Vehicle thermal management system, control method thereof and vehicle

Abstract

The invention provides a vehicle heat management system. The vehicle heat management system comprises a first refrigerating and heating device, a first fluid pipeline and a second refrigerating and heating device. The first refrigerating and heating device is provided with a first connector communicated with the first fluid pipeline and used for conducting heat exchange on fluid media flowing through the first refrigerating and heating device and conveying the first fluid media subjected to heat exchange to the first fluid pipeline through the first connector. The first fluid pipeline is coupled with a power battery of the vehicle and is used for transmitting the first fluid medium subjected to heat exchange, so that the first fluid medium exchanges heat with the power battery; and the second refrigerating and heating device is provided with a driving mechanism, can be controlled to move so as to be in contact with or separated from the power battery, and exchanges heat with the power battery in a contact state. The system energy efficiency of the power battery in the severe cold environment is effectively improved, and reliable operation of the vehicle under the low-temperature condition is guaranteed.

Description

Technical Field

[0001] This application relates to the field of vehicle technology. Specifically, this application relates to a vehicle thermal management system and its control method, and a vehicle. Background Technology

[0002] With the rapid development of the new energy vehicle industry, electric vehicles, which use electricity as their main power source, are increasingly gaining widespread market recognition.

[0003] In traditional technologies, most electric vehicles use compressor-based air conditioning systems to cool or heat the cabin and battery. However, in extremely cold environments (such as below -20°C), the refrigerant viscosity increases significantly, and the flow resistance increases, leading to a decrease in the system's heat exchange efficiency. Summary of the Invention

[0004] Therefore, it is necessary to provide a vehicle thermal management system and its control method, as well as a vehicle, to address the aforementioned technical problems.

[0005] In a first aspect, this application provides a vehicle thermal management system, including a first cooling / heating device, a first fluid pipeline, and a second cooling / heating device; wherein...

[0006] The first cooling and heating device is provided with a first interface connected to the first fluid pipeline for heat exchange of the fluid medium flowing through it, and for conveying the heat-exchanged first fluid medium to the first fluid pipeline through the first interface.

[0007] The first fluid pipeline is coupled to the vehicle's power battery and is used to transmit the first fluid medium after heat exchange so that the first fluid medium can exchange heat with the power battery;

[0008] The second cooling and heating device is equipped with a drive mechanism that can be moved in a controlled manner to contact or separate from the power battery, and to exchange heat with the power battery in the contact state.

[0009] In one embodiment, a second fluid line is further included, the second fluid line including a second main fluid line, a second branch fluid line and a flow control valve;

[0010] The first cooling and heating device is also provided with a second interface connected to the second fluid pipeline, and is also used to receive the fluid medium that has completed heat exchange with the power battery and perform heat exchange again, and to transport the heat-exchanged second fluid medium to the second fluid pipeline through the second interface;

[0011] The flow control valve is used to distribute the flow rate of the second fluid medium flowing into the second fluid main pipeline and the second fluid branch pipeline;

[0012] The second fluid main pipeline is coupled to a heat dissipation element and is used to transmit the second fluid medium after flow distribution so that the second fluid medium can exchange heat with the heat dissipation element;

[0013] The second fluid branch line is coupled at least to the vehicle's cockpit and is used to transmit the second fluid medium after flow distribution so that the second fluid medium exchanges heat with at least the cockpit.

[0014] In one embodiment, a heat exchange element and an auxiliary power supply are also included;

[0015] The heat exchange element is disposed on the side of the second cooling and heating device away from the power battery, and is used to exchange heat with the second cooling and heating device after the second cooling and heating device has completed the heat exchange with the power battery; wherein, the heat exchange element is a fan, used to accelerate the air flow around the second cooling and heating device; or, the heat exchange element is a solid heat conduction device, used to directly contact the second cooling and heating device for heat exchange.

[0016] The auxiliary power supply is electrically connected to the drive mechanism and is used to supply power to the drive mechanism when the power battery cannot work normally; wherein, the auxiliary power supply is an ultra-low temperature resistant power supply or a power supply with a heat preservation structure;

[0017] The first cooling and heating device is a first solid-state spring-loaded cooling and heating device, which includes solid spring-loaded material. Heating or cooling is achieved by applying or releasing stress to the solid spring-loaded material.

[0018] And / or, the second cooling and heating device is a second solid-state spring-loaded cooling and heating device, which includes solid spring-loaded material, and achieves heating or cooling by applying or releasing stress to the solid spring-loaded material;

[0019] And / or, the flow control valve is a three-way proportional valve;

[0020] And / or, the second fluid branch line is coupled to the vehicle refrigerator in the cockpit.

[0021] In one embodiment, the power battery or its housing is provided with a groove adapted to the structure of the first fluid pipeline, and the first fluid pipeline is embedded in the groove, so that at least one outer surface of the power battery or its housing is flat.

[0022] Secondly, this application also provides a vehicle, including a power battery and a vehicle thermal management system as described in any of the above embodiments; wherein the power battery is used to supply power to the vehicle thermal management system, and the vehicle thermal management system is used to heat or cool the power battery.

[0023] Thirdly, this application also provides a control method for a vehicle thermal management system, applied to a vehicle thermal management system as described in any of the above embodiments, comprising the following steps:

[0024] Obtain the current battery temperature of the power battery and the current ambient temperature of the area where the power battery is located;

[0025] Based on the current battery temperature and the current ambient temperature, determine the corresponding thermal management strategy;

[0026] According to the thermal management strategy, the first cooling and heating device and / or the second cooling and heating device are controlled to regulate the temperature of the power battery.

[0027] In one embodiment, determining the corresponding thermal management strategy based on the current battery temperature and the current ambient temperature specifically includes:

[0028] If both the current battery temperature and the current ambient temperature are between the second temperature threshold and the fourth temperature threshold, then it is determined to be the first thermal management condition. Under the first thermal management condition, the first cooling and heating device and the second cooling and heating device are not started.

[0029] If the current battery temperature and the current ambient temperature are both between the first temperature threshold and the second temperature threshold, or both are between the fourth temperature threshold and the fifth temperature threshold, then it is determined to be the second thermal management condition. Under the second thermal management condition, the state of charge of the power battery is obtained. If the state of charge meets the high state of charge condition, the first cooling and heating device is activated. If the state of charge meets the low state of charge condition, the second cooling and heating device is activated.

[0030] If both the current battery temperature and the current ambient temperature are lower than the first temperature threshold or higher than the fifth temperature threshold, then the third thermal management condition is determined. Under the third thermal management condition, the second cooling and heating device is started first. After the battery temperature of the power battery rises to the first set temperature or falls to the second set temperature, the first cooling and heating device is started again.

[0031] In one embodiment, determining the corresponding thermal management strategy based on the current battery temperature and the current ambient temperature further includes:

[0032] If the current battery temperature is between the second temperature threshold and the fourth temperature threshold, and the current ambient temperature is lower than the first temperature threshold or higher than the fifth temperature threshold, then the first cooling and heating device and / or the second cooling and heating device are activated.

