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

Abstract

This application provides a vehicle thermal management system, a vehicle, and a control method for the vehicle thermal management system. The system includes: a refrigerant flow circuit for thermal management of the passenger compartment, the refrigerant flow circuit including a compressor, a condenser, a first throttling device, and an evaporator connected in sequence; a battery pack, with a first media connection end of the battery pack connected between the compressor and the evaporator; and a secondary subcooling module, with its first media connection end connected to a second media connection end of the battery pack, and its second media connection end connected between the condenser and the first throttling device. This is used to ensure sufficient cooling and heating for the vehicle.

Description

Technical Field

[0001] This 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 Technology

[0002] With the development of new energy technologies, the field of new energy vehicle technology has also entered a period of rapid development. New energy vehicles are typically powered by power batteries, which are usually housed within battery packs. For the battery packs to function properly, certain temperature requirements must be met.

[0003] Therefore, new energy vehicles typically have two heat and cold source requirements: the passenger compartment and the battery pack. However, due to the limitations of the vehicle's structure, new energy vehicles usually cannot meet the temperature requirements of both the passenger compartment and the battery pack. Summary of the Invention

[0004] This application provides a vehicle thermal management system, a vehicle, and a control method for the vehicle thermal management system, in order to ensure that the vehicle has sufficient cooling and heating capabilities.

[0005] In a first aspect, embodiments of this application provide a vehicle thermal management system, the system comprising:

[0006] A refrigerant flow loop for thermal management of the crew compartment, comprising a compressor, a condenser, a first throttling device and an evaporator connected in sequence.

[0007] The battery pack, with its first media connection end connected between the compressor and the evaporator;

[0008] The secondary subcooling module has a first medium connection terminal connected to the second medium connection terminal of the battery pack, and the second medium connection terminal of the secondary subcooling module is connected between the condenser and the first throttling device.

[0009] In one possible implementation, the third medium connection terminal of the secondary subcooling module is connected between the evaporator and the compressor, and between the compressor and the condenser.

[0010] In one possible implementation, the secondary subcooling module includes:

[0011] The secondary subcooler has a first medium connection terminal serving as the first medium connection terminal of the secondary subcooling module, a second medium connection terminal serving as the second medium connection terminal of the secondary subcooling module, and a third medium connection terminal serving as the third medium connection terminal of the secondary subcooling module.

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

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

[0014] The third throttling device connects the first medium connection terminal of the secondary subcooling module to the second medium connection terminal of the battery pack.

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

[0016] The first pipeline switch connects the first medium connection terminal of the battery pack to the compressor and the condenser.

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

[0018] The second pipeline switch connects the first medium connection terminal of the battery pack between the compressor and the evaporator.

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

[0020] The third pipeline switch has its first end connected between the evaporator and the compressor; and its second end connected between the first throttling device and the condenser.

[0021] Secondly, embodiments of this application provide a vehicle, the vehicle comprising:

[0022] Vehicle body;

[0023] The thermal management system of the vehicle, as described above, is located within the vehicle itself.

[0024] Thirdly, embodiments of this application provide a control method for a vehicle thermal management system, applied to the vehicle thermal management system as described above, the method comprising:

[0025] In both the crew cabin cooling and battery pack cooling modes, the evaporator is controlled to provide cooling to the crew cabin, and the secondary subcooling module is controlled to provide cooling to the battery pack after secondary subcooling.

[0026] In the mode of heating the crew compartment and cooling the battery pack, the condenser is controlled to provide heat to the crew compartment, and the secondary subcooling module is controlled to provide cooling energy to the battery pack after secondary subcooling.

[0027] In both crew 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 crew compartment.

[0028] In one possible implementation, in both the passenger compartment cooling and battery pack cooling modes, the evaporator is controlled to provide cooling to the passenger compartment, and the secondary subcooling module is controlled to provide cooling to the battery pack after secondary subcooling, specifically including:

[0029] The condenser supplies high-pressure, low-temperature refrigerant to the secondary subcooling module, and after secondary cooling by the secondary subcooling module, it provides cooling capacity to the battery pack.

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

[0031] In one possible implementation, in both crew 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 crew compartment, specifically including:

[0032] The compressor is controlled to supply high-pressure, high-temperature heat medium to the condenser, and after passing through the condenser, the low-pressure, low-temperature heat medium is transferred back to the compressor in order to control the compressor to provide heat to the battery pack.

[0033] The compressor supplies high-pressure, high-temperature heat transfer medium to the battery pack, and after passing through a secondary subcooling module, the low-pressure, low-temperature heat transfer medium is transferred back to the compressor to control the condenser to provide heat to the passenger compartment.

[0034] In one possible implementation, in the mode of heating the passenger compartment and cooling the battery pack, the condenser is controlled to provide heat to the passenger compartment, and the secondary subcooling module is controlled to provide cooling energy to the battery pack after secondary subcooling, specifically including:

[0035] The compressor is controlled to supply high-pressure, high-temperature refrigerant to the condenser so that the condenser can provide heat to the crew compartment.

[0036] The condenser is controlled to supply high-pressure, low-temperature refrigerant to the secondary subcooling module, and after secondary cooling by the secondary subcooling module, it provides cooling capacity to the battery pack, so that the secondary subcooling module provides cooling capacity to the battery pack after secondary subcooling.

[0037] The secondary subcooling module controls the refrigerant that has absorbed heat due to the secondary subcooling to flow back between the compressor and the condenser.

