Thermal management system and method of vehicle, electronic equipment and vehicle

Abstract

The embodiment of the invention provides a thermal management system and method of a vehicle, electronic equipment and the vehicle, the vehicle comprises a first vehicle cabin, a second vehicle cabin and a third vehicle cabin, and the thermal management system comprises temperature adjusting subsystems arranged in the first vehicle cabin and the second vehicle cabin and used for generating target airflow; the first air supply duct is arranged in the second vehicle cabin, and the first air supply duct is used for transmitting the target air flow to the second vehicle cabin and / or the third vehicle cabin; the second air supply duct is arranged in the third vehicle cabin, and the second air supply duct is used for transmitting the airflow transmitted by the first air supply duct to the third vehicle cabin; and the controller is used for controlling the operation state of the temperature adjusting subsystem based on the thermal management requirement of the vehicle. According to the invention, the technical problems of high complexity, high cost and high energy consumption of thermal management of the vehicle in the prior art are solved.

Description

Technical Field

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

[0002] With the convergence of vehicles and aircraft, new modes of transportation have emerged, including modular vehicles. The efficiency and flexibility of vehicle thermal management systems have become a technological challenge. When vehicles are traveling on land and flying in the air, they need to meet the thermal management requirements of the land-based passenger cabin and the flight cabin respectively. Current solutions involve equipping each cabin with a complete thermal management system. This increases the complexity and cost of the thermal management system and significantly adds weight to the flight cabin, affecting its flight performance and range. Consequently, related technologies for vehicle thermal management are characterized by high complexity, cost, and energy consumption. Summary of the Invention

[0003] This application provides a vehicle thermal management system, method, electronic device, and vehicle, aiming to improve the technical problems of complexity, cost, and high energy consumption in vehicle thermal management in related technologies.

[0004] According to one aspect of the embodiments of this application, a thermal management system for a vehicle is provided. The vehicle includes: a first compartment, a second compartment, and a third compartment. The thermal management system includes: a temperature control subsystem disposed in the first and second compartments for generating a target airflow, wherein the target airflow is a cooling airflow or a heating airflow; a first air supply duct disposed in the second compartment, wherein the air inlet of the first air supply duct is connected to the air outlet of the temperature control subsystem, and the first air outlet of the first air supply duct is connected to the air conditioning outlet of the second compartment, wherein the first air supply duct is used to transmit the target airflow to the second compartment and / or the third compartment; a second air supply duct disposed in the third compartment, wherein the air inlet of the second air supply duct is connected to the second air outlet of the first air supply duct, and the air outlet of the second air supply duct is connected to the air conditioning outlet of the third compartment, wherein the second air supply duct is used to transmit the airflow from the first air supply duct to the third compartment; and a controller connected to the temperature control subsystem for controlling the operating state of the temperature control subsystem based on the vehicle's thermal management requirements, wherein different operating states are used to generate different types of target airflows.

[0005] In the vehicle thermal management system proposed in this application, the temperature regulation subsystem is integrated within the first and second vehicle compartments, reducing the equipment carrying requirements of the third vehicle compartment and significantly lowering its weight. Leveraging the vehicle's strong energy supply, the temperature regulation subsystem can rapidly generate cooling or heating airflow. The design of the first and second air supply ducts allows the target airflow to be transmitted to the second and / or third vehicle compartments under different operating modes. The first air supply duct serves the second vehicle compartment and can also handle temperature regulation when docked with the third vehicle compartment. The second air supply duct reduces the temperature regulation burden on the third vehicle compartment during flight, enabling it to achieve good temperature regulation without carrying additional air conditioning equipment by sharing resources with the integrated thermal management system of the second vehicle compartment. This reduces the weight of the third vehicle compartment and improves its flight performance. The controller can dynamically adjust the operating status of the temperature control subsystem based on the vehicle's thermal management needs, realizing the automation and intelligence of thermal management. It can distribute energy according to the real-time status of the vehicle and smoothly switch between different modes, reducing energy waste and improving the operating efficiency of the entire thermal management system. This solves the technical problems of complexity, cost and high energy consumption in related technologies for vehicle thermal management.

[0006] In this embodiment of the application, the thermal management system further includes: an electronic damper, which is disposed between the second air outlet port of the first air supply duct and the air inlet port of the second air supply duct. The control terminal of the electronic damper is connected to a controller, wherein the controller is also used to control the opening and closing state of the electronic damper based on thermal management requirements.

[0007] In the above configuration, the dynamic control of the electronic dampers enables the thermal management system to automatically adjust airflow distribution according to different operating modes. For example, when driving on land, the air duct leading to the third compartment is closed to save energy; it is opened in pre-flight preparation mode to pre-regulate the temperature of the third compartment. The intelligent opening and closing of the electronic dampers effectively avoids energy waste. In flight mode, the third compartment is separated from the second compartment and no longer needs to receive temperature regulation from the first compartment. Closing the electronic dampers at this time helps to concentrate the energy utilization of the first compartment.

[0008] In this embodiment, the temperature control subsystem includes: a refrigeration subsystem for generating a refrigeration airflow; and / or a heating subsystem for generating a heating airflow.

[0009] The aforementioned setup features a dual-system design for the temperature control subsystem, capable of both cooling and heating, ensuring a suitable cabin environment for the occupants both on land and in the air, enhancing practicality and adaptability. Through the operation of the cooling and heating subsystems, the temperature of the target airflow can be accurately controlled to meet the thermal management needs of the vehicle under different operating conditions, improving passenger comfort. The controller can flexibly control the start / stop and operation status of the cooling or heating subsystem according to actual thermal management requirements.

[0010] In this embodiment of the application, the refrigeration subsystem includes a compressor and a condenser disposed in the first vehicle compartment, wherein the compressor is used to compress the refrigerant gas in the refrigeration subsystem, and the condenser is used to dissipate heat between the refrigerant gas and the external environment.

[0011] In the above configuration, through the coordinated operation of the compressor and condenser, the refrigeration subsystem can rapidly generate a large amount of cooling capacity, quickly responding to the cooling needs of the second or third cabin and providing an immediate comfortable environment. The refrigeration subsystem is concentrated in the first cabin, avoiding redundant design in the third cabin, reducing the overall weight of the vehicle, and contributing to improved flight performance.

[0012] In this embodiment, the heating subsystem includes a thermistor and an electric water pump disposed in the first vehicle compartment. The thermistor is used to heat the coolant in the heating subsystem, and the electric water pump is used to drive the coolant to circulate in the heating subsystem.

[0013] In the aforementioned setup, the thermistor's instantaneous heating capability allows the heating subsystem to generate a significant amount of heat in a short time, rapidly raising the temperature in the second or third cabin to meet passenger comfort needs. An electric water pump circulates the heated coolant within the heating subsystem, ensuring even heat distribution and preventing localized overheating or uneven heating, thus enhancing the passenger experience. The centralized heating subsystem design eliminates the need for a separate heating device in the third cabin, reducing system redundancy, effectively lightening the third cabin's weight, and contributing to increased flight endurance.

[0014] In this embodiment of the application, the temperature control subsystem further includes: an air conditioning assembly subsystem, which is disposed in the second vehicle compartment. The air conditioning assembly subsystem includes a first fan, an evaporator in the refrigeration subsystem, and / or a warm air core in the heating subsystem. The first fan is used to increase the flow velocity of the target airflow in the first air supply duct and the second air supply duct. The evaporator is used to generate a cooling airflow based on refrigerant gas, and the warm air core is used to generate a heating airflow based on coolant.