[0033] If the current battery temperature is between the first temperature threshold and the second temperature threshold, or between the fourth temperature threshold and the fifth temperature threshold, and the current ambient temperature is between the second temperature threshold and the fourth temperature threshold, then based on the thermal management strategy corresponding to the second thermal management condition, the heating or cooling capacity of the first cooling and heating device or the second cooling and heating device is reduced.

[0034] If the current battery temperature is lower than the first temperature threshold or higher than the fifth temperature threshold, and the current ambient temperature is between the first temperature threshold and the second temperature threshold, or between the fourth temperature threshold and the fifth temperature threshold, then based on the thermal management strategy corresponding to the third thermal management condition, the heating or cooling capacity of the first cooling and heating device and the second cooling and heating device will be reduced.

[0035] If the current battery temperature is lower than the first temperature threshold or higher than the fifth temperature threshold, and the current ambient temperature is between the second and fourth temperature thresholds, then based on the thermal management strategy corresponding to the third thermal management condition, the heating or cooling capacity of the first and second cooling / heating devices will be further reduced.

[0036] In one embodiment, determining the corresponding thermal management strategy based on the current battery temperature and the current ambient temperature specifically includes:

[0037] If the current battery temperature is lower than the first temperature threshold or higher than the fifth temperature threshold, the thermal management priority of the power battery is adjusted to the highest, and the first cooling and heating device and the second cooling and heating device are controlled to cool or heat the power battery only.

[0038] If the current battery temperature is between the first temperature threshold and the second temperature threshold, or between the fourth temperature threshold and the fifth temperature threshold, then the thermal management priority of the power battery is increased, and the first cooling and heating device and the second cooling and heating device are controlled to prioritize cooling or heating the power battery.

[0039] If the power battery and the cockpit have the same thermal management priority, then the second cooling and heating device is controlled to cool or heat the power battery, and the first cooling and heating device is controlled to cool or heat the cockpit. Furthermore, if the first cooling and heating device has a cooling and heating capacity, the capacity is allocated to the power battery.

[0040] In one embodiment, the first temperature threshold, the second temperature threshold, the fourth temperature threshold, or the fifth temperature threshold is dynamically adjusted using the following formula:

[0041] ;

[0042] Where T represents the adjusted first temperature threshold, second temperature threshold, fourth temperature threshold, or fifth temperature threshold, T base This indicates the first, second, fourth, or fifth temperature threshold before adjustment; V represents the vehicle's speed; C represents road condition data; S represents the battery's state of charge; H represents the battery's health status; and T represents the vehicle's speed. 环境 The ambient temperature is represented by k1, k2, k3, k4, and k5, which represent weighting coefficients.

[0043] The aforementioned vehicle thermal management system and its control method, as well as the vehicle itself, include a first heating / cooling device that thermally couples with the power battery via a first fluid conduit to heat or cool the battery. A second heating / cooling device is equipped with a drive mechanism that can actively move and contact the surface of the power battery, directly conducting heat or cold in contact, thus heating or cooling the battery more directly and quickly. Through the coordinated operation of the first and second heating / cooling devices, the power battery can reach a suitable operating temperature range in a shorter time, effectively improving the system energy efficiency of the power battery in extremely cold environments and ensuring reliable vehicle operation under low-temperature conditions. Attached Figure Description

[0044] Figure 1 This is a schematic diagram of the structure of a vehicle thermal management system in one embodiment;

[0045] Figure 2 This is a schematic diagram of the solid-state spring-loaded cooling and heating device in one embodiment;

[0046] Figure 3 This is a schematic diagram of the vehicle thermal management system in another embodiment;

[0047] Figure 4 This is a schematic diagram of the vehicle thermal management system in another embodiment;

[0048] Figure 5 This is a schematic diagram of the vehicle thermal management system in yet another embodiment;

[0049] Figure 6 This is a schematic diagram of the arrangement of the second solid-state spring-loaded cooling and heating device in one embodiment;

[0050] Figure 7 This is a schematic diagram of the groove structure in one embodiment;

[0051] Figure 8 This is a schematic diagram of the vehicle structure in one embodiment. Detailed Implementation

[0052] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0053] In one embodiment, such as Figure 1 As shown, a vehicle thermal management system is provided, including a first solid-state cartridge cooling and heating device 10 and a first fluid pipeline 20; wherein,

[0054] like Figure 2 As shown, the first solid-state cartridge cooling and heating device 10 includes a solid-state cartridge material, a medium container 101, and a driving mechanism 102. The solid-state cartridge material is disposed inside the medium container 101. The medium container 101 has a first opening A and a second opening B. The driving mechanism 102 is used to apply an external force to the solid-state cartridge material to release its latent heat, or to remove the external force to allow it to absorb its latent heat, so as to perform heat exchange on the fluid medium flowing through the medium container 101. The first opening or the second opening is used to output the first fluid medium after heat exchange.

[0055] The first fluid pipeline 20 is provided with a first port and a second port. The first port is connected to a first opening, and the second port is connected to a second opening. The first fluid pipeline 20 is coupled to the vehicle's power battery. The first fluid pipeline 20 is used to transport a first fluid medium so that the first fluid medium can exchange heat with the power battery.

[0056] Specifically, when the drive mechanism 102 is loaded, the solid spring clip material releases latent heat; when the drive mechanism 102 is unloaded, the solid spring clip material absorbs latent heat. This solid spring clip material typically undergoes a transformation from austenite to martensite during the loading phase by applying external force, releasing latent heat and causing the material to heat up; during the unloading phase, the material undergoes a reverse phase transformation from martensite back to austenite by removing the external force, absorbing latent heat and causing the material to cool down. This achieves a cooling or heating effect through heat transfer.

[0057] The first opening A and the second opening B are typically located at opposite ends of the first solid-state cartridge cooling and heating device 10. Further, the first opening A and the second opening B are located on opposite sides of the first solid-state cartridge cooling and heating device 10. Considering that the main body of the solid cartridge material is generally located in the middle of the first solid-state cartridge cooling and heating device 10, this arrangement of the first opening A and the second opening B allows the fluid medium to flow in from the first opening A at one corner of the first solid-state cartridge cooling and heating device 10, pass through the solid cartridge material, and then flow out from the diagonally opposite second opening B (understandable, see reference). Figure 1 At this point, it is equivalent to B being located at Figure 1 The position of C in the middle effectively improves the heat exchange efficiency between the fluid medium and the solid elastic material.

[0058] Optionally, multiple first solid-state spring-loaded cooling and heating devices 10 can be connected in parallel to increase the heating or cooling capacity per unit time. Simultaneously, the parallel connection of multiple first solid-state spring-loaded cooling and heating devices 10 allows for flexible adjustment of the output heating or cooling capacity according to real-time heating or cooling demands, thereby achieving precise temperature control and saving energy. Optionally, the fluid medium can be water, graphene nanofluids, or liquid metals, or other fluids with good thermal conductivity. The solid-state spring-loaded material is typically made of nickel-titanium alloys, nickel-titanium-copper alloys, or other materials with high phase transformation strain, low phase transformation hysteresis, and high fatigue life. Specific materials can be selected based on actual needs and application scenarios.

