Thermal management pipeline system for vehicle, thermal management control method and apparatus for vehicle, and vehicle

Abstract

A thermal management pipeline system for a vehicle, a thermal management control method and apparatus for a vehicle, and a vehicle, which relate to the technical field of vehicle thermal management. A thermal management pipeline system (100) for a vehicle comprises: a first refrigerant circulation pipeline (101), which is used for cooling or heating, in a cab thermal management mode, a cab of a vehicle; a second refrigerant circulation pipeline (102), which is used for cooling or heating, in a battery thermal management mode, a battery of the vehicle by using cold energy or heat obtained from the first refrigerant circulation pipeline (101), and is also used for cooling, in a waste heat utilization thermal management mode, the battery of the vehicle by using a refrigerant flowing into the second refrigerant circulation pipeline (102) from a third refrigerant circulation pipeline (103); and the third refrigerant circulation pipeline (103), which is used for cooling, in an electric drive system thermal management mode, an electric drive system of the vehicle. By means of the design of a centralized pipeline system, the energy utilization rate of a vehicle can be improved; and compared with a distributed thermal management system, the pipeline design of the centralized pipeline system is more efficient and convenient.

Description

Vehicle thermal management piping system, thermal management control method, device and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This disclosure is based on and claims priority to an application with CN application number 202311687369.X and filing date December 8, 2023. The disclosure content of this CN application is hereby introduced into this disclosure as a whole. Technical Field

[0003] The present disclosure relates to the technical field of vehicle thermal management, and in particular to a vehicle thermal management piping system, a thermal management control method, a device, and a vehicle. Background Art

[0004] With the advent of the new energy era, new energy vehicles are developing at an increasingly rapid pace. As a crucial component of new energy vehicles, thermal management systems ensure that key components like motors and power batteries operate within an appropriate temperature range, improving vehicle safety and service life. They also ensure comfort requirements such as cabin heating and cooling.

[0005] In the related art, the temperature of each component is controlled by setting up an independent thermal management system.

[0006] Summary of the Invention

[0007] According to a first aspect of the present disclosure, a thermal management piping system for a vehicle is provided, comprising: a first refrigerant circulation pipeline for cooling or heating a vehicle's cockpit in a cockpit thermal management mode; a second refrigerant circulation pipeline for cooling or heating the vehicle's battery in a battery thermal management mode using the cold or heat obtained from the first refrigerant circulation pipeline; and further for cooling the vehicle's battery in a waste heat utilization thermal management mode using the refrigerant flowing from a third refrigerant circulation pipeline into the second refrigerant circulation pipeline; and a third refrigerant circulation pipeline for cooling the vehicle's electric drive system in an electric drive system thermal management mode.

[0008] In some embodiments, the cockpit thermal management mode includes a cockpit cooling mode and a cockpit heating mode, and the first refrigerant circulation pipeline includes: a first three-way valve and a second three-way valve, which are used to be set to a first open state in the cockpit cooling mode to allow the cooling pipeline in the first refrigerant circulation pipeline to be conductive; and also used to be set to a second open state in the cockpit heating mode to allow the heating pipeline in the first refrigerant circulation pipeline to be conductive.

[0009] In some embodiments, the refrigeration pipeline in the first refrigerant circulation pipeline includes: a first sub-pipeline, including a compressor, a second three-way valve, a first heat exchanger, a first three-way valve, a regenerator, a first electronic expansion valve, a third solenoid valve, a cold air core, and a gas-liquid separator connected in sequence, wherein the gas-liquid separator is also connected to the compressor; a second sub-pipeline, including the first three-way valve, the second electronic expansion valve, the regenerator, and the compressor connected in sequence, wherein the first electronic expansion valve and the second electronic expansion valve are in a throttling state in the cockpit cooling mode, and the third solenoid valve is in an open state in the cockpit cooling mode.

[0010] In some embodiments, the heating pipeline in the first refrigerant circulation pipeline includes: a third sub-pipeline, including the compressor, the second three-way valve, the heater core, the first solenoid valve, the regenerator, the first electronic expansion valve, the first three-way valve, the first heat exchanger, the second solenoid valve, and the gas-liquid separator connected in sequence; a fourth sub-pipeline, including the first solenoid valve, the second electronic expansion valve, the regenerator, and the compressor connected in sequence, wherein the first solenoid valve and the second solenoid valve are in the open state in the cockpit heating mode, and the first electronic expansion valve and the second electronic expansion valve are in the throttling state in the cockpit heating mode.

[0011] In some embodiments, the battery thermal management mode includes a battery cooling mode and a battery heating mode, and the second refrigerant circulation pipeline includes: a second heat exchanger, which is connected to the cooling pipeline in the first refrigerant circulation pipeline through a first branch and is connected to the heating pipeline in the first refrigerant circulation pipeline through a second branch, and is used to transfer the cold in the cooling pipeline to the second refrigerant circulation pipeline to cool the battery in the battery cooling mode, and is also used to transfer the heat in the heating pipeline to the second refrigerant circulation pipeline to heat the battery in the battery heating mode.

[0012] In some embodiments, the first branch includes a third electronic expansion valve and a fourth solenoid valve; the first end of the third electronic expansion valve is connected to the cold air core, and the second end of the third electronic expansion valve is connected to the second heat exchanger, wherein the third electronic expansion valve is in a throttling state in the battery cooling mode; the first end of the fourth solenoid valve is connected to the cold air core, and the second end of the fourth solenoid valve is connected to the second heat exchanger, wherein the fourth solenoid valve is in an open state in the battery cooling mode.

[0013] In some embodiments, the second branch includes a first connecting pipe disposed between a second three-way valve and the second heat exchanger.

[0014] In some embodiments, the second branch also includes a second connecting pipe arranged between the second heat exchanger and the heater core, the second connecting pipe includes a third electronic expansion valve and a fifth solenoid valve, the third electronic expansion valve is in a throttling state in the battery heating mode, and the fifth solenoid valve is in an open state in the battery heating mode.

[0015] In some embodiments, the second refrigerant circulation pipeline also includes: a first water pump; an electric heater; a third three-way valve, which is used to be set to a third open state in the waste heat utilization thermal management mode to connect the second refrigerant circulation pipeline with the third refrigerant circulation pipeline, and use the refrigerant in the third refrigerant circulation pipeline to cool the battery; and is also used to be set to a fourth open state in the battery thermal management mode to disconnect the second refrigerant circulation pipeline from the third refrigerant circulation pipeline.

