Vehicle thermal management system, vehicle and control method of vehicle thermal management system

Abstract

The embodiment of the invention provides a vehicle thermal management system, a vehicle and a control method of the vehicle thermal management system. The system comprises a refrigerant circulation loop used for carrying out heat management on a passenger compartment, wherein the refrigerant circulation loop comprises a compressor, a condenser, a first throttling device and an evaporator which are connected in sequence; a first medium connecting end of the battery pack is connected between the compressor and the evaporator; the first medium connecting end of the secondary supercooling module is connected with the second medium connecting end of the battery pack, and the second medium connecting end of the secondary supercooling module is connected between the condenser and the first throttling device. The effect of ensuring sufficient cold and heat of the vehicle is achieved.

Description

Technical Field

[0001] The present application relates to the field of new energy technology, and in particular to a vehicle thermal management system, a vehicle, and a control method for the vehicle thermal management system. Background Art

[0002] With the development of new energy technology, the field of new energy vehicle technology has also entered a period of rapid development. New energy vehicles are usually powered by power batteries, which are usually installed in battery packs. For the normal operation of battery packs, certain temperature requirements need to be met.

[0003] Therefore, new energy vehicles usually have two cold and heat source demand points: the passenger compartment and the battery pack. However, due to the limitations of the vehicle structure, new energy vehicles usually cannot meet the temperature requirements of these two cold and heat sources: the passenger compartment and the battery pack. Summary of the invention

[0004] The embodiments of the present application provide a vehicle thermal management system, a vehicle, and a control method for the vehicle thermal management system, so as to achieve the effect of ensuring that the vehicle has sufficient cooling and heating requirements.

[0005] In a first aspect, an embodiment of the present application provides a vehicle thermal management system, the system comprising:

[0006] A refrigerant circulation circuit for thermal management of the passenger compartment, the refrigerant circulation circuit comprising a compressor, a condenser, a first throttling device and an evaporator connected in sequence;

[0007] A battery pack, wherein a first medium connection end of the battery pack is connected between the compressor and the evaporator;

[0008] A secondary supercooling module, wherein a first medium connection end of the secondary supercooling module is connected to a second medium connection end of the battery pack, and a second medium connection end of the secondary supercooling module is connected between the condenser and the first throttling device.

[0009] In a possible implementation manner, the third medium connection end of the secondary subcooling module is respectively connected between the evaporator and the compressor, and between the compressor and the condenser.

[0010] In a possible implementation, the secondary supercooling module includes:

[0011] A secondary supercooler, wherein the first medium connection end of the secondary supercooler serves as the first medium connection end of the secondary supercooling module, the second medium connection end of the secondary supercooler serves as the second medium connection end of the secondary supercooling module, and the third medium connection end of the secondary supercooler serves as the third medium connection end of the secondary supercooling module;

[0012] The second throttling device has a first medium connection end connected to the second medium connection end of the secondary supercooler; and the second medium connection end of the second throttling device is connected to the fourth medium connection end of the secondary supercooler.

[0013] In one possible implementation, the system includes:

[0014] A third throttling device, the first medium connection end of the secondary supercooling module is connected to the second medium connection end of the battery pack through the third throttling device.

[0015] In one possible implementation, the system includes:

[0016] The first pipeline switch, the first medium connection end of the battery pack is connected between the compressor and the condenser through the first pipeline switch.

[0017] In one possible implementation, the system includes:

[0018] A second pipeline switch, wherein the first medium connection end of the battery pack is connected between the compressor and the evaporator through the second pipeline switch.

[0019] In one possible implementation, the system includes:

[0020] A third pipeline switch, wherein a first end of the third pipeline switch is connected between the evaporator and the compressor; and a second end of the third pipeline switch is connected between the first throttling device and the condenser.

[0021] In a second aspect, an embodiment of the present application provides a vehicle, the vehicle comprising:

[0022] Vehicle body;

[0023] The thermal management system of the vehicle as described above is arranged in the vehicle body.

[0024] In a third aspect, an embodiment of the present application provides a control method for a vehicle thermal management system, which is applied to the vehicle thermal management system as described above, and the method includes:

[0025] In the passenger compartment cooling and battery pack cooling modes, the evaporator is controlled to provide cooling for the passenger compartment, and the secondary supercooling module is controlled to provide secondary supercooling cooling for the battery pack;

[0026] In the passenger compartment heating and battery pack cooling mode, the condenser is controlled to provide heat to the passenger compartment, and the secondary supercooling module is controlled to provide secondary supercooling cooling to the battery pack;

[0027] In the passenger compartment heating and battery pack heating modes, the compressor is controlled to provide heat to the battery pack, and the condenser is controlled to provide heat to the passenger compartment.

[0028] In a possible implementation, in the passenger compartment cooling and battery pack cooling modes, controlling the evaporator to provide cooling for the passenger compartment, and controlling the secondary supercooling module to provide secondary supercooling cooling for the battery pack specifically includes:

[0029] Control the condenser to provide high-pressure and low-temperature refrigerant to the secondary supercooling module, and provide cooling to the battery pack after secondary cooling by the secondary supercooling module;

[0030] The condenser is controlled to provide low-pressure and low-temperature refrigerant to the evaporator through the first throttling device, and the evaporator provides cooling capacity for the passenger compartment.

[0031] In a possible implementation, in the passenger compartment heating and battery pack heating modes, controlling the compressor to provide heat to the battery pack and controlling the condenser to provide heat to the passenger compartment specifically includes:

[0032] Control the compressor to provide high-pressure and high-temperature heat medium to the condenser, and transmit the low-pressure and low-temperature heat medium back to the compressor after passing through the condenser, so as to control the compressor to provide heat for the battery pack;

[0033] The compressor is controlled to provide high-pressure and high-temperature heat medium to the battery pack, and the low-pressure and low-temperature heat medium is transmitted back to the compressor after passing through the secondary supercooling module to control the condenser to provide heat to the passenger compartment.

[0034] In a possible implementation, in a mode of heating the passenger compartment and cooling the battery pack, controlling the condenser to provide heat to the passenger compartment and controlling the secondary supercooling module to provide secondary supercooling cooling to the battery pack specifically includes:

[0035] Control the compressor to provide high-pressure and high-temperature refrigerant to the condenser, so that the condenser can provide heat for the passenger compartment;

[0036] The condenser is controlled to provide high-pressure and low-temperature refrigerant to the secondary supercooling module, and the secondary supercooling module provides cooling capacity to the battery pack after secondary cooling, so that the secondary supercooling module is controlled to provide cooling capacity after secondary supercooling to the battery pack;

[0037] The secondary subcooling module is controlled to return the refrigerant that has absorbed heat due to secondary subcooling to between the compressor and the condenser.