[0059] The first fluid conduit 20 is connected to a first opening A and a second opening B at its two ends, respectively. The first fluid conduit 20 flows through the power battery, typically exchanging heat with the battery surface through contact. Specifically, the conduit can be in contact with one side of the battery or coiled around the battery. Optionally, the portion of the first fluid conduit 20 in contact with the power battery is coated with a graphene coating to improve the thermal conductivity of that portion.

[0060] When heating of the power battery is required, the drive mechanism 102 loads solid cartridge material, causing the solid cartridge material to heat up. Then, the heat energy is carried out from the medium container 101 through the fluid medium and transported to the power battery through the first fluid pipeline 20 for heat exchange to heat the battery. Afterward, it flows back into the medium container 101. When cooling is required, the drive mechanism 102 is controlled to unload the solid cartridge material, causing the solid cartridge material to cool down, thereby achieving the cooling function.

[0061] In the aforementioned vehicle thermal management system, a first solid-state cartridge cooling and heating device 10 is used as the core thermal management unit. The solid-state cartridge material used in this device operates by releasing or absorbing latent heat during a solid-state phase change to achieve cooling and heating functions. Compared with traditional refrigerants, the thermodynamic properties of solid-state cartridge materials exhibit minimal degradation at low temperatures, thus significantly improving heating efficiency and making them particularly suitable for extremely cold operating conditions. Furthermore, a first fluid pipeline 20 is coupled to the power battery, allowing the fluid medium heated by the first solid-state cartridge cooling and heating device 10 to be transported to the power battery, enhancing the power battery's performance in extremely cold environments.

[0062] In one embodiment, the vehicle thermal management system further includes a second fluid conduit 30; the medium container 101 is also provided with a third opening C and a fourth opening D (not shown); when the first opening A is used to output the first fluid medium after heat exchange, the second opening B is used to receive the return medium that has completed heat exchange with the power battery; when the second opening B is used to output the first fluid medium after heat exchange, the first opening A is used to receive the return medium that has completed heat exchange with the power battery; the drive mechanism 102 is also used to perform heat exchange on the return medium again; the third opening C or the fourth opening D is used to output the second fluid medium after heat exchange;

[0063] The second fluid conduit 30 is provided with a first port and a second port. The first port is connected to the third opening C, and the second port is connected to the fourth opening D. The second fluid conduit 30 is coupled to the heat dissipation element 40. The second fluid conduit 30 is used to transport the second fluid medium so that the second fluid medium can exchange heat with the heat dissipation element 40.

[0064] Specifically, the third opening C can be set on the other side (opposite side) of the first opening A or the second opening B, and the fourth opening D can be set on the other side (opposite side) of the second opening B or the first opening A.

[0065] The two ends of the second fluid conduit 30 are connected to the third opening C and the fourth opening D, respectively. The second fluid conduit 30 flows through the heat dissipation element 40, and the fluid medium can flow through the surface or interior of the heat dissipation element 40. When heating the power battery is required, the heated fluid medium exchanges heat with the power battery and cools down, then flows through the second fluid conduit 30 through the heat dissipation element 40 to raise its temperature. More specifically, after the heated fluid medium leaves the medium container 101 through the first fluid conduit 20, the drive mechanism 102 can be controlled to unload the solid cartridge material, causing the solid cartridge material to cool down itself, thereby cooling the fluid medium in the medium container 101. Then, the cooled fluid medium is transported through the second fluid conduit 30 to the heat dissipation element 40 for heating, and then returns to the medium container 101. After this cycle is completed, if it is necessary to continue heating the power battery, the solid cartridge material can be loaded again through the drive mechanism 102 to raise its temperature. The reverse operation can be used to cool the power battery.

[0066] In one embodiment, at least one of the first opening A, the second opening B, the third opening C, and the fourth opening D on the medium container 101 is provided with an independent control valve. For example, all four openings are set to be independently switched, or multiple openings are grouped according to their respective pipelines and provided with linkage control valves. For example, the two openings connected to the first fluid pipeline 20 are set to open or close simultaneously, and the two openings connected to the second fluid pipeline 30 can be opened or closed simultaneously.

[0067] In the vehicle thermal management system, the flow of fluid media can be controlled by fluid pumps or control valves. These fluid control devices can be installed on pipelines or on the first solid-state cartridge cooling and heating unit 10.

[0068] In one embodiment, the first fluid line 20 is also coupled to the vehicle's cockpit; the flow path connection between the cockpit and the power battery is either in series or in parallel.

[0069] Specifically, the first fluid conduit 20 can also flow through the vehicle's passenger compartment, providing heating or cooling functions. Heat exchange within the passenger compartment can be achieved through fans or other means, specifically employing existing technologies such as automotive air conditioning. The piping between the power battery and the passenger compartment can be connected in series or in parallel.

[0070] In one embodiment, such as Figure 3 As shown, in the series configuration, a bidirectional pump or reversing valve is installed on the first fluid pipeline 20 to control the first fluid medium to flow preferentially through the power battery or the cockpit.

[0071] Specifically, in the series structure, the first fluid line 20 can pass through the power battery first, then through the cockpit, or vice versa. The fluid medium's movement towards the power battery or the cockpit can be controlled by a variable-direction fluid pump (e.g., a two-way pump) or a control valve (e.g., a reversing valve). It can be understood that the first opening A and the second opening B can switch between being inlets or outlets. This allows for priority cooling or heating of either the power battery or the cockpit.

[0072] Furthermore, in one embodiment, at least one three-way valve is provided on the first fluid line 20, and the three-way valve is located in the upstream flow path of the power battery or the cockpit; the three-way valve is used to selectively guide the first fluid medium to flow through the power battery or the cockpit for heat exchange, or to bypass the power battery or the cockpit and directly enter the downstream flow path.

[0073] Specifically, one or more three-way valves can be installed in the first fluid line 20 so that the first fluid medium in the first fluid line 20 does not flow through the power battery or the cockpit, thereby improving efficiency and saving energy.

[0074] In one embodiment, such as Figure 4 As shown, in parallel mode, a three-way throttle valve or a four-way throttle valve is provided on the first fluid pipeline 20. The three-way throttle valve or the four-way throttle valve is located in the common upstream flow path of the power battery and the cockpit. The three-way throttle valve or the four-way throttle valve is used to distribute the flow rate of the first fluid medium flowing through the power battery and the cockpit.

[0075] Specifically, in the parallel structure, a three-way or four-way throttle valve can be installed in the first fluid line 20 to adjust the flow distribution between the power battery branch and the cockpit branch.

[0076] In one embodiment, a vehicle is also provided, including a power battery and a vehicle thermal management system as described in any of the above embodiments; wherein the power battery supplies power to the vehicle thermal management system, and the vehicle thermal management system heats or cools the power battery.

[0077] The vehicle thermal management system can be powered and controlled by the electric vehicle's three-electric system, eliminating the need for a separate motor and allowing it to share a single motor with the entire vehicle to save costs.

[0078] In one embodiment, the power battery or its housing is provided with a groove 60 adapted to the structure of the first fluid conduit 20, and the first fluid conduit 20 is embedded in the groove 60, so that at least one outer surface of the power battery or its housing is flat.