[0038] The vehicle thermal management system, vehicle, and control method for the vehicle thermal management system provided in this application embodiment provide cooling to the passenger compartment through a refrigerant circulation loop and also provide sufficient heat to the passenger compartment through a condenser, thereby ensuring the cooling and heating requirements of the vehicle's passenger compartment. Simultaneously, this application provides the battery pack with secondary subcooling refrigerant through a secondary subcooling module, ensuring sufficient cooling capacity to meet the battery pack's cooling requirements. Furthermore, the structure connecting the battery pack's first medium connection end between the compressor and evaporator allows the high-temperature, high-pressure heat transfer medium generated by the compressor to provide sufficient heat to the battery pack. Thus, the cooling and heating requirements of the passenger compartment and battery pack are guaranteed, improving the reliability of ensuring the vehicle's cooling and heating needs and achieving the desired effect. Attached Figure Description

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

[0040] Figure 1 Schematic diagram of the vehicle thermal management system provided in this application Figure 1 ;

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

[0042] Figure 3 Schematic diagram of the vehicle thermal management system provided in this application Figure 2 ;

[0043] Figure 4 This is a structural diagram of the vehicle provided in this application;

[0044] Figure 5 A flowchart illustrating the control method for the vehicle thermal management system provided in this application;

[0045] Figure 6 Schematic diagram of the vehicle thermal management system provided in this application Figure 3 ;

[0046] Figure 7 Schematic diagram of the vehicle thermal management system provided in this application Figure 4 ;

[0047] Figure 8 Schematic diagram of the vehicle thermal management system provided in this application Figure 5 ;

[0048] Figure 9 A schematic diagram of the control method for the vehicle thermal management system provided in this application;

[0049] Figure 10 This is a schematic diagram of the structure of the vehicle controller provided in this application.

[0050] Figure label:

[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 accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0053] To make the objectives, technical solutions, and advantages of this application clearer, exemplary embodiments will be described in detail herein, examples of which are illustrated in the accompanying drawings. In the following description relating to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatus and implementations consistent with some aspects of this application as detailed in the appended claims. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0054] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a particular order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover a non-exclusive inclusion; for example, including a series of units, systems, products, or devices is not necessarily limited to those explicitly listed, but may include units not explicitly listed or inherent to those products or devices.

[0055] With the development of new energy vehicles, the technical challenges facing the field are also increasing. New energy vehicles typically rely on power batteries, which are usually housed within battery packs. For the battery pack to function properly, certain temperature requirements must be met. Conversely, meeting the cooling and heating needs of the passenger compartment is essential. Therefore, new energy vehicles typically have two sources of heat and cold demand: the passenger compartment and the battery pack. However, due to limitations imposed by the vehicle's structure, space, and cost, the compressor displacement cannot be increased indiscriminately. In related technologies, compressors are usually selected to meet 80-90% of the operating conditions. Furthermore, the technology generally prioritizes passenger compartment cooling or heating. This limitation in compressor displacement leads to insufficient cooling of the battery pack under low and high temperature conditions, resulting in power limitations. Consequently, new energy vehicles often fail to meet the dual needs of the passenger compartment and the battery pack in low or high temperature environments, leading to insufficient cooling and power restrictions.

[0056] Based on the above analysis, it can be seen that, in the existing technology, there is at least one technical problem that new energy vehicles usually cannot meet the temperature requirements of the two heat sources, the passenger compartment and the battery pack.

[0057] The vehicle thermal management system provided in this application addresses the current problem that the cooling and heating loads of the battery pack and passenger compartment in new energy vehicles do not meet the usage requirements in summer or winter. By optimizing the circuit design and introducing a secondary subcooling module, it can adjust the requirements of the two different operating conditions in summer and winter, thereby optimizing and improving the two cooling and heating source points of the passenger compartment and battery pack, and solving the technical problem of how to ensure the cooling and heating requirements of the passenger compartment and battery pack.

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

[0059] Figure 1 Schematic diagram of the vehicle thermal management system provided in this application Figure 1 ,like Figure 1 As shown, the system includes:

[0060] A refrigerant flow circuit for thermal management of the crew compartment includes a compressor 101, a condenser 102, a first throttling device 103 and an evaporator 104 connected in sequence.

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

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

[0063] The refrigerant flow loop can be used to provide both cooling and heating to the passenger compartment of the vehicle. For example, the evaporator 104 can exchange heat with the passenger compartment to provide cooling, while the condenser 102 can provide heating. As an example, the refrigerant flow loop can be a conventional loop configuration for providing cooling and heating to the passenger compartment. The first throttling device 103 can be an expansion valve, for example, an electromagnetic expansion valve, used to achieve a throttling effect. The refrigerant can first pass through the first throttling device 103 and then through the evaporator 104 to ensure that the passenger compartment has sufficient subcooling after the evaporator 104 exchanges heat with the passenger compartment.

[0064] In this context, "passenger compartment" refers to the passenger cabin space within the vehicle. "Battery pack 105" refers to the device housing the power battery that provides power to the vehicle. "Media connection terminal" refers to the connection port through which hot and cold media can pass. "Secondary subcooling module 106" refers to a module that can be used for secondary subcooling; the secondary subcooling module 106 may include an expansion valve and a heat exchanger, or it may include a capillary tube and a heat exchange throttling device. In practical applications, at least one secondary subcooling module 106 is used, and multiple modules may be used to achieve lower cooling capacity delivery.

