Thermal management piping system, thermal management control method, device and vehicle for a vehicle

Abstract

The disclosure provides a heat management pipeline system, a heat management control method and device, and a vehicle, and relates to the technical field of vehicle heat management. The heat management pipeline system of the vehicle comprises: a first refrigerant circulation pipeline, which is used for refrigerating or heating a vehicle cabin in a cabin heat management mode; a second refrigerant circulation pipeline, which is used for refrigerating or heating a battery of the vehicle by using cold energy or heat energy obtained from the first refrigerant circulation pipeline in a battery heat management mode; and is further used for heating the battery of the vehicle by using refrigerant flowing from a third refrigerant circulation pipeline into the second refrigerant circulation pipeline in a waste heat utilization heat management mode; and a third refrigerant circulation pipeline, which is used for cooling an electric drive system of the vehicle in an electric drive system heat management mode. Through the above centralized pipeline system design, the vehicle energy utilization rate can be improved, and the pipeline design is more efficient and convenient compared with a distributed heat management system.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle thermal management technology, and in particular to a vehicle thermal management pipeline system, thermal management control method, device and vehicle. Background Technology

[0002] With the advent of the new energy era, the development of new energy vehicles is becoming increasingly rapid. As a crucial component of new energy vehicles, the thermal management system ensures that key components such as the motor and power battery operate within a suitable temperature range, improving vehicle safety and lifespan; it also meets the comfort requirements of the driver's cabin, including heating and cooling.

[0003] In related technologies, the temperature of each component is controlled by setting up an independent thermal management system, which results in high energy consumption and insufficient energy utilization, and cannot meet the current needs of vehicle thermal management. Summary of the Invention

[0004] This disclosure provides a vehicle thermal management piping system, comprising: a first refrigerant circulation piping for cooling or heating the vehicle's cabin in a cabin thermal management mode; a second refrigerant circulation piping for cooling or heating the vehicle's battery using the cold or heat energy obtained from the first refrigerant circulation piping in a battery thermal management mode; further configured to heat the vehicle's battery using refrigerant flowing into the second refrigerant circulation piping from a third refrigerant circulation piping in a waste heat recovery thermal management mode; and a third refrigerant circulation piping for cooling the vehicle's electric drive system in an electric drive system thermal management mode.

[0005] In some embodiments, the cockpit thermal management mode includes a cockpit cooling mode and a cockpit heating mode. The first refrigerant circulation pipeline includes a first three-way valve and a second three-way valve, which are configured to be set to a first open state in the cockpit cooling mode to enable the cooling pipeline in the first refrigerant circulation pipeline to be open; and to be set to a second open state in the cockpit heating mode to enable the heating pipeline in the first refrigerant circulation pipeline to be open.

[0006] In some embodiments, the refrigeration pipeline in the first refrigerant circulation pipeline includes: a first sub-pipeline, including a compressor, a second three-way valve, a first heat exchanger, a first three-way valve, a regenerator, a first electronic expansion valve, a third solenoid valve, a cold air core, and a gas-liquid separator connected in sequence, wherein the gas-liquid separator is also connected to the compressor; and a second sub-pipeline, including the first three-way valve, the second electronic expansion valve, the regenerator, and the compressor connected in sequence, wherein the first electronic expansion valve and the second electronic expansion valve are in a throttling state in the cockpit refrigeration mode, and the third solenoid valve is in an open state in the cockpit refrigeration mode.

[0007] In some embodiments, the heating pipeline in the first refrigerant circulation pipeline includes: a third sub-pipeline, including the compressor, a second three-way valve, a heater core, a first solenoid valve, a regenerator, a first electronic expansion valve, a first three-way valve, a first heat exchanger, a second solenoid valve, and the gas-liquid separator connected in sequence; and a fourth sub-pipeline, including the first solenoid valve, the second electronic expansion valve, the regenerator, and the compressor connected in sequence, wherein the first solenoid valve and the second solenoid valve are in the open state in the cockpit heating mode, and the first electronic expansion valve and the second electronic expansion valve are in the throttling state in the cockpit heating mode.

[0008] In some embodiments, the battery thermal management mode includes a battery cooling mode and a battery heating mode. The second refrigerant circulation pipeline includes a second heat exchanger, which is connected to a cooling pipeline in the first refrigerant circulation pipeline via a first branch and to a heating pipeline in the first refrigerant circulation pipeline via a second branch. In the battery cooling mode, the heat exchanger transfers the cooling capacity in the cooling pipeline to the second refrigerant circulation pipeline to cool the battery. In the battery heating mode, the heat exchanger transfers the heat in the heating pipeline to the second refrigerant circulation pipeline to heat the battery.

[0009] In some embodiments, the first branch includes a third electronic expansion valve and a fourth solenoid valve; the first end of the third electronic expansion valve is connected to the cold air core, and the second end of the third electronic expansion valve is connected to the second heat exchanger, wherein the third electronic expansion valve is in a throttling state in battery cooling mode; the first end of the fourth solenoid valve is connected to the cold air core, and the second end of the fourth solenoid valve is connected to the second heat exchanger, wherein the fourth solenoid valve is in an open state in battery cooling mode.

[0010] In some embodiments, the second branch includes a first connecting pipe disposed between the second three-way valve and the second heat exchanger.

[0011] In some embodiments, the second branch further includes a second connecting pipe disposed between the second heat exchanger and the heating core, the second connecting pipe including a third electronic expansion valve and a fifth solenoid valve, the third electronic expansion valve being in a throttling state in battery heating mode, and the fifth solenoid valve being in an open state in battery heating mode.

[0012] In some embodiments, the second refrigerant circulation pipeline further includes: a first water pump; an electric heater; and a third three-way valve, configured to be set to a third open state in the waste heat utilization thermal management mode to connect the second refrigerant circulation pipeline with the third refrigerant circulation pipeline and use the refrigerant in the third refrigerant circulation pipeline to heat the battery; and also configured to be set to a fourth open state in the battery thermal management mode to disconnect the second refrigerant circulation pipeline from the third refrigerant circulation pipeline.

[0013] In some embodiments, the refrigerant in the first refrigerant circulation line is carbon dioxide refrigerant.

