Air conditioning system, vehicle and control method of vehicle

Abstract

The invention relates to the technical field of vehicles, and discloses an air conditioning system, a vehicle and a control method of the vehicle, and the air conditioning system comprises an air supply part, a waste heat recovery assembly, a compressor, a condenser and a first expansion valve; the air supply part and the condenser are both located in the vehicle, the condenser is located between the air supply part and a passenger compartment, and the air supply part is used for supplying air to the condenser and the passenger compartment; the compressor, the condenser and the first expansion valve are sequentially connected to form a first liquid flow channel, and a refrigerant is arranged in the first liquid flow channel and circularly flows under the driving of the compressor; the waste heat recovery assembly is used for conducting heat exchange with the battery pack when the battery pack is charged and conveying heat to the refrigerant. According to the air conditioning system, the vehicle and the control method of the vehicle, heat generated by the battery pack when the vehicle is charged can be recycled and used for heating the passenger compartment, and energy is saved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to an air conditioning system, a vehicle, and a method for controlling the vehicle. Background Technology

[0002] With the global energy crisis and environmental pollution becoming increasingly severe, new energy vehicles, represented by electric vehicles, have become the main direction of the automotive industry's development. Driving range is a key indicator for measuring the performance of new energy vehicles and one of the core factors influencing consumers' purchasing decisions.

[0003] When a vehicle is charging, the power battery generates considerable heat due to the large current input. This heat usually needs to be dissipated to the external environment through the cooling system, which not only wastes energy but also increases the load on the thermal management system.

[0004] Therefore, there is an urgent need for a new thermal management solution that can utilize the waste heat generated during the charging process in the specific scenario of vehicle charging while stationary, thereby avoiding energy waste. Summary of the Invention

[0005] In view of this, this application provides an air conditioning system, a vehicle, and a vehicle control method that can recover the heat generated by the battery pack during vehicle charging and use it for heating the passenger compartment, which is more energy-efficient.

[0006] Specifically, this application includes the following technical solutions:

[0007] The first aspect of this application provides an air conditioning system for use in a vehicle, the vehicle including a passenger compartment and a battery pack, the air conditioning system including: an air supply component, a waste heat recovery component, a compressor, a condenser and a first expansion valve;

[0008] Both the air supply component and the condenser are located inside the vehicle, with the condenser situated between the air supply component and the passenger compartment. The air supply component is used to supply air to the condenser and the passenger compartment.

[0009] The compressor, the condenser, and the first expansion valve are connected in sequence to form a first liquid flow channel, which contains refrigerant, which circulates under the drive of the compressor.

[0010] The waste heat recovery component is used to exchange heat with the battery pack during charging and to transfer heat to the refrigerant.

[0011] In one embodiment of this application, the waste heat recovery assembly includes a cooler and a first pump body, wherein the cooler, the battery pack, and the first pump body are sequentially connected to form a second liquid flow channel;

[0012] The second liquid flow channel contains coolant, which circulates under the drive of the first pump body;

[0013] The cooler is also connected to the first liquid flow channel.

[0014] In one embodiment of this application, a heat recovery assembly is included, which is used to release heat to at least one of the crew compartment and the waste heat recovery assembly.

[0015] In one embodiment of this application, the heating assembly includes a warm air core, a heater, a second pump body, and a heat exchanger;

[0016] The warm air core, the heater, the second pump body, and the heat exchanger are connected in sequence to form a third liquid flow channel;

[0017] The third liquid channel contains coolant, which circulates under the drive of the second pump body;

[0018] The heat exchanger is connected to the second liquid flow channel.

[0019] In one embodiment of this application, the air conditioning system further includes a first three-way valve, a first four-way valve, an outdoor condenser, an evaporator, a second four-way valve, and a second expansion valve;

[0020] The first three-way valve is disposed on the first liquid flow channel and located between the compressor and the condenser. The first four-way valve is connected to the condenser, the outdoor condenser, the second four-way valve and the first three-way valve respectively.

