioner thermal management system, a battery thermal management system and an electric drive thermal management system. The existing electric driving thermal management system is independent of an air conditioning thermal management system and a battery thermal management system, the heating of a battery is mainly carried out by a battery heater, so that the heating of the battery by a motor cannot be realized, and the heat generated by the motor or an electric control device can only be dissipated by a radiator in the electric driving thermal management system, so that the waste of heat is caused. In addition, when the cooling requirement of the motor or the electric control is high, the cooling is only carried out through the radiator, the cooling efficiency is low, and the effect is poor.

Disclosure of Invention

The vehicle thermal management system can achieve efficient thermal management of the whole vehicle and optimize energy consumption of the whole vehicle.

In order to achieve the above object, the present disclosure provides a vehicle thermal management system, including a battery and electric drive thermal management system, where the battery and electric drive thermal management system includes a first coolant flow path, a second coolant flow path, a third coolant flow path, a first four-way valve and a second four-way valve, a power battery and a first water pump are disposed on the first coolant flow path, one end of the first coolant flow path is connected to a first port of the first four-way valve, and the other end of the first coolant flow path is connected to a second port of the first four-way valve; a motor is arranged on the second cooling liquid flow path, one end of the second cooling liquid flow path is connected with the third port of the first four-way valve, and the other end of the second cooling liquid flow path is connected with the first port of the second four-way valve; a radiator, a second water pump and an electric control are arranged on the third cooling liquid flow path, one end of the third cooling liquid flow path is connected with the second port of the second four-way valve, and the other end of the third cooling liquid flow path is connected with the third port of the second four-way valve; and a fourth port of the second four-way valve is connected with a fourth port of the first four-way valve.

Optionally, the vehicle thermal management system further comprises an air conditioning system and a heat exchanger, the heat exchanger being disposed in both the air conditioning system and the battery and electric drive thermal management system.

Optionally, a coolant inlet of the heat exchanger is connected to a first port of the first four-way valve, a coolant outlet of the heat exchanger is connected to a coolant inlet of the power battery, a coolant outlet of the power battery is connected to a coolant inlet of the first water pump, and a coolant outlet of the first water pump is connected to a second port of the first four-way valve.

Optionally, a cooling liquid inlet of the radiator is connected to the second port of the second four-way valve, a cooling liquid outlet of the radiator is connected to the cooling liquid inlet of the second water pump, a cooling liquid outlet of the second water pump is connected to the electrically controlled cooling liquid inlet, and the electrically controlled cooling liquid outlet is connected to the third port of the second four-way valve.

Optionally, the vehicle thermal management system further comprises an exhaust and fluid replacement device, the exhaust and fluid replacement device being by-passed to the first coolant flow path by a first tee, by-passed to one of the second coolant flow path, the third coolant flow path, a coolant flow path between a fourth port of the second four-way valve and a fourth port of the first four-way valve by a second tee.

Optionally, a battery heater is further disposed on the first cooling liquid flow path.

Optionally, the air conditioning system includes a refrigerant trunk line, a first refrigerant branch line, and a second refrigerant branch line, the first refrigerant branch line is connected in parallel with the second refrigerant branch line, the refrigerant trunk line is provided with a compressor and a condenser, the first refrigerant branch line is provided with a first expansion valve and an evaporator, and the second refrigerant branch line is provided with a second expansion valve and a heat exchanger.

Optionally, the first expansion valve is a thermostatic expansion valve, the first refrigerant branch is further provided with an electromagnetic valve, and the second expansion valve is an electronic expansion valve.

Optionally, the air conditioning system further comprises a blower for blowing air to the evaporator, and a first PTC heater for heating the air blown by the blower.

Optionally, the air conditioning system further comprises a blower, a third water pump, a second PTC heater and a warm air core for heating the passenger compartment, the third water pump, the second PTC heater and the warm air core are connected in series to form a loop, and the blower is used for blowing air to the evaporator and the warm air core.

In the vehicle thermal management system provided by the disclosure, the first cooling liquid flow path, the second cooling liquid flow path and the third cooling liquid flow path can be connected or disconnected through the first four-way valve and the second four-way valve.

In this way, when the power cell needs to be heated, the first coolant flow path and the second coolant flow path can be communicated, and specifically, the first port and the fourth port of the first four-way valve can be controlled to be communicated, the second port and the third port of the first four-way valve can be controlled to be communicated, and the first port and the fourth port of the second four-way valve can be controlled to be communicated, so that the first coolant flow path and the second coolant flow path are connected in series to form a coolant circuit, and coolant can circulate through the first coolant flow path and the second coolant flow path. Therefore, the heat generated by the motor can be transferred to the first cooling liquid flow path through the cooling liquid in the second cooling liquid flow path to heat the power battery, so that the heat generated by the motor is fully utilized, the waste of the heat of the motor is avoided, the heat circulation mode of a vehicle heat management system is optimized, and the energy consumption is reduced. In addition, the power battery is heated by using the heat of the motor, so that a battery heater is not required to be additionally arranged, the components of the vehicle thermal management system are simplified, and the cost of the vehicle thermal management system is saved.

Wherein the coolant does not pass through the third coolant flow path by conducting the first port and the fourth port of the second four-way valve. Therefore, heat generated by the motor does not pass through the radiator in the transmission process, so that extra heat loss caused by the fact that the cooling liquid flows through the radiator can be avoided, and the heating efficiency of the motor on the power battery is improved. Moreover, when the vehicle is in a low-power charging mode, the electric control basically does not generate heat and the temperature is low, so that when the heat of the motor is utilized to heat the power battery, the cooling liquid does not pass through the electric control by arranging the electric control on the third cooling liquid flow path, the heat of the motor can be prevented from being absorbed by the electric control, the extra heat loss can be avoided, and the heating efficiency of the motor on the power battery is improved.

In addition, when the cooling demand of the power battery is low, the power battery can be cooled by adopting a radiator, and the first cooling liquid flow path, the second cooling liquid flow path and the third cooling liquid flow path can be communicated. Specifically, the first port and the fourth port of the first four-way valve can be controlled to be communicated, the second port and the third port of the first four-way valve can be controlled to be communicated, the first port and the second port of the second four-way valve can be controlled to be communicated, and the third port and the fourth port of the second four-way valve can be controlled to be communicated, so that the first cooling liquid flow path, the second cooling liquid flow path and the third cooling liquid flow path are connected in series to form the cooling liquid loop. In this way, the power battery can be cooled by the radiator positioned on the third cooling liquid flow path, and the cooling requirement of the power battery is met. Therefore, the battery is not required to be cooled by an air conditioning system, and energy consumption is saved.