[0015] In the above configuration, the air conditioning subsystem can quickly respond to cooling and heating demands. Through the efficient operation of the evaporator and heater core, it achieves real-time adjustment of the passenger cabin temperature, increasing passenger comfort. The primary fan accelerates airflow circulation, ensuring uniform airflow distribution in the air duct and avoiding localized temperature deviations, thus providing passengers with a more balanced temperature environment.

[0016] In this embodiment of the application, the thermal management system further includes: a third cabin temperature control subsystem, which is installed in the third cabin. The third cabin temperature control subsystem includes a second fan and a passenger temperature control device. The rated power of the second fan is less than the rated power of the first fan. The second fan is used to exchange airflow between the third cabin and the external environment. The passenger temperature control device includes at least one of the following: seat heating equipment, seat ventilation equipment, and armrest heating equipment installed in the third cabin.

[0017] In the above configuration, the low-power design of the second fan reduces the weight of the third cabin, which helps improve its flight efficiency and extend its flight time. The passenger temperature control system directly affects the occupants, providing personalized temperature management and ensuring their comfort even after the third cabin separates from the first cabin, thus enhancing the flight experience. The airflow exchange function of the second fan helps prevent air condensation in the third cabin, avoiding window fogging and ensuring clear visibility during flight.

[0018] According to another aspect of the embodiments of this application, a vehicle thermal management method is also provided, applied to the above-mentioned vehicle thermal management system. The method includes: acquiring the vehicle's thermal management requirements; based on the thermal management requirements, controlling the operating state of the temperature regulation subsystem in the thermal management system to generate a target airflow to regulate the temperature of the second compartment and / or the third compartment in the vehicle, wherein the target airflow is a cooling airflow or a heating airflow.

[0019] In the aforementioned process, the thermal management method can quickly respond to and adjust the temperature of the target airflow according to real-time thermal management needs, ensuring that the passenger compartment and third compartment are maintained within a comfortable temperature range. Through the intelligent control temperature regulation subsystem, unnecessary energy waste is avoided. The intelligent control logic of the thermal management method improves the system's flexibility, enabling it to adapt to various vehicle operating modes, while simultaneously reducing the failure rate of the thermal management system and enhancing its overall reliability.

[0020] In this embodiment, obtaining the vehicle's thermal management requirements includes: obtaining the vehicle's operating mode; determining that the thermal management requirement is to regulate the temperature of the second vehicle compartment when the operating mode is a land driving mode, wherein the second and third vehicle compartments are in an un-docked mode when the operating mode is a pre-flight mode; determining that the thermal management requirement is to regulate the temperature of both the second and third vehicle compartments when the operating mode is a pre-flight mode, wherein the second and third vehicle compartments are in a docked mode when the operating mode is a flight mode; and determining that the thermal management requirement is to regulate the temperature of the second and third vehicle compartments individually when the operating mode is a flight mode, wherein the second and third vehicle compartments are in an un-docked mode when the flight mode is a flight mode.

[0021] In the aforementioned process, operational mode recognition technology ensures accurate allocation of thermal management system resources, preventing energy waste in unused third-class cabins during ground operations and ensuring pre-conditioning of the third-class cabin temperature before flight, thus improving overall energy efficiency. By automatically matching thermal management needs, personalized and scenario-based temperature adjustment services can be provided according to the actual operating status of the vehicle, enhancing passenger comfort.

[0022] In this embodiment, based on thermal management requirements, the operating state of the temperature regulation subsystem in the thermal management system is controlled to generate a target airflow for temperature regulation of the second and / or third vehicle compartments. This includes: when the thermal management requirement is to regulate the temperature of the second vehicle compartment, controlling the electronic damper of the thermal management system to be closed to regulate the temperature of the second vehicle compartment based on the target airflow; when the thermal management requirement is to regulate the temperature of both the second and third vehicle compartments, controlling the electronic damper to be open to regulate the temperature of both the second and third vehicle compartments based on the target airflow; and when the thermal management requirement is to regulate the temperature of only the second and third vehicle compartments, controlling the electronic damper to be closed to regulate the temperature of the second vehicle compartment based on the target airflow, and controlling the third vehicle compartment temperature regulation subsystem in the thermal management system to regulate the temperature of the third vehicle compartment.

[0023] In the above process, through the intelligent control of the electronic dampers, cooling or heating airflow can be accurately allocated according to different vehicle operating modes and thermal management needs, avoiding energy waste. In flight mode, the third compartment no longer receives airflow from the vehicle, reducing additional load and significantly improving the vehicle's energy efficiency. The state control strategy of the electronic dampers enhances the flexibility of the thermal management system, enabling it to adapt to various vehicle operating scenarios.

[0024] In this embodiment of the application, the method further includes: when the operating mode is the pre-flight mode, controlling the operating state of the temperature regulation subsystem to adjust the temperature of the third cabin to a pre-stored temperature based on the target airflow, wherein the temperature difference between the pre-stored temperature and the external environment is greater than the temperature difference between the required temperature of the third cabin and the external environment.

[0025] In the above process, by pre-regulating the temperature of the third cabin during the ground phase and by overcooling or heating the third cabin before flight, energy consumption during flight is effectively reduced, passenger comfort is enhanced, and the efficiency of the thermal management system and the operational safety of the vehicle are improved.

[0026] According to another aspect of the embodiments of this application, an electronic device is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0027] According to another aspect of the embodiments of this application, a vehicle is also provided, including: the electronic device described above.

[0028] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0029] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0030] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program, which, when executed by a processor, implements the methods in various embodiments of this application.

[0031] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of a vehicle thermal management system according to an embodiment of this application;

[0033] Figure 2 This is a schematic diagram of an optional vehicle thermal management system according to an embodiment of this application;

[0034] Figure 3This is a flowchart of a vehicle thermal management method according to an embodiment of this application;

[0035] Figure 4 This is a schematic diagram of an optional vehicle thermal management process according to an embodiment of this application;

[0036] Figure 5 This is a schematic diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0037] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0038] This application provides a vehicle thermal management system. The vehicle includes a first compartment, a second compartment, and a third compartment. The thermal management system includes: a temperature control subsystem disposed in the first and second compartments for generating a target airflow, wherein the target airflow is a cooling airflow or a heating airflow; a first air supply duct disposed in the second compartment, with its inlet port connected to the outlet port of the temperature control subsystem and its first outlet port connected to the air conditioning outlet of the second compartment, the first air supply duct being used to transmit the target airflow to the second compartment and / or the third compartment; a second air supply duct disposed in the third compartment, with its inlet port connected to the second outlet port of the first air supply duct and its outlet port connected to the air conditioning outlet of the third compartment, the second air supply duct being used to transmit the airflow from the first air supply duct to the third compartment; and a controller connected to the temperature control subsystem for controlling the operating state of the temperature control subsystem based on the vehicle's thermal management requirements, wherein different operating states are used to generate different types of target airflows.

[0039] The vehicle thermal management system provided in this application achieves the following technical effects: In the vehicle thermal management system proposed in this application, the temperature regulation subsystem is integrated into the first and second vehicle compartments, reducing the equipment carrying requirements of the third vehicle compartment and significantly reducing its weight. With the strong energy supply from the vehicle end, the temperature regulation subsystem can quickly generate cooling or heating airflow. The design of the first and second air supply ducts allows the target airflow to be transmitted to the second and / or third vehicle compartments under different operating modes. The design of the first air supply duct can serve the second vehicle compartment and can also undertake temperature regulation tasks when docking with the third vehicle compartment; the design of the second air supply duct reduces the temperature regulation burden on the third vehicle compartment during flight, enabling the third vehicle compartment to achieve good temperature regulation effects by sharing resources with the integrated thermal management system of the second vehicle compartment without carrying additional air conditioning equipment, thus reducing its weight and improving its flight performance. The controller can dynamically adjust the operating status of the temperature control subsystem based on the vehicle's thermal management needs, realizing the automation and intelligence of thermal management. It can distribute energy according to the real-time status of the vehicle and smoothly switch between different modes, reducing energy waste and improving the operating efficiency of the entire thermal management system. This solves the technical problems of complexity, cost and high energy consumption in related technologies for vehicle thermal management.