[0014] In some embodiments, the refrigerant in the second refrigerant circulation line and the third refrigerant circulation line is an ethylene glycol solution.

[0015] According to a second aspect of this disclosure, a thermal management control method for a vehicle is proposed, applied to the thermal management piping system of the vehicle as described above, comprising: determining a controllable component of at least one refrigerant circulation pipeline in the thermal management piping system of the vehicle according to the vehicle's thermal management mode; and sending a control signal to the controllable component of the at least one refrigerant circulation pipeline to switch the at least one refrigerant circulation pipeline to a state corresponding to the thermal management mode.

[0016] According to a third aspect of this disclosure, a vehicle thermal management control device is provided, applied to the vehicle thermal management piping system as described above, comprising: a determining module configured to determine a controllable component of at least one refrigerant circulation pipeline in the vehicle thermal management piping system according to a vehicle thermal management mode; and a sending module configured to send a control signal to the controllable component of the at least one refrigerant circulation pipeline to switch the at least one refrigerant circulation pipeline to a state corresponding to the thermal management mode.

[0017] According to a fourth aspect of this disclosure, a vehicle is provided, comprising: a thermal management piping system for the vehicle as described above; and a thermal management control device for the vehicle as described above.

[0018] According to a fifth aspect of this disclosure, a computer-readable storage medium is provided that stores computer program instructions thereon, which, when executed by a processor, implement the thermal management control method for a vehicle as described above.

[0019] Other features and advantages of this disclosure will become clear from the following detailed description of exemplary embodiments with reference to the accompanying drawings. Attached Figure Description

[0020] The accompanying drawings, which form part of this specification, illustrate embodiments of this disclosure and, together with the specification, serve to explain the principles of this disclosure.

[0021] This disclosure can be more clearly understood with reference to the accompanying drawings and the following detailed description.

[0022] Figure 1 This is a schematic diagram of the structure of a vehicle thermal management piping system according to some embodiments of the present disclosure.

[0023] Figure 2 This is a schematic diagram of the structure of a vehicle thermal management piping system according to other embodiments of the present disclosure.

[0024] Figure 3 This is a schematic flowchart of a vehicle thermal management control method according to some embodiments of the present disclosure.

[0025] Figure 4 This is a schematic flowchart of a vehicle thermal management control method according to other embodiments of the present disclosure.

[0026] Figure 5 This is a schematic structural block diagram of a vehicle thermal management control device according to some embodiments of the present disclosure.

[0027] Figure 6 This is a schematic structural block diagram of a vehicle according to some embodiments of the present disclosure.

[0028] Figure 7 This is a schematic diagram of the structure of a vehicle thermal management control device according to other embodiments of the present disclosure.

[0029] Figure 8 This is a schematic diagram of the structure of a computer system according to some embodiments of the present disclosure. Detailed Implementation

[0030] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the present disclosure.

[0031] At the same time, it should be understood that, for ease of description, the dimensions of the various parts shown in the accompanying drawings are not drawn according to actual scale.

[0032] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this disclosure or its application or use.

[0033] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0034] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0035] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0036] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0037] Figure 1 This is a schematic diagram of the structure of a vehicle's thermal management piping system according to some embodiments of this disclosure. Figure 1 As shown, the vehicle's thermal management piping system 100 includes: a first refrigerant circulation pipe 101, a second refrigerant circulation pipe 102, and a third refrigerant circulation pipe 103.

[0038] The first refrigerant circulation line 101 is used to cool or heat the vehicle's cockpit in the cockpit thermal management mode.

[0039] In some embodiments, the cockpit thermal management mode includes a cockpit cooling mode and a cockpit heating mode, and the first refrigerant circulation line includes a first three-way valve and a second three-way valve. The first and second three-way valves are configured to be in a first open state in the cockpit cooling mode to allow the cooling line in the first refrigerant circulation line to be open; the first and second three-way valves are also configured to be in a second open state in the cockpit heating mode to allow the heating line in the first refrigerant circulation line to be open.

[0040] In some examples, the first open state is the horizontal angular open state, and the second open state is the vertical angular open state.

[0041] In other examples, the first open state is the vertical angular open state, and the second open state is the horizontal angular open state.

[0042] In this embodiment of the present disclosure, by setting two three-way valves in the first refrigerant circulation pipeline and controlling the conduction state of the two three-way valves to make the refrigeration pipeline or the heating pipeline conduct, the reliability of vehicle thermal management control can be improved compared with the traditional four-way valve configuration for switching between refrigeration and heating.

[0043] In some embodiments, the refrigerant in the first refrigerant circulation line is carbon dioxide. Carbon dioxide has an ozone depletion potential of 0, meaning that using it as a refrigerant has no destructive effect on the atmospheric ozone layer. Furthermore, carbon dioxide has a global warming potential of 1, which, compared to the currently widely used refrigerant R134a (with a global warming potential of 1350), means that its leakage has a negligible impact on the environment. Therefore, using carbon dioxide as a refrigerant can reduce the global greenhouse effect, and since carbon dioxide is widely available and does not require recycling, it can significantly reduce the cost of refrigerant replacement.

[0044] In some embodiments, the refrigeration piping in the first refrigerant circulation piping 101 includes a first sub-pipeline and a second sub-pipeline.

[0045] In some examples, the first sub-pipeline includes, in sequence, a compressor, a second three-way valve, a first heat exchanger (also known as an external heat exchanger), a first three-way valve, a regenerator, a first electronic expansion valve, a third solenoid valve, a cooling air core, and a gas-liquid separator, wherein the gas-liquid separator is also connected to the compressor; the second sub-pipeline includes, in sequence, a first three-way valve, a second electronic expansion valve, a regenerator, and a compressor, wherein the first and second electronic expansion valves are in a throttling state in the cockpit cooling mode, and the third solenoid valve is in an open state in the cockpit cooling mode.