[0065] For example, such as Figure 1 As shown, the refrigerant circulation loop includes a compressor 101, a condenser 102, a first throttling device 103, and an evaporator 104 connected in sequence. This refrigerant circulation loop can be part of the vehicle's overall thermal management system. The compressor 101 can provide high-temperature, high-pressure gas. This gas can be heated through heat exchange in the condenser 102 to obtain a high-pressure, low-temperature liquid. The high-pressure, low-temperature liquid then passes through the first throttling device 103 and is output as a low-pressure, low-temperature liquid. After evaporation in the evaporator 104, the low-pressure, low-temperature liquid gas is recirculated back to the compressor 101. During this cycle, the condenser 102 provides heat to the passenger compartment through heat exchange, and the evaporator 104 provides cooling through evaporation and heat exchange. This ensures the passenger compartment meets its heating and cooling needs.

[0066] It is worth noting that in this application, high temperature and high pressure refer to the pressure and temperature of the gas output by compressor 101, and high pressure and low temperature refer to the pressure and temperature of the liquid output by condenser 102. That is, high pressure, low pressure, high temperature, low temperature, etc. are the relative pressure or relative temperature of the refrigerant before it enters a device and after it exits from that device. In other words, the terms high temperature and high pressure described in this application can be explained by the state changes of the refrigerant during its flow in a common refrigerant circulation loop.

[0067] Optionally, the refrigerant flow loop can also provide cooling or heating to the battery pack 105 to meet its cooling and heating requirements. In related technologies, the passenger compartment typically receives priority cooling, leading to insufficient cooling supply to the battery pack 105. In this application, the first media connection end of the battery pack 105 is connected between the compressor 101 and the evaporator 104. Thus, when the battery pack 105 requires heat, the high-temperature, high-pressure gas generated by the compressor 101 can provide heat to the battery pack 105. This application also provides a secondary subcooling module 106 to achieve secondary subcooling of the refrigerant flowing to the battery pack 105, reducing the subcooling degree of the refrigerant and enabling it to provide sufficient cooling to the battery pack 105.

[0068] Specifically, the first medium connection end of the secondary subcooling module 106 is connected to the second medium connection end of the battery pack 105, and the second medium connection end of the secondary subcooling module 106 is connected between the condenser 102 and the first throttling device 103. With this structure, the battery pack 105 and the condenser 102 are connected via the secondary subcooling module 106. After the condenser 102, the refrigerant supplied to the battery pack 105 can undergo primary subcooling, and the secondary subcooling module 106 performs secondary subcooling on the refrigerant after the primary subcooling, so that the battery pack 105 can obtain sufficient cooling capacity.

[0069] In practical applications, in both the passenger compartment cooling and battery pack 105 cooling modes, the evaporator 104 provides cooling capacity to the passenger compartment, and the secondary subcooling module 106 performs secondary subcooling on the refrigerant flowing to the battery pack 105, thus providing the battery pack 105 with the required cooling capacity after secondary subcooling. This ensures the cooling requirements of both the passenger compartment and the battery pack 105 are met. In both the passenger compartment heating and battery pack 105 cooling modes, the condenser 102 provides heating to the passenger compartment, and the secondary subcooling module 106 performs secondary subcooling on the refrigerant flowing to the battery pack 105, thus providing the battery pack 105 with the required cooling capacity after secondary subcooling. This satisfies both the heating requirements of the passenger compartment and the cooling requirements of the battery pack 105. In both passenger compartment heating and battery pack 105 heating modes, the compressor 101 can directly provide heat to the battery pack 105, and heat exchange can also be achieved between the condenser 102 and the passenger compartment to provide heat. This satisfies the heat requirements of both the passenger compartment and the battery pack 105. This structural arrangement ensures the adequate heating and cooling of both the passenger compartment and the battery pack 105, thereby improving the reliability of meeting the vehicle's heating and cooling needs.

[0070] Optionally, such as Figure 1 As shown, the refrigerant flow circuit may further include a gas-liquid separator 107, through which the evaporator 104 and the compressor 101 are connected. 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 by this application provides cooling to the passenger compartment through a refrigerant circulation loop and also provides sufficient heat to the passenger compartment through the condenser 102, thereby ensuring the cooling and heating requirements of the vehicle's passenger compartment. Simultaneously, through the structure of the secondary subcooling module 106, this application provides the battery pack 105 with secondary subcooled refrigerant, ensuring that the battery pack 105 has sufficient cooling capacity to meet its cooling requirements. Furthermore, the structure connecting the battery pack 105 to the compressor 101 and the evaporator 104 via the first medium connection terminal allows the high-temperature, high-pressure heat transfer medium generated by the compressor 101 to provide sufficient heat to the battery pack 105. Thus, the cooling and heating requirements of the passenger compartment and the battery pack 105 are guaranteed, thereby improving the reliability of ensuring the vehicle's cooling and heating requirements and achieving the desired effect.

[0072] In one exemplary embodiment, such as Figure 1 As shown, optionally, the third medium connection terminal 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] For example, 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 compressor 101, and the compressor 101 and condenser 102, respectively, via a three-way valve 108. For example, the secondary subcooling module 106 is connected to the first medium connection terminal of the three-way valve 108, the second medium connection terminal of the three-way valve 108 is connected to the evaporator 104 and compressor 101, and the third medium connection terminal of the three-way valve 108 is connected to the compressor 101 and condenser 102.

[0075] Specifically, in the passenger compartment cooling and battery pack 105 cooling modes, the higher-temperature medium output from the secondary subcooling module 106 can be controlled to flow through the three-way valve 108 between the evaporator 104 and the compressor 101, allowing the refrigerant to recirculate back to the compressor 101. In the passenger compartment heating and battery pack 105 cooling modes, the higher-temperature medium output from the secondary subcooling module 106 can be controlled to flow through the three-way valve 108 between the compressor 101 and the condenser 102, allowing the medium output from the secondary subcooling module 106 to heat the passenger compartment after passing through the condenser 102. That is, the high-temperature refrigerant after heat exchange in the secondary subcooling module 106 can flow through the three-way valve 108 into the front section of the condenser 102, recycling the heat from the battery pack 105 to the passenger compartment, thereby reducing the power output of the compressor 101 and achieving cost reduction.