Further, when it is necessary to separately heat or cool the battery or the motor, the first coolant flow path and the second coolant flow path may be disconnected such that the coolant flow paths in which the battery and the motor are located are independent of each other. Specifically, the first port and the second port of the first four-way valve can be controlled to be communicated, and the third port and the fourth port of the first four-way valve are controlled to be communicated, so that the first cooling liquid flow path and the second cooling liquid flow path form two independent loops. Therefore, according to actual needs, the heating or cooling of the battery and the motor can be respectively carried out, and the diversity of the selection of the working modes of the vehicle thermal management system is increased. And the realization of multiple working modes only needs to control the switching of the first four-way valve and the second four-way valve, does not need to set a plurality of complex pipelines, and can save the cost while the control is simple.

Moreover, because the electric control and the radiator are connected in series on the third cooling liquid flow path, the third cooling liquid flow path is connected end to form a loop by only conducting the second port and the third port of the second four-way valve, so that the electric control can be cooled by utilizing the radiator alone.

According to another aspect of the present disclosure, a vehicle is provided that includes the vehicle thermal management system described above.

According to another aspect of the present disclosure, there is provided a control method of a vehicle thermal management system, for the vehicle thermal management system described above, the method including: detecting the temperature of the power battery; detecting a temperature of the coolant in the second coolant flow path; and when the temperature of the power battery is less than a first battery temperature threshold value and the temperature of the cooling liquid in the second cooling liquid flow path is greater than a first cooling liquid temperature threshold value, controlling the conduction of a first port and a fourth port of the first four-way valve, controlling the conduction of a second port and a third port of the first four-way valve, and controlling the conduction of a first port and a fourth port of the second four-way valve.

Optionally, the method further comprises: and when the temperature of the power battery is less than the first battery temperature threshold value and the temperature of the cooling liquid in the second cooling liquid loop is not more than the first cooling liquid temperature threshold value, controlling the conduction of a third port and a fourth port of the first four-way valve and controlling the conduction of a first port and a fourth port of the second four-way valve.

Optionally, the method further comprises: detecting the outdoor environment temperature; when the temperature of the power battery is greater than a second battery temperature threshold value and the outdoor environment temperature is less than the outdoor environment temperature threshold value, controlling the conduction of a first port and a fourth port of the first four-way valve, the conduction of a second port and a third port of the first four-way valve, the conduction of a first port and a second port of the second four-way valve and the conduction of a third port and a fourth port of the second four-way valve, wherein the second battery temperature threshold value is greater than the first battery temperature threshold value.

Optionally, the method further comprises: detecting the outdoor environment temperature; and when the temperature of the power battery is greater than a second battery temperature threshold value and the outdoor environment temperature is not less than an outdoor environment temperature threshold value, controlling the conduction of a first port and a second port of the first four-way valve, controlling the operation of the air conditioning system and enabling a refrigerant in the air conditioning system to flow through the heat exchanger.

Optionally, the method further comprises: receiving an indoor environment target temperature set by a user; detecting the indoor environment temperature; and when the temperature of the power battery is greater than the second battery temperature threshold, the outdoor environment temperature is not less than the outdoor environment temperature threshold, and the indoor environment temperature is greater than the indoor environment target temperature, controlling the air-conditioning system to operate and enabling the refrigerant in the air-conditioning system to flow through the evaporator and the heat exchanger.

Optionally, after the air conditioning system operates for a preset time, if the indoor environment temperature is still greater than the target indoor environment temperature, the flow rate of the refrigerant flowing through the heat exchanger is reduced, and the flow rate of the refrigerant flowing through the evaporator is increased.

Optionally, the method further comprises: detecting the temperature of the motor; and when the temperature of the cooling liquid in the second cooling liquid flow path is greater than the first cooling liquid temperature threshold and less than the second cooling liquid temperature threshold and the temperature of the motor is less than the motor temperature threshold, controlling the conduction of a third port and a fourth port of the first four-way valve, the conduction of a first port and a second port of the second four-way valve and the conduction of a third port and a fourth port of the second four-way valve.

Optionally, the method further comprises: when the temperature of the cooling liquid in the second cooling liquid loop is not less than the temperature threshold of the second cooling liquid, or the temperature of the motor is not less than the temperature threshold of the motor, controlling the conduction of a first port and a fourth port of the first four-way valve, the conduction of a second port and a third port of the first four-way valve, the conduction of a first port and a second port of the second four-way valve, the communication of a third port and a fourth port of the second four-way valve, and controlling the operation of the air conditioning system and enabling the refrigerant in the air conditioning system to flow through the heat exchanger.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

FIG. 1 is a schematic structural diagram of a vehicle thermal management system according to an embodiment one of the present disclosure;

FIG. 2 is a schematic structural diagram of a vehicle thermal management system according to a second embodiment of the present disclosure;

FIG. 3 is a schematic structural diagram of a vehicle thermal management system according to a third embodiment of the present disclosure.

Description of the reference numerals

1 electric machine 2 radiator

3 second four-way valve 31 first port of second four-way valve

32 second Port of second four-way valve 33 third Port of second four-way valve

34 fourth Port 4 first four-way valve of second four-way valve

41 first port of the first four-way valve 42 second port of the first four-way valve

43 third port of the first four-way valve 44 fourth port of the first four-way valve

5 Heat exchanger 51 Cooling fluid Inlet for Heat exchanger

Coolant outlet of 52 heat exchanger and coolant inlet of 53 heat exchanger

Refrigerant outlet 6 power battery of 54 heat exchanger

7 first water pump 8 second water pump

9 motor controller 10 DC-DC converter

11 compressor 12 condenser

13 second expansion valve 14 solenoid valve

15 first expansion valve 16 evaporator

17 blower 18 first PTC heater

19 battery heater 20 third water pump

21 second PTC heater 22 warm air core

23 first three-way pipe of exhaust and fluid infusion device 24

25 second tee 26 third tee

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, unless otherwise specified, the terms of orientation such as "refrigerant inlet, coolant inlet, refrigerant outlet, and coolant outlet" are generally used with respect to the direction of flow of a fluid such as a refrigerant or a coolant, and specifically, the openings through which the fluid flows into components in a vehicle thermal management system such as a condenser, a battery, and an evaporator are "refrigerant inlet and coolant inlet", and the openings through which the fluid flows out from components in the vehicle thermal management system such as a condenser, a battery, and an evaporator are "refrigerant outlet and coolant outlet".