[0038] The vehicle thermal management system, vehicle and control method of the vehicle thermal management system provided in the embodiments of the present application are used to provide cooling to the passenger compartment through a refrigerant circulation circuit, and can also provide sufficient heat to the passenger compartment through a condenser, thereby ensuring the cooling and heating requirements of the passenger compartment of the vehicle; at the same time, the present application provides a secondary supercooling refrigerant to the battery pack through the structural setting of the secondary supercooling module, so that the battery pack has sufficient cooling capacity to meet the battery pack's demand for cooling capacity, and can be connected between the compressor and the evaporator through the structural setting of the first medium connection end of the battery pack, so that the high-temperature and high-pressure heat medium generated by the compressor provides sufficient heat to the battery pack, thus ensuring the cooling and heating requirements of the passenger compartment and the battery pack, thereby improving the reliability of ensuring the cooling and heating requirements of the vehicle and achieving the effect of ensuring the cooling and heating requirements of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0040] Figure 1 The structure of the vehicle thermal management system provided in this application is shown in FIG. Figure 1 ;

[0041] Figure 2 A schematic diagram of the work of the vehicle thermal management system provided in this application;

[0042] Figure 3 The structure of the vehicle thermal management system provided in this application is shown in FIG. Figure 2 ;

[0043] Figure 4 A schematic diagram of the structure of the vehicle provided for this application;

[0044] Figure 5 A schematic flow chart of a control method for a vehicle thermal management system provided in this application;

[0045] Figure 6 The structure of the vehicle thermal management system provided in this application is shown in FIG. Figure 3 ;

[0046] Figure 7 The structure of the vehicle thermal management system provided in this application is shown in FIG. Figure 4 ;

[0047] Figure 8 The structure of the vehicle thermal management system provided in this application is shown in FIG. Figure 5 ;

[0048] Fig. 9 A schematic diagram of the structure of the control method of the vehicle thermal management system provided by the present application;

[0049] Fig.10 A schematic diagram of the structure of the vehicle controller provided in this application.

[0050] Reference numerals:

[0051] 101: compressor; 102: condenser; 103: first throttling device; 104: evaporator; 105: battery pack; 106: secondary subcooling module; 107: gas-liquid separator; 108: three-way valve; 1061: secondary subcooler; 1062: second throttling device; 109: third throttling device; 201: first pipeline switch; 202: second pipeline switch; 203: third pipeline switch; 204: first check valve; 205: second check valve; 206: third check valve; 207: fourth pipeline switch; 208: fifth pipeline switch; 209: sixth pipeline switch; 301: fourth throttling device; 302: external condensing device; 303: fourth check valve; 304: radiator; 305: water circuit module; 306: plate heat exchanger; 401: vehicle body.

[0052] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0053] In order to make the purpose, technical solutions and advantages of the present application clearer, exemplary embodiments will be described in detail here, and examples thereof are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementation methods described in the following exemplary embodiments do not represent all implementation methods consistent with the present application. On the contrary, they are merely examples of devices and implementation methods consistent with some aspects of the present application as detailed in the attached claims. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0054] The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present application described herein, for example, can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a series of units, systems, products or devices are not necessarily limited to those units clearly listed, but may include units that are not clearly listed or inherent to these products or devices.

[0055] With the development of new energy vehicles, the technical problems faced by the field of new energy vehicle technology are also increasing. New energy vehicles are usually powered by power batteries, which are usually installed in battery packs. For the normal operation of the battery pack, certain temperature requirements need to be met. For the passenger compartment of the vehicle, it is necessary to meet the cooling and heating needs of the passenger compartment. Therefore, new energy vehicles usually have two cold and heat source demand points, the passenger compartment and the battery pack, but due to the requirements of the structure, space and cost of the whole vehicle, the displacement of the compressor of the vehicle cannot be increased blindly. In the relevant technology, the compressor is usually selected according to the working condition requirements of 80-90%. At the same time, the technical field of new energy vehicles generally defaults to the passenger compartment priority control principle, that is, the passenger compartment is given priority in the relevant technology to provide cooling or heating. The limited compressor displacement problem leads to insufficient cooling of the battery pack under low and high temperature conditions, resulting in power limitation. This leads to the inability of new energy vehicles to meet the heating or cooling needs of the battery pack under low or high temperature conditions, that is, the inability of the relevant technology to meet the dual needs of the passenger compartment and the battery pack, which often leads to insufficient cooling of the battery pack, resulting in power limitation and other problems.

[0056] Combined with the above analysis, it can be seen that in the prior art, there is at least a technical problem that new energy vehicles usually cannot meet the temperature requirements of the two cold and hot sources of the passenger compartment and the battery pack.

[0057] The vehicle thermal management system provided by the present application is based on the problem that the heat and cold loads of the battery pack and the passenger compartment of new energy vehicles in summer or winter do not meet the usage requirements. Through the optimization design of the circuit, a secondary supercooling module is introduced, and the two different working conditions in summer and winter can be adjusted, thereby optimizing and improving the two heat and cold source demand points of the passenger compartment and the battery pack, and solving the technical problem of how to ensure the heat and cold demand of the passenger compartment and the battery pack.

[0058] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0059] Figure 1 The structure of the vehicle thermal management system provided in this application is shown in FIG. Figure 1 ,like Figure 1 As shown, the system includes:

[0060] A refrigerant circulation circuit for thermal management of the passenger compartment, the refrigerant circulation circuit comprising a compressor 101, a condenser 102, a first throttling device 103 and an evaporator 104 connected in sequence;

[0061] A battery pack 105, wherein a first medium connection end of the battery pack 105 is connected between the compressor 101 and the evaporator 104;

[0062] The secondary supercooling module 106 has a first medium connection end connected to a second medium connection end of the battery pack 105 , and a second medium connection end of the secondary supercooling module 106 is connected between the condenser 102 and the first throttling device 103 .

[0063] Among them, the refrigerant circulation circuit can be used to provide cooling for the passenger compartment of the vehicle, and can also provide heat for the passenger compartment. For example, the evaporator 104 can be used to exchange heat with the passenger compartment to provide cooling for the passenger compartment; and the condenser 102 can be used to provide heat for the passenger compartment. As an example, the refrigerant circulation circuit can be a conventional circuit setting for providing cooling and heating for the passenger compartment. The first throttling device 103 can be an expansion valve, for example, an electromagnetic expansion valve, which is used to achieve throttling. The refrigerant can first pass through the first throttling device 103 and then pass through the evaporator 104 to ensure that the passenger compartment has sufficient supercooling after the evaporator 104 exchanges heat with the passenger compartment in the vehicle.

[0064] Among them, the passenger compartment refers to the cabin space in the vehicle. The battery pack 105 refers to the device where the power battery for providing power to the vehicle is located. The medium connection end refers to the connection port that can pass the cold and hot media. The secondary supercooling module 106 refers to a module that can be used for secondary supercooling. The secondary supercooling module 106 may include an expansion valve and a heat exchanger, or may include a capillary tube and a throttling device for heat exchange. In actual applications, the number of secondary supercooling modules 106 is at least the first one, and can be multiple to achieve lower cold delivery.

[0065] For example, Figure 1 As shown, the refrigerant circulation circuit includes a compressor 101, a condenser 102, a first throttling device 103 and an evaporator 104 connected in sequence. The refrigerant circulation circuit can be a circuit in the vehicle's thermal management system. The compressor 101 can provide high-temperature and high-pressure gas, and the high-temperature and high-pressure gas can be heated by heat exchange through the condenser 102 to obtain a high-pressure and low-temperature liquid. The high-pressure and low-temperature liquid passes through the first throttling device 103 and outputs a low-pressure and low-temperature liquid, and evaporates through the evaporator 104 to obtain a low-pressure and low-temperature liquid gas that is recirculated to the compressor 101. In this cycle, the heat exchange and heating of the condenser 102 can provide heat to the passenger compartment, and the evaporation heat exchange of the evaporator 104 can provide cooling to the passenger compartment. In this way, the cooling and heating requirements of the passenger compartment can be guaranteed.