[0021] The second four-way valve is also connected to the first expansion valve, the outdoor condenser, and the cooler;

[0022] The evaporator is connected between the compressor and the second four-way valve;

[0023] The second expansion valve is connected between the second four-way valve and the cooler.

[0024] In one embodiment of this application, the air conditioning system further includes a coaxial tube, the outer tube of which is connected to the evaporator and the compressor respectively, and the inner tube of which is connected to the outdoor condenser and the second four-way valve respectively.

[0025] A second aspect of this application provides a vehicle that includes the aforementioned air conditioning system.

[0026] A third aspect of this application provides a control method for the aforementioned vehicle, characterized in that the control method includes:

[0027] Obtain the current charging mode of the vehicle;

[0028] If the current charging mode is the scheduled charging mode, then obtain the current temperature of the battery pack;

[0029] If the current temperature is greater than the temperature threshold, the compressor and waste heat recovery assembly are controlled to start working, and the air supply component is controlled to supply air to the condenser.

[0030] In one embodiment of this application, the control method further includes:

[0031] If the current temperature is less than or equal to the temperature threshold, then obtain the current charge level of the battery pack;

[0032] If the current power level is greater than the power threshold, the compressor and waste heat recovery component are controlled to start working, and the air supply component is controlled to supply air to the condenser.

[0033] In one embodiment of this application, the control method further includes:

[0034] If the current battery level is less than the battery threshold, the vehicle's current charging mode is changed to normal charging mode.

[0035] The beneficial effects of the technical solutions provided in this application include at least the following:

[0036] In the air conditioning system provided in this embodiment, the thermal cycle of the air conditioning system consists of a first liquid flow channel formed by the sequential connection of a compressor, a condenser, and a first expansion valve through pipelines. The refrigerant within the first liquid flow channel circulates in this loop, acting as a medium for heat transfer. By incorporating a waste heat recovery component, it can exchange heat with the battery pack during charging, absorbing the waste heat generated and effectively transferring this recovered heat to the refrigerant flowing through the component. Ultimately, the heat is transferred to the condenser through refrigerant circulation. The heat dissipated by the condenser is carried into the passenger compartment by the airflow from the air supply component, thus achieving the purpose of heating the passenger compartment. This eliminates the need for other heating devices, utilizing the waste heat generated during battery charging, resulting in greater energy savings. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1This application provides a schematic diagram showing the connection relationships of various parts of an air conditioning system according to an embodiment of the present application.

[0039] Figure 2 A flowchart of a first vehicle control method provided in an embodiment of this application is shown;

[0040] Figure 3 A flowchart of a second vehicle control method provided in an embodiment of this application is shown. Attached image description:

[0042] 1. First four-way valve; 2. First three-way valve; 3. Evaporator; 4. Condenser; 5. Heater core; 6. First expansion valve; 7. Heater; 8. Second pump body; 9. Heat exchanger; 10. Second four-way valve; 11. First pump body; 12. Battery pack; 13. Cooler; 14. Second expansion valve; 15. Air supply component; 16. Low-temperature radiator; 17. Outdoor condenser; 18. Coaxial tube; 19. Compressor.

[0043] 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

[0044] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application. To make the technical solutions and advantages of this application clearer, the air conditioning system, vehicle, and vehicle control method will be described in detail below with reference to the accompanying drawings.

[0045] This application provides an air conditioning system installed in a vehicle, the vehicle including a passenger compartment and a battery pack 12, such as... Figure 1 As shown, the air conditioning system includes: an air supply component 15, a waste heat recovery assembly, refrigerant, a compressor 19, a condenser 4, and a first expansion valve 6; the air supply component 15 and the condenser 4 are both located inside the vehicle, with the condenser 4 located between the air supply component 15 and the passenger compartment, and the air supply component 15 is used to supply air to the condenser 4 and the passenger compartment; the compressor 19, the condenser 4, and the first expansion valve 6 are connected in sequence to form a first liquid flow channel, which contains refrigerant, which circulates under the drive of the compressor 19; the waste heat recovery assembly is used to exchange heat with the battery pack 12 during charging and transfer heat to the refrigerant.