[0046] In some of the examples above, the refrigerant (e.g., carbon dioxide) is compressed by the compressor to form a high-temperature, high-pressure gas. It then enters the first heat exchanger to dissipate heat from the environment, becoming a medium-temperature, high-pressure supercritical gas. It then splits into two paths: one path is partially throttled to an intermediate pressure state by the second electronic expansion valve, then enters the regenerator for heat exchange, and is injected into the compressor through the gas inlet; the other path, after passing through the regenerator, is completely throttled by the first electronic expansion valve and enters the cold air core for evaporation and heat absorption before flowing out and then into the gas-liquid separator. At this point, air is forced through the cold air core by the internal fan, becoming low-temperature air that flows into the cockpit, thus cooling the cockpit. The gaseous refrigerant from the gas-liquid separator enters the compressor. After the first stage of compression, this portion of refrigerant mixes with the gaseous refrigerant entering from the gas inlet, and after the second stage of compression, becomes a high-temperature, high-pressure gaseous refrigerant.

[0047] In this embodiment, by adopting a dual-branch design for the refrigeration piping in the first refrigerant circulation pipeline, the cooling capacity of the system is improved, thereby enhancing the operational efficiency of the refrigeration system. The first refrigerant circulation pipeline designed in the above manner (also known as a heat pump air conditioning system) has excellent low-temperature start-up heating function, and can still provide a large amount of heating capacity and maintain a high air conditioning energy efficiency ratio even in extremely low outdoor temperatures.

[0048] In some embodiments, the heating pipeline in the first refrigerant circulation pipeline 101 includes a third sub-pipeline and a fourth sub-pipeline.

[0049] In some examples, the third sub-pipeline includes a compressor, a second three-way valve, a heater core, a first solenoid valve, a regenerator, a first electronic expansion valve, a first three-way valve, a first heat exchanger, a second solenoid valve, and a gas-liquid separator connected in sequence, wherein the gas-liquid separator is also connected to the compressor; the fourth sub-pipeline includes a first solenoid valve, a second electronic expansion valve, a regenerator, and a compressor connected in sequence, wherein the first and second solenoid valves are in the open state in the cockpit heating mode, and the first and second electronic expansion valves are in the throttling state in the cockpit heating mode.

[0050] In some of the examples above, the refrigerant (e.g., carbon dioxide) is compressed by the compressor to form a high-temperature, high-pressure gas, which then enters the heater core. An internal fan forces external air to convect through the heater core, heating the air entering the cockpit and ensuring heating of the cockpit. The gaseous refrigerant exiting the heater core becomes a medium-temperature, high-pressure, supercritical state, and then splits into two paths: one path is partially throttled to an intermediate pressure state by the second electronic expansion valve and then enters the regenerator for heat exchange, before being injected into the compressor through the air supply port; the other path, after passing through the regenerator, is completely throttled by the first electronic expansion valve and enters the first heat exchanger to evaporate and absorb heat before exiting, then entering the gas-liquid separator. The gaseous refrigerant from the gas-liquid separator enters the compressor. After primary compression by the compressor, this portion of gaseous refrigerant mixes with the gaseous refrigerant entering from the air supply port. After secondary compression, the mixed refrigerant forms other refrigerants in a high-temperature, high-pressure state.

[0051] In this embodiment, the use of a dual-branch design for the heating pipe in the first refrigerant circulation pipeline helps to improve the system's heating capacity, thereby enhancing the system's operational efficiency. By employing the above-designed first refrigerant circulation pipeline, a transcritical heat pump system with enthalpy-increasing gas injection is achieved. First, the dual-branch design reduces the inlet enthalpy of the evaporator (e.g., the cold air core and the warm air core), thereby increasing the enthalpy difference between the evaporator's inlet and outlet. Simultaneously, the intermediate gas injection process increases the refrigerant flow through the gas cooler (e.g., the vehicle's external heat exchanger), thus improving the system's heating capacity under low-temperature conditions and cooling capacity under high-temperature conditions. Furthermore, the gas injection branch effectively reduces the compressor's exhaust temperature, preventing overheating.

[0052] The second refrigerant circulation line 102 is used to cool or heat the vehicle's battery using the cold or heat energy obtained from the first refrigerant circulation line 101 in the battery thermal management mode.

[0053] In some embodiments, the battery thermal management mode includes a battery cooling mode and a battery heating mode.

[0054] In some examples, the second refrigerant circulation line 102 includes a second heat exchanger. The second heat exchanger is connected to the refrigeration line in the first refrigerant circulation line 101 via a first branch and to the heating line in the first refrigerant circulation line 101 via a second branch. It is used to transfer the cold energy in the refrigeration line to the second refrigerant circulation line to cool the battery in battery cooling mode, and to transfer the heat in the heating line to the second refrigerant circulation line to heat the battery in battery heating mode.

[0055] In some examples, the first branch includes a third electronic expansion valve and a fourth solenoid valve. The first end of the third electronic expansion valve is connected to the cooling air core, and the second end is connected to the second heat exchanger; the third electronic expansion valve is in a throttling state in battery cooling mode. The first end of the fourth solenoid valve is connected to the cooling air core, and the second end is connected to the second heat exchanger; the fourth solenoid valve is in an open state in battery cooling mode.

[0056] In some of the examples above, in the first refrigerant circulation line, the gaseous refrigerant, after being fully throttled by the first electronic expansion valve, re-enters the third electronic expansion valve to form a low-temperature and low-pressure state, and then enters the second heat exchanger to transfer the cooling capacity to the refrigerant (such as ethylene glycol) in the second refrigerant circulation line. The refrigerant that receives the indirectly transferred cooling capacity flows through the liquid cooling plate of the battery, thereby cooling the battery.

[0057] In some examples, the second branch includes a first connecting pipe disposed between the second three-way valve and the second heat exchanger.

[0058] In some examples, the second branch also includes a second connecting pipe disposed between the second heat exchanger and the heater core. This second connecting pipe includes a third electronic expansion valve and a fifth solenoid valve. The third electronic expansion valve is in a throttling state in battery heating mode, and the fifth solenoid valve is in an open state in battery heating mode.

[0059] In some of the examples above, in the first refrigerant circulation line, the refrigerant (such as carbon dioxide) in a high-temperature, high-pressure state formed after compression by the compressor is diverted directly into the second heat exchanger, transferring the heat of the refrigerant in the first refrigerant circulation line to the refrigerant (such as ethylene glycol) in the second refrigerant circulation line. In the second refrigerant circulation line, the refrigerant that has received the indirectly transferred heat flows through the liquid cooling plate of the battery, thereby heating the battery.