[0066] It is worth noting that, in the present application, high temperature and high pressure refer to the pressure and temperature of the gas output by the compressor 101, and high pressure and low temperature refer to the pressure and temperature of the liquid output by the condenser 102, that is, high pressure, low pressure, high temperature, low temperature, etc. are the relative pressures or relative temperatures before the cold and hot media are input into a certain device and after they are output from the device. In other words, the terms such as high temperature and high pressure described in the present application can be explained by the state changes of the refrigerant when it circulates in the common refrigerant circulation circuit.

[0067] Optionally, the refrigerant circulation circuit can also provide cold or heat for the battery pack 105 to meet the cold and heat requirements of the battery pack 105. In the related art, the passenger compartment generally obtains cold air first, resulting in insufficient cold air supply for the battery pack 105. In the present application, the first medium connection end of the battery pack 105 is connected between the compressor 101 and the evaporator 104. In this way, when the battery pack 105 needs heat, the high-temperature and high-pressure gas generated by the compressor 101 can provide heat for the battery pack 105. The present application also achieves secondary supercooling for the refrigerant flowing to the battery pack 105 through the provision of a secondary supercooling module 106, thereby reducing the supercooling degree of the refrigerant so as to provide sufficient cold air for the battery pack 105.

[0068] Specifically, the first medium connection end of the secondary supercooling module 106 is connected to the second medium connection end of the battery pack 105, and the second medium connection end of the secondary supercooling module 106 is connected between the condenser 102 and the first throttling device 103. With such a structure, the battery pack 105 and the condenser 102 are connected through the secondary supercooling module 106, and the refrigerant provided to the battery pack 105 can be subcooled once after the condenser 102, and the refrigerant after the primary subcooling is subcooled twice by the secondary supercooling module 106, so that the battery pack 105 can obtain sufficient cooling capacity.

[0069] In actual application, in the passenger compartment cooling and battery pack 105 cooling modes, the evaporator 104 can provide cooling capacity for the passenger compartment, and the secondary supercooling module 106 can be used to perform secondary supercooling on the refrigerant flowing to the battery pack 105, so as to provide the battery pack 105 with cooling capacity after secondary supercooling; thus, the cooling capacity requirements of the passenger compartment and the battery pack 105 can be guaranteed. In the passenger compartment heating and battery pack 105 cooling modes, the condenser 102 can provide heat for the passenger compartment, and the secondary supercooling module 106 can be used to perform secondary supercooling on the refrigerant flowing to the battery pack 105, so as to provide the battery pack 105 with cooling capacity after secondary supercooling, thus, the heat requirements of the passenger compartment and the cooling requirements of the battery pack 105 can be met. In the passenger compartment heating and battery pack 105 heating modes, the compressor 101 can directly provide heat to the battery pack 105, and the condenser 102 can exchange heat with the passenger compartment to provide heat to the passenger compartment, so that the heat requirements of the passenger compartment and the battery pack 105 can be met. The above structural arrangement ensures the cooling and heating requirements of the passenger compartment and the battery pack 105, thereby improving the reliability of ensuring the cooling and heating requirements of the vehicle.

[0070] Alternatively, if Figure 1 As shown, the refrigerant circulation circuit may further include a gas-liquid separator 107, and the evaporator 104 and the compressor 101 are connected via the gas-liquid separator 107. A first check valve 204 may be provided between the evaporator 104 and the gas-liquid separator 107.

[0071] In this embodiment, the vehicle thermal management system provided in the embodiment of the present application is used to provide cooling for the passenger compartment through a refrigerant circulation circuit, and can also provide sufficient heat for the passenger compartment through the condenser 102, thereby ensuring the cooling and heating requirements of the passenger compartment of the vehicle; at the same time, the present application provides a secondary supercooling refrigerant to the battery pack 105 through the structural setting of the secondary supercooling module 106, so that the battery pack 105 has sufficient cooling capacity to meet the cooling demand of the battery pack 105, and can be connected to the compressor 101 and the evaporator 104 through the first medium connection end of the battery pack 105. The high-temperature and high-pressure heat medium generated by the compressor 101 provides sufficient heat for the battery pack 105. In this way, the cooling and heating requirements of the passenger compartment and the battery pack 105 are guaranteed, thereby improving the reliability of ensuring the cooling and heating requirements of the vehicle and achieving the effect of ensuring the cooling and heating requirements of the vehicle.

[0072] In an exemplary embodiment, Figure 1 As shown, optionally, the third medium connection end of the secondary subcooling module 106 is connected between the evaporator 104 and the compressor 101 , and between the compressor 101 and the condenser 102 .

[0073] Exemplarily, the third medium connection end of the secondary subcooling module 106 is connected between the evaporator 104 and the compressor 101 , and the third medium connection end of the secondary subcooling module 106 is also connected between the compressor 101 and the condenser 102 .

[0074] In practical applications, the secondary subcooling module 106 can be connected to the evaporator 104 and the compressor 101, and to the compressor 101 and the condenser 102 through the three-way valve 108. For example, the secondary subcooling module 106 is connected to the first medium connection end of the three-way valve 108, the second medium connection end of the three-way valve 108 is connected to the evaporator 104 and the compressor 101, and the third medium connection end of the three-way valve 108 is connected to the compressor 101 and the condenser 102.

[0075] Specifically, in the mode of cooling the passenger compartment and the battery pack 105, the medium with a higher temperature output by the secondary supercooling module 106 can be controlled to flow between the evaporator 104 and the compressor 101 through the three-way valve 108, so that the refrigerant can be recirculated to the compressor 101. In the mode of heating the passenger compartment and cooling the battery pack 105, the medium with a higher temperature output by the secondary supercooling module 106 can be controlled to flow between the compressor 101 and the condenser 102 through the three-way valve 108, so that the medium output by the secondary supercooling module 106 can heat the passenger compartment after passing through the condenser 102, that is, the high-temperature refrigerant after heat exchange by the secondary supercooling module 106 can flow into the front section of the condenser 102 through the three-way valve 108, and the heat of the battery pack 105 can be recycled to the passenger compartment, thereby reducing the power output of the compressor 101 and achieving the effect of reducing costs.

[0076] In this embodiment, by setting the third medium connection end of the secondary subcooling module 106 to be connected between the evaporator 104 and the compressor 101, and between the compressor 101 and the condenser 102, the high-temperature refrigerant after heat exchange in the secondary subcooling module 106 can have different flow directions under different demand modes, which can meet different working conditions and reasonably utilize the medium after heat exchange in the secondary subcooling module 106, thereby improving the rationality of the secondary subcooling module 106.