[0046] It should be noted that the air supply component 15 (e.g., including a fan or blower) is responsible for generating airflow and directing it toward the condenser 4 and the crew compartment, thereby carrying the heat emitted by the condenser 4 into the crew compartment through the airflow to raise the temperature inside the crew compartment.

[0047] In this embodiment, the thermal cycle of the air conditioning system consists of a first liquid flow channel formed by the sequential connection of the compressor 19 (for providing power), the condenser 4, and the first expansion valve 6 through pipelines. The refrigerant (e.g., R134a) in the first liquid flow channel circulates in this loop, acting as a medium for heat transfer. By setting up a waste heat recovery component, it can exchange heat with the battery pack 12 when the battery pack 12 is charging and generating heat, absorbing the waste heat generated by it, and effectively transferring this recovered heat to the refrigerant flowing through the component. Finally, the heat is transferred to the condenser 4 through the refrigerant circulation. The heat emitted by the condenser 4 is carried into the passenger compartment by the airflow blown out by the air supply component 15, thereby achieving the purpose of heating the passenger compartment. There is no need to use other heating devices to heat the passenger compartment; instead, the waste heat generated when the battery pack 12 is charging is utilized, which is more energy-efficient.

[0048] Optionally, the waste heat recovery component can be a component capable of heat exchange that is in direct or indirect contact with the battery pack 12.

[0049] Specifically, in one embodiment of this application, such as Figure 1 As shown, the waste heat recovery assembly may include a cooler 13 and a first pump body 11. The cooler 13, the battery pack 12 and the first pump body 11 are connected in sequence to form a second liquid flow channel. The second liquid flow channel contains coolant, which circulates under the drive of the first pump body 11. The cooler 13 is also connected to the first liquid flow channel.

[0050] In this embodiment, the waste heat recovery component specifically includes a cooler 13 and a first pump 11. These two components are sequentially connected to the battery pack 12 via pipelines, forming a second liquid flow channel independent of the refrigerant circuit (the aforementioned first liquid flow channel). The second liquid flow channel is filled with coolant (such as an aqueous solution of ethylene glycol), which circulates under the drive of the first pump 11, actively flowing through the surface or internal channels of the battery pack 12 to efficiently absorb waste heat generated during battery charging. When the low-temperature coolant becomes a high-temperature coolant, this heat-carrying coolant is pumped to the cooler 13, where it exchanges heat with the refrigerant flowing through the first liquid flow channel, successfully transferring the waste heat to the refrigerant in the first liquid flow channel, achieving cross-medium heat transfer. The refrigerant then circulates under the drive of the compressor 19 and is dissipated to the outside as it flows through the condenser 4, and is then carried into the passenger compartment by the airflow generated by the air supply component 15, thus heating the passenger compartment.

[0051] Alternatively, the cooler 13 may be, for example, a liquid-liquid heat exchanger.

[0052] In one embodiment of this application, a heat recovery assembly is included, which is used to release heat to at least one of the crew compartment and the waste heat recovery assembly.

[0053] It should be noted that the heat generated by the battery pack 12 during charging may not be sufficient to meet the heating needs of the passenger compartment. For example, in extremely low temperature environments, at the beginning of charging, or when the battery generates little heat, the heat transferred to the passenger compartment may not be enough to raise it to the preset temperature.

[0054] Therefore, in this embodiment, the air conditioning system is further equipped with a heat replenishment component, which can actively release additional heat into the passenger compartment and / or into the waste heat recovery component (e.g., the coolant inside it). This arrangement ensures stable and comfortable heating for the passenger compartment under any operating conditions. Specifically, the heat replenishment component can be, for example, an electric heater 7 installed in the passenger compartment air duct, which directly heats the air and delivers it into the passenger compartment. Alternatively, it can be an electric heating wire wound around the heat exchange circuit of the waste heat recovery component, which achieves heat replenishment by first heating the coolant and then indirectly increasing the refrigerant temperature.