Referring to fig. 1, a vehicle thermal management system according to a first embodiment of the present disclosure includes an air conditioning system, a battery, and an electric drive thermal management system. In addition, this vehicle thermal management system can also include heat exchanger 5, and heat exchanger 5 sets up simultaneously in air conditioning system and battery and electricity drive thermal management system, makes air conditioning system and battery and electricity drive thermal management system can carry out the heat exchange, realizes that air conditioning system cools down battery and electricity drive thermal management system. The battery and electric drive heat management system comprises a first cooling liquid flow path, a second cooling liquid flow path, a third cooling liquid flow path, a first four-way valve 4 and a second four-way valve 3.

As shown in fig. 1, a heat exchanger 5, a power battery 6 and a first water pump 7 are provided on the first coolant flow path, and one end of the first coolant flow path is connected to a first port 41 of the first four-way valve 4, and the other end is connected to a second port 42 of the first four-way valve 4. A motor is arranged on the second cooling liquid flow path, one end of the second cooling liquid flow path is connected with the third port 43 of the first four-way valve 4, and the other end of the second cooling liquid flow path is connected with the first port 31 of the second four-way valve 3; the radiator 2, the second water pump 8 and the electronic control are arranged on the third cooling liquid flow path, one end of the third cooling liquid flow path is connected with the second port 32 of the second four-way valve 3, and the other end is connected with the third port 33 of the second four-way valve 3. The fourth port 34 of the second four-way valve 3 is connected to the fourth port 44 of the first four-way valve 4. As shown in fig. 1, the electric control may include a motor controller 9 and a DC-DC converter 10.

In the vehicle thermal management system provided by the first embodiment of the disclosure, the first cooling liquid flow path, the second cooling liquid flow path and the third cooling liquid flow path can be connected or disconnected through the first four-way valve 4 and the second four-way valve 3.

In this way, when the power cell 6 needs to be heated, the first coolant flow path and the second coolant flow path can be communicated, and specifically, the first port 41 and the fourth port 44 of the first four-way valve 4 can be controlled to be communicated, the second port 42 and the third port 43 of the first four-way valve 4 can be controlled to be communicated, and the first port 31 and the fourth port 34 of the second four-way valve 3 can be controlled to be communicated, so that the first coolant flow path and the second coolant flow path are connected in series to form a coolant circuit, and the coolant can circulate through the first coolant flow path and the second coolant flow path. Therefore, the heat generated by the motor 1 can be transferred to the first cooling liquid flow path through the cooling liquid in the second cooling liquid flow path to heat the power battery 6, so that the heat generated by the motor 1 is fully utilized, the waste of the heat of the motor 1 is avoided, the heat circulation mode of a vehicle thermal management system is optimized, and the energy consumption is reduced. In addition, the battery 1 is heated by utilizing the heat of the motor 1, so that an additional battery heater is not needed, the components of the vehicle thermal management system are simplified, and the cost of the vehicle thermal management system is saved.

Wherein the coolant does not pass through the third coolant flow path by conducting the first port 31 and the fourth port 34 of the second four-way valve 3. In this way, the heat generated by the motor 1 does not pass through the radiator 2 in the transmission process, so that the extra heat loss caused by the fact that the cooling liquid flows through the radiator 2 can be avoided, and the heating efficiency of the motor 1 on the power battery 6 is improved. Moreover, when the vehicle is in a low-power charging mode, the electric control basically does not generate heat, and the temperature is low, so that when the battery is heated by using the heat of the motor 1, the cooling liquid does not pass through the electric control by setting the electric control on the third cooling liquid flow path, the heat of the motor 1 can be prevented from being absorbed by the electric control, extra heat loss can be prevented, and the heating efficiency of the motor 1 to the power battery 6 is improved.

When the cooling demand of the power battery 6 is low, the radiator 2 may be used to cool the power battery 6, and at this time, the first coolant flow path, the second coolant flow path, and the third coolant flow path may be communicated with each other. Specifically, the first port 41 and the fourth port 44 of the first four-way valve 4 can be controlled to be in conduction, the second port 42 and the third port 43 of the first four-way valve 4 can be controlled to be in conduction, the first port 31 and the second port 32 of the second four-way valve 3 can be controlled to be in conduction, and the third port 33 and the fourth port 34 of the second four-way valve 3 can be controlled to be in conduction, so that the first cooling liquid flow path, the second cooling liquid flow path and the third cooling liquid flow path are connected in series to form a cooling liquid loop. In this way, the power battery 6 can be cooled by the radiator 2 on the third cooling liquid flow path, and the cooling requirement of the power battery 6 is met, so that the power battery 6 does not need to be cooled by an air conditioning system, and the energy consumption is saved.

In addition, when the cooling demand of the motor 1 is high and the radiator 2 cannot meet the cooling demand, an air conditioning system can be adopted to perform auxiliary cooling on the motor 1. In this case, the first coolant flow path, the second coolant flow path, and the third coolant flow path can be communicated with each other. Specifically, the first port 41 and the fourth port 44 of the first four-way valve 4 are controlled to be in conduction, the second port 42 and the third port 43 are controlled to be in conduction, the first port 31 and the second port 32 of the second four-way valve 3 are controlled to be in conduction, and the third port 33 and the fourth port 34 of the second four-way valve 3 are controlled to be in conduction, so that the first cooling liquid flow path, the second cooling liquid flow path, and the third cooling liquid flow path are connected in series to form a loop. In this way, the cooling capacity in the air conditioning system can be transferred to the motor 1 through the heat exchanger 5, and the motor 1 can be cooled.

Further, when it is necessary to heat or cool the power battery 6 or the motor 1 separately, the first coolant flow path and the second coolant flow path may be disconnected such that the coolant flow paths in which the power battery 6 and the motor 1 are located are independent of each other. Specifically, the first port 41 and the second port 42 of the first four-way valve 4 can be controlled to be conductive, and the third port 43 and the fourth port 44 of the first four-way valve 4 can be controlled to be conductive, so that the first cooling liquid flow path and the second cooling liquid flow path form two independent circuits. In this way, according to actual needs, the power battery 6 and the motor 1 can be heated or cooled respectively, and the diversity of the selection of the working modes of the vehicle thermal management system is increased. And the realization of multiple working modes only needs to control the switching of the first four-way valve 4 and the second four-way valve 3, does not need to set a plurality of complex pipelines, and can save the cost while the control is simple.