[0077] Optionally, the secondary supercooling module 106 includes:

[0078] A secondary supercooler 1061, wherein the first medium connection end of the secondary supercooler 1061 serves as the first medium connection end of the secondary supercooling module 106, the second medium connection end of the secondary supercooler 1061 serves as the second medium connection end of the secondary supercooling module 106, and the third medium connection end of the secondary supercooler 1061 serves as the third medium connection end of the secondary supercooling module 106;

[0079] The second throttling device 1062 , the first medium connection end of the second throttling device 1062 is connected to the second medium connection end of the secondary supercooler 1061 ; the second medium connection end of the second throttling device 1062 is connected to the fourth medium connection end of the secondary supercooler 1061 .

[0080] Among them, the secondary supercooler 1061 can be a sleeve structure, the refrigerant passing through the second throttling device 1062 is on the inside of the sleeve, and the refrigerant flowing to the battery pack 105 is on the outside of the sleeve, so that the purpose of secondary supercooling can be achieved between the refrigerant passing through the second throttling device 1062 and the refrigerant directly flowing to the battery pack 105. As an example, the sleeve structure is an aluminum foil fin, which can greatly increase the heat exchange efficiency. The second throttling device 1062 can be an expansion valve, for example, it can be an electromagnetic expansion valve.

[0081] Exemplarily, the first medium connection end of the secondary supercooler 1061 serves as the first medium connection end of the secondary supercooling module 106, and is connected to the second medium connection end of the battery pack 105. The second medium connection end of the secondary supercooler 1061 serves as the second medium connection end of the secondary supercooling module 106, and is connected between the condenser 102 and the first throttling device 103. The third medium connection end of the secondary supercooler 1061 serves as the third medium connection end of the secondary supercooling module 106, and is connected between the evaporator 104 and the compressor 101, and between the compressor 101 and the condenser 102, respectively.

[0082] It can be understood that the first medium connection end of the second throttling device 1062 is connected to the second medium connection end of the secondary supercooler 1061, and is connected between the condenser 102 and the first throttling device 103, so that a "T"-shaped connection is formed between the first medium connection end of the second throttling device 1062 and the second medium connection end of the secondary supercooler 1061. The second medium connection end of the second throttling device 1062 is connected to the fourth medium connection end of the secondary supercooler 1061, so that the refrigerant flowing through the second throttling device 1062 can enter the secondary supercooler 1061, and exchange heat with the refrigerant in the secondary supercooler 1061 flowing to the battery pack 105, further reducing the temperature of the refrigerant flowing to the battery pack 105, so that the refrigerant in the battery pack 105 has a sufficient degree of supercooling.

[0083] Specifically, in the mode of passenger compartment cooling and battery pack 105 cooling, a refrigerant circuit is throttled by the first throttling device 103 and then passed into the evaporator 104, exchanging heat with the interior environment (passenger compartment) to provide the required cooling capacity for the passenger compartment. After heat exchange, the refrigerant is recirculated to the compressor 101. Another refrigerant circuit is separated again to the second throttling device 1062 and the secondary supercooler 1061. Under hotter working conditions, the strategy of providing cooling capacity to the passenger compartment is adopted by the whole vehicle first, then the amount of refrigerant will be offset to the circuit where the evaporator 104 is located, resulting in a reduction in the amount of refrigerant entering the circuit where the battery pack 105 is located. In this case of the same supercooling degree, the reduction in the refrigerant flow will directly lead to insufficient cooling of the battery pack 105, causing the battery temperature to be too high, thereby limiting the output power of the battery pack 105. Through the setting of this embodiment, even if the amount of refrigerant entering the circuit where the battery pack 105 is located is reduced, the supercooling degree of the refrigerant can be increased through the setting of two supercooling, thereby increasing the cooling capacity of the battery pack 105. By adjusting the opening of the second throttling device 1062 through the control strategy, part of the refrigerant can be diverted again. The diverted refrigerant becomes a refrigerant with a lower temperature and pressure after being throttled again by the second throttling device 1062. The secondary supercooler 1061 can be a sleeve structure. The refrigerant passing through the second throttling device 1062 is on the inside of the sleeve, and the refrigerant flowing to the battery pack 105 is on the outside of the sleeve. After the refrigerant passes through the secondary supercooler 1061, the refrigerant separated by itself is first supercooled, and then it can be throttled and supercooled again before passing through the battery pack 105. The supercooling degree is increased on the premise that the refrigerant flow rate is not too small, so that the cooling capacity is increased and the risk of overheating of the battery pack 105 is reduced. In addition, the refrigerant that has been heat exchanged by the secondary supercooler 1061 can flow into the gas-liquid separator 107 after passing through the circuit where the three-way valve 108 is located and merged with the refrigerant at the outlet of the battery pack 105, and then circulated through the compressor 101.

[0084] In one possible implementation, Figure 2 As shown, the compression process is from 1 to 2. Theoretically, the ratio is determined according to expression (1):

[0085] W = h2 - h1 (1);

[0086] The condensation process from 2 to 4, the theoretical condensation heat is determined according to expression (2):

[0087] q k =h2-h4 (2);

[0088] The throttling process 4 to 5 of the first throttling device 103 has a constant enthalpy value.

[0089] Evaporation process 5 to 1, the cooling capacity is determined according to expression (3):

[0090] q0=h1-h5 (3);

[0091] The refrigeration coefficient of the whole process is determined according to expression (4):

[0092]

[0093] After adding the secondary subcooling heat exchange, SC is further increased, and the condensation point is increased from 4 to 4'. The point after throttling is 5'.

[0094] Then the new cooling capacity is determined according to expression (5):

[0095] q0 ’ =h1-h5' = (h1-h5)+(h5-h5') (5);

[0096] Among them: h5=h4; h5'=h4'

[0097] Then the new process refrigeration coefficient is determined according to expression (6):

[0098]

[0099] Therefore, after re-supercooling, as the degree of supercooling increases, the direct cooling coefficient of the entire cycle increases, which is beneficial to the heat exchange cooling of the cold plate.

[0100] Through the analysis of this application, it can be known that if the secondary supercooling module 106 is not added, simply reducing the opening of the third throttling device 109 before the battery pack 105 will lead to at least two problems: too small an opening will cause excessive pressure loss, which is not conducive to heat exchange; if the opening of the throttling device is too small, even if the supercooling degree is increased, the flow rate will be greatly reduced, and the cooling demand of the battery pack 105 will not be met. Therefore, in this application, by setting a secondary supercooling module 106, a heat exchange process is performed before the third throttling device 109, the refrigerant is first cooled, and then throttled through the third throttling device 109. At the same time, the third throttling device 109 can be kept at a slightly larger opening to ensure sufficient refrigerant flow, so that the cooling demand of the battery pack 105 can be met.

[0101] In this embodiment, through the specific structural setting of the above-mentioned secondary supercooling module 106, the refrigerant flowing to the battery pack 105 can achieve the purpose of secondary supercooling and meet the cooling demand of the battery pack 105, thereby ensuring the cooling demand of the battery pack 105 and the passenger compartment at the same time.

[0102] Alternatively, if Figure 1 As shown, the system further includes a third throttling device 109. The third throttling device 109 is disposed between the secondary supercooling module 106 and the battery pack 105.

[0103] The first medium connection end of the secondary supercooling module 106 is connected to the second medium connection end of the battery pack 105 through the third throttling device 109 .