[0055] It should be noted that in certain low-temperature environments, the low temperature of the battery pack 12 may affect its charging efficiency. Therefore, it is also possible to activate only the heating element to heat the battery pack 12.

[0056] In one embodiment of this application, the heating component includes a warm air core 5, a heater 7, a second pump 8, and a heat exchanger 9; the warm air core 5, the heater 7, the second pump 8, and the heat exchanger 9 are connected in sequence to form a third liquid flow channel; the third liquid flow channel contains coolant, which circulates under the drive of the second pump 8; the heat exchanger 9 is connected to the second liquid flow channel.

[0057] In this embodiment, the heating assembly includes a warm air core 5 (e.g., which can be arranged in the passenger compartment air duct), a heater 7, a second pump 8, and a heat exchanger 9, wherein the heater 7 is used to actively heat the coolant flowing through it. These components are connected in sequence via pipes to form a third liquid flow channel, which is filled with coolant and circulates under the drive of the second pump 8. This configuration allows for two heating modes: first, the high-temperature coolant flows through the warm air core 5, directly providing auxiliary heating to the air blown out of the passenger compartment; second, through the heat exchanger 9 connected to the second liquid flow channel of the waste heat recovery assembly, the high-temperature coolant can indirectly transfer heat to the coolant in the battery cooling circuit, thereby increasing the initial temperature of the waste heat recovery assembly or supplementing its heat, and finally delivering the heat to the passenger compartment through refrigerant circulation, achieving efficient coordination and on-demand distribution of heat within the system.

[0058] It should be noted that the waste heat recovery unit and the supplementary heating unit can work simultaneously or independently, for example, only the waste heat recovery unit or only the supplementary heating unit can work.

[0059] In one embodiment of this application, the air conditioning system further includes a first three-way valve 2, a first four-way valve 1, an outdoor condenser 17, an evaporator 3, a second four-way valve 10, and a second expansion valve 14; the first three-way valve 2 is disposed on the first liquid flow channel and located between the compressor 19 and the condenser 4; the first four-way valve 1 is connected to the condenser 4, the outdoor condenser 17, the second four-way valve 10, and the first three-way valve 2 respectively; the second four-way valve 10 is also connected to the first expansion valve 6, the outdoor condenser 17, and the cooler 13; the evaporator 3 is connected between the compressor 19 and the second four-way valve 10; and the second expansion valve 14 is connected between the second four-way valve 10 and the cooler 13.

[0060] In this embodiment, the first three-way valve 2 and the two four-way valves can control the fluid path. By changing the connection state of their internal channels, the flow direction of the refrigerant can be guided, thereby allowing the entire system to flexibly switch between four modes: cooling mode, heating mode, waste heat recovery mode, and dehumidification mode, which greatly improves the vehicle's adaptability and energy utilization efficiency in different environments.

[0061] (1) Cooling Mode: In this mode, the system prioritizes cooling the passenger compartment. Driven by the compressor 19, the refrigerant flows sequentially to the first three-way valve 2, the first four-way valve 1, the outdoor condenser 17, the second four-way valve 10, the first expansion valve 6, and the evaporator 3. The high-temperature, high-pressure refrigerant from the compressor 19 does not flow to the condenser 4, but is instead directed to the outdoor condenser 17 to release heat to the ambient air. Subsequently, after being throttled by the first expansion valve 6, the refrigerant enters the evaporator 3 to evaporate and absorb heat, cooling the air blown into the passenger compartment by the air supply unit 15. Finally, the low-temperature refrigerant vapor is recovered and compressed by the compressor 19, completing the cycle.

[0062] (2) Heating mode: The coolant flows sequentially to the second pump body 8, heater 7, warm air core 5 and heat exchanger 9. The high-temperature coolant flows through the warm air core 5 and can directly heat the air blown out of the crew compartment.

[0063] In some embodiments, if the battery requires heating, the first water pump is turned on as needed, and the high-temperature coolant can transfer heat to the coolant in the second liquid channel for heat exchange, thereby heating the battery pack 12.