[0076] In this embodiment, by setting the third medium connection terminal 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 operating conditions and make reasonable use of 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 subcooling module 106 includes:

[0078] The secondary subcooler 1061 has a first medium connection terminal that serves as the first medium connection terminal of the secondary subcooling module 106, a second medium connection terminal that serves as the second medium connection terminal of the secondary subcooling module 106, and a third medium connection terminal that serves as the third medium connection terminal of the secondary subcooling module 106.

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

[0080] The secondary subcooler 1061 can be a sleeve structure, with the refrigerant passing through the second throttling device 1062 inside the sleeve and the refrigerant flowing to the battery pack 105 outside the sleeve. This achieves secondary subcooling between the refrigerant passing through the second throttling device 1062 and the refrigerant flowing directly to the battery pack 105. As an example, the sleeve structure can be made of aluminum foil fins, which greatly increases heat exchange efficiency. The second throttling device 1062 can be an expansion valve, such as an electromagnetic expansion valve.

[0081] For example, the first media connection terminal of the secondary subcooler 1061 serves as the first media connection terminal of the secondary subcooling module 106 and is connected to the second media connection terminal of the battery pack 105. The second media connection terminal of the secondary subcooler 1061 serves as the second media connection terminal of the secondary subcooling module 106 and is connected between the condenser 102 and the first throttling device 103. The third media connection terminal of the secondary subcooler 1061 serves as the third media connection terminal of the secondary subcooling 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 is understood that the first medium connection end of the second throttling device 1062 is connected to the second medium connection end of the secondary subcooler 1061, and is connected between the condenser 102 and the first throttling device 103. Thus, 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 subcooler 1061. The second medium connection end of the second throttling device 1062 is connected to the fourth medium connection end of the secondary subcooler 1061, so that the refrigerant flowing through the second throttling device 1062 can enter the secondary subcooler 1061 and exchange heat with the refrigerant flowing to the battery pack 105 in the secondary subcooler 1061, further reducing the temperature of the refrigerant flowing to the battery pack 105, so that the refrigerant in the battery pack 105 has sufficient subcooling.

[0083] Specifically, in the mode of cooling the passenger compartment and the battery pack 105, one refrigerant circuit is throttled by the first throttling device 103 and then enters the evaporator 104 to exchange heat with the vehicle interior environment (passenger compartment), providing the required cooling capacity to the passenger compartment. After heat exchange, the refrigerant is recirculated to the compressor 101. The other refrigerant circuit is again separated to the second throttling device 1062 and the secondary subcooler 1061. Under hotter operating conditions, the vehicle prioritizes providing cooling capacity to the passenger compartment, so the refrigerant usage will shift towards 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. Under this subcooling condition, the reduction in refrigerant flow will directly lead to insufficient cooling of the battery pack 105, causing the battery temperature to be too high, which in turn limits 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 subcooling of the refrigerant can be increased through the setting of two subcoolings, thereby increasing the cooling capacity of the battery pack 105. By adjusting the opening of the second throttling device 1062 through a control strategy, a portion of the refrigerant can be diverted again. The diverted refrigerant, after being throttled again by the second throttling device 1062, becomes a lower temperature and lower pressure refrigerant. The secondary subcooler 1061 can be a sleeve structure, with the refrigerant passing through the second throttling device 1062 on the inner side of the sleeve and the refrigerant flowing to the battery pack 105 on the outer side. After passing through the secondary subcooler 1061, the refrigerant that has been separated undergoes a first subcooling, and then can undergo another throttling subcooling before passing through the battery pack 105. This increases the degree of subcooling while ensuring that the refrigerant flow rate is not too low, thereby increasing the cooling capacity and reducing the risk of overheating of the battery pack 105. Furthermore, the refrigerant that has undergone heat exchange through the secondary subcooler 1061 can merge with the refrigerant at the outlet of the battery pack 105 through the circuit containing the three-way valve 108 and flow into the gas-liquid separator 107, and then circulate through the compressor 101.

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

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

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

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

[0088] The throttling process of the first throttling device 103 is from 4 to 5, during which the enthalpy value remains unchanged.

[0089] From step 5 to step 1 of the evaporation process, the cooling capacity is determined according to expression (3):

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

[0091] The coefficient of performance (COP) for the entire process is determined according to expression (4):

[0092]

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

[0094] The new cooling capacity is then determined according to expression (5):

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

[0096] Where: h5 = h4; h5' = h4'

[0097] The new process coefficient of performance (COP) is then determined according to expression (6):

[0098]

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

[0100] Analysis of this application reveals that without adding a secondary subcooling module 106, simply reducing the opening of the third throttling device 109 before the battery pack 105 would lead to at least two problems: an excessively small opening would result in excessive pressure loss, hindering heat exchange; and an excessively small opening of the throttling device, even if increasing subcooling, would significantly reduce the flow rate, failing to meet the cooling requirements of the battery pack 105. Therefore, this application incorporates a secondary subcooling module 106 to perform a heat exchange process before the third throttling device 109, cooling the refrigerant before it passes through the third throttling device 109 for further throttling. This also maintains a slightly larger opening of the third throttling device 109, ensuring sufficient refrigerant flow to meet the cooling requirements of the battery pack 105.