[0104] It can be understood that, through the above analysis, the third throttling device 109 can throttle the refrigerant after the heat exchange treatment of the secondary supercooling module 106, so that the cold amount flowing to the battery pack 105 can meet the cooling demand of the battery pack 105. The third throttling device 109 can be kept at a slightly larger opening to ensure that the refrigerant flow is sufficient so that the cooling demand of the battery pack 105 can be met.

[0105] In this embodiment, throttling of the refrigerant passing through the secondary supercooling module 106 is achieved through the third throttling device 109, which can cooperate with the secondary supercooling module 106 to achieve the purpose of at least two supercoolings, ensuring that the refrigerant flowing to the battery pack 105 has sufficient supercooling and sufficient flow, thereby meeting the cooling requirements of the battery pack 105.

[0106] Alternatively, if Figure 1 As shown, the system includes:

[0107] The first pipeline switch 201 , the first medium connection end of the battery pack 105 is connected between the compressor 101 and the condenser 102 through the first pipeline switch 201 .

[0108] The first pipeline switch 201 may be a switching valve.

[0109] Exemplarily, one end of the first pipeline switch 201 is connected to the battery pack 105, and the other end of the first pipeline switch 201 is connected between the compressor 101 and the condenser 102, so as to control whether the high-temperature and high-pressure gas output by the compressor 101 flows to the battery pack 105. In the mode corresponding to the heating of the battery pack 105, the first pipeline switch 201 can be controlled to be turned on, so that the high-temperature and high-pressure gas output by the compressor 101 flows to the battery pack 105, so as to provide heat for the battery pack 105. In the mode corresponding to the cooling of the battery pack 105, the first pipeline switch 201 can be controlled not to be turned on, so as to prevent the high-temperature and high-pressure gas from flowing to the battery pack 105. In this way, the cooling or heating of the battery pack 105 can be effectively controlled by the first pipeline switch 201, so as to ensure that the cooling or heating requirements of the battery pack 105 are met, and the reliability of the cooling or heating of the battery pack 105 is improved.

[0110] Alternatively, if Figure 1 As shown, the system also includes:

[0111] The second pipeline switch 202 , the first medium connection end of the battery pack 105 is connected between the compressor 101 and the evaporator 104 through the second pipeline switch 202 .

[0112] The second pipeline switch 202 may be a switching valve.

[0113] Exemplarily, one end of the second pipeline switch 202 is connected to the battery pack 105, and the other end of the second pipeline switch 202 is connected between the compressor 101 and the evaporator 104, so that the refrigerant flowing through the battery pack 105 can be controlled to circulate to the compressor 101 through the second pipeline switch 202. In the mode corresponding to the heating of the battery pack 105, the second pipeline switch 202 can be controlled not to be turned on, so as to prevent the heat flowing into the battery pack 105 from flowing out through the second pipeline switch 202, so as to achieve the purpose of providing heat for the battery pack 105. In the mode corresponding to the cooling of the battery pack 105, the second pipeline switch 202 can be controlled to be turned on, so that the refrigerant flowing through the battery pack 105 can circulate to the compressor 101, so as to achieve the purpose of providing sufficient cooling capacity for the battery pack 105. In this way, the cooling or heating of the battery pack 105 can be effectively controlled by the second pipeline switch 202, so as to ensure that the cooling or heating requirements of the battery pack 105 are met, and the reliability of cooling or heating of the battery pack 105 is improved.

[0114] Alternatively, if Figure 1 As shown, the system includes:

[0115] The third pipeline switch 203 , the first end of the third pipeline switch 203 is connected between the evaporator 104 and the compressor 101 ; the second end of the third pipeline switch 203 is connected between the first throttling device 103 and the condenser 102 .

[0116] The third pipeline switch 203 may be a switching valve.

[0117] For example, the first end of the third pipeline switch 203 is connected between the evaporator 104 and the compressor 101, and the second end of the third pipeline switch 203 is connected between the first throttling device 103 and the condenser 102, so that a parallel structure can be formed between the third pipeline switch 203, the first throttling device 103 and the evaporator 104. Through the above structure, the heating or cooling of the passenger compartment can be controlled by controlling whether the third pipeline switch 203 is turned on or off.

[0118] In actual application, in the mode corresponding to the passenger compartment cooling, the third pipeline switch 203 is controlled not to be turned on, and the first throttling device 103 is controlled to have an opening, so that the refrigerant can flow through the evaporator 104 to achieve the cooling of the passenger compartment. In the mode corresponding to the passenger compartment heating, the third pipeline switch 203 is controlled to be turned on, and the first throttling device 103 is controlled not to have an opening, so that the refrigerant or heat medium directly circulates to the compressor 101 through the third pipeline switch 203. With such a structure, the cooling and heating control of the passenger compartment can be realized through the third pipeline switch 203, the heat or cold demand of the passenger compartment can be met, and the reliability of cooling or heating the passenger compartment can be improved.

[0119] Alternatively, if Figure 1 and Figure 3 As shown, the system also includes:

[0120] The second check valve 205 , the third check valve 206 , the fourth pipeline switch 207 , the fifth pipeline switch 208 , the sixth pipeline switch 209 , the fourth throttling device 301 , the external condensing device 302 , the fourth check valve 303 , the radiator 304 , the water circuit module 305 , and the plate heat exchanger 306 .

[0121] In practical applications, Figure 3 The connection structure shown and the above-mentioned devices or components can be conventional settings of a vehicle air-conditioning system.

[0122] In an exemplary embodiment, Figure 4 As shown, an embodiment of the present application provides a vehicle, the vehicle comprising:

[0123] Vehicle body 401;

[0124] The thermal management system of the vehicle as described above is arranged in the vehicle body 401 .

[0125] By providing a thermal management system as described above in the vehicle, the cooling and heating requirements of the passenger compartment and the battery pack 105 can be guaranteed, thereby improving the reliability of ensuring the cooling and heating requirements of the vehicle and achieving the effect of ensuring the cooling and heating requirements of the vehicle.

[0126] In an exemplary embodiment, the present application provides a control method for a vehicle thermal management system, which is applied to the vehicle thermal management system as described above. Figure 5 This is a schematic diagram of the flow structure of a control method for a vehicle thermal management system provided by the present application. The method includes S501 to S503, wherein:

[0127] S501, in the passenger compartment cooling and battery pack 105 cooling modes, controlling the evaporator 104 to provide cooling for the passenger compartment, and controlling the secondary supercooling module 106 to provide secondary supercooling cooling for the battery pack 105;

[0128] S502, in a mode of heating the passenger compartment and cooling the battery pack 105, controlling the condenser 102 to provide heat to the passenger compartment, and controlling the secondary supercooling module 106 to provide secondary supercooling cooling to the battery pack 105;

[0129] S503 , in the passenger compartment heating and battery pack 105 heating modes, the compressor 101 is controlled to provide heat to the battery pack 105 , and the condenser 102 is controlled to provide heat to the passenger compartment.

[0130] It can be understood that the implementation solution to the problem provided by the control method is similar to the implementation solution recorded in the above-mentioned system. Therefore, the specific limitations in one or more control method embodiments provided below can refer to the above limitations on the vehicle thermal management system and will not be repeated here.