[0064] (3) Waste heat recovery mode: Activated during battery charging, the refrigerant flows sequentially to the first three-way valve 2, condenser 4, first four-way valve 1, second four-way valve 10, second expansion valve 14, and cooler 13. The refrigerant circulation path is guided by the two four-way valves, allowing it to flow through cooler 13. The refrigerant absorbs the waste heat from the charging battery pack 12 brought by the waste heat recovery component, transforming into a high-temperature, high-pressure gas. Subsequently, the refrigerant is compressed by compressor 19 and flows to condenser 4 in the cabin to release heat, thereby providing heat to the crew compartment and significantly saving energy consumption.

[0065] (4) Dehumidification Mode: Used to simultaneously remove moisture from the vehicle interior and regulate temperature in humid weather. The refrigerant flows sequentially through the first three-way valve 2, condenser 4, first four-way valve 1, second four-way valve 10, second expansion valve 14, evaporator 3, coaxial tube 18, and compressor 19. Air first flows through the low-temperature evaporator 3, where water vapor condenses (dehumidification). Subsequently, the dry, cold air flows through the condenser 4 and is heated to achieve comfortable humidity and temperature.

[0066] In one embodiment of this application, the air conditioning system may further include a coaxial tube 18, the outer tube of which is connected to the evaporator 3 and the compressor 19 respectively, and the inner tube of which is connected to the outdoor condenser 17 and the second four-way valve 10 respectively.

[0067] In this embodiment, a coaxial tube 18 is further added. The outer tube (i.e., the outer flow channel) of the coaxial tube 18 is connected to the outlet of the evaporator 3 and the inlet of the compressor 19, respectively; while its inner tube (i.e., the inner flow channel) is connected to the outlet of the outdoor condenser 17 and the corresponding interface of the second four-way valve 10, respectively. This structural design allows the low-temperature, low-pressure refrigerant vapor flowing out of the evaporator 3 and the relatively lower-temperature refrigerant flowing out of the outdoor condenser 17 to flow in opposite directions and exchange heat efficiently inside the coaxial tube 18. On the one hand, the low-temperature vapor about to enter the compressor 19 further cools the liquid refrigerant from the outdoor condenser 17, increasing its subcooling and improving the efficiency and stability of the system in cooling or dehumidification mode. On the other hand, the low-temperature coolant also helps to reduce the exhaust temperature of the compressor 19, improving its operational reliability and lifespan, thereby optimizing the overall energy efficiency of the system.

[0068] In one embodiment, if the battery pack 12 requires cooling, in the cooling mode, a portion of the refrigerant is diverted to the second expansion valve 14 and the cooler 13, and then merges before the coaxial tube 18.

[0069] In one embodiment, such as Figure 1 As shown, the air conditioning system may also include a low-temperature radiator 16. The low-temperature radiator 16 is not directly connected to the outdoor condenser 17 by pipes. It mainly achieves indirect and coordinated heat dissipation through the cooling fan in the vehicle or the integrated thermal management system. The two belong to independent circuits.

[0070] This application also provides a vehicle that includes the aforementioned air conditioning system.

[0071] This application also provides a control method for the aforementioned vehicle, such as... Figure 2 As shown, the control methods include:

[0072] S1. Obtain the vehicle's current charging mode;

[0073] It should be noted that the vehicle's current charging mode can include normal charging mode (direct charging mode and scheduled charging mode).

[0074] S2. If the current charging mode is the scheduled charging mode, then obtain the current temperature of the battery pack 12.

[0075] Optionally, a temperature sensor can be installed inside the vehicle to monitor the current temperature of the battery pack 12 in real time. A controller can also be installed inside the vehicle, connected to the battery pack 12, to monitor the current charge level of the battery pack 12 in real time.

[0076] S3. If the current temperature is greater than the temperature threshold, control the compressor 19 and the waste heat recovery component to start working, and control the air supply component 15 to supply air to the condenser 4.