[0016] In some embodiments, the refrigerant in the first refrigerant circulation line is carbon dioxide refrigerant.

[0017] In some embodiments, the refrigerant in the second refrigerant circulation line and the third refrigerant circulation line is an ethylene glycol solution.

[0018] According to a second aspect of the present disclosure, a vehicle thermal management control method is proposed, which is applied to the thermal management piping system of the vehicle as described above, including: determining the component to be controlled of at least one refrigerant circulation pipeline in the thermal management piping system of the vehicle according to the thermal management mode of the vehicle; sending a control signal to the component to be controlled of the at least one refrigerant circulation pipeline to switch the at least one refrigerant circulation pipeline to a state corresponding to the thermal management mode.

[0019] According to the third aspect of the present disclosure, a vehicle thermal management control device is proposed, which is applied to the thermal management piping system of the vehicle as described above, including: a determination module, configured to determine the component to be controlled of at least one refrigerant circulation pipeline in the thermal management piping system of the vehicle according to the thermal management mode of the vehicle; a sending module, configured to send a control signal to the component to be controlled of the at least one refrigerant circulation pipeline, so that the at least one refrigerant circulation pipeline is switched to a state corresponding to the thermal management mode.

[0020] According to a fourth aspect of the present disclosure, a vehicle is proposed, comprising: the thermal management piping system of the vehicle as described above; and the thermal management control device of the vehicle as described above.

[0021] According to a fifth aspect of the present disclosure, a computer-readable storage medium is provided, on which computer program instructions are stored. When the instructions are executed by a processor, the thermal management control method for a vehicle as described above is implemented.

[0022] Other features and advantages of the present disclosure will become apparent from the following detailed description of exemplary embodiments of the present disclosure with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0024] The present disclosure can be more clearly understood from the following detailed description with reference to the accompanying drawings.

[0025] FIG1 is a schematic structural diagram of a thermal management piping system of a vehicle according to some embodiments of the present disclosure.

[0026] FIG2 is a schematic structural diagram of a thermal management piping system of a vehicle according to other embodiments of the present disclosure.

[0027] FIG3 is a flow chart of a thermal management control method for a vehicle according to some embodiments of the present disclosure.

[0028] FIG4 is a flow chart of a thermal management control method for a vehicle according to other embodiments of the present disclosure.

[0029] FIG5 is a schematic structural block diagram of a thermal management control device for a vehicle according to some embodiments of the present disclosure.

[0030] FIG6 is a schematic structural block diagram of a vehicle according to some embodiments of the present disclosure.

[0031] FIG7 is a schematic structural diagram of a thermal management control device for a vehicle according to other embodiments of the present disclosure.

[0032] FIG8 is a schematic diagram of the structure of a computer system according to some embodiments of the present disclosure. DETAILED DESCRIPTION

[0033] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It should be noted that unless otherwise specifically stated, the relative arrangement of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present disclosure.

[0034] At the same time, it should be understood that for the convenience of description, the sizes of the various parts shown in the drawings are not drawn according to the actual proportional relationship.

[0035] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the present disclosure, its application, or uses.

[0036] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered part of the specification.

[0037] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not limiting. Therefore, other examples of the exemplary embodiments may have different values.

[0038] It should be noted that like reference numerals and letters refer to like items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0039] In order to make the objectives, technical solutions and advantages of the present disclosure more clearly understood, the present disclosure is further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings.

[0040] In related technologies, the temperature of each component is controlled by setting up an independent thermal management system, which results in high energy consumption and insufficient energy utilization, and cannot meet the current thermal management needs of the entire vehicle.

[0041] In view of this, the present disclosure provides a vehicle thermal management piping system, a vehicle thermal management control method, an apparatus and a vehicle. By adopting a centralized piping system design including a first refrigerant circulation pipeline, a second refrigerant circulation pipeline and a third refrigerant circulation pipeline, and when cooling or heating the battery, indirect cooling or heating is performed based on the first refrigerant circulation pipeline, and combined with the waste heat recovery technology of the electric drive system, the energy utilization rate of the entire vehicle can be improved, and its piping design is more efficient and convenient than that of a distributed thermal management system.

[0042] FIG1 is a schematic diagram of a vehicle thermal management system according to some embodiments of the present disclosure. As shown in FIG1 , the vehicle thermal management system 100 includes a first refrigerant circulation line 101 , a second refrigerant circulation line 102 , and a third refrigerant circulation line 103 .

[0043] The first refrigerant circulation pipeline 101 is used to cool or heat the vehicle's cockpit in the cockpit thermal management mode.

[0044] In some embodiments, the cabin thermal management mode includes a cabin cooling mode and a cabin heating mode, and the first refrigerant circulation line includes a first three-way valve and a second three-way valve. The first three-way valve and the second three-way valve are configured to be set to a first open state in the cabin cooling mode to allow flow through the cooling line in the first refrigerant circulation line; and the first three-way valve and the second three-way valve are configured to be set to a second open state in the cabin heating mode to allow flow through the heating line in the first refrigerant circulation line.

[0045] In some examples, the first open state is a horizontal angular open state, and the second open state is a vertical angular open state.

[0046] In other examples, the first open state is an open state in a vertical angle direction, and the second open state is an open state in a horizontal angle direction.

[0047] In the embodiment of the present disclosure, by arranging two three-way valves in the first refrigerant circulation pipeline and controlling the conduction state of the two three-way valves to make the cooling pipeline or the heating pipeline conductive, the reliability of the vehicle thermal management control can be improved compared with the switching of cooling or heating through the traditional four-way valve configuration.

[0048] In some embodiments, the refrigerant in the first refrigerant circulation circuit is carbon dioxide. Since carbon dioxide has an ozone depletion potential of 0, using carbon dioxide as a refrigerant does not damage the atmospheric ozone layer. Moreover, since carbon dioxide has a global warming potential of 1, compared to the currently commonly used refrigerant R134a (R134a has a global warming potential of 1350), its leakage has minimal impact on the environment. Therefore, by using carbon dioxide as a refrigerant, the global greenhouse effect can be reduced. Moreover, carbon dioxide is widely available and does not need to be recycled, which can greatly reduce the cost of refrigerant replacement.

[0049] In some embodiments, the refrigeration circuit in the first refrigerant circulation circuit 101 includes a first sub-circuit and a second sub-circuit.