[0079] Based on the same inventive concept, in another embodiment, such as Figure 5 As shown, a vehicle thermal management system is also provided, including a first cooling / heating device, a first fluid pipeline 20, and a second cooling / heating device; wherein,

[0080] The first cooling and heating device is provided with a first interface connected to the first fluid pipeline 20, which is used to perform heat exchange on the fluid medium flowing through it, and to transport the heat-exchanged first fluid medium to the first fluid pipeline 20 through the first interface.

[0081] The first fluid pipeline 20 is coupled to the vehicle's power battery and is used to transmit the first fluid medium after heat exchange so that the first fluid medium can exchange heat with the power battery.

[0082] The second cooling and heating device is equipped with a drive mechanism 102, which can be moved in a controlled manner to contact or separate from the power battery, and exchange heat with the power battery in the contact state.

[0083] Optionally, the first cooling and heating device is a first solid-state spring-loaded cooling and heating device 10, which includes a solid spring-loaded material and achieves heating or cooling by applying or releasing stress to the solid spring-loaded material. The second cooling and heating device is a second solid-state spring-loaded cooling and heating device 50, which includes a solid spring-loaded material, a medium container 101, and a driving mechanism 102, and achieves heating or cooling by applying or releasing stress to the solid spring-loaded material.

[0084] The first interface includes a first opening A and a second opening B. When the first opening A is used to output the first fluid medium after heat exchange, the second opening B is used to receive the return medium that has completed heat exchange with the power battery; when the second opening B is used to output the first fluid medium after heat exchange, the first opening A is used to receive the return medium that has completed heat exchange with the power battery.

[0085] In the aforementioned vehicle thermal management system, the first heating / cooling device is thermally coupled to the power battery via a first fluid conduit to heat or cool the battery. The second heating / cooling device is equipped with a drive mechanism that can actively move and conform to the surface of the power battery, directly conducting heat or cold in contact, thereby heating or cooling the power battery more directly and quickly. Through the coordinated operation of the first and second heating / cooling devices, the power battery can reach a suitable operating temperature range in a shorter time, effectively improving the system energy efficiency of the power battery in extremely cold environments and ensuring reliable vehicle operation under low-temperature conditions.

[0086] Considering that the power battery may fail to function properly in extreme operating scenarios such as ultra-low temperatures, a separate auxiliary power source can be provided to support the operation of the drive mechanism 102. This auxiliary power source can be a power source capable of operating in ultra-low temperature environments or a power source with good insulation. Furthermore, the ability to charge this auxiliary power source using solar energy can be considered.

[0087] like Figure 6 As shown, the second solid-state spring-loaded cooling and heating device 50 adopts a plate-like structure and is arranged on one side of the battery, usually parallel to the battery. By loading or unloading the device through the drive mechanism 102, it can be brought into contact with the power battery to heat or cool the power battery.

[0088] In one embodiment, the vehicle thermal management system further includes heat exchange elements;

[0089] The heat exchange element is located on the side of the second cooling and heating device away from the power battery, and is used to exchange heat with the second cooling and heating device after the power battery has completed the heat exchange.

[0090] The heat exchange element is a fan, used to accelerate the airflow around the second cooling and heating device to increase the heat exchange effect; or, the heat exchange element is a solid heat conduction device, used to directly contact the second solid spring-loaded cooling and heating device 50 for heat exchange, for example, driving the second solid spring-loaded cooling and heating device 50 to directly contact the heat exchange element for heat exchange.

[0091] In one embodiment, the drive mechanism 102 can not only load or unload the second solid-state cartridge cooling / heating device 50, but also drive the second solid-state cartridge cooling / heating device 50 closer to or further away from the power battery (similar to a multi-axis robotic arm). Alternatively, an additional device can be added to achieve this separately, driving the second solid-state cartridge cooling / heating device 50 closer to or further away from the power battery.

[0092] In one embodiment, when the first fluid conduit 20 abuts against one side of the power battery, the second solid-state spring-loaded cooling and heating device 50 can be disposed on the other side of the power battery. For example... Figure 7 As shown, when the first fluid conduit 20 is coiled around the power battery, a groove 60 adapted to the shape and size of the first fluid conduit 20 can be formed in the structure of the power battery itself or in the casing provided for the power battery. In this way, the first fluid conduit 20 is essentially embedded in the power battery or its casing, so that the first fluid conduit 20 does not protrude from the power battery or its casing on at least one side. In this way, the second solid-state spring-loaded cooling and heating device 50 can directly contact the power battery or its casing for heat exchange without being structurally affected by the first fluid conduit 20 coiled around the power battery.

[0093] In one embodiment, the vehicle thermal management system further includes a second fluid line 30, which includes a second main fluid line, a second branch fluid line, and a flow control valve.

[0094] The first cooling and heating device is also provided with a second interface connected to the second fluid pipeline 30, and is also used to receive the fluid medium that has completed heat exchange with the power battery and perform heat exchange again, and to transport the heat-exchanged second fluid medium to the second fluid pipeline 30 through the second interface.

[0095] The flow control valve is used to distribute the flow rate of the second fluid medium flowing into the second fluid main pipeline and the second fluid branch pipeline;

[0096] The second fluid main pipeline is coupled to the heat dissipation element 40 and is used to transmit the second fluid medium after flow distribution so that the second fluid medium and the heat dissipation element 40 can exchange heat.

[0097] The second fluid distribution line is coupled at least to the vehicle's cockpit for transmitting a second fluid medium after flow distribution, so that the second fluid medium exchanges heat with at least the cockpit.

[0098] Specifically, a second fluid branch line can be added to the second fluid line 30, and the second fluid branch line flows through at least the cockpit. The opening and closing of the second fluid branch line, and even the flow rate, can be set to be controllable and adjustable.

[0099] Considering that the first fluid pipeline 20 and the second fluid pipeline 30 are energy-conserving, the heating and cooling capacity of the first fluid pipeline 20 is affected not only by the upper limit of the heating and cooling capacity of the first solid-state cartridge refrigeration and heating device 10 itself, but also by the heat exchange efficiency of the second solid-state cartridge refrigeration and heating device 50.

[0100] By adding a second fluid branch line to the second fluid line 30, the heat exchange efficiency of the second fluid line 30 can be further improved, thereby increasing the heating and cooling capacity of the first fluid line 20.

[0101] In one embodiment, a three-way proportional valve can be added to the second fluid line 30 to achieve dynamic flow distribution between the main line and the branch lines. The second fluid branch line can be equipped with an independent circulating pump and a temperature sensor to form a closed-loop control circuit.

[0102] Many existing vehicles are equipped with in-vehicle refrigerators, which are typically located in the passenger compartment. In-vehicle refrigerators are generally used for cooling and have good insulation properties, so there is little heat exchange between them and the passenger compartment. Therefore, when the battery and / or passenger compartment require heating, the second fluid distribution line can be controlled to flow only through the in-vehicle refrigerator, improving the overall cooling efficiency of the second fluid distribution line 30. This, in turn, increases the heat output of the first fluid distribution line 20 per unit time, accelerating the warm-up of the battery and / or passenger compartment. This scenario is particularly suitable for driving in cold winter conditions.