[0060] In this embodiment, the battery is indirectly cooled or heated by utilizing a second heat exchanger to exchange heat with either the cooling pipes used for cooling the cockpit or the heating pipes used for heating the cockpit. This helps improve the overall vehicle energy utilization efficiency and is a highly efficient and convenient design. Furthermore, by controlling the valves installed on the first and second branches, the cooling pipes can be easily managed.

[0061] The second refrigerant circulation line 102 is also used to heat the vehicle's battery using the refrigerant flowing from the third refrigerant circulation line 103 into the second refrigerant circulation line 102 in the waste heat utilization thermal management mode.

[0062] In some embodiments, the second refrigerant circulation pipeline further includes a first water pump, an electric heater, and a third three-way valve. The first water pump is activated in both battery cooling and battery heating modes to drive the refrigerant flow in the second refrigerant circulation pipeline. The electric heater is used to provide auxiliary heating in battery heating or waste heat recovery modes if the battery temperature rise rate is too low.

[0063] The third three-way valve is used to set to the third open state in the waste heat utilization thermal management mode, so as to connect the second refrigerant circulation pipeline with the third refrigerant circulation pipeline and use the refrigerant in the third refrigerant circulation pipeline to heat the battery; it is also used to set to the fourth open state in the battery thermal management mode, so as to disconnect the second refrigerant circulation pipeline from the third refrigerant circulation pipeline.

[0064] In this embodiment, by providing a third three-way valve, the waste heat in the electric drive system's cooling pipes can be conveniently and efficiently used to heat the battery, improving the overall energy utilization rate of the vehicle system and reducing energy consumption. Furthermore, the battery heating utilizes heat pump technology combined with the utilization of waste heat from the electric drive system and electric heating assistance, significantly improving the thermal efficiency of the thermal management system, enhancing its reliability and stability, and enabling the vehicle to withstand more complex and variable operating conditions.

[0065] The third refrigerant circulation line 103 is used to cool the vehicle's electric drive system in the electric drive system thermal management mode.

[0066] In some embodiments, the core components of the electric drive system are cooled by a series of water channels, with a single high-power water pump driving the refrigerant flow. The entire cooling system is simple, reliable, and highly adaptable.

[0067] In some embodiments, the electric drive system includes a DC-to-DC converter (DCDC), a motor controller, a motor, and a charger. The third refrigerant circulation line 103 uses ethylene glycol as the refrigerant (or coolant). The third refrigerant circulation line includes a second water pump, a front-end heat dissipation module, and an expansion tank. When the electric drive system is in cooling mode, the second water pump is activated, driving the refrigerant flow in the third refrigerant circulation line 103. As the refrigerant flows into the front-end heat dissipation module, the refrigerant and the external fan force convection to indirectly exchange heat with the air, thereby lowering the temperature. Afterward, the refrigerant in the third refrigerant circulation line circulates back to the electric drive system to absorb heat, further reducing the temperature of the electric drive system. By installing an expansion tank in the third refrigerant circulation line, the pressure in the third refrigerant circulation line can be connected to the atmosphere, and refrigerant can be replenished promptly and effectively.

[0068] In this embodiment of the disclosure, by adopting a centralized pipeline system design including a first refrigerant circulation pipeline, a second refrigerant circulation pipeline, and a third refrigerant circulation pipeline, and by using indirect cooling or heating based on the first refrigerant circulation pipeline when cooling or heating the battery, combined with the waste heat recovery technology of the electric drive system, the energy utilization rate of the whole vehicle can be improved, and its pipeline design is more efficient and convenient compared with the distributed thermal management system.

[0069] Figure 2 This is a schematic diagram of the structure of a vehicle's thermal management piping system according to other embodiments of this disclosure. Figure 2 As shown, the vehicle's thermal management piping system includes: a first refrigerant circulation piping, a second refrigerant circulation piping, and a third refrigerant circulation piping.

[0070] The first refrigerant circulation pipeline includes a refrigeration pipeline and a heating pipeline. The refrigeration pipeline comprises a connected circuit consisting of compressor 2, second three-way valve 902, first heat exchanger (also known as external heat exchanger) 1, first three-way valve 904, regenerator 7, second electronic expansion valve 8, first electronic expansion valve 6, third solenoid valve 905, cold air core 4, and gas-liquid separator 3. When the vehicle is in the cabin cooling mode, compressor 2 operates normally, second three-way valve 902 and first three-way valve 904 are open at a horizontal angle, second electronic expansion valve 8 and first electronic expansion valve 6 are both in a throttling state, and third solenoid valve 905 is in the open state.

[0071] The heating pipeline includes a connected loop formed by compressor 2, second three-way valve 902, heater core 5, first solenoid valve 903, regenerator 7, second electronic expansion valve 8, first electronic expansion valve 6, first three-way valve 904, first heat exchanger 1, second solenoid valve 901, and gas-liquid separator 3.

[0072] When the vehicle is in the cockpit heating mode, the compressor 2 operates normally, the second three-way valve 902 and the first three-way valve 904 are open at right angles, the first solenoid valve 903 and the second solenoid valve 901 are in the open state, and the second electronic expansion valve 8 and the first electronic expansion valve 6 are both in the throttling state.

[0073] The second refrigerant circulation pipeline flows through the battery and includes a second heat exchanger 12, a third three-way valve 906, a first water pump 1501, and an electric heater 14.

[0074] The second heat exchanger 12 is used to transfer the cooling capacity of the refrigeration pipe in the first refrigerant circulation pipe to the second refrigerant circulation pipe. In some examples, the third electronic expansion valve 11, the second heat exchanger 12, and the fourth solenoid valve 907 are connected in parallel to the cooling air core 4, and are sequentially connected to the battery 13, the third three-way valve 906, the first water pump 1501, and the electric heater 14. When the vehicle is in battery cooling mode, the fourth solenoid valve 907 is open, the third electronic expansion valve 11 is in a throttling state, the third three-way valve 906 is in a right-angle open state, and the first water pump 1501 is open.