[0050] In some examples, the first sub-pipeline includes a compressor, a second three-way valve, a first heat exchanger (also known as an external heat exchanger), a first three-way valve, a regenerator, a first electronic expansion valve, a third solenoid valve, a cold air core, and a gas-liquid separator connected in sequence, wherein the gas-liquid separator is also connected to the compressor; the second sub-pipeline includes a first three-way valve, a second electronic expansion valve, a regenerator, and a compressor connected in sequence, wherein the first electronic expansion valve and the second electronic expansion valve are in a throttling state in the cockpit cooling mode, and the third solenoid valve is in an open state in the cockpit cooling mode.

[0051] In some of the above examples, the refrigerant (such as carbon dioxide) is compressed by the compressor to form a high-temperature and high-pressure gas, and then enters the first heat exchanger to dissipate heat to the environment and become a medium-temperature and high-pressure supercritical gas. It is then divided into two paths: one path is partially throttled to an intermediate pressure state by the second electronic expansion valve, and then enters the regenerator for heat exchange, and is then sprayed into the compressor through the air supply port; the other path passes through the regenerator, is completely throttled by the first electronic expansion valve, enters the cold air core, evaporates and absorbs heat, and then flows out, and then enters the gas-liquid separator. At this time, the air is forced to flow through the cold air core by convection from the internal fan, and becomes low-temperature air that flows into the cockpit, thereby achieving cooling of the cockpit. The gaseous refrigerant coming out of the gas-liquid separator enters the compressor. After passing through the first stage of compression in the compressor, this part of the refrigerant is mixed with the gaseous refrigerant entering from the air supply port, and after completing the second stage of compression, it becomes a high-temperature and high-pressure gaseous refrigerant.

[0052] In the disclosed embodiments, a dual-branch design for the refrigeration piping in the first refrigerant circulation circuit helps increase the system's cooling capacity, thereby improving the refrigeration system's operational efficiency. This first refrigerant circulation circuit (also known as a heat pump air conditioning system) offers excellent low-temperature start-up heating capabilities, providing significant heating capacity and maintaining a high air conditioning energy efficiency ratio even in extremely low outdoor temperatures.

[0053] In some embodiments, the heating pipeline in the first refrigerant circulation pipeline 101 includes a third sub-pipeline and a fourth sub-pipeline.

[0054] In some examples, the third sub-pipeline includes a compressor, a second three-way valve, a heater core, a first solenoid valve, a regenerator, a first electronic expansion valve, a first three-way valve, a first heat exchanger, a second solenoid valve, and a gas-liquid separator connected in sequence, wherein the gas-liquid separator is also connected to the compressor; the fourth sub-pipeline includes a first solenoid valve, a second electronic expansion valve, a regenerator, and a compressor connected in sequence, wherein the first solenoid valve and the second solenoid valve are in an open state in the cockpit heating mode, and the first electronic expansion valve and the second electronic expansion valve are in a throttling state in the cockpit heating mode.

[0055] In some of the above examples, a refrigerant (e.g., carbon dioxide) is compressed by a compressor to form a high-temperature, high-pressure gas, which then enters the heater core. An internal fan forces external air through the heater core, heating the air entering the cabin and providing heat. The gaseous refrigerant exiting the heater core then becomes supercritical, reaching a medium temperature and high pressure. It then splits into two paths: one path is partially throttled to an intermediate pressure by the second electronic expansion valve, enters the regenerator for heat exchange, and is then sprayed into the compressor through the air inlet. The other path, after passing through the regenerator, is fully throttled by the first electronic expansion valve, enters the first heat exchanger, evaporates, absorbs heat, and then flows out through the gas-liquid separator. The gaseous refrigerant exiting the gas-liquid separator enters the compressor. After the first stage of compression in the compressor, this gaseous refrigerant mixes with the gaseous refrigerant entering through the air inlet. After the second stage of compression, the mixed refrigerant forms a high-temperature, high-pressure gaseous refrigerant.

[0056] In the embodiment disclosed herein, by making the heating pipeline in the first refrigerant circulation pipeline adopt a double-branch design, it helps to improve the heating capacity of the system, thereby improving the operating efficiency of the heating system. By adopting the first refrigerant circulation pipeline designed as above, a transcritical heat pump system with air replenishment and enthalpy increase is realized. First, by adopting the above double-branch design, the inlet enthalpy value of the evaporator (such as the cold air core and the warm air core) is reduced, thereby increasing the inlet and outlet enthalpy difference of the evaporator. At the same time, the intermediate air replenishment process can increase the refrigerant flow through the gas cooler (such as the outdoor heat exchanger), thereby increasing the heating capacity of the system under low-temperature conditions and the cooling capacity under high-temperature conditions. In addition, the air replenishment branch can effectively reduce the exhaust temperature of the compressor to avoid overheating.

[0057] The second refrigerant circulation pipeline 102 is used to cool or heat the battery of the vehicle using the cold or heat obtained from the first refrigerant circulation pipeline 101 in the battery thermal management mode.

[0058] In some embodiments, the battery thermal management mode includes a battery cooling mode and a battery heating mode.

[0059] In some examples, the second refrigerant circulation line 102 includes a second heat exchanger. The second heat exchanger is connected to the cooling line in the first refrigerant circulation line 101 via a first branch and to the heating line in the first refrigerant circulation line 101 via a second branch. The second heat exchanger is used to transfer cold energy from the cooling line to the second refrigerant circulation line in battery cooling mode to cool the battery. The second heat exchanger is also used to transfer heat from the heating line to the second refrigerant circulation line in battery heating mode to heat the battery.

[0060] In some examples, the first branch includes a third electronic expansion valve and a fourth solenoid valve. The first end of the third electronic expansion valve is connected to the cooling air core, and the second end of the third electronic expansion valve is connected to the second heat exchanger. In battery cooling mode, the third electronic expansion valve is in a throttled state. The first end of the fourth solenoid valve is connected to the cooling air core, and the second end of the fourth solenoid valve is connected to the second heat exchanger. In battery cooling mode, the fourth solenoid valve is in an open state.

[0061] In some of the above examples, the gaseous refrigerant in the first refrigerant circulation line, after being fully throttled by the first electronic expansion valve, enters the third electronic expansion valve again to a low-temperature, low-pressure state. It then enters the second heat exchanger, transferring its cooling energy to the refrigerant (such as ethylene glycol) in the second refrigerant circulation line. The refrigerant, receiving this indirect cooling energy, flows through the battery's liquid cooling plate, thereby cooling the battery.

[0062] In some examples, the second branch includes a first connecting line disposed between the second three-way valve and the second heat exchanger.