[0101] In this embodiment, through the specific structural configuration of the secondary subcooling module 106, the refrigerant flowing to the battery pack 105 can achieve secondary subcooling, thereby meeting the cooling requirements of the battery pack 105 and ensuring the cooling requirements of both the battery pack 105 and the passenger compartment.

[0102] Optionally, such as Figure 1 As shown, the system also includes a third throttling device 109. The third throttling device 109 is disposed between the secondary subcooling module 106 and the battery pack 105.

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

[0104] As can be understood from the above analysis, the third throttling device 109 can throttle the refrigerant after heat exchange treatment by the secondary subcooling module 106, ensuring that the cooling capacity flowing to the battery pack 105 meets the cooling requirements of the battery pack 105. The third throttling device 109 can be kept at a slightly larger opening to ensure sufficient refrigerant flow, thus meeting the cooling requirements of the battery pack 105.

[0105] In this embodiment, the refrigerant passing through the secondary subcooling module 106 is throttled by the third throttling device 109, which can work with the secondary subcooling module 106 to achieve at least two subcooling processes, ensuring that the refrigerant flowing to the battery pack 105 has sufficient subcooling degree and sufficient flow rate, thereby meeting the cooling requirements of the battery pack 105.

[0106] Optionally, such as Figure 1 As shown, the system includes:

[0107] The first pipeline switch 201 connects the first medium connection terminal of the battery pack 105 to the compressor 101 and the condenser 102.

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

[0109] For example, 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, which can control whether the high-temperature and high-pressure gas output by the compressor 101 flows to the battery pack 105. In the heating mode 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, thereby providing heat to the battery pack 105. In the cooling mode of the battery pack 105, the first pipeline switch 201 can be controlled to be turned off, preventing the high-temperature and high-pressure gas from flowing to the battery pack 105. In this way, the first pipeline switch 201 can effectively control the cooling or heating of the battery pack 105, thereby ensuring that the cooling or heating needs of the battery pack 105 are met and improving the reliability of the cooling or heating of the battery pack 105.

[0110] Optionally, such as Figure 1 As shown, the system also includes:

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

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

[0113] For example, one end of the second pipeline switch 202 is connected to the battery pack 105, and the other end is connected between the compressor 101 and the evaporator 104. This allows control over the refrigerant flowing through the battery pack 105 to circulate back to the compressor 101 via the second pipeline switch 202. In the heating mode of the battery pack 105, the second pipeline switch 202 can be de-energized to prevent heat flowing into the battery pack 105 from flowing out again, thus providing heat to the battery pack 105. In the cooling mode of the battery pack 105, the second pipeline switch 202 can be energized to allow the refrigerant flowing through the battery pack 105 to circulate back to the compressor 101, providing sufficient cooling capacity to the battery pack 105. In this way, the second pipeline switch 202 enables effective control over the cooling or heating of the battery pack 105, ensuring that the cooling or heating requirements of the battery pack 105 are met and improving the reliability of its cooling or heating operation.

[0114] Optionally, such as Figure 1 As shown, the system includes:

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

[0116] The third pipeline switch 203 can 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. Thus, a parallel structure can be formed between the third pipeline switch 203, the first throttling device 103, and the evaporator 104. With this structure, the heating or cooling of the passenger compartment can be controlled by controlling whether the third pipeline switch 203 is on or off.

[0118] In practical applications, in the occupant compartment cooling mode, the third pipeline switch 203 is de-energized, while the first throttling device 103 is open, allowing refrigerant to flow through the evaporator 104 to cool the occupant compartment. In the occupant compartment heating mode, the third pipeline switch 203 is energized, and the first throttling device 103 is closed, allowing refrigerant or heat transfer fluid to circulate directly to the compressor 101 through the third pipeline switch 203. This structure enables cooling and heating control of the occupant compartment via the third pipeline switch 203, meeting the compartment's heat or cold requirements and improving the reliability of cooling or heating.

[0119] Optionally, such as Figure 1 and Figure 3 As shown, the system also includes:

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

[0121] In practical applications, it can be like Figure 3 The connection structure shown is as described above, and the aforementioned devices or components can all be standard installations in a vehicle air conditioning system.

[0122] In one exemplary embodiment, such as Figure 4 As shown in the illustration, this application provides a vehicle, which includes:

[0123] Vehicle body 401;

[0124] The thermal management system for vehicles, as described above, is located in the vehicle body 401.

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

[0126] In one exemplary embodiment, this application provides a control method for a vehicle thermal management system, applied to the vehicle thermal management system described above. Figure 5 A schematic diagram of the flow structure of the control method for the vehicle thermal management system provided in this application is shown. The method includes S501 to S503, wherein:

[0127] S501, in the mode of refrigerating the passenger compartment and the battery pack 105, the evaporator 104 is controlled to provide cooling capacity to the passenger compartment, and the secondary subcooling module 106 is controlled to provide cooling capacity to the battery pack 105 after secondary subcooling.

[0128] S502, in the mode of heating the crew compartment and cooling the battery pack 105, controls the condenser 102 to provide heat to the crew compartment and controls the secondary subcooling module 106 to provide cooling capacity to the battery pack 105 after secondary subcooling.

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

[0130] It is understood that the solution provided by this control method is similar to the solution described in the above system. Therefore, the specific limitations in one or more control method embodiments provided below can be found in the limitations of the vehicle thermal management system described above, and will not be repeated here.