[0075] The second heat exchanger 12 is also used to transfer heat from the heating pipe in the first refrigerant circulation pipe to the second refrigerant circulation pipe. In some examples, the third electronic expansion valve 11, the second heat exchanger 12, and the fifth solenoid valve 908 are connected in parallel to the heater core 5, and sequentially connected to the battery 13, the third three-way valve 906, the first water pump 1501, and the electric heater 14. When the vehicle is in battery heating mode, the fifth solenoid valve 908 is open, the third electronic expansion valve 11 is in a throttling state, the third three-way valve 906 is in a right-angle open state, and the first water pump 1501 is open. If the battery temperature rise rate is too low, the electric heater 14 can also be turned on for auxiliary heating.

[0076] The third refrigerant circulation pipeline flows through the electric drive system, which includes a front-end heat dissipation module 21, an expansion tank 20, and a second water pump 1502 connected in sequence.

[0077] In some examples, the electric drive system includes a charger 19, a DC-DC converter 16, a motor controller 17, and a motor 18. When the vehicle is in electric drive system cooling mode, a second water pump 1502 is activated to drive refrigerant to flow through the electric drive system, thereby cooling the electric drive system.

[0078] In some examples, the third refrigerant circulation line is connected to the second refrigerant circulation line via a third three-way valve. When the vehicle is in electric drive system cooling mode, the third three-way valve is in a right-angle open position to disconnect the third refrigerant circulation line from the second refrigerant circulation line. When the vehicle is in waste heat recovery thermal management mode, the third three-way valve 906 is in a horizontal angle open position to connect the third refrigerant circulation line to the second refrigerant circulation line, so as to utilize the refrigerant in the third refrigerant circulation line to heat the battery.

[0079] In some examples, the third refrigerant circulation line is also connected in parallel with the second refrigerant circulation line to the expansion tank 20. For example, the line consisting of the first water pump 1501, electric heater 14, second heat exchanger 12, battery 13, and third three-way valve 906 is connected in parallel with the line consisting of the second water pump 1502, charger 19, DC-DC converter 16, motor controller 17, and motor 18 at the expansion tank 20.

[0080] In this embodiment, by adopting the above-described centralized thermal management piping design, the overall vehicle energy utilization rate can be improved, and its piping design is more efficient and convenient compared to a distributed thermal management system. Compared with related technologies, it has the following advantages:

[0081] 1. The adoption of heat pump air conditioning technology and waste heat recovery technology of electric drive system improves the energy utilization efficiency of the whole vehicle. The design is efficient and convenient, which is conducive to the realization of the whole vehicle centralized thermal management system, avoids the redundant design of distributed thermal management system, and effectively enhances the product's market competitiveness.

[0082] 2. The first refrigerant circulation pipeline (heat pump system) is designed with a "three heat exchanger" configuration and uses two three-way valves to switch between cooling and heating modes. This alleviates the problems of low reliability and single function of the traditional four-way valve configuration. It has the characteristics of simple valve components and mature control. In addition, the above pipeline design makes it more convenient and comfortable to achieve the defrosting mode.

[0083] 3. The refrigerant in the first refrigerant circulation pipeline is the natural working fluid CO2, which has an ozone depletion potential (ODP) of 0 and a global warming potential (GWP) of only 1. Compared with the currently widely used refrigerant R134a (GWP value of 1350), its leakage has a negligible impact on the environment.

[0084] 4. The first refrigerant circulation line has excellent low-temperature start-up heating function, and can still provide a large amount of heating and maintain a high air conditioning energy efficiency ratio (COP) even in extremely low outdoor temperatures.

[0085] 5. The first refrigerant circulation pipeline adopts a dual-branch design, which can reduce the inlet enthalpy of the evaporator and increase the enthalpy difference between the inlet and outlet of the evaporator. At the same time, the intermediate gas injection process can increase the refrigerant flow through the gas cooler, thereby improving the heating capacity under low-temperature conditions and the cooling capacity under high-temperature conditions. In addition, the temperature of the refrigerant in the intermediate gas injection is lower than the temperature of the refrigerant in the first-stage compression, so the gas injection system can effectively reduce the discharge temperature of the compressor and thus avoid overheating.

[0086] 6. The battery heating system adopts a mode that mainly combines heat pump technology with waste heat utilization technology of electric drive system, and is assisted by electric heater. This greatly improves the thermal efficiency of thermal management system and enhances the reliability and stability of the entire thermal management system, enabling the vehicle to withstand more complex and changing operating conditions.

[0087] 7. The core components of the electric drive system are cooled by a series of water channels, with a single high-power water pump driving the coolant flow. The entire cooling system is simple, reliable, and highly adaptable. Additional cooling devices can be optionally added, making the product more competitive in the market.

[0088] Figure 3 This is a schematic flowchart illustrating a vehicle thermal management control method according to some embodiments of the present disclosure. Figure 3 As shown, the vehicle thermal management control method includes steps S310 and S320.

[0089] In step S310, based on the vehicle's thermal management mode, at least one refrigerant circulation pipeline component to be controlled in the vehicle's thermal management pipeline system is determined.

[0090] In some embodiments, the vehicle's thermal management control method is performed by the vehicle's thermal management control device.

[0091] In some embodiments, the vehicle's thermal management piping system includes, for example: Figure 1 The first refrigerant circulation pipeline, the second refrigerant circulation pipeline, and the third refrigerant circulation pipeline are shown.

[0092] In some embodiments, the thermal management modes include a cockpit thermal management mode, a battery thermal management mode, an electric drive system cooling mode, and a waste heat utilization thermal management mode.

[0093] In some embodiments, the cockpit thermal management mode includes a cockpit cooling mode and a cockpit heating mode; the battery thermal management mode includes a battery cooling mode and a battery heating mode.

[0094] In some embodiments, when the vehicle's thermal management mode is either cockpit cooling mode or cockpit heating mode, the components in the first refrigerant circulation pipeline are used as controlled components.

[0095] In some embodiments, when the vehicle's thermal management mode is battery cooling mode or battery heating mode, the components in the first refrigerant circulation pipeline and the second refrigerant circulation pipeline are regarded as components to be controlled.

[0096] In some embodiments, when the vehicle's thermal management mode is electric drive system cooling mode, the components in the third refrigerant circulation pipeline are used as controlled components.

[0097] In some embodiments, when the vehicle's thermal management mode is a waste heat utilization thermal management mode, the components in the second refrigerant circulation pipeline and the third refrigerant circulation pipeline are regarded as components to be controlled.