[0103] Understandably, in extremely cold conditions, it is necessary to heat the power battery. Generally, the first fluid line 20 first delivers a hot fluid medium from the first solid-state cartridge cooling and heating device 10 to heat the power battery; then, the second fluid line 30 delivers a cold fluid medium from the first solid-state cartridge cooling and heating device 10, which is then heated by the heat dissipation element 40 (the order can be reversed). The added second fluid branch line can transfer the cold energy to the cockpit (or the onboard refrigerator within the cockpit). This improves the overall cooling efficiency of the second fluid line 30, thereby increasing the heat output of the first fluid line 20 per unit time and accelerating the battery's temperature rise. This scenario is often applicable when the cockpit is unoccupied.

[0104] In one embodiment, such as Figure 8 As shown, a vehicle is also provided, including a power battery and a vehicle thermal management system as described in any of the above embodiments; wherein the power battery is used to supply power to the vehicle thermal management system, and the vehicle thermal management system is used to heat or cool the power battery.

[0105] In one embodiment, a control method for a vehicle thermal management system is also provided, applied to the vehicle thermal management system of any of the above embodiments, comprising the following steps S101-S103:

[0106] S101, obtain the current battery temperature of the power battery and the current ambient temperature of the area where the power battery is located.

[0107] Specifically, ambient temperature generally refers to the temperature of the area where the power battery is located. By obtaining the temperature of the power battery itself and the ambient temperature of the area where the power battery is located, if the current battery temperature is not equal to the current ambient temperature, the current ambient temperature is taken as the benchmark, and is either greater than or less than the current battery temperature. Specifically, if the temperature difference between the current battery temperature and the current ambient temperature is within X, the current battery temperature can be considered equal to the current ambient temperature. Optionally, X can generally be set to 1°C-2°C, mainly determined by the actual heat exchange efficiency between the battery and its surrounding area. The principle is that the higher the heat exchange efficiency, the smaller the value of X can be; the lower the heat exchange efficiency, the larger the value of X can be. Among them, the heat exchange efficiency can be studied by investigating the impact of different environmental factors (such as wind speed, light intensity, etc.) on the heat exchange between the power battery and the surrounding environment, and by using models to predict the trend of battery temperature change under given environmental conditions, providing a more accurate basis for the formulation of thermal management strategies.

[0108] Real-time synchronous monitoring of battery temperature and ambient temperature enables the system to adjust the control parameters of the solid-state cooling and heating device in advance when a rapid change in ambient temperature is predicted, in order to cope with the upcoming temperature change and reduce the impact of temperature fluctuations on the power battery's range.

[0109] S102 determines the corresponding thermal management strategy based on the current battery temperature and the current ambient temperature.

[0110] Specifically, based on the current battery temperature and ambient temperature, a comparison is made with preset temperature thresholds to determine the current operating condition type, and then an appropriate thermal management strategy is selected. There can be four or five preset temperature thresholds. Specifically, these could be: a first temperature threshold of -20±a°C, a second temperature threshold of 0±b°C, a third temperature threshold of 20±c°C, a fourth temperature threshold of 40±d°C, and a fifth temperature threshold of 60±e°C. When four temperature thresholds are preset, the third temperature threshold mentioned above is not required. It can be understood that the third temperature threshold represents the operating temperature (which may be a specific value or a range) under optimal operating conditions for the power battery.

[0111] The final determination of each temperature threshold is mainly based on the impact of each temperature threshold on the range of the specific power battery. The general principle for setting the temperature thresholds is: when the power battery is at the third temperature threshold, or between the second and fourth temperature thresholds, the range remains basically stable; when it is between the first and second temperature thresholds, or between the fourth and fifth temperature thresholds, the range decreases significantly; and when it is below the first temperature threshold or above the fifth temperature threshold, the range drops drastically.

[0112] The main application scenario for the third temperature threshold is when a car is charging and an external power source is connected. By controlling the battery temperature between the third temperature threshold, or between the second and fourth temperature thresholds, the battery can be kept in its optimal working state.

[0113] This can be achieved by adding an intermittent operation mode to the solid-state cartridge cooling and heating device. When the power battery temperature is relatively stable and close to the target temperature, the solid-state cartridge cooling and heating device can operate intermittently instead of continuously. By reasonably controlling the intermittent time and operating frequency, energy consumption can be reduced while ensuring temperature control accuracy.

[0114] S103, according to the thermal management strategy, controls the first cooling and heating device and / or the second cooling and heating device to regulate the temperature of the power battery.

[0115] In one embodiment, step S102 specifically includes the following sub-steps S1021-S1023:

[0116] S1021, If ​​the current battery temperature and the current ambient temperature are both between the second temperature threshold and the fourth temperature threshold, then it is determined to be the first thermal management condition. Under the first thermal management condition, the first cooling and heating device and the second cooling and heating device are not started.

[0117] S1022, If the current battery temperature and the current ambient temperature are both between the first temperature threshold and the second temperature threshold, or both are between the fourth temperature threshold and the fifth temperature threshold, then it is determined to be the second thermal management condition. Under the second thermal management condition, the state of charge of the power battery is obtained. If the state of charge meets the high state of charge condition, the first cooling and heating device is started. If the state of charge meets the low state of charge condition, the second cooling and heating device is started.

[0118] S1023 If the current battery temperature and the current ambient temperature are both lower than the first temperature threshold or both are higher than the fifth temperature threshold, then the third thermal management condition is determined. Under the third thermal management condition, the second cooling and heating device is started first. After the battery temperature of the power battery rises to the first set temperature or falls to the second set temperature, the first cooling and heating device is started again.

[0119] Specifically, if the current battery temperature and the current ambient temperature are both between the second temperature threshold and the fourth temperature threshold, this is the first thermal management condition; if the current battery temperature and the current ambient temperature are both between the first temperature threshold and the second temperature threshold, or both between the fourth temperature threshold and the fifth temperature threshold, this is the second thermal management condition; if the current battery temperature and the current ambient temperature are both below the first temperature threshold, or both above the fifth temperature threshold, this is the third thermal management condition (extreme condition).

[0120] The thermal management strategy corresponding to the first thermal management condition is to choose not to use a solid-state cartridge cooling and heating device for thermal management of the power battery.

[0121] The thermal management strategy corresponding to the second thermal management condition is to manage the thermal performance of the power battery through the first or second solid-state cartridge cooling and heating device. The cooling or heating requirements can be further divided into sub-conditions.

[0122] The cooling and heating capacity per unit time can be increased or decreased by adjusting the frequency of the drive mechanism in an individual first solid-state cartridge cooling and heating unit; alternatively, the cooling and heating capacity per unit time can be increased or decreased by adjusting the number of first solid-state cartridge cooling and heating units operating in parallel. These two methods can be used in combination. Considering the lifespan of the solid-state cartridge cooling and heating unit itself, it is advisable to prioritize adjusting the number of units, and then adjust the operating frequency of each unit.

[0123] In practical applications, there are upper limits to the frequency of the first solid-state cartridge cooling and heating device and the number of first solid-state cartridge cooling and heating devices operating in parallel, which leads to the maximum and minimum heating or cooling capacity.