[0131] For example, in the mode of refrigerating the passenger compartment and the battery pack 105, the evaporator 104 can provide cooling to the passenger compartment, and the secondary subcooling module 106 can perform secondary subcooling on the refrigerant flowing to the battery pack 105, thus providing the battery pack 105 with the cooling capacity after secondary subcooling; this ensures the cooling requirements of both the passenger compartment and the battery pack 105. In the mode of refrigerating the passenger compartment and the battery pack 105, the condenser 102 can provide heat to the passenger compartment, and the secondary subcooling module 106 can perform secondary subcooling on the refrigerant flowing to the battery pack 105, thus providing the battery pack 105 with the cooling capacity after secondary subcooling; this satisfies both the heat requirements of the passenger compartment and the cooling requirements of the battery pack 105. In both passenger compartment heating and battery pack 105 heating modes, the compressor 101 can directly provide heat to the battery pack 105, and heat exchange can also be achieved between the condenser 102 and the passenger compartment to provide heat. This satisfies the heat requirements of both the passenger compartment and the battery pack 105. Through the aforementioned control methods, the heating and cooling requirements of the passenger compartment and battery pack 105 are guaranteed, thereby improving the reliability of ensuring the vehicle's heating and cooling needs.

[0132] Optionally, in the mode of refrigerating both the passenger compartment and the battery pack 105, the evaporator 104 is controlled to provide cooling to the passenger compartment, and the secondary subcooling module 106 is controlled to provide cooling to the battery pack 105 after secondary subcooling, specifically including:

[0133] The condenser 102 supplies high-pressure, low-temperature refrigerant to the secondary subcooling module 106, and after secondary cooling by the secondary subcooling module 106, it supplies cooling capacity to the battery pack 105.

[0134] The condenser 102 supplies low-pressure, low-temperature refrigerant to the evaporator 104 via the first throttling device 103, and the evaporator 104 provides cooling to the crew compartment.

[0135] For example, in the mode of refrigerating the crew compartment and the battery pack 105, the condenser 102 can be controlled to generate high-pressure, low-temperature refrigerant, and the high-pressure, low-temperature refrigerant can be transferred to the secondary subcooling module 106. After secondary cooling by the secondary subcooling module 106, the refrigerant can provide sufficient cooling capacity to the battery pack 105 to meet the cooling requirements of the battery pack 105.

[0136] High-pressure, low-temperature refrigerant can also be provided by controlling the condenser 102. Low-pressure, low-temperature refrigerant can be obtained by passing through the first throttling device 103, and low-pressure, low-temperature refrigerant can be provided to the evaporator 104. The evaporator 104 performs heat exchange and cooling in the crew compartment, providing cooling capacity to the crew compartment.

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

[0138] One refrigerant circuit, after being throttled by the first throttling device 103, enters the evaporator 104 to exchange heat with the vehicle interior environment (passenger compartment), providing the required cooling capacity to the passenger compartment. After heat exchange, the refrigerant recirculates to the compressor 101. The other refrigerant circuit is further separated into a second throttling device 1062 and a secondary subcooler 1061. Under hotter operating conditions, the vehicle prioritizes providing cooling to the passenger compartment, causing a shift in refrigerant usage towards the circuit containing the evaporator 104. This results in a reduction in the amount of refrigerant entering the circuit containing the battery pack 105. Under this subcooling condition, the reduced refrigerant flow directly leads to insufficient cooling of the battery pack 105, causing the battery temperature to become too high, which in turn limits the output power of the battery pack 105. Through the configuration of this embodiment, even if the amount of refrigerant entering the circuit containing the battery pack 105 is reduced, the subcooling of the refrigerant can be increased through the two subcooling settings, thereby improving the cooling capacity of the battery pack 105. By adjusting the opening of the second throttling device 1062 through a control strategy, a portion of the refrigerant can be diverted again. The diverted refrigerant, after being throttled again by the second throttling device 1062, becomes a lower temperature and lower pressure refrigerant. The secondary subcooler 1061 can be a sleeve structure, with the refrigerant passing through the second throttling device 1062 on the inner side of the sleeve and the refrigerant flowing to the battery pack 105 on the outer side. After passing through the secondary subcooler 1061, the refrigerant that has been separated undergoes a first subcooling, and then can undergo another throttling subcooling before passing through the battery pack 105. This increases the degree of subcooling while ensuring that the refrigerant flow rate is not too low, thereby increasing the cooling capacity and reducing the risk of overheating of the battery pack 105. Furthermore, the refrigerant that has undergone heat exchange through the secondary subcooler 1061 can merge with the refrigerant at the outlet of the battery pack 105 through the circuit containing the three-way valve 108 and flow into the gas-liquid separator 107, and then circulate through the compressor 101.

[0139] In this embodiment, the above control can effectively achieve 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 needs.

[0140] Optionally, in the mode of heating the crew compartment and heating the battery pack 105, the compressor 101 is controlled to provide heat to the battery pack 105, and the condenser 102 is controlled to provide heat to the crew compartment, specifically including:

[0141] The compressor 101 is controlled to provide high-pressure, high-temperature heat medium to the condenser 102, and after passing through the condenser 102, the low-pressure, low-temperature heat medium is transferred back to the compressor 101, so as to control the compressor 101 to provide heat to the battery pack 105.

[0142] The compressor 101 supplies high-pressure, high-temperature heat transfer medium to the battery pack 105, and after passing through the secondary subcooling module 106, the low-pressure, low-temperature heat transfer medium is transferred back to the compressor 101 to control the condenser 102 to provide heat to the crew compartment.