[0098] In step S320, a control signal is sent to the controlled component of at least one refrigerant circulation pipeline to switch at least one refrigerant circulation pipeline to a state corresponding to the thermal management mode.

[0099] In some embodiments, when the vehicle's thermal management mode is the cockpit cooling mode, a control signal is sent to the components in the first refrigerant circulation line to switch the first refrigerant circulation line to a state corresponding to the cockpit cooling mode.

[0100] In some embodiments, when the vehicle's thermal management mode is the cockpit heating mode, a control signal is sent to the components in the first refrigerant circulation line to switch the first refrigerant circulation line to a state corresponding to the cockpit heating mode.

[0101] In some embodiments, when the vehicle's thermal management mode is battery cooling mode, control signals are sent to components in the first refrigerant circulation line and the second refrigerant circulation line to switch the first refrigerant circulation line and the second refrigerant circulation line to a state corresponding to the battery cooling mode.

[0102] In some embodiments, when the vehicle's thermal management mode is battery heating mode, control signals are sent to components in the first and second refrigerant circulation lines to switch the first and second refrigerant circulation lines to a state corresponding to the battery heating mode. Furthermore, a similar control method can be used for electric drive system cooling mode and waste heat recovery thermal management mode.

[0103] In this embodiment of the disclosure, by centrally controlling the first refrigerant circulation pipeline, the second refrigerant circulation pipeline, and the third refrigerant circulation pipeline, multiple thermal management modes can be conveniently and efficiently realized, improving the energy utilization rate of the whole vehicle system, and the pipeline design and control are more convenient and reliable.

[0104] Figure 4 This is a schematic flowchart illustrating a vehicle thermal management control method according to other embodiments of this disclosure. Figure 4 As shown, based on Figure 2 The pipeline structure shown in this disclosure indicates that the vehicle thermal management control method of this embodiment includes steps S410 to S460.

[0105] In step S410, in the cockpit cooling mode, the first three-way valve and the second three-way valve are opened horizontally, the first electronic expansion valve and the second electronic expansion valve are in a throttling state, and the third solenoid valve is in an open state.

[0106] In this embodiment of the disclosure, step S410 enables the refrigeration pipeline in the first refrigerant circulation pipeline to be connected, and the pipeline is in a refrigeration state.

[0107] In the aforementioned refrigeration piping, the refrigerant (e.g., carbon dioxide) is compressed by the compressor to form a high-temperature, high-pressure gas. It then enters the first heat exchanger to dissipate heat from the environment, becoming a medium-temperature, high-pressure supercritical gas. The refrigerant then splits into two streams: the first stream is partially throttled to an intermediate pressure state by the second electronic expansion valve, then enters the regenerator for heat exchange, and is injected into the compressor through the gas inlet; the second stream, after passing through the regenerator, is completely throttled by the first electronic expansion valve and enters the cold air core for evaporation and heat absorption before flowing out, then into the gas-liquid separator. As the second stream of refrigerant flows through the cold air core, air is forced through it by the internal fan, becoming low-temperature air that flows into the cockpit, thus cooling the cockpit. The gaseous refrigerant from the gas-liquid separator enters the compressor. After primary compression, this portion of the refrigerant mixes with the gaseous refrigerant entering from the gas inlet, and after secondary compression, becomes a high-temperature, high-pressure gaseous refrigerant.

[0108] In step S420, in the cockpit heating mode, the first three-way valve and the second three-way valve are opened at a right angle, the first solenoid valve and the second solenoid valve are in the open state, and the first electronic expansion valve and the second electronic expansion valve are in the throttling state.

[0109] In this embodiment of the disclosure, step S420 enables the heating pipeline in the first refrigerant circulation pipeline to be connected and the pipeline to be in a heating state.

[0110] In the aforementioned heating pipeline, refrigerant (e.g., carbon dioxide) is compressed by the compressor to form a high-temperature, high-pressure gas, which then enters the heater core. Simultaneously, an internal fan forces external air to convect through the heater core, thereby using the refrigerant flowing into the heater core to heat the air entering the cockpit, achieving cabin heating. The gaseous refrigerant exiting the heater core becomes a medium-temperature, high-pressure, supercritical state, and then splits into two paths: one path is partially throttled to an intermediate pressure state by the second electronic expansion valve, then enters the regenerator for heat exchange, and is subsequently injected into the compressor through the air supply port; the other path, after passing through the regenerator, is first completely throttled by the first electronic expansion valve, then enters the first heat exchanger for evaporation and heat absorption before exiting, and then enters the gas-liquid separator. The gaseous refrigerant exiting the gas-liquid separator enters the compressor. After primary compression by the compressor, this portion of gaseous refrigerant mixes with the gaseous refrigerant entering from the air supply port. After secondary compression, the mixed refrigerant forms a high-temperature, high-pressure gaseous refrigerant.

[0111] In step S430, in battery cooling mode, the fourth solenoid valve is opened, the third electronic expansion valve is throttled, the third three-way valve is opened at a right angle, and the first water pump is turned on.

[0112] In this embodiment of the disclosure, step S430 enables the second refrigerant circulation pipeline to be in a cooling state.

[0113] In battery cooling mode, in the first refrigerant circulation line, the gaseous refrigerant (such as carbon dioxide), after being fully throttled by the first electronic expansion valve, re-enters the third electronic expansion valve, becoming a low-temperature, low-pressure state. It then enters the second heat exchanger, where it transfers cooling energy to the refrigerant (such as ethylene glycol) in the second refrigerant circulation line. In the second refrigerant circulation line, the refrigerant, receiving indirect cooling, flows through the battery's liquid cooling plate, further cooling the battery.

[0114] In step S440, in battery heating mode, the fifth solenoid valve is opened, the third electronic expansion valve is throttled, the third three-way valve is opened at a right angle, and the first water pump is turned on.

[0115] In this embodiment of the disclosure, step S440 enables the second refrigerant circulation pipeline to be in a heating state.

[0116] In battery heating mode, a portion of the high-temperature, high-pressure refrigerant (such as carbon dioxide) compressed by the compressor in the first refrigerant circulation line directly enters the second heat exchanger. The second heat exchanger transfers heat from the refrigerant in the first refrigerant circulation line to the refrigerant (such as ethylene glycol) in the second refrigerant circulation line. In the second refrigerant circulation line, the refrigerant, having received indirect heat, flows through the battery's liquid cooling plate, thereby heating the battery.