[0131] For example, in the passenger compartment cooling and battery pack 105 cooling modes, the evaporator 104 can provide cooling capacity for the passenger compartment, and the secondary supercooling module 106 can be used to perform secondary supercooling on the refrigerant flowing to the battery pack 105, so as to provide the battery pack 105 with cooling capacity after secondary supercooling; thus, the cooling capacity requirements of the passenger compartment and the battery pack 105 can be guaranteed. In the passenger compartment heating and battery pack 105 cooling modes, the condenser 102 can provide heat for the passenger compartment, and the secondary supercooling module 106 can be used to perform secondary supercooling on the refrigerant flowing to the battery pack 105, so as to provide the battery pack 105 with cooling capacity after secondary supercooling, thus, the heat requirements of the passenger compartment and the cooling requirements of the battery pack 105 can be met. In the passenger compartment heating and battery pack 105 heating modes, the compressor 101 can directly provide heat to the battery pack 105, and the condenser 102 can exchange heat with the passenger compartment to provide heat to the passenger compartment, so that the heat requirements of the passenger compartment and the battery pack 105 can be met. The above control method ensures the cooling and heating requirements of the passenger compartment and the battery pack 105, thereby improving the reliability of ensuring the cooling and heating requirements of the vehicle.

[0132] Optionally, in the passenger compartment cooling and battery pack 105 cooling modes, controlling the evaporator 104 to provide cooling for the passenger compartment, and controlling the secondary supercooling module 106 to provide secondary supercooling cooling for the battery pack 105, specifically includes:

[0133] Control the condenser 102 to provide high-pressure and low-temperature refrigerant to the secondary supercooling module 106, and provide cooling to the battery pack 105 after secondary cooling by the secondary supercooling module 106;

[0134] The condenser 102 is controlled to provide low-pressure and low-temperature refrigerant to the evaporator 104 through the first throttling device 103, and the evaporator 104 provides cooling for the passenger compartment.

[0135] Exemplarily, in the mode of cooling the passenger compartment and the battery pack 105 , high-pressure and low-temperature refrigerant can be generated by controlling the condenser 102 , and the high-pressure and low-temperature refrigerant is transmitted to the secondary supercooling module 106 . After secondary cooling by the secondary supercooling module 106 , sufficient cooling capacity is provided to the battery pack 105 to meet the cooling demand of the battery pack 105 .

[0136] The condenser 102 can also be controlled to provide high-pressure and low-temperature refrigerant, and low-pressure and low-temperature refrigerant can be obtained through the first throttling device 103, and the low-pressure and low-temperature refrigerant can be provided to the evaporator 104. The evaporator 104 performs heat exchange and cooling in the passenger compartment to provide cooling for the passenger compartment.

[0137] In practical applications, such as Figure 6 The solid arrows shown indicate the flow direction of the refrigerant in the mode of cooling the passenger compartment and cooling the battery pack 105 .

[0138] A refrigerant circuit is throttled by the first throttling device 103 and then passes into the evaporator 104, exchanges heat with the interior environment (passenger compartment), and provides the required cooling capacity to the passenger compartment. After the heat exchange, the refrigerant is recycled to the compressor 101. Another refrigerant circuit is separated again to the second throttling device 1062 and the secondary supercooler 1061. Under hotter working conditions, the strategy of providing cooling capacity to the passenger compartment is given priority to the whole vehicle. Then, the amount of refrigerant will be offset to the circuit where the evaporator 104 is located, resulting in a reduction in the refrigerant entering the circuit where the battery pack 105 is located. In this case of the same supercooling degree, the reduction in the refrigerant flow will directly lead to insufficient cooling of the battery pack 105, causing the battery temperature to be too high, and then resulting in the limitation of the output power of the battery pack 105. Through the setting of this embodiment, even if the amount of refrigerant entering the circuit where the battery pack 105 is located is reduced, the supercooling degree of the refrigerant can be increased through the setting of two supercooling, thereby increasing the cooling capacity of the battery pack 105. By adjusting the opening of the second throttling device 1062 through the control strategy, part of the refrigerant can be diverted again. The diverted refrigerant becomes a refrigerant with a lower temperature and pressure after being throttled again by the second throttling device 1062. The secondary supercooler 1061 can be a sleeve structure. The refrigerant passing through the second throttling device 1062 is on the inside of the sleeve, and the refrigerant flowing to the battery pack 105 is on the outside of the sleeve. After the refrigerant passes through the secondary supercooler 1061, the refrigerant separated by itself is first supercooled, and then it can be throttled and supercooled again before passing through the battery pack 105. The supercooling degree is increased on the premise that the refrigerant flow rate is not too small, so that the cooling capacity is increased and the risk of overheating of the battery pack 105 is reduced. In addition, the refrigerant that has been heat exchanged by the secondary supercooler 1061 can flow into the gas-liquid separator 107 after passing through the circuit where the three-way valve 108 is located and merged with the refrigerant at the outlet of the battery pack 105, and then circulated through the compressor 101.

[0139] In this embodiment, the above-mentioned control can effectively realize cooling of the passenger compartment and the battery pack 105, and ensure that the passenger compartment and the battery pack 105 have sufficient cooling capacity, thereby improving the reliability of ensuring the vehicle's cooling and heating requirements.

[0140] Optionally, in the mode of heating the passenger compartment and heating the battery pack 105, controlling the compressor 101 to provide heat to the battery pack 105, and controlling the condenser 102 to provide heat to the passenger compartment specifically includes:

[0141] Control the compressor 101 to provide high-pressure and high-temperature heat medium to the condenser 102, and transmit the low-pressure and low-temperature heat medium back to the compressor 101 after passing through the condenser 102, so as to control the compressor 101 to provide heat for the battery pack 105;

[0142] The compressor 101 is controlled to provide high-pressure and high-temperature heat medium to the battery pack 105 , and the low-pressure and low-temperature heat medium is transmitted back to the compressor 101 after passing through the secondary supercooling module 106 , so as to control the condenser 102 to provide heat for the passenger compartment.

[0143] Exemplarily, in the mode of heating the passenger compartment and the battery pack 105 , the compressor 101 can be controlled to provide high pressure and high temperature, and provide high pressure and high temperature heat medium to the condenser 102 , and the low pressure and low temperature heat medium is transmitted back to the compressor 101 after passing through the condenser 102 , so as to control the compressor 101 to provide heat for the battery pack 105 .

[0144] The compressor 101 can also be controlled to provide high-pressure and high-temperature heat medium to the battery pack 105, and the low-pressure and low-temperature heat medium is transmitted back to the compressor 101 after passing through the secondary supercooling module 106, so as to control the condenser 102 to provide heat for the passenger compartment.

[0145] In practical applications, such as Figure 7 The dashed arrows shown indicate the direction of heat medium flow in the modes of heating the passenger compartment and heating the battery pack 105 .

[0146] The high-temperature and high-pressure gas generated by the compressor 101 is directly passed into the condenser 102 and the battery pack 105 for heat exchange and heating. In the case of insufficient heat, the PTC heating module can be used to supplement the heat. After the heat exchange, it is throttled by the fourth throttling device 301 and the third throttling device 109, flows through the plate exchanger, returns to the gas-liquid separator 107, and finally flows back to the compressor 101. In this working condition, the secondary supercooling module 106 is controlled to be in a closed state.