Further, since the electric control (including the motor controller 9 and the DC-DC converter 10) is connected in series with the radiator 2 on the third coolant flow path, the third coolant flow path itself is connected end to form a loop by conducting only the second port 32 and the third port 33 of the second four-way valve 3, so that the motor controller 9 and the DC-DC converter 10 can be cooled by the radiator 2 alone.

As an alternative embodiment of the present disclosure, as shown in fig. 1, in the first coolant flow path, the first port 41 of the first four-way valve 4 is connected to the coolant inlet 51 of the heat exchanger 5, the coolant outlet 52 of the heat exchanger 5 is connected to the coolant inlet of the power battery 6, the coolant outlet of the power battery 6 is connected to the coolant inlet of the first water pump 7, and the coolant outlet of the first water pump 7 is connected to the second port 42 of the first four-way valve 4. Like this, through setting up heat exchanger 5 at power battery 6's upstream and with power battery 6 adjacent setting, when adopting air conditioning system cooling power battery 6, the coolant liquid that flows out from coolant liquid outlet 52 of heat exchanger 5 can cool off power battery 6 immediately, is favorable to promoting the cooling effect to power battery 6 to air conditioning system.

Further, as an alternative embodiment of the present disclosure, as shown in fig. 1, in the third coolant flow path, the second port 32 of the second four-way valve 3 is connected to the coolant inlet of the radiator 2, the coolant outlet of the radiator 2 is connected to the coolant inlet of the second water pump 8, the coolant outlet of the second water pump 8 is connected to the coolant inlet of the electric control, and the coolant outlet of the electric control is connected to the third port 33 of the second four-way valve 3, wherein the electric control includes the motor controller 9 and the DC-DC converter 10. In this way, by disposing the radiator 2 downstream of the motor 1, the coolant flowing out from the coolant outlet of the motor 1 can be cooled by the radiator 2, and the coolant after heat dissipation flows into the first coolant flow path, so that the cooling effect of the radiator 2 on the power battery 6 can be improved.

Further, the vehicle thermal management system may also be provided with one or more exhaust and fluid replenishment devices 23 to replenish and vent gases in the coolant flow paths to and from the respective coolant flow paths. As shown in fig. 1 to 3, an exhaust and fluid infusion device 23 is provided in the vehicle thermal management system. Specifically, as shown in fig. 1 and 2, the exhaust and fluid replacement device 23 may be bypassed to the first cooling fluid flow path by a first tee pipe 24, may be bypassed to the second cooling fluid flow path by a second tee pipe 25, may be selected depending on the arrangement of the piping, and may be bypassed to one of the cooling fluid flow paths between the fourth port 34 of the second four-way valve 3 and the fourth port 44 of the first four-way valve 4, and in one embodiment, as shown in fig. 1 and 2, the exhaust and fluid replacement device 23 is bypassed to the cooling fluid flow path between the fourth port 34 of the second four-way valve 3 and the fourth port 44 of the first four-way valve 4 by the second tee pipe 25.

The exhaust and fluid supply device 23 may have any suitable structure and type as long as it can supply the coolant to the coolant flow path and discharge the gas in the coolant flow path. In one embodiment, as shown in fig. 1-3, the air evacuation and fluid replacement device 23 may be an expansion pot.

As shown in fig. 1, in an embodiment of the present disclosure, an air conditioning system includes a refrigerant trunk line, a first refrigerant branch line, and a second refrigerant branch line, where the first refrigerant branch line is connected in parallel with the second refrigerant branch line, a compressor 11 and a condenser 12 are disposed on the refrigerant trunk line, a first expansion valve 15 and an evaporator 16 are disposed on the first refrigerant branch line, and a second expansion valve 13 and a heat exchanger 5 are disposed on the second refrigerant branch line. And, a blower 17 is also arranged near the evaporator 16 for blowing air to the evaporator 16 and blowing the cooling energy generated by the evaporator 16 into the passenger compartment to achieve passenger compartment cooling.

The first expansion valve 15 may be a thermal expansion valve, and the thermal expansion valve is used to adjust the flow rate of the first refrigerant branch. When the first expansion valve 15 is a thermal expansion valve, in order to control the opening and closing of the first refrigerant branch, an electromagnetic valve 14 for intercepting flow is further disposed on the first refrigerant branch to cooperate with the first expansion valve 15. The second expansion valve 13 may be an electronic expansion valve, and the electronic expansion valve is used for intercepting and adjusting flow so as to control opening and closing or flow of the second refrigerant branch. In other embodiments, the first expansion valve 15 may be an electronic expansion valve.

As an alternative embodiment of the present disclosure, as shown in fig. 1, in the air conditioning system, a refrigerant outlet of a compressor 11 is communicated with a refrigerant inlet of a condenser 12, a refrigerant outlet of the condenser 12 is communicated with a refrigerant inlet of a solenoid valve 14 and a refrigerant inlet of a second expansion valve 13, respectively, a refrigerant outlet of the solenoid valve 14 is communicated with a refrigerant inlet of a first expansion valve 15, a refrigerant outlet of the first expansion valve 15 is communicated with a refrigerant inlet of an evaporator 16, a refrigerant outlet of the second expansion valve 13 is communicated with a refrigerant inlet 53 of a heat exchanger 5, and a refrigerant outlet of the evaporator 16 and a refrigerant outlet 54 of the heat exchanger 5 are both communicated with a refrigerant inlet of the compressor 11. Thus, when the cooling demand of the power battery 6 and/or the motor 1 is high and the power battery 6 and/or the motor 1 needs to be cooled by the air conditioning system, the cooling capacity in the air conditioning system can be transferred to the battery and electric drive thermal management system through the heat exchanger 5, so that the power battery 6 and/or the motor 1 can be cooled rapidly.

Specifically, when the passenger compartment needs to be cooled, the solenoid valve 14 and the first expansion valve 15 may be opened, and the refrigerant flows through the first refrigerant branch and cools the passenger compartment through the evaporator 16. When the air conditioning system is used for cooling the power battery 6, the second expansion valve 13 is opened, the refrigerant flows through the second refrigerant branch, and heat is exchanged through the heat exchanger 5, so that the coolant in the first coolant flow path is cooled, and the power battery 6 is cooled. When the passenger compartment is refrigerated and the power battery 6 is cooled, the flow rates of the refrigerants on the first refrigerant branch and the second refrigerant branch can be respectively adjusted by adjusting the opening degree of the second expansion valve 13, so that the cold quantity distribution of the air conditioning system is performed.