[0124] When the battery temperature equals the first or fifth temperature threshold, the first or second solid-state cartridge cooling and heating device is controlled to perform cooling and heating operations at maximum output.

[0125] When the battery temperature equals the second or fourth temperature threshold, the first or second solid-state cartridge cooling and heating device is controlled to perform cooling and heating operations at the minimum output.

[0126] When the battery temperature is between the first and second temperature thresholds, or between the fourth and fifth temperature thresholds, the closer it is to the first temperature threshold, the greater the heating capacity; and the closer it is to the fifth temperature threshold, the greater the cooling capacity.

[0127] When performing thermal management on a power battery, the choice between a first solid-state cartridge cooling / heating device and a second solid-state cartridge cooling / heating device is primarily determined by the battery's state of charge (SOC), i.e., the remaining charge of the battery. Specifically, the principle is as follows: when the battery's SOC is high, the first solid-state cartridge cooling / heating device can be used for thermal management; conversely, when the battery's SOC is low, the second solid-state cartridge cooling / heating device can be used. In practical applications, there are several ways to define high and low state of charge, as detailed below:

[0128] One implementation method is to determine the remaining battery percentage by setting specific thresholds. For example, a state with a remaining battery percentage greater than 10%, 20%, 25%, or other specific values ​​can be defined as a high-charge state, while a state with a remaining battery percentage less than 10% can be defined as a low-charge state.

[0129] The second implementation method is to set a relatively high SOC threshold to define a high state of charge. For example, when the SOC of the power battery is greater than or equal to 80%, it is determined to be in a high state of charge. Alternatively, a relatively low SOC threshold can be set to define a low state of charge. For example, when the SOC of the power battery is less than or equal to 20%, it is determined to be in a low state of charge.

[0130] The third approach involves using a neural network model for determination. By collecting a large amount of SOC data and other relevant parameters of the power battery under different operating conditions, the neural network model is trained to accurately determine whether the current state of charge of the power battery is high or low based on the real-time collected data.

[0131] The specific implementation methods described above for determining high and low charge states can be flexibly selected according to different application scenarios and equipment requirements. These methods can be used individually or in combination, and there are no restrictions on the specific application method.

[0132] The thermal management strategy corresponding to the third thermal management condition is to manage the thermal performance of the power battery through the first and second solid-state cartridge cooling and heating devices. Cooling or heating requirements can be further divided into sub-conditions.

[0133] In the third thermal management condition, the power battery is in poor condition (the main reference indicators are State of Charge (SOC) and State of Health (SOH)), and may even be unable to function properly. Therefore, it is considered to first use the second solid-state cartridge cooling and heating device to cool or heat the power battery. When the battery temperature rises to a certain temperature (which could be the first temperature threshold) or falls to a certain temperature (which could be the fifth temperature threshold), the first solid-state cartridge cooling and heating device is then activated to cool or heat the battery.

[0134] Under the third thermal management condition, the closer the battery temperature is to the first or fifth temperature threshold, the lower the output (operating frequency) of the second solid-state cartridge cooling and heating device (lower frequency); conversely, the further away it is, the higher the output (higher frequency). When the temperature rises to the first temperature threshold or falls to the fifth temperature threshold, the first solid-state cartridge cooling and heating device will start working.

[0135] In one embodiment, step S102 further includes the following sub-steps S1024-S1027:

[0136] S1024, if the current battery temperature is between the second temperature threshold and the fourth temperature threshold, and the current ambient temperature is lower than the first temperature threshold or higher than the fifth temperature threshold, then the first cooling and heating device and / or the second cooling and heating device are activated.

[0137] S1025, if the current battery temperature is between the first temperature threshold and the second temperature threshold, or between the fourth temperature threshold and the fifth temperature threshold, and the current ambient temperature is between the second temperature threshold and the fourth temperature threshold, then based on the thermal management strategy corresponding to the second thermal management condition, reduce the heating or cooling capacity of the first or second cooling / heating device.

[0138] S1026 If the current battery temperature is lower than the first temperature threshold or higher than the fifth temperature threshold, and the current ambient temperature is between the first temperature threshold and the second temperature threshold, or between the fourth temperature threshold and the fifth temperature threshold, then based on the thermal management strategy corresponding to the third thermal management condition, the heating or cooling capacity of the first and second cooling and heating devices is reduced.

[0139] S1027 If the current battery temperature is lower than the first temperature threshold or higher than the fifth temperature threshold, and the current ambient temperature is between the second temperature threshold and the fourth temperature threshold, then based on the thermal management strategy corresponding to the third thermal management condition, the heating or cooling capacity of the first and second cooling and heating devices will be further reduced.

[0140] Specifically, if the current battery temperature is not equal to the current ambient temperature, the general temperature control strategy is as follows: if the current ambient temperature is higher than the current battery temperature and heating of the battery is required, the heating output per unit time can be reduced compared to when the current battery temperature equals the ambient temperature; if cooling of the battery is required, the cooling output per unit time can be increased compared to when the current battery temperature equals the ambient temperature. Conversely, if the current ambient temperature is lower than the current battery temperature and heating of the battery is required, the heating output per unit time can be increased compared to when the current battery temperature equals the ambient temperature; if cooling of the battery is required, the cooling output per unit time can be reduced compared to when the current battery temperature equals the ambient temperature.

[0141] The heating and cooling capacity under the aforementioned second and third operating conditions can be used as a benchmark when the current battery temperature equals the current ambient temperature.

[0142] If the battery temperature is between the second and fourth temperature thresholds, and the ambient temperature is lower than the first temperature threshold or higher than the fifth temperature threshold, the first and / or second solid-state spring-loaded cooling / heating devices can be activated to provide pre-temperature protection for the power battery. More specifically, when the power battery temperature approaches or is close to or at the threshold of the second or fourth temperature threshold, the first and / or second solid-state spring-loaded cooling / heating devices are activated to heat or cool the power battery.

[0143] If the battery temperature is between the first and second temperature thresholds, or between the fourth and fifth temperature thresholds, and the ambient temperature is between the second and fourth temperature thresholds, then the heating or cooling capacity can be reduced relatively.

[0144] If the battery temperature is lower than the first temperature threshold or higher than the fifth temperature threshold, and the ambient temperature is between the first and second temperature thresholds or between the fourth and fifth temperature thresholds, the heating or cooling capacity can be reduced relatively. If the ambient temperature is between the second and fourth temperature thresholds, the heating or cooling capacity can be further reduced. If the ambient temperature is higher than the fourth temperature threshold or lower than the second temperature threshold, the heating or cooling capacity can be reduced even further.

[0145] In one embodiment, step S102 further includes the following sub-steps S102a-S102c:

[0146] S102a, if the current battery temperature is lower than the first temperature threshold or higher than the fifth temperature threshold, the thermal management priority of the power battery is adjusted to the highest, and the first cooling and heating device and the second cooling and heating device are controlled to cool or heat the power battery only.

[0147] S102b, if the current battery temperature is between the first temperature threshold and the second temperature threshold, or between the fourth temperature threshold and the fifth temperature threshold, then the thermal management priority of the power battery is increased, and the first cooling and heating device and the second cooling and heating device are controlled to prioritize cooling or heating the power battery.