[0147] In this embodiment, the above control can effectively heat the passenger compartment and the battery pack 105, and ensure that the passenger compartment and the battery pack 105 have sufficient heat, thereby improving the reliability of ensuring the vehicle's heat requirements.

[0148] Optionally, in the mode of heating the passenger compartment and cooling the battery pack 105, controlling the condenser 102 to provide heat to the passenger compartment, and controlling the secondary supercooling module 106 to provide secondary supercooling cold to the battery pack 105, specifically includes:

[0149] Controlling the compressor 101 to provide high-pressure and high-temperature refrigerant to the condenser 102, so that the condenser 102 is controlled to provide heat to the passenger compartment;

[0150] Control the condenser 102 to provide high-pressure and low-temperature refrigerant to the secondary supercooling module 106, and provide cooling to the battery pack 105 after secondary cooling by the secondary supercooling module 106, so that the secondary supercooling module 106 provides cooling to the battery pack 105 after secondary cooling;

[0151] The secondary subcooling module 106 is controlled to return the refrigerant that has absorbed heat due to secondary subcooling to between the compressor 101 and the condenser 102 .

[0152] For example, the compressor 101 can be controlled to provide high-pressure and high-temperature refrigerant to the condenser 102, which can exchange heat with the passenger compartment through the condenser 102 to heat the passenger compartment, so that the condenser 102 is controlled to provide heat for the passenger compartment; and the condenser 102 can be controlled to produce high-temperature and low-pressure refrigerant, so that the secondary supercooling module 106 can be provided with high-pressure and low-temperature refrigerant, and the secondary supercooling module 106 can provide cooling capacity to the battery pack 105 after secondary cooling, so that the secondary supercooling module 106 can be controlled to provide cooling capacity after secondary supercooling for the battery pack 105. The secondary supercooling module 106 is controlled to return the refrigerant that absorbs heat due to secondary supercooling to between the compressor 101 and the condenser 102, so that the heat of the battery pack 105 is recycled to the cab, thereby reducing the power output of the compressor 101.

[0153] In practical applications, such as Figure 8 The dashed arrows shown point to the flow direction of the heat medium for heating the passenger compartment, and the solid arrows point to the flow direction of the coolant for cooling the battery pack 105 .

[0154] The passenger compartment needs to be heated, while the battery pack 105 needs to be cooled. At this time, the high-temperature and high-pressure refrigerant generated by the compressor 101 enters the condenser 102 for heat exchange to provide heat to the passenger compartment, and then passes through the fourth throttling device 301. The opening of the fourth throttling device 301 is determined by the frequency of the compressor 101 and the temperature controlled by the driver. After that, the refrigerant enters the plate exchanger for the first heat exchange, and the refrigerant is supercooled for the first time. After that, it passes through the secondary supercooler 1061 and the second throttling device 1062 for the second supercooling, and then passes through the third throttling device 109 and passes into the battery pack 105 for cooling. The high-temperature refrigerant after heat exchange through the secondary supercooler 1061 flows into the front section of the condenser 102 through the three-way valve 108, and the heat of the battery pack 105 is recycled to the cab, thereby reducing the power output of the compressor 101. Among them, the opening of the fourth throttling device 301, the second throttling device 1062 and the third throttling device 109 are all determined by the supercooling degree, the power of the compressor 101 and the control temperature of the cab. In this way, the heat of the battery pack 105 is recycled, and the output power of the compressor 101 is adjusted to the minimum frequency that meets the requirements under the premise of meeting the heating demand of the passenger compartment, thereby reducing the power consumption of the whole vehicle. If the power of the compressor 101 is low, the output refrigerant has sufficient flow after heat exchange but the temperature difference is not large. At this time, in order to ensure that there is sufficient supercooling to meet the cooling of the package, the fourth throttling device 301 can be reduced in opening and throttling is given priority, and then the throttling and supercooling of the second throttling device 1062 and the third throttling device 109 are performed through plate exchange. If the frequency of the compressor 101 is high, the refrigerant can provide sufficient supercooling after heat exchange throttling, and the opening of the fourth throttling device 301, the second throttling device 1062 and the third throttling device 109 can be adjusted to enlarge the opening or even fully open, thereby matching the minimum power consumption of the system.

[0155] In this embodiment, the above-mentioned control can effectively achieve heating of the passenger compartment and cooling of the battery pack 105, and ensure sufficient heat in the passenger compartment and sufficient cooling of the battery pack 105, thereby improving the reliability of ensuring the vehicle's heating and cooling requirements.

[0156] Fig. 9 The schematic diagram of the structure of the control device of the vehicle thermal management system provided by the present application is as follows: Fig. 9 As shown, the control device 90 of the vehicle thermal management system provided in this embodiment is applied to the vehicle thermal management system as described above, and the device includes:

[0157] The first mode control module 901 is used to control the evaporator 104 to provide cooling capacity for the passenger compartment and control the secondary supercooling module 106 to provide cooling capacity after secondary supercooling for the battery pack 105 in the passenger compartment cooling and battery pack 105 cooling modes.

[0158] The second mode control module 902 is used to control the condenser 102 to provide heat to the passenger compartment and control the secondary supercooling module 106 to provide secondary supercooling cooling to the battery pack 105 in the mode of heating the passenger compartment and cooling the battery pack 105 .

[0159] The third mode control module 903 is used to control the compressor 101 to provide heat to the battery pack 105 and control the condenser 102 to provide heat to the passenger compartment in the passenger compartment heating and battery pack 105 heating modes.

[0160] In an exemplary embodiment, the first mode control module 901 is used to control the condenser 102 to provide high-pressure and low-temperature refrigerant to the secondary supercooling module 106, and provide cooling to the battery pack 105 after secondary cooling by the secondary supercooling module 106; control the condenser 102 to provide low-pressure and low-temperature refrigerant to the evaporator 104 through the first throttling device 103, and the evaporator 104 provides cooling for the passenger compartment.

[0161] In an exemplary embodiment, the third mode control module 903 is used to control the compressor 101 to provide high-pressure and high-temperature heat medium to the condenser 102, and to transfer the low-pressure and low-temperature heat medium back to the compressor 101 after passing through the condenser 102, so as to control the compressor 101 to provide heat for the battery pack 105; control the compressor 101 to provide high-pressure and high-temperature heat medium to the battery pack 105, and to transfer the low-pressure and low-temperature heat medium back to the compressor 101 after passing through the secondary supercooling module 106, so as to control the condenser 102 to provide heat for the passenger compartment.

[0162] In an exemplary embodiment, the second mode control module 902 is used to control the compressor 101 to provide high-pressure and high-temperature refrigerant to the condenser 102, so that the condenser 102 is controlled to provide heat to the passenger compartment; the condenser 102 is controlled to provide high-pressure and low-temperature refrigerant to the secondary supercooling module 106, and to provide cooling to the battery pack 105 after secondary cooling by the secondary supercooling module 106, so that the secondary supercooling module 106 is controlled to provide cooling after secondary supercooling to the battery pack 105; the secondary supercooling module 106 is controlled to return the refrigerant that absorbs heat due to secondary supercooling to between the compressor 101 and the condenser 102.

[0163] The control device of the vehicle thermal management system provided in this embodiment can execute the above embodiments, and its implementation principle and technical effects are similar, so this embodiment will not be described in detail here.