[0040] This application provides a thermal management system for a vehicle, the vehicle including a first compartment, a second compartment, and a third compartment.

[0041] The aforementioned vehicles can refer to modular vehicles capable of operating both on the ground and in the air, such as modular flying vehicles, which can consist of a land-based component and a flying component. This design allows the vehicle to transform its function in different scenarios, thereby enhancing practicality and flexibility.

[0042] The aforementioned first compartment can refer to the part of the vehicle that carries the power system, transmission system and other electrical equipment, such as the vehicle engine compartment.

[0043] The aforementioned second cabin can refer to the space provided for passengers when the vehicle is in motion on the ground, such as a land-based passenger cabin. It is equipped with a first air duct, capable of receiving target airflow from the first cabin's temperature control subsystem to provide passengers with a suitable temperature environment. In flight mode, the second cabin can separate from the third cabin and operate independently.

[0044] The aforementioned third cabin can refer to the part of the vehicle that can operate in the air, such as a flight cabin. It can dock with the second cabin or fly independently. The interior of the third cabin provides passengers with a comfortable environment for air travel. It receives airflow from the first air supply duct through the second air supply duct. In flight mode, the third cabin separates from the second cabin. At this time, the third cabin can also maintain the cabin temperature based on pre-stored energy and its own ventilation system.

[0045] Please refer to Figure 1 The thermal management system includes the following structure:

[0046] The temperature control subsystem 110 is installed in the first compartment 10 and the second compartment 20 and is used to generate a target airflow, wherein the target airflow is a cooling airflow or a heating airflow.

[0047] The aforementioned temperature control subsystem can refer to a device responsible for generating the target airflow, and may include a compressor, condenser, expansion valve, evaporator, heating element, etc. In this invention, the temperature control subsystem can be installed in the first and second vehicle compartments, and can generate cooling or heating airflow through a refrigeration cycle or heat pump cycle, and then distribute it to the second and / or third vehicle compartments through air supply ducts.

[0048] The target airflow mentioned above can refer to the cooling or heating airflow generated by the temperature control subsystem. Depending on the vehicle's current thermal management needs, the target airflow can be adjusted and transmitted to the second or third compartment to achieve the purpose of temperature regulation.

[0049] In one optional embodiment, the temperature control subsystem can integrate cooling and heating functions, flexibly generating target airflow, i.e., cooling airflow or heating airflow. The temperature control subsystem can be installed in the first and second vehicle compartments, utilizing air conditioning technology and thermal management mechanisms to intelligently adjust according to the vehicle's operating mode and thermal management needs, ensuring a suitable temperature environment for the second and / or third vehicle compartments. The temperature control subsystem can achieve efficient heat energy conversion and airflow regulation by controlling components such as the compressor, condenser, expansion valve, and heating device, as well as interacting with the heater core and evaporator.

[0050] In the aforementioned configuration, the temperature control subsystem can switch between different modes, avoiding energy waste. It can independently regulate the temperature of the second and third cabins to meet passengers' comfort needs in specific environments, providing a suitable riding experience whether on the ground or in flight. By centrally configuring the temperature control subsystem and uniformly managing and allocating the circulation of refrigerant and coolant, integrated thermal management of the passenger cabin and the third cabin is achieved, reducing system redundancy, lightening the vehicle's weight burden, and contributing to improved flight performance and range.

[0051] The first air supply duct 120 is installed inside the second compartment 20. The air inlet b of the first air supply duct is connected to the air outlet a of the temperature control subsystem, and the first air outlet c of the first air supply duct is connected to the air conditioning outlet d of the second compartment. The first air supply duct is used to transmit the target airflow to the second compartment and / or the third compartment.

[0052] The aforementioned first air supply duct can refer to the channel connecting the temperature control subsystem of the first vehicle compartment and the second vehicle compartment, which can deliver the target airflow to the air conditioning vents of the second vehicle compartment. When the third vehicle compartment is connected to the second vehicle compartment, the first air supply duct can also deliver a portion of the airflow to the third vehicle compartment through the second air supply duct.

[0053] In one optional embodiment, a first air supply duct can be configured to connect the temperature control subsystem and the second cabin. This design aims to effectively transmit the target airflow. The air inlet of the first air supply duct can be connected to the air outlet of the temperature control subsystem, and the first air outlet of the first air supply duct can be connected to the air conditioning vent of the second cabin. Through the action of a fan, the temperature-controlled air can be evenly distributed within the cabin, creating a comfortable environment. In pre-flight mode, the first air supply duct can also direct airflow to a third cabin for preheating or precooling during flight, improving energy efficiency and passenger experience.

[0054] In the above configuration, the design of the first air supply duct allows the target airflow to be directly and efficiently transmitted to the area requiring temperature regulation, reducing energy waste. The first air supply duct can serve the second compartment and also perform temperature regulation tasks during docking with the third compartment, demonstrating the design's flexibility and practicality.

[0055] The second air supply duct 130 is installed in the third compartment 30. The air inlet port f of the second air supply duct is connected to the second air outlet port e of the first air supply duct, and the air outlet port g of the second air supply duct is connected to the air conditioning outlet h of the third compartment. The second air supply duct is used to transmit the airflow from the first air supply duct to the third compartment.

[0056] The aforementioned second air supply duct can refer to one located inside the third compartment. When the third compartment is docked with the second compartment, it receives the airflow transmitted from the first air supply duct and distributes the airflow into the third compartment to regulate its temperature. When the third compartment is not docked with the second compartment, the second air supply duct is no longer used, and the third compartment can rely on its own emergency ventilation and pre-stored energy to regulate its temperature.

[0057] In one optional embodiment, a second air supply duct can be configured to deliver airflow to the third compartment. This duct receives airflow from the first air supply duct and transmits it to the air conditioning vents of the third compartment via an outlet port, ensuring that the regulated air effectively reaches the interior of the third compartment to meet passenger comfort needs. When the third compartment is connected to the second compartment, the second air supply duct can connect with the first duct to receive and transmit airflow generated by the temperature control subsystem.

[0058] In the above configuration, by cooperating with the first air supply duct, the second air supply duct reduces the temperature regulation burden on the third cabin during flight. The design of the second air supply duct enhances the flexibility of the thermal management system, enabling the third cabin to achieve good temperature regulation by sharing resources with the integrated thermal management system of the second cabin without carrying additional air conditioning equipment. This reduces the weight of the third cabin and is beneficial to improving flight performance.

[0059] The controller 140, connected to the temperature control subsystem, is used to control the operating state of the temperature control subsystem based on the vehicle's thermal management requirements, wherein different operating states are used to generate different types of target airflow.

[0060] The aforementioned operating states refer to the working modes of the temperature control subsystem, which may include, but are not limited to, cooling or heating states, and power states. The controller can adjust the operating states of the temperature control subsystem according to the vehicle's operating mode, thereby generating corresponding target airflows to meet the different needs of the second and third vehicle compartments.