Further, referring to fig. 1, the air conditioning system further includes a first PTC heater 18. Specifically, as shown in fig. 1, the blower 17 is disposed near the evaporator 16, and blows air to the evaporator 16 to blow the cooling energy generated by the evaporator 16 into the passenger compartment, thereby cooling the passenger compartment. The first PTC heater 18 may be arranged in parallel with the evaporator 16 and share the blower 17 with the evaporator 16, the first PTC heater 18 is used for heating the air blown by the blower 17, and the blower 17 blows the heated warm air into the passenger compartment to realize the heating of the passenger compartment.

As another implementation manner, referring to fig. 2, in an embodiment two of the present disclosure, the following is added on the basis of the embodiment one: a battery heater 19 is provided on the first coolant flow path. Alternatively, the battery heater 19 may be connected in series between the power battery 6 and the heat exchanger 5. When the heat generated by the motor 1 cannot meet the heating requirement of the power battery 6, the first port 41 and the second port 42 of the first four-way valve 4 can be controlled to be connected, so that the first cooling liquid flow path becomes an independent cooling liquid loop, and at this time, the battery heater 19 is started to heat the cooling liquid in the first cooling liquid flow path, so that the heating of the power battery 6 can be realized.

As another implementation, referring to fig. 3, in a third embodiment of the present disclosure, the first PTC heater 18 is replaced with a second PTC heater 21 on the basis of the first embodiment, and the following is added: the air conditioning system further includes a third water pump 20, and a warm air core 22 for heating the passenger compartment. The third water pump 20, the second PTC heater 21, and the heater core 22 are connected in series to form a circuit, and share the blower 17 with the air conditioning system, that is, the blower 17 is used to blow air to the evaporator 16 and the heater core 22. As an alternative embodiment, as shown in fig. 3, the coolant outlet of the third water pump 20 is connected to the coolant inlet of the second PTC heater 21, the coolant outlet of the second PTC heater 21 is connected to the coolant inlet of the warm air core 22, and the coolant outlet of the warm air core 22 is connected to the coolant inlet of the third water pump 20.

The above-described circuit is arranged in an air conditioning system, wherein the warm air core 22 may be arranged in parallel with the evaporator 16 in the air conditioning system. After the second PTC heater 21 heats the warm air core 22, the blower 17 blows heat of the warm air core 22 into the passenger compartment, thereby heating the passenger compartment.

Further, as shown in fig. 3, in the present embodiment, the exhaust and fluid replacement device 23 may be connected to the first coolant flow path by a first three-way pipe 24, to the third coolant flow path by a second three-way pipe 25, and to a circuit formed by connecting the third water pump 20, the second PTC heater 21, and the heater core 22 in series by a third three-way pipe 26.

According to another aspect of the present disclosure, a vehicle is provided that includes the vehicle thermal management system described above. In the present disclosure, the vehicle may be either a pure electric vehicle or a hybrid vehicle.

The vehicle thermal management system provided in embodiments one to three. When the power battery 6 needs to be heated, the power battery 6 can be heated by using the motor 1, that is, by conducting the first cooling liquid flow path and the second cooling liquid flow path, the cooling liquid in the second cooling liquid flow path flows into the first cooling liquid flow path, and the power battery 6 is heated by using the heat generated by the motor 1.

For example, when the vehicle is in an electric driving state, the temperature of the power battery 6 is low, and the power battery 6 has a heating demand, the heating control method for the power battery 6 comprises the following steps:

first, the temperatures of the power battery 6 and the coolant in the second coolant flow path are detected, and when the temperature of the power battery 6 is less than the first battery temperature threshold and the temperature of the coolant in the second coolant loop is greater than the first coolant temperature threshold, that is, the temperature of the coolant in the second coolant flow path reaches the temperature for heating the power battery 6, referring to the vehicle thermal management system provided in the first embodiment, as shown in fig. 1, the first port 41 and the fourth port 44 of the first four-way valve 4 can be controlled to be conducted, the second port 42 and the third port 43 of the first four-way valve 4 can be controlled to be conducted, and the first port 31 and the fourth port 34 of the second four-way valve 3 can be conducted, at this time, the flow paths of the coolant are: motor 1 → first and fourth ports 31 and 34 of the second four-way valve 3 → fourth and first ports 44 and 41 of the first four-way valve 4 → heat exchanger 5 (at this time, the refrigerant of the air conditioner does not pass through heat exchanger 5) → power battery 6 → first water pump 7 → second and third ports 42 and 43 of the first four-way valve 4 → motor 1. In this way, the first cooling fluid flow path and the second cooling fluid flow path can be conducted by using the first four-way valve 4 and the second four-way valve 3 in cooperation, and the motor 1 can heat the power battery 6.

Because the first port 31 and the fourth port 34 of the second four-way valve 3 are communicated, the heat generated by the motor 1 is directly transferred to the first cooling liquid flow path through the second cooling liquid flow path, but not through the third cooling liquid flow path, and does not pass through the radiator 2 in the transfer process, so that the extra heat loss caused by the fact that the cooling liquid flows through the radiator 2 can be avoided, the heat generated by the motor 1 can be supplied to the power battery 6 for heating as much as possible, and the heating efficiency of the motor 1 on the power battery 6 is improved.

It should be noted that, when the power battery 6 is heated by the heat of the motor 1, when the temperature of the power battery 6 is lower than the first battery temperature threshold value but the temperature of the coolant in the second coolant circuit is not higher than the first coolant temperature threshold value, that is, when the power battery 6 has a heating demand but the temperature of the coolant in the second coolant flow path does not reach the heating temperature of the power battery 6, the coolant in the second coolant flow path is not introduced into the first coolant flow path for a while, and the coolant in the second coolant flow path may be preheated first.