[0148] S102c, if the power battery and the cockpit have the same thermal management priority, then control the second cooling and heating device to cool or heat the power battery, and control the first cooling and heating device to cool or heat the cockpit. Furthermore, if the first cooling and heating device has a cooling and heating capacity, allocate the capacity to the power battery.

[0149] Specifically, the priority ranking between the power battery and the cockpit is primarily controlled by the driver and passengers. When the power battery has a higher priority, the opening of valves and the flow distribution on the fluid pipeline are controlled to ensure that more hot and cold fluids flow to the power battery, thereby improving the thermal management effect of the power battery. When the cockpit has a higher priority, the thermal management resources for the cockpit are appropriately increased to ensure the comfort of the vehicle interior.

[0150] The following strategy can be set: when the power battery and the cockpit have the same priority, the second solid-state missile cooling and heating device can be controlled to cool or heat the power battery, while the first solid-state missile cooling and heating device is mainly used to cool or heat the cockpit. If there is redundancy, it can be allocated to the power battery.

[0151] When the battery temperature is below the first temperature threshold or above the fifth temperature threshold, the power battery's priority is adjusted to the highest, and the first and second solid-state cartridge cooling / heating devices are controlled to heat or cool the power battery. The thermal management priority of the power battery can be improved by controlling the first fluid pipeline to flow only through the power battery and not through the cockpit.

[0152] When the battery temperature is between the first and second temperature thresholds, or between the fourth and fifth temperature thresholds, the priority of the power battery is increased, and the first and second solid-state cartridge cooling and heating devices are controlled to prioritize heating or cooling the battery. For example... Figure 3 As shown, when the power battery is connected in series with the cockpit, the thermal management priority of the power battery can be improved by controlling the first fluid line to flow through the power battery first and then through the cockpit. For example... Figure 4 As shown, when the power battery is connected in parallel with the cockpit, the heat exchange requirements of the battery branch can be prioritized by controlling the three-way / four-way throttle valve on the first fluid pipeline. If there is any surplus, it can be allocated to the cockpit branch to improve the thermal management priority of the power battery.

[0153] In one embodiment, the first temperature threshold, the second temperature threshold, the fourth temperature threshold, or the fifth temperature threshold is dynamically adjusted using the following formula:

[0154] ;

[0155] Where T represents the adjusted first temperature threshold, second temperature threshold, fourth temperature threshold, or fifth temperature threshold, T base This indicates the first, second, fourth, or fifth temperature threshold before adjustment; V represents the vehicle's speed; C represents road condition data; S represents the battery's state of charge; H represents the battery's health status; and T represents the vehicle's speed. 环境 The ambient temperature is represented by k1, k2, k3, k4, and k5, which represent weighting coefficients.

[0156] Specifically, preset temperature thresholds can be dynamically adjusted by combining factors such as real-time vehicle driving data (e.g., driving speed, road conditions), battery aging, and seasonal environmental changes. For example, in high-temperature summer regions, the fourth and fifth temperature thresholds can be appropriately lowered; in cold winter regions, the first and second temperature thresholds can be appropriately raised to more accurately match the needs of different operating conditions.

[0157] More specifically, when a vehicle is traveling at high speed, wind resistance increases, battery energy consumption increases, and the battery temperature may drop due to accelerated heat dissipation. In this situation, the temperature threshold can be dynamically adjusted based on the driving speed to ensure the battery operates at a suitable temperature. In complex road conditions such as mountainous areas and congested urban areas, frequent vehicle starts and stops lead to frequent battery charging and discharging, resulting in significant temperature fluctuations. By monitoring road conditions in real time and dynamically adjusting the temperature threshold (or setting a temperature buffer zone), battery temperature can be controlled more precisely. Road conditions can also include testing and evaluating indicators such as battery temperature, ambient temperature, state of charge (SOC), and state of health (SOH) on different road sections, including deserts, water crossings, snowfields, and uphill sections.

[0158] As battery usage time increases, battery performance gradually declines, and its sensitivity to temperature generally increases. By dynamically adjusting the temperature threshold according to the degree of battery aging, it is possible to ensure that aging batteries operate within a more suitable temperature range and extend battery life.

[0159] The temperature threshold can also be calibrated periodically based on the actual performance degradation of the battery. By regularly conducting battery performance tests to obtain the actual battery life at different temperatures, the temperature threshold can be fine-tuned based on the test results to ensure that the temperature threshold always accurately reflects the battery's operating status and range requirements.

[0160] In this way, a dynamic temperature threshold model can be established by combining driving speed (V), road conditions (C), battery SOC (S), SOH (H), and ambient temperature (T_ambient). Among them, k1 to k5 can be calibrated experimentally.

[0161] Predictive control strategies can also be introduced to predict battery temperature trends in advance based on vehicle route planning, weather forecasts, and other information, and adjust the control strategy of the solid-state ejector device in advance to avoid excessive short-term temperature fluctuations and reduce unnecessary energy consumption.

[0162] The aforementioned vehicle thermal management system, vehicle, and control method employ solid-state cartridge cooling and heating devices, which significantly improve heating efficiency compared to traditional automotive air conditioning in cold environments. Fluid flow through the power battery enhances its performance in extremely cold conditions. By connecting multiple first solid-state cartridge cooling and heating devices in parallel, the heating or cooling capacity per unit time can be increased, and on-demand output can be achieved, enabling precise temperature control and energy savings. The inclusion of a second solid-state cartridge cooling and heating device and its connected (backup / dedicated) power supply minimizes the risk of the electric vehicle's power battery malfunctioning under extreme environmental temperatures. Furthermore, the first and second solid-state cartridge cooling and heating devices can work together to further enhance temperature control.

[0163] This vehicle thermal management system eliminates the need for components such as refrigerant, compressor, condenser, and evaporator found in traditional automotive air conditioning systems. This not only saves costs but also makes it quieter, more reliable, safer, and more environmentally friendly, aligning with the development philosophy and lifestyle driven by energy conservation and efficiency improvement. Furthermore, the vehicle thermal management system can share the vehicle's original three-electric system with other components, requiring no major structural modifications.

[0164] The above description is merely a specific implementation of the embodiments of the present invention, but the protection scope of the embodiments of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the embodiments of the present invention should be included within the protection scope of the embodiments of the present invention. Therefore, the protection scope of the embodiments of the present invention should be determined by the protection scope of the claims.

Claims

1. A vehicle thermal management system, characterized in that, It includes a first refrigeration and heating device, a first fluid pipeline, and a second refrigeration and heating device; wherein, The first cooling and heating device is provided with a first interface connected to the first fluid pipeline for heat exchange of the fluid medium flowing through it, and for conveying the heat-exchanged first fluid medium to the first fluid pipeline through the first interface. The first fluid pipeline is coupled to the vehicle's power battery and is used to transmit the first fluid medium after heat exchange so that the first fluid medium can exchange heat with the power battery; The second cooling and heating device is equipped with a drive mechanism that can be moved in a controlled manner to contact or separate from the power battery, and to exchange heat with the power battery in the contact state.