[0117] In step S450, under the waste heat utilization thermal management mode, the second water pump is turned on and the third three-way valve is turned on at a horizontal angle.

[0118] In the waste heat utilization thermal management mode, refrigerant in the third refrigerant circulation line is diverted to the second refrigerant circulation line via valve control. Driven by the first water pump, the refrigerant in the second refrigerant circulation line flows through the battery, thereby heating the battery. If the battery heating rate is insufficient, an electric heater can be activated for auxiliary heating.

[0119] In some embodiments, when the waste heat utilization thermal management mode is not activated, the third three-way valve is set to a right-angle open state.

[0120] In step S460, the second water pump is turned on in the electric drive system cooling mode.

[0121] In the electric drive system's cooling mode, the second water pump is turned on to drive the refrigerant (such as an ethylene glycol solution) in the third refrigerant circulation line. As the refrigerant flows into the front-end heat dissipation module, it indirectly exchanges heat with the air forced into convection by the external fan, thereby lowering its temperature. Afterward, the refrigerant in the third refrigerant circulation line circulates to the electric drive system to absorb heat, further reducing the temperature of the electric drive system.

[0122] In this embodiment of the disclosure, by centrally and uniformly controlling the components (such as various valves) in the vehicle's thermal management pipeline system as described above, multiple thermal management modes can be conveniently and efficiently realized, improving the energy utilization rate of the entire vehicle system, and the pipeline design and control are more convenient and reliable.

[0123] Figure 5 This is a schematic structural block diagram of a vehicle thermal management control device according to some embodiments of the present disclosure. Figure 5 As shown, the vehicle's thermal management control device 500 includes a determining module 510 and a sending module 520.

[0124] The determination module 510 is configured to determine, based on the vehicle's thermal management mode, at least one refrigerant line component to be controlled in the vehicle's thermal management piping system.

[0125] The transmitting module 520 is configured to send a control signal to the controlled component of at least one refrigerant line to switch at least one refrigerant line to a state corresponding to the thermal management mode.

[0126] In this embodiment of the disclosure, the above-mentioned device can centrally and uniformly control the components in the vehicle's thermal management pipeline system as described above, and can conveniently and efficiently realize multiple thermal management modes, improve the energy utilization rate of the whole vehicle system, and make pipeline design and pipeline control more convenient and reliable.

[0127] Figure 6 This is a schematic structural block diagram of a vehicle according to some embodiments of the present disclosure. Figure 6 As shown, the vehicle in this embodiment of the present disclosure includes a vehicle thermal management piping system 610 and a vehicle thermal management control device 620.

[0128] The vehicle's thermal management piping system 610 adopts, for example... Figure 1 or Figure 2 The pipeline structure shown.

[0129] The vehicle's thermal management control device 620 adopts, for example... Figure 5 The composition structure is shown.

[0130] In this embodiment of the disclosure, a centralized thermal management system is implemented through the above-mentioned vehicle, which can improve the energy utilization rate of the whole vehicle, and its pipeline design is more efficient and convenient compared with the distributed thermal management system.

[0131] Figure 7 This is a schematic diagram of the structure of a vehicle thermal management control device according to other embodiments of the present disclosure.

[0132] like Figure 7 As shown, the vehicle thermal management control device 700 includes a memory 710 and a processor 720 coupled to the memory 710. The memory 710 is used to store instructions for executing embodiments of the vehicle thermal management control method. The processor 720 is configured to execute the vehicle thermal management control method of any of the embodiments of this disclosure based on the instructions stored in the memory 710.

[0133] Figure 8 This is a schematic diagram of the structure of a computer system according to some embodiments of the present disclosure.

[0134] like Figure 8 As shown, the computer system 800 can be represented in the form of a general computing device. The computer system 800 includes a memory 810, a processor 820, and a bus 830 connecting different system components.

[0135] The memory 810 may include, for example, system memory, non-volatile storage media, etc. The system memory may store, for example, an operating system, application programs, a boot loader, and other programs. The system memory may include volatile storage media, such as random access memory (RAM) and / or cache memory. The non-volatile storage media may store, for example, instructions for a corresponding embodiment of at least one vehicle thermal management control method being executed. Non-volatile storage media include, but are not limited to, disk storage, optical storage, flash memory, etc.

[0136] The processor 820 can be implemented using a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete hardware components such as discrete gates or transistors. Accordingly, each module, such as the determination module and the transmission module, can be implemented by the central processing unit (CPU) running instructions in memory to execute the corresponding steps, or by dedicated circuitry to execute the corresponding steps.

[0137] Bus 830 can use any of the various bus architectures. For example, bus architectures include, but are not limited to, Industry Standard Architecture (ISA) bus, Micro Channel Architecture (MCA) bus, and Peripheral Component Interconnect (PCI) bus.

[0138] The computer system 800 can be connected to interfaces 840, 850, and 860, as well as the memory 810 and processor 820, via a bus 830. Input / output interface 840 provides a connection interface for input / output devices such as monitors, mice, and keyboards. Network interface 850 provides a connection interface for various networked devices. Storage interface 860 provides a connection interface for external storage devices such as floppy disks, USB flash drives, and SD cards.

[0139] Various aspects of this disclosure are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus, and computer program products according to embodiments of this disclosure. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations thereof, can be implemented by computer-readable program instructions.

[0140] These computer-readable program instructions are provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable device to produce a machine, such that execution of the instructions by the processor produces means for implementing the functions specified in one or more boxes of the flowchart and / or block diagram.

[0141] These computer-readable program instructions may also be stored in a computer-readable storage medium. These instructions cause a computer to work in a particular manner to produce an article of manufacture, including instructions that implement the functions specified in one or more boxes in a flowchart and / or block diagram.

[0142] This disclosure may take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects.

[0143] The vehicle thermal management pipeline system, thermal management control method, device and vehicle in the above embodiments can improve the energy utilization rate of the whole vehicle, and its pipeline design is more efficient and convenient compared with the distributed thermal management system.