[0061] In one alternative embodiment, the controller can be closely connected to the temperature control subsystem. By analyzing the vehicle's thermal management needs, it can accurately regulate the operating status of the temperature control subsystem, determining whether to activate the cooling or heating cycle, and when to allocate which type of airflow to the second or third compartment. It can also collect various sensor data, such as temperature, humidity, changes in the external environment, and the vehicle's operating mode, to make decisions and ensure that cooling or heating airflow is provided as needed.

[0062] In the above configuration, the controller settings enable the thermal management system to operate automatically, adjusting airflow type and intensity according to environmental changes and vehicle status, providing a more convenient and intelligent user experience. Accurate control of the temperature regulation subsystem's operating status allows for the rational allocation of energy in different modes, such as land driving mode, pre-flight mode, and flight mode, reducing unnecessary energy consumption.

[0063] The thermal management system proposed in this application integrates a temperature control subsystem within the first and second vehicle compartments, reducing the equipment carrying requirements of the third vehicle compartment and significantly lowering its weight. Leveraging the vehicle's strong energy supply, the temperature control subsystem can rapidly generate cooling or heating airflow. The design of the first and second air ducts allows the target airflow to be transmitted to the second and / or third vehicle compartments under different operating modes. The first air duct serves the second vehicle compartment and can also handle temperature regulation when docked with the third vehicle compartment. The second air duct reduces the temperature regulation burden on the third vehicle compartment during flight, enabling it to achieve good temperature regulation without carrying additional air conditioning equipment by sharing resources with the integrated thermal management system of the second vehicle compartment. This reduces the weight of the third vehicle compartment and improves its flight performance. The controller can dynamically adjust the operating status of the temperature control subsystem based on the vehicle's thermal management needs, realizing the automation and intelligence of thermal management. It can distribute energy according to the real-time status of the vehicle and smoothly switch between different modes, reducing energy waste and improving the operating efficiency of the entire thermal management system. This solves the technical problems of complexity, cost and high energy consumption in related technologies for vehicle thermal management.

[0064] In this embodiment of the application, the thermal management system further includes: an electronic damper, which is disposed between the second air outlet port of the first air supply duct and the air inlet port of the second air supply duct. The control terminal of the electronic damper is connected to a controller, wherein the controller is also used to control the opening and closing state of the electronic damper based on thermal management requirements.

[0065] The aforementioned electronic damper refers to a structure in a thermal management system designed to control the distribution of airflow between a first and second air supply duct. The electronic damper can automatically adjust its opening or closing state via electronic signals to adapt to the vehicle's needs, i.e., intelligently distributing airflow in different modes.

[0066] In one optional embodiment, an electronic damper in the thermal management system can be responsible for air duct switching. The electronic damper can be positioned between the second outlet port of the first air supply duct and the air inlet port of the second air supply duct, forming a control node for airflow transmission. Through intelligent connection with the controller, the electronic damper can switch its opening and closing states according to land driving mode, pre-flight mode, and flight mode. The opening and closing state of the electronic damper can be automatically determined by the controller based on thermal management requirements, ensuring accurate airflow distribution.

[0067] In the above configuration, the dynamic control of the electronic dampers enables the thermal management system to automatically adjust airflow distribution according to different operating modes. For example, when driving on land, the air duct leading to the third compartment is closed to save energy; it is opened in pre-flight preparation mode to pre-regulate the temperature of the third compartment. The intelligent opening and closing of the electronic dampers effectively avoids energy waste. In flight mode, the third compartment is separated from the second compartment and no longer needs to receive temperature regulation from the first compartment. Closing the electronic dampers at this time helps to concentrate the energy utilization of the first compartment.

[0068] In this embodiment, the temperature control subsystem includes: a refrigeration subsystem for generating a refrigeration airflow; and / or a heating subsystem for generating a heating airflow.

[0069] The aforementioned refrigeration subsystem refers to an assembly of air conditioning components designed to lower temperatures. It absorbs heat through a refrigeration cycle and dissipates it into the external environment, thereby generating a cooling airflow. The refrigeration subsystem may include components such as a compressor, condenser, expansion valve, and evaporator. The workflow of the refrigeration subsystem can be as follows: Compression: The refrigerant is compressed by the compressor in a closed loop, increasing its pressure and temperature; Condensation: The high-temperature, high-pressure refrigerant gas passes through the condenser, is cooled, and becomes liquid, releasing heat that is expelled from the vehicle; Expansion: The high-pressure liquid refrigerant passes through the expansion valve or throttling device, decreasing its pressure and temperature; Evaporation: The low-temperature, low-pressure liquid refrigerant enters the evaporator, absorbs heat from the surrounding air, and evaporates into a gas, thereby lowering the temperature of the air near the evaporator.

[0070] The aforementioned heating subsystem refers to a subsystem used in the heating process, which converts external energy into heat and transfers that heat to the air through heat exchange, thereby generating a heated airflow. The heating subsystem may include components such as thermistors and electric water pumps, and can generate the heated airflow through the following processes: In the heating process, the coolant is heated by the thermistor or a similar heating device, increasing its thermal energy; in the circulation process, the electric water pump drives the heated coolant to circulate within the system, causing the coolant to flow through the heater core. The heater core acts as a heat exchanger, transferring the heat from the coolant to the passing air, thus obtaining the heated airflow.

[0071] In one optional embodiment, the temperature control subsystem can integrate a cooling subsystem and a heating subsystem to address different temperature regulation needs. The cooling subsystem uses a compressor to pressurize refrigerant gas, which then dissipates heat through the condenser. After being depressurized by an expansion valve, the gas absorbs heat from the air at the evaporator, generating a cooling airflow for distribution to the air supply system. The heating subsystem uses a thermistor to heat the coolant, which is then circulated by an electric water pump, transferring the heat to the heater core to generate a heating airflow. The cooling and heating subsystems can be intelligently scheduled by the controller based on the vehicle's current operating mode and external conditions.

[0072] The aforementioned setup features a dual-system design for the temperature control subsystem, capable of both cooling and heating, ensuring a suitable cabin environment for the occupants both on land and in the air, enhancing practicality and adaptability. Through the operation of the cooling and heating subsystems, the temperature of the target airflow can be accurately controlled to meet the thermal management needs of the vehicle under different operating conditions, improving passenger comfort. The controller can flexibly control the start / stop and operation status of the cooling or heating subsystem according to actual thermal management requirements.

[0073] In this embodiment of the application, the refrigeration subsystem includes a compressor and a condenser disposed in the first vehicle compartment, wherein the compressor is used to compress the refrigerant gas in the refrigeration subsystem, and the condenser is used to dissipate heat between the refrigerant gas and the external environment.

[0074] In one optional embodiment, the refrigeration subsystem is located in the vehicle's first compartment and may include a compressor and a condenser. The compressor serves as the power source for the refrigeration cycle, compressing the refrigerant gas and converting it from a low-pressure, low-temperature state to a high-pressure, high-temperature state, thus preparing for the subsequent cooling process. The condenser dissipates heat from the compressed refrigerant gas through heat exchange with the external environment, condensing the refrigerant gas into a liquid and providing cooling conditions for the next stage of the refrigeration cycle, the evaporation process. This closed-loop refrigeration cycle effectively utilizes the phase change characteristics of the refrigerant to achieve the production and delivery of cooling capacity.

[0075] In the above configuration, through the coordinated operation of the compressor and condenser, the refrigeration subsystem can rapidly generate a large amount of cooling capacity, quickly responding to the cooling needs of the second or third cabin and providing an immediate comfortable environment. The refrigeration subsystem is concentrated in the first cabin, avoiding redundant design in the third cabin, reducing the overall weight of the vehicle, and contributing to improved flight performance.