[0077] It should be noted that nighttime is typically peak electricity consumption time. The increasing charging demand from electric vehicles significantly increases the load on the power grid, forcing some areas to implement power rationing during specific periods. Some provinces in my country have already begun developing provincial-level charging load aggregation platforms and constructing vehicle-grid collaborative charging models to alleviate this pressure. The scheduled charging function is one of the important ways to promote the participation of electric vehicles in power system regulation and enhance the peak-shaving and valley-filling effects of electric vehicle charging facilities on the power grid.

[0078] Therefore, to avoid peak electricity consumption and preheat the passenger compartment using waste heat generated during charging, this embodiment first obtains the vehicle's current charging mode to identify whether the vehicle is in a "scheduled charging" state. If confirmed, the current temperature of the battery pack 12 is further obtained and it is determined whether it exceeds a preset temperature threshold (e.g., 35°C). Once the condition is met, the controller automatically controls the compressor 19 and waste heat recovery components to start working, while simultaneously controlling the air supply component 15 to deliver air to the condenser 4. The system does not need to wait for the user to get in and start the vehicle; instead, it actively activates the waste heat recovery cycle during the background charging process, converting the excess heat generated during battery charging into warm airflow in the passenger compartment. This not only achieves efficient energy utilization but also ensures that the passenger compartment is already in a warm and comfortable environment when the user enters the vehicle at the preset departure time, making it more energy-efficient.

[0079] It should be noted that the vehicle control method provided in this application embodiment can be executed by the controller (e.g., vehicle infotainment system) in the vehicle.

[0080] In one embodiment of this application, such as Figure 3 As shown, the control method also includes:

[0081] If the current temperature is less than or equal to the temperature threshold, then obtain the current charge level of battery pack 12;

[0082] If the current power level is greater than the power threshold, the compressor 19 and the waste heat recovery component are controlled to start working, and the air supply component 15 is controlled to supply air to the condenser 4.

[0083] It should be noted that when charging is about to end or has been completed, the current of the battery pack 12 decreases, resulting in a decrease in heat generation. Its current temperature may have dropped below the temperature threshold. If the temperature is the only factor for judgment, the waste heat recovery will stop, and the energy stored in the battery cannot be fully utilized.

[0084] Therefore, in this embodiment, if the current temperature is determined to be less than or equal to a temperature threshold, the system will further obtain the current charge level of the battery pack 12; if the current charge level is greater than a preset charge threshold (for example, the threshold can be set to 95% or 100% of the full charge, indicating that the battery is close to being fully charged or fully charged), the controller will also control the compressor 19 and the waste heat recovery component to start working, and control the air supply component 15 to supply air to the condenser 4, which can ensure that at the end of the charging cycle, the system can still recover all available heat energy to the maximum extent, preheat the cabin for the user in advance, and further improve the overall energy utilization efficiency and user comfort experience.

[0085] In one embodiment of this application, such as Figure 3 As shown, the control method also includes:

[0086] If the current battery level is less than the battery threshold, the vehicle's current charging mode will be changed to normal charging mode.

[0087] It's important to note that there's a special case in the scheduled charging mode: the battery is neither warm enough (≤ temperature threshold) nor charged enough (< charge threshold). This usually means the scheduled charging process may not have actually proceeded normally due to some reason (such as a power grid outage, charging station malfunction, or user setting error), resulting in the battery neither generating sufficient waste heat nor receiving enough charge. In this situation, if the system continues to wait for the scheduled time or maintains the original mode, it will no longer achieve the user's expected goal of obtaining a fully charged vehicle and a warm cabin at the preset departure time.

[0088] Therefore, in this embodiment, if the current battery level is determined to be less than a threshold, the vehicle's current charging mode is automatically changed to normal charging mode. By forcibly initiating the charging process, it can be ensured that the vehicle simultaneously meets the dual requirements of sufficient battery power and a warm cabin at the user-set departure time.

[0089] Additionally, it should be noted that the details regarding the vehicle's scheduled charging mode, such as calculating the start time of scheduled charging, are standard technical methods in this field and will not be elaborated upon here.