[0063] In some examples, the second branch circuit further includes a second connecting pipe disposed between the second heat exchanger and the heater core. The second connecting pipe includes a third electronic expansion valve and a fifth solenoid valve. The third electronic expansion valve is throttled in battery heating mode. The fifth solenoid valve is open in battery heating mode.

[0064] In some of the above examples, in the first refrigerant circulation line, the high-temperature, high-pressure refrigerant (such as carbon dioxide) compressed by the compressor is diverted and directly enters the second heat exchanger. Through the second heat exchanger, the heat of the refrigerant in the first refrigerant circulation line is transferred to the refrigerant (such as ethylene glycol) in the second refrigerant circulation line. In the second refrigerant circulation line, the refrigerant, which has received the indirectly transferred heat, flows through the battery's liquid cooling plate, thereby heating the battery.

[0065] In the disclosed embodiment, the second heat exchanger exchanges heat with the cooling or heating pipes used for cabin cooling or cabin heating to indirectly cool or heat the battery, thereby improving vehicle energy efficiency and providing a highly efficient and convenient design. Furthermore, by controlling valves provided on the first and second branches, efficient and convenient switching between the cooling and heating pipes is facilitated.

[0066] The second refrigerant circulation line 102 is also used to cool the battery of the vehicle using the refrigerant flowing from the third refrigerant circulation line 103 into the second refrigerant circulation line 102 in the waste heat utilization thermal management mode.

[0067] In some embodiments, the second refrigerant circulation circuit further includes a first water pump, an electric heater, and a third three-way valve. The first water pump is enabled in both battery cooling and battery heating modes to drive the refrigerant flow in the second refrigerant circulation circuit. In battery heating or waste heat utilization modes, if the battery temperature rise rate is too slow, the electric heater can be enabled for auxiliary heating.

[0068] The third three-way valve is configured to be set to a third open state in the waste heat utilization thermal management mode to connect the second refrigerant circulation pipeline with the third refrigerant circulation pipeline, thereby utilizing the refrigerant in the third refrigerant circulation pipeline to cool the battery. The third three-way valve is also configured to be set to a fourth open state in the battery thermal management mode to disconnect the second refrigerant circulation pipeline from the third refrigerant circulation pipeline.

[0069] In the disclosed embodiment, the third three-way valve facilitates convenient and efficient utilization of waste heat from the electric drive system's cooling circuits to heat the battery, improving overall vehicle energy efficiency and reducing energy consumption. Furthermore, battery heating utilizes heat pump technology combined with waste heat from the electric drive system and supplemented by electric heating, significantly improving the thermal efficiency of the thermal management system and enhancing its reliability and stability, enabling the vehicle to withstand more complex and variable operating conditions.

[0070] The third refrigerant circulation pipeline 103 is used to cool the electric drive system of the vehicle in the electric drive system thermal management mode.

[0071] In some embodiments, the heat dissipation of the core components covered by the electric drive system adopts a water channel series method, and the refrigerant flow is driven by a single high-power water pump. The entire heat dissipation system is simple, reliable, and highly flexible.

[0072] In some embodiments, the electric drive system includes a DC-to-DC converter (DCDC), a motor controller, a motor, and a charger. The third refrigerant circulation pipeline 103 uses ethylene glycol as a refrigerant (or coolant). The third refrigerant circulation pipeline includes a second water pump, a front-end heat dissipation module, and an expansion water tank. When in the electric drive system cooling mode, the second water pump is turned on to drive the refrigerant in the third refrigerant circulation pipeline 103 to flow. When the refrigerant flows into the front-end heat dissipation module, the refrigerant and the external fan force convection to drive the air to exchange heat indirectly, thereby reducing the temperature. Afterwards, the refrigerant in the third refrigerant circulation pipeline circulates back to the electric drive system to absorb heat to reduce the temperature of the electric drive system. By providing an expansion water tank in the third refrigerant circulation pipeline, the pressure in the third refrigerant circulation pipeline can be connected to the atmosphere and the refrigerant can be replenished in a timely and effective manner.

[0073] In the disclosed embodiment, by adopting a centralized piping system design including a first refrigerant circulation pipeline, a second refrigerant circulation pipeline, and a third refrigerant circulation pipeline, and when cooling or heating the battery, indirect cooling or heating is performed based on the first refrigerant circulation pipeline, and combined with the waste heat recovery technology of the electric drive system, the energy utilization rate of the entire vehicle can be improved, and its piping design is more efficient and convenient than that of a distributed thermal management system.

[0074] FIG2 is a schematic structural diagram of a vehicle thermal management system according to other embodiments of the present disclosure. As shown in FIG2 , the vehicle thermal management system includes a first refrigerant circulation line, a second refrigerant circulation line, and a third refrigerant circulation line.

[0075] The first refrigerant circulation circuit includes cooling and heating circuits. The cooling circuit comprises a circuit interconnecting compressor 2, second three-way valve 902, first heat exchanger (also known as an off-board heat exchanger) 1, first three-way valve 904, regenerator 7, second electronic expansion valve 8, first electronic expansion valve 6, third solenoid valve 905, cooling air core 4, and gas-liquid separator 3. When the vehicle is in cabin cooling mode, compressor 2 operates normally, second three-way valve 902 and first three-way valve 904 are horizontally open, second electronic expansion valve 8 and first electronic expansion valve 6 are throttled, and third solenoid valve 905 is open.

[0076] The heating pipeline includes a connecting loop formed by the compressor 2, the second three-way valve 902, the heater core 5, the first solenoid valve 903, the regenerator 7, the second electronic expansion valve 8, the first electronic expansion valve 6, the first three-way valve 904, the first heat exchanger 1, the second solenoid valve 901, and the gas-liquid separator 3.

[0077] When the vehicle is in the cockpit heating mode, the compressor 2 operates normally, the second three-way valve 902 and the first three-way valve 904 are opened at right angles, the first solenoid valve 903 and the second solenoid valve 901 are in the open state, and the second electronic expansion valve 8 and the first electronic expansion valve 6 are both in the throttling state.

[0078] The second refrigerant circulation pipeline flows through the battery, including the second heat exchanger 12 , the third three-way valve 906 , the first water pump 1501 , and the electric heater 14 .

[0079] The second heat exchanger 12 is used to transfer cooling energy from the refrigeration circuit in the first refrigerant circulation circuit to the second refrigerant circulation circuit. In some examples, the third electronic expansion valve 11, the second heat exchanger 12, and the fourth solenoid valve 907 are connected in parallel to the cooling air core 4 and are sequentially connected to the battery 13, the third three-way valve 906, the first water pump 1501, and the electric heater 14. When the vehicle is in battery cooling mode, the fourth solenoid valve 907 is open, the third electronic expansion valve 11 is throttled, the third three-way valve 906 is open at a right angle, and the first water pump 1501 is on.