[0076] In this embodiment, the heating subsystem includes a thermistor and an electric water pump disposed in the first vehicle compartment. The thermistor is used to heat the coolant in the heating subsystem, and the electric water pump is used to drive the coolant to circulate in the heating subsystem.

[0077] The aforementioned thermistor can refer to a heating device that uses positive temperature coefficient thermistor material. The resistance value of positive temperature coefficient thermistor material increases with the increase of temperature and has the characteristic of automatic temperature limiting. When the temperature reaches a certain threshold, the resistance will increase significantly, thereby limiting the current and preventing overheating.

[0078] In one alternative embodiment, the heating subsystem can be located in the vehicle's first compartment and may consist of a thermistor and an electric water pump. The thermistor acts as a heating unit, heating the coolant in the heating subsystem and converting electrical energy into heat energy. The electric water pump is responsible for circulating the warm coolant within the heating subsystem, ensuring uniform heat distribution and rapid, efficient transfer of heat to areas requiring heating, such as the heater core. This circulating heating mechanism avoids the problem of rapid heat dissipation caused by a single heating point, thus improving heating efficiency.

[0079] In the aforementioned setup, the thermistor's instantaneous heating capability allows the heating subsystem to generate a significant amount of heat in a short time, rapidly raising the temperature in the second or third cabin to meet passenger comfort needs. An electric water pump circulates the heated coolant within the heating subsystem, ensuring even heat distribution and preventing localized overheating or uneven heating, thus enhancing the passenger experience. The centralized heating subsystem design eliminates the need for a separate heating device in the third cabin, reducing system redundancy, effectively lightening the third cabin's weight, and contributing to increased flight endurance.

[0080] In this embodiment of the application, the temperature control subsystem further includes: an air conditioning assembly subsystem, which is disposed in the second vehicle compartment. The air conditioning assembly subsystem includes a first fan, an evaporator in the refrigeration subsystem, and / or a warm air core in the heating subsystem. The first fan is used to increase the flow velocity of the target airflow in the first air supply duct and the second air supply duct. The evaporator is used to generate a cooling airflow based on refrigerant gas, and the warm air core is used to generate a heating airflow based on coolant.

[0081] The aforementioned heater core can refer to a heat exchanger, whose main function, in heating mode, is to transfer heat from the heated coolant in the heating subsystem to the air, generating a heated airflow. It can consist of a series of pipes and fins. The coolant flows within the pipes, while outside air exchanges heat with the heated coolant through the fins. When heating is needed, the heated coolant is pumped into the heater core's pipes by an electric water pump. The first fan starts, pushing air through the heater core's fins. Because the coolant temperature is higher than the air temperature, heat is transferred from the coolant to the air, raising the air temperature and generating a heated airflow. This heated airflow is then delivered into the passenger cabin through air ducts, providing a warm environment for passengers.

[0082] In one alternative embodiment, the air conditioning assembly subsystem can be located inside the second compartment of the vehicle. This subsystem may include components such as a first fan, an evaporator, and a heater core. The first fan accelerates airflow within the air duct, ensuring that hot and cold air is rapidly and evenly distributed to the passenger compartment and / or the third compartment. The evaporator, as part of the refrigeration subsystem, generates cooling airflow through the heat absorption process of refrigerant evaporation, lowering the cabin temperature. The heater core utilizes heated coolant to release heat to the air, generating heating airflow and improving cabin thermal comfort.

[0083] In the above configuration, the air conditioning subsystem can quickly respond to cooling and heating demands. Through the efficient operation of the evaporator and heater core, it achieves real-time adjustment of the passenger cabin temperature, increasing passenger comfort. The primary fan accelerates airflow circulation, ensuring uniform airflow distribution in the air duct and avoiding localized temperature deviations, thus providing passengers with a more balanced temperature environment.

[0084] In this embodiment of the application, the thermal management system further includes: a third cabin temperature control subsystem, which is installed in the third cabin. The third cabin temperature control subsystem includes a second fan and a passenger temperature control device. The rated power of the second fan is less than the rated power of the first fan. The second fan is used to exchange airflow between the third cabin and the external environment. The passenger temperature control device includes at least one of the following: seat heating equipment, seat ventilation equipment, and armrest heating equipment installed in the third cabin.

[0085] The aforementioned second fan can refer to a lower-powered fan, whose main function is to provide ventilation for the third compartment in flight mode, helping to maintain airflow and freshness within the compartment. By drawing in outside air and expelling inside air, the second fan promotes air circulation between the inside and outside of the compartment, which helps prevent stagnant air, maintain air quality, and prevent window fogging. It can also assist the third compartment's temperature control subsystem in slightly regulating the compartment temperature by increasing air exchange between the inside and outside of the compartment under limited energy conditions.

[0086] The aforementioned passenger temperature regulation equipment refers to temperature control devices that directly serve passengers to improve their comfort. In energy-constrained flight modes, the third cabin cannot handle the large amounts of heat or cold transferred from the second cabin. Passenger temperature regulation equipment can be temperature control devices that directly act on the passenger's body, including seat heating devices, seat ventilation devices, and armrest heating devices, etc., which aim to improve passenger comfort through localized heating or cooling.

[0087] In one alternative embodiment, the third cabin temperature control subsystem is designed with lightweight features and is equipped with a second fan and passenger comfort temperature control devices. The rated power of the second fan is less than that of the first fan in the second cabin, and it can be used to promote airflow exchange between the inside and outside of the third cabin to maintain the freshness of the cabin air. The passenger comfort temperature control devices, such as seat heating, seat ventilation, and armrest heating, can be directly adjusted according to the individual comfort of the passengers.

[0088] In the above configuration, the low-power design of the second fan reduces the weight of the third cabin, which helps improve its flight efficiency and extend its flight time. The passenger temperature control system directly affects the occupants, providing personalized temperature management and ensuring their comfort even after the third cabin separates from the first cabin, thus enhancing the flight experience. The airflow exchange function of the second fan helps prevent air condensation in the third cabin, avoiding window fogging and ensuring clear visibility during flight.

[0089] Figure 2 This is a schematic diagram of an optional vehicle thermal management system according to an embodiment of this application, such as... Figure 2 As shown, the thermal management system includes: a temperature control subsystem 110, located within the first vehicle compartment 10 and the second vehicle compartment 20; a first air supply duct 120, located within the second vehicle compartment 20, with its inlet connected to the outlet of the temperature control subsystem and its outlet connected to the air conditioning outlet of the second vehicle compartment; and a second air supply duct 130, located within the third vehicle compartment 30, with its outlet connected to the air conditioning outlet of the third vehicle compartment. An electronic damper 210 is positioned between the second outlet of the first air supply duct 120 and the inlet of the second air supply duct 130. The refrigeration subsystem 230 includes a compressor and a condenser located within the first vehicle compartment 10. The heating subsystem 240 includes a thermistor and an electric water pump located within the first vehicle compartment 10. An air conditioning assembly subsystem 220 is located within the second compartment 20. The air conditioning assembly subsystem 220 may include a first fan, an evaporator in the refrigeration subsystem, and / or a heater core in the heating subsystem. The thermal management system also includes a third compartment temperature control subsystem 260, located within the third compartment 30.

[0090] This application also provides a vehicle thermal management method, applied to the aforementioned vehicle thermal management system. Please refer to [link / reference]. Figure 3 This includes the following steps:

[0091] S310: Obtain the vehicle's thermal management requirements.