[0090] In this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The term "multiple" refers to two or more unless otherwise expressly defined.

[0091] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only.

[0092] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. An air conditioning system installed in a vehicle, said vehicle including a passenger compartment and a battery pack (12), characterized in that, The air conditioning system includes an air supply component (15), a waste heat recovery assembly, a compressor (19), a condenser (4), and a first expansion valve (6); The air supply component (15) and the condenser (4) are both located inside the vehicle. The condenser (4) is located between the air supply component (15) and the passenger compartment. The air supply component (15) is used to supply air to the condenser (4) and the passenger compartment. The compressor (19), the condenser (4) and the first expansion valve (6) are connected in sequence to form a first liquid flow channel. The first liquid flow channel contains refrigerant, which circulates under the drive of the compressor (19). The waste heat recovery component is used to exchange heat with the battery pack (12) during charging and to transfer heat to the refrigerant.

2. The air conditioning system according to claim 1, characterized in that, The waste heat recovery assembly includes a cooler (13) and a first pump body (11); The cooler (13), the battery pack (12), and the first pump body (11) are connected in sequence to form a second liquid flow channel; The second liquid channel contains coolant, which circulates under the drive of the first pump body (11); The cooler (13) is also connected to the first liquid flow channel.

3. The air conditioning system according to claim 2, characterized in that, It includes a heat recovery assembly for releasing heat to at least one of the crew compartment and the waste heat recovery assembly.

4. The air conditioning system according to claim 3, characterized in that, The heating assembly includes a warm air core (5), a heater (7), a second pump (8), and a heat exchanger (9); The warm air core (5), the heater (7), the second pump body (8), and the heat exchanger (9) are connected in sequence to form a third liquid flow channel; The third liquid channel contains coolant, which circulates under the drive of the second pump body (8); The heat exchanger (9) is connected to the second liquid flow channel.

5. The air conditioning system according to claim 4, characterized in that, The air conditioning system also includes a first three-way valve (2), a first four-way valve (1), an outdoor condenser (17), an evaporator (3), a second four-way valve (10), and a second expansion valve (14); The first three-way valve (2) is disposed on the first liquid flow channel and located between the compressor (19) and the condenser (4). The first four-way valve (1) is connected to the condenser (4), the outdoor condenser (17), the second four-way valve (10) and the first three-way valve (2) respectively. The second four-way valve (10) is also connected to the first expansion valve (6), the outdoor condenser (17), and the cooler (13); The evaporator (3) is connected between the compressor (19) and the second four-way valve (10); The second expansion valve (14) is connected between the second four-way valve (10) and the cooler (13).

6. The air conditioning system according to claim 5, characterized in that, The air conditioning system also includes a coaxial tube (18), the outer tube of which is connected to the evaporator (3) and the compressor (19) respectively, and the inner tube of which is connected to the outdoor condenser (17) and the second four-way valve (10) respectively.

7. A vehicle, characterized in that, The vehicle includes the air conditioning system as described in any one of claims 1 to 6.

8. A control method applied to the vehicle of claim 7, characterized in that, The control method includes: Obtain the current charging mode of the vehicle; If the current charging mode is the scheduled charging mode, then obtain the current temperature of the battery pack (12) in the vehicle; If the current temperature is greater than the temperature threshold, the compressor (19) and waste heat recovery assembly in the vehicle are controlled to start working, and the air supply component (15) in the vehicle is controlled to supply air to the condenser (4).

9. The vehicle control method according to claim 8, characterized in that, The control method further includes: If the current temperature is less than or equal to the temperature threshold, then the current charge of the battery pack (12) is obtained; If the current power level is greater than the power threshold, the compressor (19) and waste heat recovery component are controlled to start working, and the air supply component (15) is controlled to supply air to the condenser (4).

10. The vehicle control method according to claim 9, characterized in that, The control method further includes: If the current battery level is less than the battery threshold, the vehicle's current charging mode is changed to normal charging mode.

Images