[0143] For example, in the mode of heating the crew compartment and heating the battery pack 105, the compressor 101 can be controlled to generate a high-pressure, high-temperature heat medium that provides high-pressure, high-temperature heat to the condenser 102. After passing through the condenser 102, the low-pressure, low-temperature heat medium is transferred back to the compressor 101, so as to control the compressor 101 to provide heat to the battery pack 105.

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

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

[0146] The high-temperature, high-pressure gas generated by compressor 101 is directly fed into condenser 102 and battery pack 105 for heat exchange and heating. If the heat is insufficient, a PTC heating module can be used to supplement the heat. After heat exchange, the gas is throttled by the fourth throttling device 301 and the third throttling device 109, flows through the plate heat exchanger, returns to the gas-liquid separator 107, and finally flows back to compressor 101. In this operating condition, the secondary subcooling module 106 is kept off.

[0147] In this embodiment, the above-mentioned control can effectively achieve heating of 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 occupant compartment and cooling the battery pack 105, the condenser 102 is controlled to provide heat to the occupant compartment, and the secondary subcooling module 106 is controlled to provide cooling energy to the battery pack 105 after secondary subcooling, specifically including:

[0149] The compressor 101 is controlled to supply high-pressure, high-temperature refrigerant to the condenser 102 so that the condenser 102 can provide heat to the crew compartment;

[0150] The condenser 102 is controlled to provide high-pressure, low-temperature refrigerant to the secondary subcooling module 106, and after secondary cooling by the secondary subcooling module 106, it provides cooling capacity to the battery pack 105, so that the secondary subcooling module 106 provides cooling capacity to the battery pack 105 after secondary subcooling.

[0151] The secondary subcooling module 106 controls the refrigerant that has absorbed heat due to the secondary subcooling to flow back between the compressor 101 and the condenser 102.

[0152] For example, by controlling the compressor 101 to supply high-pressure, high-temperature refrigerant to the condenser 102, heat exchange can be achieved between the condenser 102 and the passenger compartment, thereby enabling the condenser 102 to provide heat to the passenger compartment. Furthermore, by controlling the condenser 102 to generate high-temperature, low-pressure refrigerant, high-pressure, low-temperature refrigerant can be supplied to the secondary subcooling module 106. After secondary cooling by the secondary subcooling module 106, this refrigerant provides cooling to the battery pack 105, thus enabling the secondary subcooling module 106 to provide cooling to the battery pack 105 after secondary subcooling. The secondary subcooling module 106 then returns the refrigerant that has absorbed heat during secondary subcooling to the space between the compressor 101 and the condenser 102, allowing the heat from the battery pack 105 to be recycled to the passenger compartment, thereby reducing the power output of the compressor 101.

[0153] In practical applications, such as Figure 8 The dashed arrows indicate the direction of the heat transfer medium for heating the crew compartment, and the solid arrows indicate the direction of the refrigerant for cooling the battery pack 105.

[0154] The passenger compartment requires heating, while the battery pack 105 requires cooling. The high-temperature, high-pressure refrigerant generated by the compressor 101 enters the condenser 102 for heat exchange, providing heat to the passenger compartment. It then passes through the fourth throttling device 301, the opening of which is determined by the compressor 101 frequency and the driver's temperature control. The refrigerant then undergoes its first heat exchange through a plate heat exchanger, resulting in initial subcooling. It then passes through a secondary subcooler 1061 and a second throttling device 1062 for a second subcooling, before passing through a third throttling device 109 and finally entering the battery pack 105 for cooling. The high-temperature refrigerant after heat exchange in the secondary subcooler 1061 flows through a three-way valve 108 to the front of the condenser 102, recycling the heat from the battery pack 105 to the driver's compartment, thereby reducing the power output of the compressor 101. The opening degrees of the fourth throttling device 301, the second throttling device 1062, and the third throttling device 109 are all determined by the subcooling, the power of the compressor 101, and the controlled temperature of the driver's cab. In this way, the heat from the battery pack 105 is recycled, and while meeting the heating needs of the passenger compartment, the output power of the compressor 101 is adjusted to the minimum required frequency, reducing the overall vehicle power consumption. If the compressor 101 power is low, the output refrigerant has sufficient flow after heat exchange, but the temperature difference is small. In this case, to ensure sufficient subcooling for cooling the pack, the opening degree of the fourth throttling device 301 can be reduced for priority throttling, followed by further throttling and subcooling through the heat exchanger, the second throttling device 1062, and the third throttling device 109. If the compressor 101 frequency is high, and the refrigerant provides sufficient subcooling after heat exchange and throttling, the opening degrees of the fourth throttling device 301, the second throttling device 1062, and the third throttling device 109 can be adjusted to increase the opening degree or even fully open, thereby matching the system's minimum power consumption.

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

[0156] Figure 9 A schematic diagram of the control device for the vehicle thermal management system provided in this application is shown below. Figure 9 As shown, the control device 90 for the vehicle thermal management system provided in this embodiment is applied to the vehicle thermal management system as described above. The device includes:

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

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

[0160] In an exemplary embodiment, the first mode control module 901 is used to control the condenser 102 to provide high-pressure, low-temperature refrigerant to the secondary subcooling module 106, and after secondary cooling by the secondary subcooling module 106, to provide cooling capacity to the battery pack 105; and to control the condenser 102 to provide low-pressure, low-temperature refrigerant to the evaporator 104 through the first throttling device 103, so that the evaporator 104 provides cooling capacity to 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, high-temperature heat medium to the condenser 102, and after passing through the condenser 102, to transfer the low-pressure, low-temperature heat medium back to the compressor 101, so as to control the compressor 101 to provide heat to the battery pack 105; and to control the compressor 101 to provide high-pressure, high-temperature heat medium to the battery pack 105, and after passing through the secondary subcooling module 106, to transfer the low-pressure, low-temperature heat medium back to the compressor 101, so as to control the condenser 102 to provide heat to the crew compartment.