[0092] The aforementioned thermal management requirements can refer to the specific temperature control objectives and requirements that need to be implemented based on the vehicle's current operating status and external environmental conditions. These may include, but are not limited to, adjusting the cabin temperature to suit passenger comfort and maintaining flight components within a suitable operating temperature range under different operating modes, such as land driving, flight preparation, and flight mode.

[0093] S320: Based on thermal management requirements, it controls the operating status of the temperature regulation subsystem in the thermal management system to generate target airflow for temperature regulation of the second and / or third compartments in the vehicle.

[0094] The target airflow is either a cooling airflow or a heating airflow.

[0095] In one optional embodiment, the vehicle's current thermal management needs can be acquired through sensors and data inputs, including information such as indoor and outdoor ambient temperatures, passenger cabin temperature preferences, and flight status. Based on these thermal management needs, the controller can dynamically adjust the operating status of the temperature control subsystem, such as turning the compressor or thermistor on or off, and adjusting the damper opening to generate cooling or heating airflow, thereby precisely regulating the temperatures of the second and third cabins. Coupled with the control of the temperature control subsystem, this approach achieves automation and intelligence in thermal management.

[0096] In the aforementioned process, the thermal management method can quickly respond to and adjust the temperature of the target airflow according to real-time thermal management needs, ensuring that the passenger compartment and third compartment are maintained within a comfortable temperature range. Through the intelligent control temperature regulation subsystem, unnecessary energy waste is avoided. The intelligent control logic of the thermal management method improves the system's flexibility, enabling it to adapt to various vehicle operating modes, while simultaneously reducing the failure rate of the thermal management system and enhancing its overall reliability.

[0097] In this embodiment, obtaining the vehicle's thermal management requirements includes: obtaining the vehicle's operating mode; determining that the thermal management requirement is to regulate the temperature of the second vehicle compartment when the operating mode is a land driving mode, wherein the second and third vehicle compartments are in an un-docked mode when the operating mode is a pre-flight mode; determining that the thermal management requirement is to regulate the temperature of both the second and third vehicle compartments when the operating mode is a pre-flight mode, wherein the second and third vehicle compartments are in a docked mode when the operating mode is a flight mode; and determining that the thermal management requirement is to regulate the temperature of the second and third vehicle compartments individually when the operating mode is a flight mode, wherein the second and third vehicle compartments are in an un-docked mode when the flight mode is a flight mode.

[0098] The aforementioned land driving mode can refer to the vehicle operating as a ground vehicle, in which case the third compartment and the second compartment can be separate or physically unconnected, and temperature regulation can be applied only to the second compartment.

[0099] The aforementioned pre-flight mode can refer to the mode activated during the process of the vehicle transitioning from a ground vehicle to a flight state. The third compartment physically docks with the second compartment, preparing for pre-flight system checks and preheating or precooling.

[0100] The aforementioned flight mode could refer to a situation where the vehicle has left the ground and the third and second cabins are physically separated and operate independently.

[0101] In one optional embodiment, the vehicle's thermal management system can employ operating mode recognition technology to automatically determine the vehicle's current operating status, which may include land driving mode, pre-flight mode, and flight mode, and then determine thermal management requirements based on different operating modes. In land driving mode, only the temperature regulation of the second cabin needs to be considered; the third cabin is not docked with the vehicle, and its thermal management requirements do not require additional consideration. In pre-flight mode, the third cabin is docked with the vehicle, and the thermal management system can simultaneously regulate the temperature of both the second and third cabins, pre-regulating the third cabin to ensure a comfortable cabin temperature before flight. Upon entering flight mode, the third cabin is physically disconnected from the second cabin, allowing for independent temperature management of both. The second cabin maintains the thermal management strategy of the ground driving mode, while the third cabin can rely on the temperature reserves from the pre-flight phase and the emergency ventilation and passenger comfort temperature control equipment of the third cabin temperature regulation subsystem.

[0102] In the aforementioned process, operational mode recognition technology ensures accurate allocation of thermal management system resources, preventing energy waste in unused third-class cabins during ground operations and ensuring pre-conditioning of the third-class cabin temperature before flight, thus improving overall energy efficiency. By automatically matching thermal management needs, personalized and scenario-based temperature adjustment services can be provided according to the actual operating status of the vehicle, enhancing passenger comfort.

[0103] In this embodiment, based on thermal management requirements, the operating state of the temperature regulation subsystem in the thermal management system is controlled to generate a target airflow for temperature regulation of the second and / or third vehicle compartments. This includes: when the thermal management requirement is to regulate the temperature of the second vehicle compartment, controlling the electronic damper of the thermal management system to be closed to regulate the temperature of the second vehicle compartment based on the target airflow; when the thermal management requirement is to regulate the temperature of both the second and third vehicle compartments, controlling the electronic damper to be open to regulate the temperature of both the second and third vehicle compartments based on the target airflow; and when the thermal management requirement is to regulate the temperature of only the second and third vehicle compartments, controlling the electronic damper to be closed to regulate the temperature of the second vehicle compartment based on the target airflow, and controlling the third vehicle compartment temperature regulation subsystem in the thermal management system to regulate the temperature of the third vehicle compartment.

[0104] In one optional embodiment, when the thermal management requirement is to regulate the temperature of the second cabin, the electronic damper can be closed to ensure that the cooling or heating airflow only flows to the second cabin, achieving efficient and centralized temperature control. In the pre-flight mode, where the temperature of both the second and third cabins needs to be regulated simultaneously, the electronic damper can be set to open, allowing airflow to reach both cabins simultaneously through the duct, ensuring adequate temperature preparation before flight. In flight mode, the second and third cabins are separated, the electronic damper can be closed, the thermal management system operates independently, the second cabin receives the target airflow, and the third cabin regulates its temperature according to its own temperature control subsystem.

[0105] In the above process, through the intelligent control of the electronic dampers, cooling or heating airflow can be accurately allocated according to different vehicle operating modes and thermal management needs, avoiding energy waste. In flight mode, the third compartment no longer receives airflow from the vehicle, reducing additional load and significantly improving the vehicle's energy efficiency. The state control strategy of the electronic dampers enhances the flexibility of the thermal management system, enabling it to adapt to various vehicle operating scenarios.

[0106] In this embodiment of the application, the method further includes: when the operating mode is the pre-flight mode, controlling the operating state of the temperature regulation subsystem to adjust the temperature of the third cabin to a pre-stored temperature based on the target airflow, wherein the temperature difference between the pre-stored temperature and the external environment is greater than the temperature difference between the required temperature of the third cabin and the external environment.

[0107] The aforementioned pre-stored temperature refers to a temperature point that is pre-set and adjusted for the third cabin during the pre-flight mode phase, based on the upcoming flight environment conditions, expected flight duration, and passenger comfort requirements. The pre-stored temperature can be colder or hotter than the ideal temperature required by the vehicle in flight mode to compensate for temperature changes and energy limitations faced by the third cabin during flight mode.

[0108] In one alternative embodiment, when the vehicle enters the pre-flight mode, the thermal management system can generate a target airflow, either cooling or heating, through the temperature regulation subsystem to pre-regulate the temperature of the third cabin to a preset, pre-stored temperature with a significant temperature difference from the external environment. The selection of this pre-stored temperature can offset the reduction in temperature difference during flight. In this way, energy can be fully utilized during the ground phase to over-cool or over-heat the third cabin, ensuring that the third cabin already has a larger pre-stored temperature difference at the start of flight.