At this time, referring to the vehicle thermal management system according to the first embodiment, as shown in fig. 1, the third port 43 and the fourth port 44 of the first four-way valve 4 may be controlled to be conductive, so that the second coolant flow path forms an independent circuit and is not conductive to the first coolant flow path, and the first port 31 and the fourth port 34 of the second four-way valve 3 are controlled to be conductive, so that the coolant does not flow through the radiator 2, where the flow path of the coolant is: motor 1 → first port 31 and fourth port 34 of second four-way valve 3 → fourth port 44 and third port 43 of first four-way valve 4 → motor 1, that is, the second cooling liquid flow path forms a circulation loop, the temperature of the cooling liquid in the second cooling liquid flow path is gradually increased by the heat generated by motor 1, when the temperature of the cooling liquid is greater than the first cooling liquid temperature threshold value, the ports of four-way valve 4 are switched, that is, the first port 41 and the fourth port 44 of the first four-way valve 4 are controlled to be conducted, the second port 42 and the third port 43 of the first four-way valve 4 are conducted, and the first port 31 and the fourth port 34 of the second four-way valve 3 are switched, so that the cooling liquid in the second cooling liquid flow path flows into the first cooling liquid flow path, thereby heating power battery 6 by motor 1.

In addition, when the vehicle is in an electrically driven operating state, the battery temperature is low, and the power battery 6 has a heating demand, in addition to heating the power battery 6 by using the heat generated by the motor 1, in the second embodiment shown in fig. 2, the power battery 6 may be heated by using the battery heater 19 located on the first coolant flow path. At this time, as shown in fig. 1, the first port 41 and the second port 42 of the first four-way valve can be controlled to be conductive, and the cooling liquid circulation path is: the battery heater 19 → the power battery 6 → the first water pump 7 → the first port 41 and the second port 42 of the first four-way valve 4 → the heat exchanger 5 → the battery heater 19, so that the first cooling liquid flow path forms an independent loop, and the cooling liquid in the first cooling liquid flow path is heated by the battery heater 19, so that the power battery 6 is heated by the battery heater 19.

It should be noted that the first battery temperature threshold and the first coolant temperature threshold may be set according to actual requirements, and the disclosure does not limit this. In the present disclosure, when the vehicle is in an electrically driven or charging operation state, the temperature of the power battery 6 is high, and when the power battery 6 has a cooling demand, based on the level of the cooling demand of the power battery 6, the power battery 6 can be cooled by using the radiator 2 in the second coolant flow path, and the battery can also be cooled by using an air conditioning system. The cooling control method comprises the following steps:

first, the outdoor environment temperature and the temperature of the power battery 6 are detected, and when the temperature of the power battery 6 is greater than the second battery temperature threshold and the outdoor environment temperature is less than the outdoor environment temperature threshold, that is, the power battery 6 needs to be cooled and the external environment temperature of the vehicle is low, at this time, the power battery 6 can be cooled by using the radiator 2, specifically, as shown in fig. 1, the first port 41 and the fourth port 44 of the first four-way valve 4 can be controlled to be conducted, the second port 42 and the third port 43 of the first four-way valve 4 can be controlled to be conducted, the first port 31 and the second port 32 of the second four-way valve 3 can be controlled to be conducted, and the third port 33 and the fourth port 34 of the second four-way valve 3 can be controlled to be conducted, so that the first cooling liquid flow path, the second cooling liquid flow path, and. In this case, the flow path of the coolant is: the radiator 2 → the second water pump 8 → the motor controller 9 → the DC-DC converter 10 → the third and

fourth ports

33 and 34 of the second four-way valve 3 → the fourth and

first ports

44 and 41 of the first four-way valve 4 → the heat exchanger 5 → the power battery 6 → the first water pump 7 → the second and

third ports

42 and 43 of the first four-way valve 4 → the motor 1 → the first and

second ports

31 and 32 of the second four-way valve 3 → the radiator 2. Because the external environment temperature is lower, the cooling requirement of the power battery 6 can be met by utilizing the radiator 2 to exchange heat with the external environment.

The control method for cooling the power battery 6 by using the radiator 2 is suitable for the case of low ambient temperature, wherein if the ambient temperature is low, the power battery 6 is cooled by using the radiator 2, but the temperature of the power battery 6 still cannot meet the requirement, the power battery 6 can be cooled in an auxiliary manner by the heat exchanger 5 through an air conditioning system, that is, the cooling of the power battery 6 is realized through the cooperation of the air conditioning system and the radiator 2.

It should be noted that the second battery temperature threshold is greater than the first battery temperature threshold. The second battery temperature threshold and the outdoor environment temperature threshold may also be set according to specific situations, and may take any suitable values, which is not limited in this disclosure.

When the detected outdoor environment temperature and the temperature of the power battery 6 satisfy: the temperature of the power battery 6 is greater than the second battery temperature threshold, and the outdoor environment temperature is not less than the outdoor environment temperature threshold, that is, the external environment temperature is high, and the cooling of the power battery 6 cannot be satisfied only by adopting the heat exchanger 2 to exchange heat with the external environment for cooling. At this time, the first port 41 and the second port 42 of the first four-way valve 4 may be controlled to be communicated with each other, so that the cooling liquid circulates on the first cooling liquid flow path, and the operation of the air conditioning system is controlled, so that the refrigerant in the air conditioning system flows through the heat exchanger 5, and the cooling liquid in the first cooling liquid flow path is cooled by the heat exchanger 5, thereby cooling the power battery 6. In the present embodiment, the air conditioning system cools only the power battery 6, and does not cool the motor 1, so that the motor 1 can be prevented from occupying the cooling capacity of the air conditioning system. And then rapid cooling of the battery 1 can be achieved.

In addition, in the present disclosure, it is generally preferred to meet the cooling demand of the passenger compartment, and therefore, when the air conditioning system is used to cool the power battery 6 and/or the motor 1, the refrigerant of the air conditioning system needs to be reasonably distributed according to the cooling demand of the passenger compartment and the cooling demand of the power battery 6 and/or the motor 1. Taking the power battery 6 as an example, the control method comprises the following steps:

firstly, receiving an indoor environment target temperature set by a user, then detecting the temperature of the power battery 6, the indoor environment temperature and the outdoor environment temperature, when the temperature of the power battery 6 is greater than a second battery temperature threshold value, the outdoor environment temperature is not less than the outdoor environment temperature threshold value, and the indoor environment temperature is greater than the indoor environment target temperature, namely, the power battery 6 and the passenger compartment need to be cooled simultaneously, at the moment, the operation of the air conditioning system can be controlled, a refrigerant in the air conditioning system flows through the evaporator 16 and the heat exchanger 5, and the power battery 6 and the passenger compartment are cooled simultaneously. Specifically, as shown in fig. 1, the solenoid valve 14 and the first expansion valve 15 may be opened to allow the refrigerant to flow through the first refrigerant branch and to cool the passenger compartment through the evaporator 16. Meanwhile, the second expansion valve 13 is opened, so that the refrigerant flows through the second refrigerant branch, heat is exchanged through the heat exchanger 5, and the coolant in the first coolant flow path is cooled, thereby cooling the power battery 6.