2. The vehicle thermal management system according to claim 1, characterized in that, It also includes a second fluid pipeline, which includes a second main fluid pipeline, a second branch fluid pipeline, and a flow control valve; The first cooling and heating device is also provided with a second interface connected to the second fluid pipeline, and is also used to receive the fluid medium that has completed heat exchange with the power battery and perform heat exchange again, and to transport the heat-exchanged second fluid medium to the second fluid pipeline through the second interface; The flow control valve is used to distribute the flow rate of the second fluid medium flowing into the second fluid main pipeline and the second fluid branch pipeline; The second fluid main pipeline is coupled to a heat dissipation element and is used to transmit the second fluid medium after flow distribution so that the second fluid medium can exchange heat with the heat dissipation element; The second fluid branch line is coupled at least to the vehicle's cockpit and is used to transmit the second fluid medium after flow distribution so that the second fluid medium exchanges heat with at least the cockpit.

3. The vehicle thermal management system according to claim 2, characterized in that, It also includes heat exchange elements and auxiliary power supply; The heat exchange element is disposed on the side of the second cooling and heating device away from the power battery, and is used to exchange heat with the second cooling and heating device after the second cooling and heating device has completed the heat exchange with the power battery; wherein, the heat exchange element is a fan, used to accelerate the air flow around the second cooling and heating device; or, the heat exchange element is a solid heat conduction device, used to directly contact the second cooling and heating device for heat exchange. The auxiliary power supply is electrically connected to the drive mechanism and is used to supply power to the drive mechanism when the power battery cannot work normally; wherein, the auxiliary power supply is an ultra-low temperature resistant power supply or a power supply with a heat preservation structure; The first cooling and heating device is a first solid-state spring-loaded cooling and heating device, which includes solid spring-loaded material. Heating or cooling is achieved by applying or releasing stress to the solid spring-loaded material. And / or, the second cooling and heating device is a second solid-state spring-loaded cooling and heating device, which includes solid spring-loaded material, and achieves heating or cooling by applying or releasing stress to the solid spring-loaded material; And / or, the flow control valve is a three-way proportional valve; And / or, the second fluid branch line is coupled to the vehicle refrigerator in the cockpit.

4. The vehicle thermal management system according to any one of claims 1 to 3, characterized in that, The power battery or its casing is provided with a groove adapted to the structure of the first fluid pipeline, and the first fluid pipeline is embedded in the groove, so that at least one outer surface of the power battery or its casing is flat.

5. A vehicle, comprising a power battery, characterized in that, It also includes a vehicle thermal management system as described in any one of claims 1 to 4; wherein the power battery is used to supply power to the vehicle thermal management system, and the vehicle thermal management system is used to heat or cool the power battery.

6. A control method for a vehicle thermal management system, applied to the vehicle thermal management system as described in any one of claims 1 to 4, characterized in that, Includes the following steps: Obtain the current battery temperature of the power battery and the current ambient temperature of the area where the power battery is located; Based on the current battery temperature and the current ambient temperature, determine the corresponding thermal management strategy; According to the thermal management strategy, the first cooling and heating device and / or the second cooling and heating device are controlled to regulate the temperature of the power battery.

7. The control method according to claim 6, characterized in that, The determination of a corresponding thermal management strategy based on the current battery temperature and the current ambient temperature specifically includes: If both the current battery temperature and the current ambient temperature are between the second temperature threshold and the fourth temperature threshold, then it is determined to be the first thermal management condition. Under the first thermal management condition, the first cooling and heating device and the second cooling and heating device are not started. If the current battery temperature and the current ambient temperature are both between the first temperature threshold and the second temperature threshold, or both are between the fourth temperature threshold and the fifth temperature threshold, then it is determined to be the second thermal management condition. Under the second thermal management condition, the state of charge of the power battery is obtained. If the state of charge meets the high state of charge condition, the first cooling and heating device is activated. If the state of charge meets the low state of charge condition, the second cooling and heating device is activated. If both the current battery temperature and the current ambient temperature are lower than the first temperature threshold or higher than the fifth temperature threshold, then the third thermal management condition is determined. Under the third thermal management condition, the second cooling and heating device is started first. After the battery temperature of the power battery rises to the first set temperature or falls to the second set temperature, the first cooling and heating device is started again.

8. The control method according to claim 7, characterized in that, The step of determining the corresponding thermal management strategy based on the current battery temperature and the current ambient temperature further includes: If the current battery temperature is between the second temperature threshold and the fourth temperature threshold, and the current ambient temperature is lower than the first temperature threshold or higher than the fifth temperature threshold, then the first cooling and heating device and / or the second cooling and heating device are activated. If the current battery temperature is between the first temperature threshold and the second temperature threshold, or between the fourth temperature threshold and the fifth temperature threshold, and the current ambient temperature is between the second temperature threshold and the fourth temperature threshold, then based on the thermal management strategy corresponding to the second thermal management condition, the heating or cooling capacity of the first cooling and heating device or the second cooling and heating device is reduced. If the current battery temperature is lower than the first temperature threshold or higher than the fifth temperature threshold, and the current ambient temperature is between the first temperature threshold and the second temperature threshold, or between the fourth temperature threshold and the fifth temperature threshold, then based on the thermal management strategy corresponding to the third thermal management condition, the heating or cooling capacity of the first cooling and heating device and the second cooling and heating device will be reduced. If the current battery temperature is lower than the first temperature threshold or higher than the fifth temperature threshold, and the current ambient temperature is between the second and fourth temperature thresholds, then based on the thermal management strategy corresponding to the third thermal management condition, the heating or cooling capacity of the first and second cooling / heating devices will be further reduced.

9. The control method according to claim 6, characterized in that, The determination of a corresponding thermal management strategy based on the current battery temperature and the current ambient temperature specifically includes: If the current battery temperature is lower than the first temperature threshold or higher than the fifth temperature threshold, the thermal management priority of the power battery is adjusted to the highest, and the first cooling and heating device and the second cooling and heating device are controlled to cool or heat the power battery only. If the current battery temperature is between the first temperature threshold and the second temperature threshold, or between the fourth temperature threshold and the fifth temperature threshold, then the thermal management priority of the power battery is increased, and the first cooling and heating device and the second cooling and heating device are controlled to prioritize cooling or heating the power battery. If the power battery and the cockpit have the same thermal management priority, then the second cooling and heating device is controlled to cool or heat the power battery, and the first cooling and heating device is controlled to cool or heat the cockpit. Furthermore, if the first cooling and heating device has a cooling and heating capacity, the capacity is allocated to the power battery.

10. The control method according to any one of claims 7 to 9, characterized in that, The first temperature threshold, the second temperature threshold, the fourth temperature threshold, or the fifth temperature threshold are dynamically adjusted using the following formula: ； Where T represents the adjusted first temperature threshold, second temperature threshold, fourth temperature threshold, or fifth temperature threshold, T base This indicates the first, second, fourth, or fifth temperature threshold before adjustment; V represents the vehicle's speed; C represents road condition data; S represents the battery's state of charge; H represents the battery's health status; and T represents the vehicle's speed. 环境 The ambient temperature is represented by k1, k2, k3, k4, and k5, which represent weighting coefficients.

Images