[0109] In the above process, by pre-regulating the temperature of the third cabin during the ground phase and by overcooling or heating the third cabin before flight, energy consumption during flight is effectively reduced, passenger comfort is enhanced, and the efficiency of the thermal management system and the operational safety of the vehicle are improved.

[0110] The technical solution proposed in this application is described below with reference to an optional embodiment. This application proposes a vehicle air conditioning system device and control logic method. The vehicle air conditioning system device is designed, including an air conditioning refrigerant circuit system device, an air supply device, and corresponding control logic. Based on the vehicle or flight requirements, cooling and heating are controlled through reasonable control logic. The generated cooling and heating are delivered to the second or third cabin through a ventilation device, achieving a reasonable distribution of cooling and heating heat in the second or third cabin. This is applicable to the cooling and heating of vehicle passenger cabins and aircraft third cabins. A thermal management system is designed to meet the cooling and heating needs of both the vehicle passenger cabin and the aircraft third cabin, reducing the aircraft's flight weight and increasing flight endurance. This system is simple and reliable. The vehicle's cooling and heating devices and the aircraft's cooling and heating devices are centralized at the vehicle end, and a single air supply device meets the cooling and heating needs of the aircraft's third cabin. The air distribution device is reasonably controlled to distribute cooling and heating energy to the vehicle and the aircraft.

[0111] Figure 4 This is a schematic diagram of an optional vehicle thermal management process according to an embodiment of this application, such as... Figure 4 As shown, the vehicle's operating mode is obtained. In land driving mode, the thermal management requirement is determined to be temperature regulation of the second vehicle compartment. The electronic dampers of the thermal management system are kept closed to regulate the temperature of the second vehicle compartment based on the target airflow. In pre-flight mode, the thermal management requirement is determined to be temperature regulation of both the second and third vehicle compartments. The electronic dampers are kept open to regulate the temperature of both the second and third vehicle compartments based on the target airflow. In flight mode, the thermal management requirement is determined to be individual temperature regulation of the second and third vehicle compartments. The electronic dampers are kept closed to regulate the temperature of the second vehicle compartment based on the target airflow, and the third vehicle compartment temperature regulation subsystem in the thermal management system is controlled to regulate the temperature of the third vehicle compartment.

[0112] The vehicle thermal management method proposed in this application, in Mode 1, land driving mode, in the triggered state, with the third vehicle compartment not connected, means the vehicle is operating as a complete land vehicle. In this mode, only the passenger compartment needs to be served. The task is to efficiently and energy-savingly provide a comfortable environment for the occupants in the passenger compartment, avoiding energy waste in the unconnected third vehicle compartment. The execution strategy involves closing electronic dampers and issuing commands to control the electronic dampers located in the air ducts leading to the third vehicle compartment, such as flaps or rotary valves, to close, cutting off the air path to the third vehicle compartment. Cold or hot air generated by the air conditioning assembly subsystem will be blown into the passenger compartment through the air ducts. In this mode, the thermal management system functions like a standard vehicle air conditioner, operating with high efficiency. There is no airflow in the third vehicle compartment air ducts, avoiding energy loss.

[0113] In Mode 2, in the pre-flight mode, the third cabin is docked. The third cabin is physically connected to the vehicle chassis, and the air duct interfaces are sealed and connected; the vehicle is ready for takeoff. At this time, both cabins are simultaneously serviced and pre-conditioned. Pre-conditioning, during the ground phase, utilizes the vehicle's powerful and relatively energy-rich air conditioning system to pre-adjust the temperature in the third cabin to a more comfortable level, with over-adjustment of n°C—cooling it more during cooling and warming it more during heating—to reserve cooling or heating capacity for the flight phase. The execution strategy involves opening the electronic dampers, establishing an air bridge from the vehicle to the third cabin. The airflow generated by the air conditioning system is divided into two paths: one to the vehicle's passenger compartment, and the other to the third cabin through the opened dampers. The vehicle's first fan can increase its power to overcome the resistance of the longer air duct, ensuring sufficient airflow to both cabins. This pre-conditioning reduces the pressure on the environmental control system during the flight phase.

[0114] In Mode 3, Flight Mode, the air ducts are physically disconnected. The third compartment is separated from the vehicle chassis, and the air duct between the third and second compartments is also disconnected. At this point, the two compartments operate independently. In the separated state, the vehicle and flight components each need to manage their own environment. Execution strategies and paths can be divided into two parallel paths: the vehicle compartment path strategy, which operates independently. The vehicle component reverts to an independent land vehicle, returning to Mode 1 logic. Electronic dampers automatically close, or become ineffective due to physical disconnection, and the air conditioning system automatically switches back to Mode 1, serving only the second compartment. This ensures that the vehicle component, as a ground vehicle, still possesses relatively complete air conditioning functionality. The third compartment path strategy relies on pre-cooling or heat reserves. The third compartment itself does not have a powerful air conditioning compressor or other heat source; it can mainly rely on the temperature energy pre-stored in Mode 2 to maintain the compartment temperature, as well as the insulation design of the third compartment. Emergency ventilation and individual temperature control can also be used as active environmental control measures for the third compartment. Emergency ventilation starts a low-power second fan to circulate air within the compartment or provide limited external ventilation, primarily to prevent window fogging and maintain basic fresh air. Personalized temperature control activates individual temperature adjustment devices such as seat heating, seat ventilation, and armrest heating, maintaining passenger comfort with minimal energy consumption.

[0115] This application presents a customized intelligent thermal management and air distribution system for vehicles, automatically selecting the optimal operating mode based on the vehicle's form or state to achieve precise and efficient energy distribution. The split architecture and modular control, as structural innovations, propose a three-mode operating logic: ground driving, flight preparation, and flight. This allows a single thermal management system to flexibly respond to three different physical states and energy demands, representing an innovation at the system architecture level. The state-aware driven automated switching, as an innovation in control logic, uses the physical signal of the third vehicle compartment's docking status as the basis for judgment, enabling fully automatic and seamless mode switching. This ensures the thermal management system operates in the correct mode, improving safety and user experience. The energy pre-allocation strategy in flight preparation mode, as a strategic innovation, pre-adjusts the third vehicle compartment by utilizing relatively abundant ground energy, such as fuel or grid charging, to pre-cool or heat it, improving its range. The optimal solution for safety redundancy and energy efficiency in flight mode, as a safety innovation, proposes a better trade-off solution. The vehicle compartment switches back to an independent operating mode, maintaining full functionality. The third compartment employs a multi-stage system including passive maintenance, instantaneous heat reserve, active emergency response, ventilation, and individual temperature control. This achieves a lightweight design for the third compartment, eliminating the need for a heavy compressor, while ensuring basic safety and comfort for occupants through low energy consumption.

[0116] This application achieves lightweighting and space optimization, eliminating the need for heavy compressors, condensers, and large fans in the third cabin. Relying solely on pre-stored temperature and lightweight fans, it significantly reduces the weight of the third cabin, contributing to improved flight efficiency, increased payload, or extended range, while freeing up valuable passenger space. Enhanced safety and reliability improve flight safety; even without active cooling or heating, the third cabin's emergency ventilation function ensures airflow, effectively preventing window fogging, maintaining clear pilot visibility, and guaranteeing flight safety. Automated mode switching eliminates the risk of human error. Built-in system redundancy ensures decoupling between the vehicle cabin and the third cabin systems in Mode 3. Even if the third cabin's emergency system malfunctions, the vehicle cabin's air conditioning system can still operate independently and reliably, without affecting each other. This inherent isolation enhances the overall vehicle reliability.