[0080] The second heat exchanger 12 is also used to transfer heat from the heating pipeline in the first refrigerant circulation pipeline to the second refrigerant circulation pipeline. In some examples, the third electronic expansion valve 11, the second heat exchanger 12, and the fifth solenoid valve 908 are connected in parallel to the heater core 5, and are connected to the battery 13, the third three-way valve 906, the first water pump 1501, and the electric heater 14 in sequence. When the vehicle is in battery heating mode, the fifth solenoid valve 908 is in the open state, the third electronic expansion valve 11 is in the throttling state, the third three-way valve 906 is in the right-angle open state, and the first water pump 1501 is in the open state. If the battery temperature rise rate is too low, the electric heater 14 can also be turned on for auxiliary heating.

[0081] The third refrigerant circulation pipeline flows through the electric drive system, including the front-end heat dissipation module 21, the expansion water tank 20, and the second water pump 1502 connected in sequence.

[0082] In some examples, the electric drive system includes a charger 19, a DC / DC converter 16, a motor controller 17, and a motor 18. When the vehicle is in the electric drive system cooling mode, the second water pump 1502 is turned on to drive the refrigerant through the electric drive system to cool the electric drive system.

[0083] In some examples, the third refrigerant circulation line is connected to the second refrigerant circulation line via a third three-way valve. When the vehicle is in electric drive system cooling mode, the third three-way valve is opened at a right angle to disconnect the third refrigerant circulation line from the second refrigerant circulation line. When the vehicle is in waste heat utilization thermal management mode, the third three-way valve 906 is opened at a horizontal angle to connect the third refrigerant circulation line to the second refrigerant circulation line, thereby utilizing the refrigerant in the third refrigerant circulation line to heat the battery.

[0084] In some examples, the third refrigerant circulation line is further connected in parallel with the second refrigerant circulation line to the expansion tank 20. For example, the line formed by the first water pump 1501, the electric heater 14, the second heat exchanger 12, the battery 13, and the third three-way valve 906 is connected in parallel with the line formed by the second water pump 1502, the charger 19, the DC / DC converter 16, the motor controller 17, and the motor 18 at the expansion tank 20.

[0085] In the disclosed embodiment, by adopting the centralized thermal management piping design described above, the energy utilization rate of the entire vehicle can be improved, and its piping design is more efficient and convenient than that of a distributed thermal management system. Compared with related technologies, it has the following advantages:

[0086] 1. The use of heat pump air conditioning technology and electric drive system waste heat recovery technology improves the energy utilization efficiency of the entire vehicle. The efficient and convenient design facilitates the implementation of a centralized thermal management system for the entire vehicle, avoids the redundant design of a distributed thermal management system, and effectively enhances the product's market competitiveness.

[0087] 2. The first refrigerant circulation pipeline (heat pump system) is designed as a "three-heat exchanger" configuration, and uses two three-way valves to switch between cooling and heating modes. This alleviates the low reliability and single function problems of the traditional four-way valve configuration. It has the characteristics of simple valve components and mature control. In addition, this piping design makes the way to achieve defrost mode more convenient and comfortable.

[0088] 3. The refrigerant in the first refrigerant circulation pipeline uses natural working fluid CO2, which has an ozone depletion potential (ODP) of 0 and a global warming potential (GWP) of only 1. Compared with the currently commonly used refrigerant R134a (GWP value of 1350), its leakage has minimal impact on the environment;

[0089] 4. The first refrigerant circulation pipeline has excellent low-temperature start-up heating function. Even in extremely low outdoor temperatures, it can still provide a large heating capacity and maintain a high air conditioning energy efficiency ratio (Coefficient of Performance, abbreviated as COP);

[0090] 5. The first refrigerant circulation pipeline adopts a double-branch design, which can reduce the inlet enthalpy of the evaporator and increase the inlet and outlet enthalpy difference of the evaporator. At the same time, the intermediate air supply process can increase the refrigerant flow through the gas cooler, thereby improving the system's heating capacity under low-temperature conditions and cooling capacity under high-temperature conditions. In addition, the refrigerant temperature of the intermediate air supply is lower than the refrigerant temperature of the first-stage compression. Therefore, the air supply system can effectively reduce the exhaust temperature of the compressor and avoid overheating.

[0091] 6. Battery heating utilizes heat pump technology combined with waste heat utilization from the electric drive system, assisted by an electric heater. This significantly improves the thermal efficiency of the thermal management system, as well as the reliability and stability of the entire thermal management system, enabling the vehicle to withstand more complex and variable operating conditions.

[0092] 7. The core components of the electric drive system are cooled by water channels in series, with the coolant flowing by a single high-power water pump. The entire cooling system is simple, reliable, and highly flexible. It can be optionally equipped with enhanced cooling devices, making the product highly competitive in the market.

[0093] FIG3 is a flow chart of a vehicle thermal management control method according to some embodiments of the present disclosure. As shown in FIG3 , the vehicle thermal management control method includes steps S310 and S320.

[0094] In step S310 , a component to be controlled of at least one refrigerant circulation pipeline in a thermal management pipeline system of the vehicle is determined according to a thermal management mode of the vehicle.

[0095] In some embodiments, a thermal management control method for a vehicle is executed by a thermal management control device of the vehicle.

[0096] In some embodiments, a thermal management piping system of a vehicle includes a first refrigerant circulation piping, a second refrigerant circulation piping, and a third refrigerant circulation piping as shown in FIG. 1 .

[0097] In some embodiments, the thermal management modes include a cockpit thermal management mode, a battery thermal management mode, an electric drive system cooling mode, and a waste heat utilization thermal management mode.

[0098] In some embodiments, the cockpit thermal management mode includes a cockpit cooling mode and a cockpit heating mode; the battery thermal management mode includes a battery cooling mode and a battery heating mode.

[0099] In some embodiments, when the thermal management mode of the vehicle is a cabin cooling mode or a cabin heating mode, components in the first refrigerant circulation line are used as components to be controlled.

[0100] In some embodiments, when the thermal management mode of the vehicle is a battery cooling mode or a battery heating mode, components in the first refrigerant circulation pipeline and the second refrigerant circulation pipeline are used as components to be controlled.