Wherein, according to the indoor environment temperature and the temperature of the power battery 6, the flow of the cooling medium flowing through the heat exchanger 5 can be controlled so as to control the cooling capacity distributed to the passenger compartment and the power battery 6. In the disclosure, since the requirement for preferentially satisfying the cooling of the passenger compartment is required, when the air conditioning system is used to cool the power battery 6 and the passenger compartment simultaneously, after the air conditioning system is operated for a preset time period, if the indoor environment temperature is still greater than the target indoor environment temperature, it is indicated that the refrigerant flow allocated to the evaporator 16 is insufficient, and at this time, the refrigerant flow flowing through the heat exchanger 5 can be reduced, and the refrigerant flow flowing through the evaporator 16 can be increased. Specifically, as much cooling capacity as possible can be distributed to the passenger compartment by adjusting the opening degree of the second expansion valve 13 small.

In addition, the vehicle thermal management system provided in the first to third embodiments. When the motor has a cooling demand, according to the cooling demand of the motor 1, the radiator 2 can be used for cooling the motor 1, and the air conditioning system can also be used for cooling the motor 1. The cooling control method comprises the following steps:

first, the temperatures of the motor 1 and the coolant in the second coolant flow path are detected, and when the temperature of the coolant in the second coolant flow path is greater than the first coolant temperature threshold and less than the second coolant temperature threshold and the temperature of the motor 1 is less than the motor temperature threshold, that is, the coolant in the second coolant flow path has a cooling demand and the cooling demand of the motor 1 is low, the coolant in the motor 1 and the second coolant flow path can be cooled by the radiator 2.

Specifically, as shown in fig. 1, the third port 43 and the fourth port 44 of the first four-way valve 4 can be controlled to be conducted, the first port 31 and the second port 32 of the second four-way valve 3 can be controlled to be conducted, and the third port 33 and the fourth port 34 of the second four-way valve 3 can be controlled to be conducted. So that the second and third coolant flow paths form a coolant circulation circuit with the coolant flow path being the radiator 2 → the second water pump 8 → the motor controller 9 → the DC-DC converter 10 → the third and

fourth ports

33 and 34 of the second four-way valve 3 → the fourth and

third ports

44 and 43 of the first four-way valve 4 → the motor 1 → the first and

second ports

31 and 32 of the second four-way valve 3 → the radiator 2.

When the temperature of the cooling liquid in the second cooling liquid loop is not less than the second cooling liquid temperature threshold, or the temperature of the motor 1 is not less than the motor temperature threshold, that is, the cooling requirement of the motor 1 is high, and the cooling requirement of the motor 1 cannot be met only by the radiator 2, at this time, the motor can be cooled by the cooperation of the air conditioning system and the radiator.

Specifically, as shown in fig. 1, the first port 41 and the fourth port 44 of the first four-way valve 4 can be controlled to be communicated, the second port 42 and the third port 43 of the first four-way valve can be controlled to be communicated, the first port 31 and the second port 32 of the second four-way valve 3 can be controlled to be communicated, the third port 33 and the fourth port 34 of the second four-way valve 3 can be controlled to be communicated, and the operation of the air conditioning system can be controlled and the refrigerant in the air conditioning system can flow through the heat exchanger 5. The flow path of the coolant at this time is: the heat exchanger 5 → the power battery 6 → the first water pump 7 → the first and

third ports

41 and 43 of the first four-way valve 4 → the motor 1 → the first and

second ports

31 and 32 of the second four-way valve 3 → the radiator 2 → the second water pump 8 → the motor controller 9 → the DC-DC converter 10 → the third and

fourth ports

33 and 34 of the second four-way valve 3 → the fourth port 44 and the first port 41 of the first four-way valve 4 → the heat exchanger 5. The first cooling liquid flow path, the second cooling liquid flow path and the third cooling liquid flow path are communicated, so that the cooling requirement of the motor is met through the matching of the air conditioning system and the radiator.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims

1. A vehicle thermal management system, comprising a battery and electric drive thermal management system, said battery and electric drive thermal management system comprising a first coolant flow path, a second coolant flow path, a third coolant flow path, a first four-way valve (4) and a second four-way valve (3),

a power battery (6) and a first water pump (7) are arranged on the first cooling liquid flow path, one end of the first cooling liquid flow path is connected with a first port (41) of the first four-way valve (4), and the other end of the first cooling liquid flow path is connected with a second port (42) of the first four-way valve (4);

a motor (1) is arranged on the second cooling liquid flow path, one end of the second cooling liquid flow path is connected with a third port (43) of the first four-way valve (4), and the other end of the second cooling liquid flow path is connected with a first port (31) of the second four-way valve (3);

a radiator (2), a second water pump (8) and an electric control are arranged on the third cooling liquid flow path, one end of the third cooling liquid flow path is connected with a second port (32) of the second four-way valve (3), and the other end of the third cooling liquid flow path is connected with a third port (33) of the second four-way valve (3);

the fourth port (34) of the second four-way valve (3) is connected with the fourth port (44) of the first four-way valve (4).

2. The vehicle thermal management system of claim 1, further comprising an air conditioning system and a heat exchanger (5), the heat exchanger (5) being disposed in both the air conditioning system and the battery and electric drive thermal management system.

3. The vehicle thermal management system according to claim 2, characterized in that the coolant inlet (51) of the heat exchanger (5) is connected to the first port (41) of the first four-way valve (4), the coolant outlet (52) of the heat exchanger (5) is connected to the coolant inlet of the power battery (6), the coolant outlet of the power battery (6) is connected to the coolant inlet of the first water pump (7), and the coolant outlet of the first water pump (7) is connected to the second port (42) of the first four-way valve (4).

4. The vehicle thermal management system according to claim 1, characterized in that the coolant inlet of the radiator (2) is connected to the second port (32) of the second four-way valve (3), the coolant outlet of the radiator (2) is connected to the coolant inlet of the second water pump (8), the coolant outlet of the second water pump (8) is connected to the electrically controlled coolant inlet, and the electrically controlled coolant outlet is connected to the third port (33) of the second four-way valve (3).