[0117] This application also provides an electronic device 50, please refer to... Figure 5 It includes a processor 510 and a memory 520, wherein the memory 520 is used to store computer programs; the processor 510 is used to execute the programs stored in the memory 520 to implement the methods described in the various embodiments of this application.

[0118] The aforementioned memory can refer to devices inside a computer used to store data and programs, including RAM, hard disks, etc. RAM can be used to temporarily store running programs and data, while hard disks can be used to store programs and data long-term. Memory enables the computer to read and write data and execute programs. The aforementioned processor is responsible for executing instructions in computer programs and performing data processing. It can also be responsible for controlling and executing various operations, including arithmetic operations, logical operations, and data transmission.

[0119] This application also provides a vehicle, including the aforementioned electronic equipment.

[0120] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0121] The aforementioned computer storage media can refer to the media used in computer memory to store certain discontinuous physical quantities. Computer storage media mainly include semiconductors, magnetic cores, magnetic drums, magnetic tapes, laser discs, etc. Computer-readable storage media include stored programs, which can be a set of instructions that a computer can recognize and execute, running on an electronic computer to meet certain information needs.

[0122] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0123] The aforementioned computer program products can refer to software programs that have been written, tested, and released, and can run on computers or other devices. Computer program products can include application programs, operating systems, utility software, etc., used to achieve specific functions or solve specific problems.

[0124] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0125] The aforementioned non-volatile computer-readable storage medium can refer to a medium for storing data. Non-volatile computer-readable storage media can retain data without loss when power is off and can be used to store long-term data, such as operating systems, applications, and user files. Non-volatile storage media can include hard disk drives, solid-state drives, optical disks, and flash memory storage devices, etc.

[0126] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0127] The aforementioned computer program can refer to a set of instructions used to tell the computer to perform specific tasks or operations. Computer programs can be written by programmers using specific programming languages ​​and can include algorithms, data structures, logic, and control flow. Computer programs can be used for a variety of purposes, including application software, operating systems, etc.

[0128] In this application, "multiple" refers to two or more.

[0129] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0130] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0131] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0132] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if a method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if a method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0133] The above are merely preferred embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A thermal management system for a vehicle, characterized in that, The vehicle includes: a first compartment, a second compartment, and a third compartment; the thermal management system includes: A temperature control subsystem is installed in the first vehicle compartment and the second vehicle compartment to generate a target airflow, wherein the target airflow is a cooling airflow or a heating airflow; A first air supply duct is installed in the second vehicle compartment. The air inlet of the first air supply duct is connected to the air outlet of the temperature control subsystem, and the first air outlet of the first air supply duct is connected to the air conditioning outlet of the second vehicle compartment. The first air supply duct is used to transmit the target airflow to the second vehicle compartment and / or the third vehicle compartment. The second air supply duct is installed in the third vehicle compartment. The air inlet of the second air supply duct is connected to the second air outlet of the first air supply duct, and the air outlet of the second air supply duct is connected to the air conditioning outlet of the third vehicle compartment. The second air supply duct is used to transmit the airflow from the first air supply duct to the third vehicle compartment. A controller, connected to the temperature control subsystem, is used to control the operating state of the temperature control subsystem based on the vehicle's thermal management requirements, wherein different operating states are used to generate different types of target airflow.

2. The vehicle thermal management system according to claim 1, characterized in that, The thermal management system also includes: An electronic damper is disposed between the second air outlet port of the first air supply duct and the air inlet port of the second air supply duct. The control terminal of the electronic damper is connected to the controller. The controller is also used to control the opening and closing state of the electronic damper based on the thermal management requirements.

3. The vehicle thermal management system according to claim 1 or 2, characterized in that, The temperature control subsystem includes: a refrigeration subsystem for generating the refrigeration airflow, the refrigeration subsystem including a compressor and a condenser disposed in the first vehicle compartment; and / or, a heating subsystem for generating the heating airflow, the heating subsystem including a thermistor and an electric water pump disposed in the first vehicle compartment; the temperature control subsystem further includes: An air conditioning assembly subsystem is installed in the second vehicle compartment. The air conditioning assembly subsystem includes a first fan, an evaporator in the refrigeration subsystem, and / or a heater core in the heating subsystem. The first fan is used to increase the flow velocity of the target airflow in the first and second air supply ducts. The evaporator is used to generate the cooling airflow based on the refrigerant gas in the refrigeration subsystem. The heater core is used to generate the heating airflow based on the coolant in the heating subsystem.

4. The vehicle thermal management system according to claim 1 or 2, characterized in that, The thermal management system also includes: A third cabin temperature control subsystem is installed in the third cabin. The third cabin temperature control subsystem includes a second fan and passenger comfort temperature control equipment. The rated power of the second fan is less than the rated power of the first fan. The second fan is used to exchange airflow between the third cabin and the external environment. The passenger comfort temperature control equipment includes at least one of the following: seat heating equipment, seat ventilation equipment, and armrest heating equipment installed in the third cabin.

5. A thermal management method for a vehicle, characterized in that, The method, applied to the thermal management system of the vehicle according to any one of claims 1 to 4, comprises: Obtain the thermal management requirements of the vehicle; Based on the aforementioned thermal management requirements, the operating state of the temperature control subsystem in the thermal management system is controlled to generate a target airflow for temperature regulation of the second and / or third compartments in the vehicle, wherein the target airflow is a cooling airflow or a heating airflow.

6. The method according to claim 5, characterized in that, Obtaining the thermal management requirements of the vehicle includes: Obtain the operating mode of the vehicle; When the operating mode is land driving mode, the thermal management requirement is determined to be temperature regulation of the second vehicle compartment, wherein, in the land driving mode, the second vehicle compartment and the third vehicle compartment are in an unconnected mode; When the operating mode is in the pre-flight mode, the thermal management requirement is determined to be to regulate the temperature of the second and third vehicle compartments, wherein the second and third vehicle compartments are in the docking mode during the pre-flight mode. When the operating mode is flight mode, the thermal management requirement is determined to be individual temperature regulation of the second and third vehicle compartments, wherein, in flight mode, the second and third vehicle compartments are in the undocking mode.

7. The method according to claim 5 or 6, characterized in that, Based on the aforementioned thermal management requirements, the operating state of the temperature regulation subsystem in the thermal management system is controlled to generate a target airflow for temperature regulation of the second and / or third vehicle compartments, including: When the thermal management requirement is to regulate the temperature of the second vehicle compartment, the electronic damper of the thermal management system is controlled to be closed, so as to regulate the temperature of the second vehicle compartment based on the target airflow. When the thermal management requirement is to regulate the temperature of the second and third vehicle compartments, the electronic damper is controlled to be in the open state to regulate the temperature of the second and third vehicle compartments based on the target airflow. When the thermal management requirement is to adjust the temperature of the second compartment and the third compartment separately, the electronic damper is controlled to be closed so that the temperature of the second compartment is adjusted based on the target airflow, and the temperature regulation subsystem of the third compartment in the thermal management system is controlled to adjust the temperature of the third compartment.

8. The method according to claim 7, characterized in that, The method further includes: When the operating mode is the pre-flight mode, the operating state of the temperature regulation subsystem is controlled to adjust the temperature of the third cabin to a pre-stored temperature based on the target airflow, wherein the temperature difference between the pre-stored temperature and the external environment is greater than the temperature difference between the required temperature of the third cabin and the external environment.

9. An electronic device, characterized in that, Including processor and memory, among which, Memory, used to store computer programs; A processor for executing a program stored in memory to implement the method described in any one of claims 5-8.

10. A vehicle, characterized in that, Includes the electronic device as described in claim 9.

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