[0101] In some embodiments, when the thermal management mode of the vehicle is the electric drive system cooling mode, the components in the third refrigerant circulation pipeline are used as components to be controlled.

[0102] In some embodiments, when the thermal management mode of the vehicle is the waste heat utilization thermal management mode, components in the second refrigerant circulation pipeline and the third refrigerant circulation pipeline are used as components to be controlled.

[0103] In step S320, a control signal is sent to a component to be controlled of at least one refrigerant circulation pipeline, so that the at least one refrigerant circulation pipeline is switched to a state corresponding to the thermal management mode.

[0104] In some embodiments, when the thermal management mode of the vehicle is the cabin cooling mode, a control signal is sent to components in the first refrigerant circulation line to switch the first refrigerant circulation line to a state corresponding to the cabin cooling mode.

[0105] In some embodiments, when the thermal management mode of the vehicle is the cabin heating mode, a control signal is sent to components in the first refrigerant circulation pipeline to switch the first refrigerant circulation pipeline to a state corresponding to the cabin heating mode.

[0106] In some embodiments, when the thermal management mode of the vehicle is the battery cooling mode, a control signal is sent to components in the first refrigerant circulation pipeline and the second refrigerant circulation pipeline to switch the first refrigerant circulation pipeline and the second refrigerant circulation pipeline to a state corresponding to the battery cooling mode.

[0107] In some embodiments, when the vehicle's thermal management mode is battery heating, control signals are sent to components in the first and second refrigerant circulation lines to switch them to the states corresponding to battery heating. Similar control methods can also be used for electric drive system cooling and waste heat utilization thermal management modes.

[0108] In the disclosed embodiment, by centrally controlling the first refrigerant circulation pipeline, the second refrigerant circulation pipeline, and the third refrigerant circulation pipeline, a variety of thermal management modes can be conveniently and efficiently implemented, thereby improving the energy utilization rate of the entire vehicle system, and the pipeline design and pipeline control are more convenient and reliable.

[0109] FIG4 is a flow chart of a vehicle thermal management control method according to other embodiments of the present disclosure. As shown in FIG4 , based on the pipeline structure shown in FIG2 , the vehicle thermal management control method according to the embodiment of the present disclosure includes steps S410 to S460 .

[0110] In step S410, in the cockpit cooling mode, the first three-way valve and the second three-way valve are opened horizontally, the first electronic expansion valve and the second electronic expansion valve are in the throttling state, and the third solenoid valve is in the open state.

[0111] In the embodiment of the present disclosure, through step S410, the refrigeration pipeline in the first refrigerant circulation pipeline can be made conductive, and the pipeline is in a refrigeration state.

[0112] In the aforementioned refrigeration circuit, the refrigerant (e.g., carbon dioxide) is compressed by the compressor to form a high-temperature, high-pressure gas. It then enters the first heat exchanger, dissipating heat to the surrounding air and becoming a medium-temperature, high-pressure supercritical gas. The refrigerant then splits into two paths: the first path is partially throttled to an intermediate pressure by the second electronic expansion valve, then enters the regenerator for heat exchange before being sprayed into the compressor through the air inlet. The second path, after passing through the regenerator and fully throttled by the first electronic expansion valve, enters the cooling core, where it evaporates, absorbs heat, and flows outward, then enters the gas-liquid separator. As the second path of refrigerant flows through the cooling core, air is forced through convection by the internal fan, flowing through the core as low-temperature air and into the cockpit, thereby cooling the cabin. The gaseous refrigerant from the gas-liquid separator enters the compressor. After the first stage of compression in the compressor, this refrigerant mixes with the gaseous refrigerant entering through the air inlet, and after completing the second stage of compression, it becomes a high-temperature, high-pressure gaseous refrigerant.

[0113] In step S420, in the cockpit heating mode, the first three-way valve and the second three-way valve are opened at right angles, the first solenoid valve and the second solenoid valve are opened, and the first electronic expansion valve and the second electronic expansion valve are throttled.

[0114] In the embodiment of the present disclosure, through step S420, the heating pipeline in the first refrigerant circulation pipeline can be connected and the pipeline is in a heating state.

[0115] In the heating circuit described above, a refrigerant (e.g., carbon dioxide) is compressed by a compressor to form a high-temperature, high-pressure gas before entering the heater core. Simultaneously, an internal fan forces external air through the heater core by forced convection, heating the cabin air with the refrigerant flowing into the heater core. The refrigerant gas exiting the heater core then reaches a supercritical state at a medium temperature and high pressure. It then splits into two paths: one path is partially throttled to an intermediate pressure by the second electronic expansion valve, then enters the regenerator for heat exchange, and is then sprayed into the compressor through the air inlet. The other path, after passing through the regenerator, is fully throttled by the first electronic expansion valve, then enters the first heat exchanger for evaporation, absorbing heat and exiting the compressor. It then enters the gas-liquid separator, where the gaseous refrigerant exits the separator and enters the compressor. After the first stage of compression in the compressor, this gaseous refrigerant mixes with the gaseous refrigerant entering through the air inlet. This mixed refrigerant undergoes secondary compression, forming a high-temperature, high-pressure gaseous refrigerant.

[0116] In step S430, in the battery cooling mode, the fourth solenoid valve is opened, the third electronic expansion valve is throttled, the third three-way valve is opened at a right angle, and the first water pump is turned on.

[0117] In the embodiment of the present disclosure, through step S430, the second refrigerant circulation pipeline can be put into a cooling state.

[0118] In battery cooling mode, the gaseous refrigerant (e.g., carbon dioxide) in the first refrigerant circulation line, after being fully throttled by the first electronic expansion valve, enters the third electronic expansion valve again, becoming low-temperature and low-pressure. It then enters the second heat exchanger, where it transfers its cooling energy to the refrigerant (e.g., ethylene glycol) in the second refrigerant circulation line. In the second refrigerant circulation line, the refrigerant, receiving this indirect cooling energy, flows through the battery's liquid cooling plate, thereby cooling the battery.

[0119] In step S440 , in the battery heating mode, the fifth solenoid valve is opened, the third electronic expansion valve is throttled, the third three-way valve is opened at a right angle, and the first water pump is opened.

[0120] In the embodiment of the present disclosure, through step S440, the second refrigerant circulation pipeline can be put into a heating state.

[0121] In battery heating mode, a portion of the high-temperature, high-pressure refrigerant (such as carbon dioxide) compressed by the compressor in the first refrigerant circulation line directly enters the second heat exchanger, which transfers heat from the refrigerant in the first refrigerant circulation line to the refrigerant (such as ethylene glycol) in the second refrigerant circulation line. In the second refrigerant circulation line, the refrigerant, which has received indirect heat transfer, flows through the battery's liquid cooling plate, thereby heating the battery.