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

[0163] The control device for the vehicle thermal management system provided in this embodiment can perform the functions provided in the above embodiments, and its implementation principle and technical effect are similar. Therefore, this embodiment will not elaborate further here.

[0164] Figure 10 This is a schematic diagram of the vehicle controller provided in this application. Figure 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, memory 1002, and communication component 1003 are connected via a bus 1004.

[0165] In the specific implementation process, at least one processor 1001 executes computer execution instructions stored in memory 1002, causing at least one processor 1001 to perform the above-mentioned actions.

[0166] The specific implementation process of processor 1001 can be found in the above embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0167] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0168] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0169] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0170] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described features.

[0171] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-mentioned functions.

[0172] The aforementioned 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 storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0173] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from 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 reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0174] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

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

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

[0177] If a function is implemented as 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 this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0178] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disk, or optical disk.

[0179] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A vehicle thermal management system, characterized in that, The system includes: A refrigerant flow loop for thermal management of the crew compartment, the refrigerant flow loop comprising a compressor, a condenser, a first throttling device and an evaporator connected in sequence; A battery pack, wherein a first media connection end of the battery pack is connected between the compressor and the evaporator; A secondary subcooling module, wherein the first medium connection terminal of the secondary subcooling module is connected to the second medium connection terminal of the battery pack, and the second medium connection terminal of the secondary subcooling module is connected between the condenser and the first throttling device; the secondary subcooling module is connected to the first medium connection terminal of a three-way valve, the second medium connection terminal of the three-way valve is connected between the evaporator and the compressor, and the third medium connection terminal of the three-way valve is connected between the compressor and the condenser; The third throttling device connects the first medium connection terminal of the secondary subcooling module to the second medium connection terminal of the battery pack via the third throttling device. A first pipeline switch is provided, and the first medium connection terminal of the battery pack is connected between the compressor and the condenser through the first pipeline switch; The second pipeline switch connects the first medium connection terminal of the battery pack between the compressor and the evaporator. A third pipeline switch, the first end of which is connected between the evaporator and the compressor; the second end of which is connected between the first throttling device and the condenser; The secondary subcooling module includes: A secondary subcooler, wherein the first medium connection terminal of the secondary subcooler serves as the first medium connection terminal of the secondary subcooling module, the second medium connection terminal of the secondary subcooler serves as the second medium connection terminal of the secondary subcooling module, and the third medium connection terminal of the secondary subcooler serves as the third medium connection terminal of the secondary subcooling module; The second throttling device has its first medium connection end connected to the second medium connection end of the secondary subcooler; the second medium connection end of the second throttling device is connected to the fourth medium connection end of the secondary subcooler.

2. A vehicle, characterized in that, The vehicles include: Vehicle body; The vehicle thermal management system as described in claim 1 is disposed on the vehicle body.

3. A control method for a vehicle thermal management system, characterized in that, Applied to the vehicle thermal management system as described in claim 1, the method includes: In both the passenger compartment cooling and battery pack cooling modes, the evaporator is controlled to provide cooling capacity to the passenger compartment, and the secondary subcooling module is controlled to provide cooling capacity to the battery pack after secondary subcooling. In the mode of heating the crew compartment and cooling the battery pack, the condenser is controlled to provide heat to the crew compartment, and the secondary subcooling module is controlled to provide cooling after secondary subcooling to the battery pack. In both crew 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 crew compartment.

4. The control method according to claim 3, characterized in that, In both the passenger compartment cooling and battery pack cooling modes, the evaporator is controlled to provide cooling to the passenger compartment, and the secondary subcooling module is controlled to provide cooling to the battery pack after secondary subcooling. Specifically, this includes: The condenser is controlled to provide high-pressure, low-temperature refrigerant to the secondary subcooling module, and after secondary cooling by the secondary subcooling module, it provides cooling capacity to the battery pack. The condenser is controlled to supply low-pressure, low-temperature refrigerant to the evaporator through a first throttling device, and the evaporator provides cooling to the passenger compartment.

5. The control method according to claim 3, characterized in that, In both crew 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 crew compartment, specifically including: The compressor is controlled to supply high-pressure, high-temperature heat medium to the condenser, and after passing through the condenser, low-pressure, low-temperature heat medium is transferred back to the compressor, so as to control the compressor to provide heat to the battery pack. The compressor is controlled to supply high-pressure, high-temperature heat transfer medium to the battery pack, and after passing through a secondary subcooling module, the low-pressure, low-temperature heat transfer medium is transferred back to the compressor to control the condenser to provide heat to the passenger compartment.

6. The control method according to claim 3, characterized in that, In the crew compartment heating and battery pack cooling modes, the condenser is controlled to provide heat to the crew compartment, and the secondary subcooling module is controlled to provide cooling energy to the battery pack after secondary subcooling. Specifically, this includes: The compressor is controlled to supply high-pressure, high-temperature refrigerant to the condenser, so that the condenser can provide heat to the crew compartment. The condenser is controlled to provide high-pressure, low-temperature refrigerant to the secondary subcooling module, and after secondary cooling by the secondary subcooling module, it provides cooling capacity to the battery pack, so that the secondary subcooling module provides cooling capacity to the battery pack after secondary subcooling. The secondary subcooling module controls the refrigerant that has absorbed heat due to the secondary subcooling to flow back between the compressor and the condenser.

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