5. The vehicle thermal management system of claim 1, further comprising an exhaust and fluid replacement device (23), the exhaust and fluid replacement device (23) being by-passed to the first coolant flow path by a first tee (24), by-passed to one of the second coolant flow path, the third coolant flow path by a second tee (25), and a coolant flow path between a fourth port (34) of the second four-way valve (3) and a fourth port (44) of the first four-way valve (4).

6. The vehicle thermal management system of any of claims 1-5, characterized in that a battery heater (19) is further provided on the first coolant flow path.

7. The vehicle thermal management system according to claim 2, wherein the air conditioning system comprises a refrigerant trunk line, a first refrigerant branch line and a second refrigerant branch line, the first refrigerant branch line is connected with the second refrigerant branch line in parallel, a compressor (11) and a condenser (12) are arranged on the refrigerant trunk line, a first expansion valve (15) and an evaporator (16) are arranged on the first refrigerant branch line, and a second expansion valve (13) and the heat exchanger (5) are arranged on the second refrigerant branch line.

8. The vehicle thermal management system according to claim 7, wherein the first expansion valve (15) is a thermal expansion valve, the first refrigerant branch is further provided with a solenoid valve (14), and the second expansion valve (13) is an electronic expansion valve.

9. The vehicle thermal management system according to claim 7, further comprising a blower (17) and a first PTC heater (18), the blower (17) being configured to blow air to the evaporator (16), the first PTC heater (18) being configured to heat air blown by the blower (17).

10. The vehicle thermal management system according to claim 7, further comprising a blower (17), a third water pump (20), a second PTC heater (21), and a warm air core (22) for passenger compartment heating, wherein the third water pump (20), the second PTC heater (21), and the warm air core (22) are connected in series to form a loop, and the blower (17) is used for blowing air to the evaporator (16) and the warm air core (22).

11. A vehicle comprising the vehicle thermal management system of any of claims 1-10.

12. A control method of a vehicle thermal management system for use in the vehicle thermal management system according to any one of claims 1 to 10, characterized in that the method comprises:

detecting the temperature of the power battery (6);

detecting a temperature of the coolant in the second coolant flow path;

when the temperature of the power battery (6) is less than a first battery temperature threshold value and the temperature of the cooling liquid in the second cooling liquid flow path is greater than a first cooling liquid temperature threshold value, the first port (41) and the fourth port (44) of the first four-way valve (4) are controlled to be communicated, the second port (42) and the third port (43) of the first four-way valve (4) are controlled to be communicated, and the first port (31) and the fourth port (34) of the second four-way valve (3) are controlled to be communicated.

13. The method of controlling a vehicle thermal management system according to claim 12, further comprising:

and when the temperature of the power battery (6) is less than the first battery temperature threshold value and the temperature of the cooling liquid in the second cooling liquid loop is not more than the first cooling liquid temperature threshold value, controlling the conduction of a third port (43) and a fourth port (44) of the first four-way valve (4) and the conduction of a first port (31) and a fourth port (34) of the second four-way valve (3).

14. The method of controlling a vehicle thermal management system according to claim 12, further comprising:

detecting the outdoor environment temperature;

when the temperature of the power battery (6) is greater than a second battery temperature threshold value and the outdoor environment temperature is less than an outdoor environment temperature threshold value, controlling the conduction of a first port (41) and a fourth port (44) of the first four-way valve (4), the conduction of a second port (42) and a third port (43) of the first four-way valve (4), the conduction of a first port (31) and a second port (32) of the second four-way valve (3), and the conduction of a third port (33) and a fourth port (34) of the second four-way valve (3),

wherein the second battery temperature threshold is greater than the first battery temperature threshold.

15. The method for controlling the vehicle thermal management system according to claim 12, applied to the vehicle thermal management system according to claim 2, further comprising:

detecting the outdoor environment temperature;

when the temperature of the power battery (6) is greater than a second battery temperature threshold value and the outdoor environment temperature is not less than an outdoor environment temperature threshold value, controlling the conduction of a first port (41) and a second port (42) of the first four-way valve (4), controlling the operation of the air conditioning system and enabling a refrigerant in the air conditioning system to flow through the heat exchanger (5).

16. The control method of the vehicle thermal management system according to claim 14, applied to the vehicle thermal management system according to claim 7, characterized by further comprising:

receiving an indoor environment target temperature set by a user;

detecting the indoor environment temperature;

when the temperature of the power battery (6) is greater than a second battery temperature threshold value, the outdoor environment temperature is not less than the outdoor environment temperature threshold value, and the indoor environment temperature is greater than an indoor environment target temperature, the air conditioning system is controlled to operate, and a refrigerant in the air conditioning system flows through the evaporator (16) and the heat exchanger (5).

17. The method of controlling a vehicle thermal management system of claim 16, further comprising:

and after the air conditioning system runs for a preset time, if the indoor environment temperature is still greater than the target indoor environment temperature, reducing the flow of the refrigerant flowing through the heat exchanger (5) and increasing the flow of the refrigerant flowing through the evaporator (16).

18. The method of controlling a vehicle thermal management system according to claim 12, further comprising:

detecting the temperature of the motor (1);

and when the temperature of the cooling liquid in the second cooling liquid flow path is greater than the first cooling liquid temperature threshold and less than the second cooling liquid temperature threshold, and the temperature of the motor (1) is less than the motor temperature threshold, controlling the conduction of a third port (43) and a fourth port (44) of the first four-way valve (4), the conduction of a first port (31) and a second port (32) of the second four-way valve (3), and the conduction of a third port (33) and a fourth port (34) of the second four-way valve (3).

19. The method for controlling the vehicle thermal management system according to claim 18, applied to the vehicle thermal management system according to claim 2, further comprising:

when the temperature of the cooling liquid in the second cooling liquid loop is not less than the second cooling liquid temperature threshold value, or the temperature of the motor (1) is not less than the motor temperature threshold value, the first port (41) and the fourth port (44) of the first four-way valve (4) are controlled to be communicated, the second port (42) and the third port (43) of the first four-way valve are controlled to be communicated, the first port (31) and the second port (32) of the second four-way valve (3) are communicated, the third port (33) and the fourth port (34) of the second four-way valve (3) are communicated, and the air conditioning system is controlled to operate and a refrigerant in the air conditioning system flows through the heat exchanger (5).