[0122] In step S450, in the waste heat utilization thermal management mode, the second water pump is turned on and the third three-way valve is turned on at a horizontal angle.

[0123] In waste heat utilization thermal management mode, valve control directs refrigerant from the third refrigerant circuit to the second refrigerant circuit. Driven by the first water pump, the refrigerant in the second refrigerant circuit flows through the battery, heating it. If the battery heating rate is insufficient, an electric heater can be activated for auxiliary heating.

[0124] In some embodiments, when the waste heat utilization thermal management mode is not enabled, the third three-way valve is set to a right-angle open state.

[0125] In step S460 , in the electric drive system cooling mode, the second water pump is turned on.

[0126] In the electric drive system cooling mode, the second water pump is turned on to drive the refrigerant (e.g., ethylene glycol solution) in the third refrigerant circulation line. As the refrigerant flows into the front-end cooling module, it indirectly exchanges heat with the air driven by forced convection from the external fan, thereby reducing the temperature. The refrigerant in the third refrigerant circulation line then circulates to the electric drive system, absorbing heat and lowering the temperature of the electric drive system.

[0127] In the disclosed embodiment, by centrally and uniformly controlling the components (such as various valves) in the thermal management piping system of the vehicle as described above, various thermal management modes can be conveniently and efficiently implemented, thereby improving the energy utilization rate of the entire vehicle system, and the piping design and piping control are more convenient and reliable.

[0128] FIG5 is a schematic block diagram of a thermal management control device for a vehicle according to some embodiments of the present disclosure. As shown in FIG5 , the thermal management control device 500 for a vehicle includes a determination module 510 and a sending module 520 .

[0129] The determination module 510 is configured to determine a component to be controlled of at least one refrigerant pipeline in the thermal management pipeline system of the vehicle according to a thermal management mode of the vehicle.

[0130] The sending module 520 is configured to send a control signal to a component to be controlled of at least one refrigerant pipeline, so that the at least one refrigerant pipeline is switched to a state corresponding to the thermal management mode.

[0131] In the disclosed embodiment, the above-mentioned device can be used to centrally and uniformly control the components in the thermal management piping system of the vehicle as described above, and can conveniently and efficiently implement a variety of thermal management modes, thereby improving the energy utilization rate of the entire vehicle system, and the piping design and piping control are more convenient and reliable.

[0132] FIG6 is a schematic structural block diagram of a vehicle according to some embodiments of the present disclosure. As shown in FIG6 , the vehicle according to the embodiment of the present disclosure includes a vehicle thermal management piping system 610 and a vehicle thermal management control device 620 .

[0133] The vehicle's thermal management piping system 610 adopts the piping structure shown in FIG. 1 or FIG. 2 .

[0134] The vehicle thermal management control device 620 adopts the structure shown in FIG5 .

[0135] In the disclosed embodiment, a centralized thermal management system is realized through the above vehicle, which can improve the energy utilization rate of the entire vehicle, and its pipeline design is more efficient and convenient than that of a distributed thermal management system.

[0136] FIG7 is a schematic structural diagram of a thermal management control device for a vehicle according to other embodiments of the present disclosure.

[0137] As shown in FIG7 , a vehicle thermal management control device 700 includes a memory 710 and a processor 720 coupled to the memory 710. The memory 710 is configured to store instructions for executing embodiments of a vehicle thermal management control method. The processor 720 is configured to execute the vehicle thermal management control method according to any of the embodiments of the present disclosure based on the instructions stored in the memory 710.

[0138] FIG8 is a schematic diagram of the structure of a computer system according to some embodiments of the present disclosure.

[0139] 8 , a computer system 800 may be implemented as a general-purpose computing device and includes a memory 810 , a processor 820 , and a bus 830 that connects various system components.

[0140] The memory 810 may include, for example, system memory, non-volatile storage media, and the like. The system memory may store, for example, an operating system, application programs, a boot loader, and other programs. The system memory may include volatile storage media, such as random access memory (RAM) and / or cache memory. The non-volatile storage medium may store, for example, instructions corresponding to at least one embodiment of a vehicle thermal management control method being executed. Non-volatile storage media include, but are not limited to, disk storage, optical storage, flash memory, and the like.

[0141] The processor 820 can be implemented as a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, or as discrete hardware components such as discrete gates or transistors. Accordingly, each module, such as the determination module and the sending module, can be implemented by a central processing unit (CPU) executing instructions in a memory that execute corresponding steps, or by dedicated circuits that execute corresponding steps.

[0142] The bus 830 may use any of a variety of bus architectures, including, but not limited to, an Industry Standard Architecture (ISA) bus, a Micro Channel Architecture (MCA) bus, and a Peripheral Component Interconnect (PCI) bus.

[0143] The computer system 800 interfaces 840, 850, and 860, as well as the memory 810 and the processor 820, can be connected via a bus 830. The input / output interface 840 provides a connection interface for input / output devices such as a display, mouse, and keyboard. The network interface 850 provides a connection interface for various networked devices. The storage interface 860 provides a connection interface for external storage devices such as floppy disks, USB flash drives, and SD cards.

[0144] Here, various aspects of the present disclosure are described with reference to flowcharts and / or block diagrams of methods, devices, and computer program products according to embodiments of the present disclosure. It should be understood that each block of the flowcharts and / or block diagrams, and combinations of blocks, can be implemented by computer-readable program instructions.

[0145] These computer-readable program instructions may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable device to produce a machine, so that the processor executes the instructions to produce means for implementing the functions specified in one or more blocks in the flowcharts and / or block diagrams.

[0146] These computer-readable program instructions may also be stored in a computer-readable memory, which cause the computer to operate in a specific manner to produce an article of manufacture, including instructions for implementing the functions specified in one or more blocks in the flowcharts and / or block diagrams.

[0147] The present disclosure can take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects.

[0148] The vehicle thermal management piping system, thermal management control method, device and vehicle in the above-mentioned embodiments can improve the energy utilization rate of the entire vehicle, and its piping design is more efficient and convenient than that of a distributed thermal management system.

[0149] The vehicle thermal management piping system, thermal management control method, apparatus, and vehicle according to the present disclosure have been described in detail. To avoid obscuring the concepts of the present disclosure, some details known in the art have been omitted. Based on the above description, those skilled in the art will fully understand how to implement the technical solutions disclosed herein.