[0164] Fig.10 This is a schematic diagram of the structure of the vehicle controller provided in this application. Fig.10As shown, the vehicle controller 100 provided in this embodiment includes: at least one processor 1001 and a memory 1002. Optionally, the device 100 further includes a communication component 1003. The processor 1001, the memory 1002 and the communication component 1003 are connected via a bus 1004.

[0165] In the specific implementation process, at least one processor 1001 executes the computer execution instructions stored in the memory 1002, so that at least one processor 1001 performs the above.

[0166] The specific implementation process of the processor 1001 can be found in the above embodiment. The implementation principle and technical effects are similar and will not be repeated in this embodiment.

[0167] In the above embodiments, it should be understood that the processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. A general-purpose processor may be a microprocessor or any conventional processor. The steps disclosed in the invention may be directly implemented as being executed by a hardware processor, or may be executed by a combination of hardware and software modules in the processor.

[0168] The memory may include a high-speed memory (Random Access Memory, RAM), and may also include a non-volatile memory (Non-volatile Memory, NVM), such as at least one disk memory.

[0169] The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of the present application is not limited to only one bus or one type of bus.

[0170] The present application also provides a computer program product, including a computer program, which implements the above when executed by a processor.

[0171] The present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the above is achieved.

[0172] The above-mentioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special-purpose computer.

[0173] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (Application Specific Integrated Circuits, referred to as: ASIC). Of course, the processor and the readable storage medium can also exist in the device as discrete components.

[0174] The division of units is only a logical function division, and there may be other divisions in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interface, device or unit, which can be electrical, mechanical or other forms.

[0175] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0176] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0177] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0178] Those skilled in the art can understand that all or part of the steps of implementing the above embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, disk or optical disk, etc., various media that can store program codes.

[0179] Finally, it should be noted that those skilled in the art will readily conceive of other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses or adaptations of the present invention, which follow the general principles of the present invention and include common knowledge or customary technical means in the art not disclosed by the present invention, are not limited to the precise structure described above and shown in the drawings, and may be modified and changed in various ways without departing from the scope thereof. The scope of the present invention is limited only by the appended claims.

Claims

1. A vehicle thermal management system, characterized in that: The system comprises: A refrigerant circulation circuit for thermal management of the passenger compartment, the refrigerant circulation circuit comprising a compressor, a condenser, a first throttling device and an evaporator connected in sequence; A battery pack, wherein a first medium connection end of the battery pack is connected between the compressor and the evaporator; A secondary supercooling module, wherein a first medium connection end of the secondary supercooling module is connected to a second medium connection end of the battery pack, and a second medium connection end of the secondary supercooling module is connected between the condenser and the first throttling device.

2. The system according to claim 1, characterized in that The third medium connection end of the secondary supercooling module is respectively connected between the evaporator and the compressor, and between the compressor and the condenser.

3. The system according to claim 2, characterized in that The secondary supercooling module comprises: A secondary supercooler, wherein the first medium connection end of the secondary supercooler serves as the first medium connection end of the secondary supercooling module, the second medium connection end of the secondary supercooler serves as the second medium connection end of the secondary supercooling module, and the third medium connection end of the secondary supercooler serves as the third medium connection end of the secondary supercooling module; A second throttling device, wherein a first medium connection end of the second throttling device is connected to a second medium connection end of the secondary supercooler; and a second medium connection end of the second throttling device is connected to a fourth medium connection end of the secondary supercooler.

4. The system according to claim 3, characterized in that The system comprises: A third throttling device, wherein the first medium connection end of the secondary supercooling module is connected to the second medium connection end of the battery pack through the third throttling device.

5. The system according to any one of claims 1 to 4, characterized in that: The system comprises: A first pipeline switch, wherein the first medium connection end of the battery pack is connected between the compressor and the condenser through the first pipeline switch.

6. The system according to any one of claims 1 to 4, characterized in that: The system comprises: A second pipeline switch, wherein the first medium connection end of the battery pack is connected between the compressor and the evaporator through the second pipeline switch.

7. The system according to any one of claims 1 to 4, characterized in that: The system comprises: A third pipeline switch, wherein a first end of the third pipeline switch is connected between the evaporator and the compressor; a second end of the third pipeline switch is connected between the first throttling device and the condenser.

8. A vehicle, characterized in that: The vehicle comprises: Vehicle body; The thermal management system of a vehicle according to any one of claims 1 to 7 is arranged in the vehicle body.

9. A control method for a vehicle thermal management system, characterized in that: Applied to a vehicle thermal management system according to any one of claims 1 to 7, the method comprising: In the passenger compartment cooling and battery pack cooling modes, the evaporator is controlled to provide cooling capacity for the passenger compartment, and the secondary supercooling module is controlled to provide secondary supercooling cooling capacity for the battery pack; In a mode of heating the passenger compartment and cooling the battery pack, controlling the condenser to provide heat to the passenger compartment, and controlling the secondary supercooling module to provide secondary supercooling cooling to the battery pack; In the passenger compartment heating and battery pack heating modes, the compressor is controlled to provide heat to the battery pack, and the condenser is controlled to provide heat to the passenger compartment.

10. The control method according to claim 9, characterized in that: In the passenger compartment cooling and battery pack cooling modes, controlling the evaporator to provide cooling capacity for the passenger compartment and controlling the secondary supercooling module to provide secondary supercooling cooling capacity for the battery pack specifically includes: Controlling the condenser to provide high-pressure and low-temperature refrigerant to the secondary supercooling module, and providing cooling to the battery pack after secondary cooling by the secondary supercooling module; The condenser is controlled to provide low-pressure and low-temperature refrigerant to the evaporator through the first throttling device, and the evaporator provides cooling capacity for the passenger compartment.

11. The control method according to claim 9, characterized in that: In the passenger compartment heating and battery pack heating modes, controlling the compressor to provide heat to the battery pack and controlling the condenser to provide heat to the passenger compartment specifically includes: Controlling the compressor to provide high-pressure and high-temperature heat medium to the condenser, and transmitting the low-pressure and low-temperature heat medium back to the compressor after passing through the condenser, so as to control the compressor to provide heat for the battery pack; The compressor is controlled to provide high-pressure and high-temperature heat medium to the battery pack, and the low-pressure and low-temperature heat medium is transmitted back to the compressor after passing through the secondary supercooling module, so as to control the condenser to provide heat to the passenger compartment.

12. The control method according to claim 9, characterized in that: In the mode of heating the passenger compartment and cooling the battery pack, controlling the condenser to provide heat to the passenger compartment and controlling the secondary supercooling module to provide secondary supercooling cooling to the battery pack specifically includes: Controlling the compressor to provide high-pressure and high-temperature refrigerant to the condenser, so that the condenser is controlled to provide heat to the passenger compartment; Control the condenser to provide high-pressure and low-temperature refrigerant to the secondary supercooling module, and provide cooling capacity to the battery pack after secondary cooling by the secondary supercooling module, so that the secondary supercooling module is controlled to provide cooling capacity after secondary supercooling to the battery pack; The secondary supercooling module is controlled to return the refrigerant that absorbs heat due to secondary supercooling to between the compressor and the condenser.

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