[0144] This concludes the detailed description of the vehicle's thermal management piping system, thermal management control method, apparatus, and vehicle according to this disclosure. To avoid obscuring the concept of this disclosure, some details known in the art have not been described. Those skilled in the art will fully understand how to implement the technical solutions disclosed herein based on the above description.

Claims

1. A vehicle thermal management piping system, comprising: A first refrigerant circulation pipeline is used to cool or heat the vehicle's cabin in a cabin thermal management mode. The cabin thermal management mode includes a cabin cooling mode and a cabin heating mode. The first refrigerant circulation pipeline includes a first three-way valve and a second three-way valve, which are used to be set to a first open state in the cabin cooling mode to open the cooling pipeline in the first refrigerant circulation pipeline; and to be set to a second open state in the cabin heating mode to open the heating pipeline in the first refrigerant circulation pipeline. The second refrigerant circulation line is used to cool or heat the vehicle's battery using the cold or heat obtained from the first refrigerant circulation line in the battery thermal management mode; it is also used to heat the vehicle's battery using the refrigerant flowing into the second refrigerant circulation line from the third refrigerant circulation line in the waste heat utilization thermal management mode. The third refrigerant circulation line is used to cool the electric drive system of the vehicle in the electric drive system thermal management mode, wherein the refrigerant circulation line in the first refrigerant circulation line includes: The first sub-pipeline includes a compressor, a second three-way valve, a first heat exchanger, a first three-way valve, a regenerator, a first electronic expansion valve, a third solenoid valve, a cold air core, and a gas-liquid separator connected in sequence, wherein the gas-liquid separator is also connected to the compressor. The second sub-pipeline includes the first three-way valve, the second electronic expansion valve, the regenerator, and the compressor connected in sequence. The first electronic expansion valve and the second electronic expansion valve are in a throttling state in the cockpit cooling mode, and the third solenoid valve is in an open state in the cockpit cooling mode.

2. The vehicle thermal management piping system according to claim 1, wherein, The heating pipeline in the first refrigerant circulation pipeline includes: The third sub-pipeline includes the compressor, the second three-way valve, the heater core, the first solenoid valve, the regenerator, the first electronic expansion valve, the first three-way valve, the first heat exchanger, the second solenoid valve, and the gas-liquid separator, which are connected in sequence. The fourth sub-pipeline includes a first solenoid valve, a second electronic expansion valve, the regenerator, and the compressor connected in sequence. The first solenoid valve and the second solenoid valve are in the open state in the cockpit heating mode, and the first electronic expansion valve and the second electronic expansion valve are in the throttling state in the cockpit heating mode.

3. The vehicle thermal management piping system according to claim 2, wherein, The battery thermal management mode includes a battery cooling mode and a battery heating mode, and the second refrigerant circulation pipeline includes: The second heat exchanger is connected to the refrigeration pipeline in the first refrigerant circulation pipeline via a first branch and to the heating pipeline in the first refrigerant circulation pipeline via a second branch. It is used to transfer the cold energy in the refrigeration pipeline to the second refrigerant circulation pipeline to cool the battery in battery cooling mode, and to transfer the heat in the heating pipeline to the second refrigerant circulation pipeline to heat the battery in battery heating mode.

4. The vehicle thermal management piping system according to claim 3, wherein, The first branch includes a third electronic expansion valve and a fourth solenoid valve; The first end of the third electronic expansion valve is connected to the cold air core, and the second end of the third electronic expansion valve is connected to the second heat exchanger. The third electronic expansion valve is in a throttling state in battery cooling mode. The first end of the fourth solenoid valve is connected to the cold air core, and the second end of the fourth solenoid valve is connected to the second heat exchanger. The fourth solenoid valve is in the open state in battery cooling mode.

5. The vehicle thermal management piping system according to claim 4, wherein, The second branch includes a first connecting pipe disposed between the second three-way valve and the second heat exchanger.

6. The vehicle thermal management piping system according to claim 5, wherein, The second branch also includes a second connecting pipe disposed between the second heat exchanger and the heating core. The second connecting pipe includes a third electronic expansion valve and a fifth solenoid valve. The third electronic expansion valve is in a throttling state in battery heating mode, and the fifth solenoid valve is in an open state in battery heating mode.

7. The vehicle thermal management piping system according to claim 3, wherein, The second refrigerant circulation line also includes: First water pump; Electric heater; The third three-way valve is configured to be in a third open state under the waste heat utilization thermal management mode, so as to connect the second refrigerant circulation pipeline with the third refrigerant circulation pipeline and use the refrigerant in the third refrigerant circulation pipeline to heat the battery; it is also configured to be in a fourth open state under the battery thermal management mode, so as to disconnect the second refrigerant circulation pipeline from the third refrigerant circulation pipeline.

8. The thermal management piping system of the vehicle according to any one of claims 1 to 7, wherein the refrigerant in the first refrigerant circulation piping is carbon dioxide refrigerant.

9. The vehicle thermal management piping system according to any one of claims 1 to 7, wherein the refrigerant in the second refrigerant circulation piping and the third refrigerant circulation piping is an ethylene glycol solution.

10. A vehicle thermal management control method, applied to the vehicle thermal management piping system as described in any one of claims 1 to 9, comprising: Based on the vehicle's thermal management mode, determine the controllable component of at least one refrigerant circulation pipeline in the vehicle's thermal management pipeline system; A control signal is sent to the controlled component of the at least one refrigerant circulation pipeline to switch the at least one refrigerant circulation pipeline to a state corresponding to the thermal management mode.

11. A vehicle thermal management control device, applied to the vehicle thermal management piping system as described in any one of claims 1 to 9, comprising: The determination module is configured to determine, based on the vehicle's thermal management mode, at least one refrigerant circulation pipeline component to be controlled in the vehicle's thermal management piping system. The transmitting module is configured to send a control signal to the controlled component of the at least one refrigerant circulation pipeline to switch the at least one refrigerant circulation pipeline to a state corresponding to the thermal management mode.

12. A vehicle comprising: The vehicle thermal management piping system as described in any one of claims 1 to 9; The thermal management control device for a vehicle as described in claim 11.

13. A computer-readable storage medium having stored thereon computer program instructions that, when executed by a processor, implement the thermal management control method for a vehicle as described in claim 10.

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