Claims

1. A thermal management piping system for a vehicle, comprising: a first refrigerant circulation pipeline, used for cooling or heating a cockpit of a vehicle in a cockpit thermal management mode; a second refrigerant circulation pipeline, for cooling or heating the battery of the vehicle by using the cold or heat obtained from the first refrigerant circulation pipeline in a battery thermal management mode; and for cooling the battery of the vehicle by using the refrigerant flowing from the third refrigerant circulation pipeline into the second refrigerant circulation pipeline in a waste heat utilization thermal management mode; The third refrigerant circulation pipeline is used to cool the electric drive system of the vehicle in the electric drive system thermal management mode.

2. The thermal management piping system of a vehicle according to claim 1, wherein: The cockpit thermal management mode includes a cockpit cooling mode and a cockpit heating mode, and the first refrigerant circulation pipeline includes: The first three-way valve and the second three-way valve are used to be set to a first open state in the cockpit cooling mode to allow the cooling pipeline in the first refrigerant circulation pipeline to be connected; and are also used to be set to a second open state in the cockpit heating mode to allow the heating pipeline in the first refrigerant circulation pipeline to be connected.

3. The thermal management piping system of a vehicle according to claim 2, wherein: The refrigeration pipeline in the first refrigerant circulation pipeline includes: The first sub-pipeline includes a compressor, a second three-way valve, a first heat exchanger, a first three-way valve, a regenerator, a first electronic expansion valve, a third solenoid valve, a cold air core, and a gas-liquid separator connected in sequence, wherein the gas-liquid separator is also connected to the compressor; The second sub-pipeline includes the first three-way valve, the second electronic expansion valve, the regenerator, and the compressor connected in sequence, wherein the first electronic expansion valve and the second electronic expansion valve are in a throttling state in the cockpit cooling mode, and the third solenoid valve is in an open state in the cockpit cooling mode.

4. The thermal management piping system of a vehicle according to claim 2 or 3, wherein: The heating pipeline in the first refrigerant circulation pipeline includes: The third sub-pipeline includes a compressor, a second three-way valve, a heater core, a first solenoid valve, a return valve, and a A heat exchanger, a first electronic expansion valve, a first three-way valve, a first heat exchanger, a second solenoid valve, and a gas-liquid separator; The fourth sub-pipeline includes a first solenoid valve, a second electronic expansion valve, the regenerator, and the compressor connected in sequence, wherein the first solenoid valve and the second solenoid valve are in an open state in the cockpit heating mode, and the first electronic expansion valve and the second electronic expansion valve are in a throttling state in the cockpit heating mode.

5. The thermal management piping system for a vehicle according to any one of claims 2 to 4, wherein: The battery thermal management mode includes a battery cooling mode and a battery heating mode, and the second refrigerant circulation pipeline includes: The second heat exchanger is connected to the refrigeration pipeline in the first refrigerant circulation pipeline through a first branch and to the heating pipeline in the first refrigerant circulation pipeline through a second branch. It is used to transfer the cold in the refrigeration pipeline to the second refrigerant circulation pipeline to cool the battery in a battery cooling mode, and is also used to transfer the heat in the heating pipeline to the second refrigerant circulation pipeline to heat the battery in a battery heating mode.

6. The thermal management piping system for a vehicle according to claim 5, wherein: The first branch includes a third electronic expansion valve and a fourth solenoid valve; The first end of the third electronic expansion valve is connected to the cold air core, and the second end of the third electronic expansion valve is connected to the second heat exchanger, wherein the third electronic expansion valve is in a throttling state in the battery cooling mode; The first end of the fourth solenoid valve is connected to the cold air core, and the second end of the fourth solenoid valve is connected to the second heat exchanger, wherein the fourth solenoid valve is in an open state in the battery cooling mode.

7. The thermal management piping system of a vehicle according to claim 5 or 6, wherein: The second branch includes a first connecting pipeline arranged between the second three-way valve and the second heat exchanger.

8. The thermal management piping system for a vehicle according to claim 7, wherein: The second branch also includes a second connecting pipeline arranged between the second heat exchanger and the heater core, the second connecting pipeline includes a third electronic expansion valve and a fifth solenoid valve, the third electronic expansion valve is in a throttling state in the battery heating mode, and the fifth solenoid valve is in an open state in the battery heating mode.

9. The thermal management pipeline system for a vehicle according to any one of claims 5 to 8, wherein: The second refrigerant circulation pipeline also includes: First water pump; Electric heater; The third three-way valve is used to be set to the third open state in the waste heat utilization thermal management mode to connect the second refrigerant circulation pipeline with the third refrigerant circulation pipeline, and use the refrigerant in the third refrigerant circulation pipeline to cool the battery; and is also used to be set to the fourth open state in the battery thermal management mode to disconnect the second refrigerant circulation pipeline from the third refrigerant circulation pipeline. 10 . The thermal management pipeline system for a vehicle according to claim 1 , wherein the refrigerant in the first refrigerant circulation pipeline is carbon dioxide refrigerant. 11 . The thermal management piping system for a vehicle according to claim 1 , wherein the refrigerant in the second refrigerant circulation piping and the third refrigerant circulation piping is an ethylene glycol solution.

12. A vehicle thermal management control method, applied to the vehicle thermal management pipeline system according to any one of claims 1 to 11, comprising: Determining, according to a thermal management mode of the vehicle, a component to be controlled of at least one refrigerant circulation pipeline in a thermal management pipeline system of the vehicle; A control signal is sent to a component to be controlled of the at least one refrigerant circulation pipeline, so that the at least one refrigerant circulation pipeline is switched to a state corresponding to the thermal management mode.

13. A thermal management control device for a vehicle, applied to the thermal management piping system of the vehicle as claimed in any one of claims 1 to 11, comprising: a determination module configured to determine, according to a thermal management mode of the vehicle, a component to be controlled of at least one refrigerant circulation pipeline in a thermal management pipeline system of the vehicle; The sending module is configured to send a control signal to a component to be controlled of the at least one refrigerant circulation pipeline, so that the at least one refrigerant circulation pipeline is switched to a state corresponding to the thermal management mode.

14. A vehicle comprising: The thermal management piping system for a vehicle according to any one of claims 1 to 11; The thermal management control device for a vehicle as claimed in claim 13. 15 . A computer-readable storage medium having computer program instructions stored thereon, which, when executed by a processor, implement the vehicle thermal management control method according to claim 12 .

Images