Vehicle thermal management control system and method, and electronic device and storage medium

Abstract

A vehicle thermal management control system, comprising a high-temperature-side heat exchange loop (01), a first refrigerant circuit (02), and a low-temperature-side heat exchange loop (03), wherein the high-temperature-side heat exchange loop (01) at least comprises a heater core (1) and a first heat exchanger (4); the first refrigerant circuit (02) at least comprises the first heat exchanger (4), a compressor (5), and a second heat exchanger (13); and the low-temperature-side heat exchange loop (03) at least comprises a second heat exchanger (13) and a low-temperature radiator (17). The low-temperature radiator (17) absorbs heat from the outside of a vehicle, and controls the first heat exchanger (4) to achieve an extremely low heating capacity, such that a low-load heating requirement of a user in an environment at a specific temperature for a vehicle compartment is met, without the need to enable a compressor on-off mode. Further provided are a vehicle thermal management control method using the vehicle thermal management control system, an electronic device using the method, and a computer-readable storage medium.

Description

Vehicle thermal management control system, method, electronic device and storage medium

[0001] The present application claims priority from the Chinese patent application No. 202411061233.2 filed on August 2, 2024 in the State Intellectual Property Office of China and entitled "Vehicle thermal management control system, method, electronic device and storage medium", the whole content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present application belongs to the technical field of new energy vehicles, in particular relates to a vehicle thermal management control system, method, electronic device and storage medium. BACKGROUND

[0003] In the existing vehicle thermal management technology, how to realize the stable "low heating capacity" of the heat pump system at high ambient temperature is still a challenge in the field of vehicle thermal management technology. To solve this problem, the current solutions mainly include using PTC (Positive Temperature Coefficient) heating or controlling the small heating capacity demand of the heat pump system through the start-stop of the compressor.

[0004] However, using PTC heating increases the system cost and consumes more electric energy, affecting the driving range of electric vehicles. The frequent start-stop of the compressor brings a series of problems such as noise, vibration and roughness, affecting the passenger's ride experience. Therefore, how to use the heat pump technology to provide stable "low heating capacity" is still a technical problem to be solved.

[0005] SUMMARY

[0006] The purpose of the present application is to provide a vehicle thermal management control system, method, electronic device and storage medium, which aims to solve the technical problem of how new energy vehicles can meet the small load heating demand of the vehicle cabin in a specific temperature environment without relying on PTC heating or using compressor start-stop.

[0007] In a first aspect, the embodiments of the present application provide a vehicle thermal management control system, which comprises a high-temperature side heat exchange circuit, a first refrigerant circuit and a low-temperature side heat exchange circuit.

[0008] The high-temperature side heat exchange circuit at least comprises a heater core and a first heat exchanger; the first refrigerant circuit at least comprises the first heat exchanger, a compressor and a second heat exchanger; and the low-temperature side heat exchange circuit at least comprises the second heat exchanger and a low-temperature radiator.

[0009] The low-temperature heat sink is configured to absorb the external heat of the vehicle when the vehicle is in a target heating mode.

[0010] The second heat exchanger is configured to transfer the external heat of the vehicle to the refrigerant pipeline of the first refrigerant circuit.

[0011] The compressor is configured to work on the low-temperature liquid refrigerant on the refrigerant pipeline of the first refrigerant circuit, so that the low-temperature liquid refrigerant absorbs the external heat of the vehicle to form high-temperature refrigerant gas.

[0012] The first heat exchanger is configured to transfer the high-temperature refrigerant gas to the high-temperature side heat exchange circuit, so that the heating core heats up.

[0013] The heating core is configured to provide air heating for the cabin of the vehicle based on the high-temperature refrigerant gas.

[0014] In the embodiments of the present application, the low-temperature heat sink absorbs the external heat of the vehicle, the first heat exchanger realizes extremely low heating capacity, and the system can meet the small load heating demand of the user in the specific temperature environment without using the heating mode of PCT and the start-stop mode of the compressor.

[0015] In some embodiments, the system is controlled by a thermal management controller of the vehicle, and the system further comprises an air flow control mechanism.

[0016] The thermal management controller is configured to obtain a compressor speed of the compressor, an initial air outlet temperature of the heating core, and a damper opening degree of the air flow control mechanism.

[0017] The thermal management controller is further configured to control the air outlet temperature of the heating core to be not greater than a preset target air outlet temperature according to the compressor speed, the initial air outlet temperature, and the damper opening degree.

[0018] In the embodiments of the present application, the vehicle can adaptively and intelligently adjust the air outlet temperature in the cabin to reach the preset target air outlet temperature corresponding to the small load heating demand of the user in the spring and autumn season according to the real-time compressor speed, the initial air outlet temperature provided by the heating core, and the damper opening degree provided by the air flow control mechanism.

[0019] In some embodiments, the first refrigerant circuit comprises a first expansion valve.

[0020] The thermal management controller is configured to increase the opening degree of the first expansion valve when the air outlet temperature of the heating core is greater than the preset target air outlet temperature.

[0021] In the embodiment of the present application, if the outlet air temperature in the vehicle cabin still does not reach the small load heating demand of the user, the opening degree of the first expansion valve is increased to increase the temperature difference between the refrigerant temperature and the ambient temperature of the vehicle, so that the refrigerant temperature on the first refrigerant circuit is higher than the ambient temperature of the vehicle, and the flow of the low-temperature liquid refrigerant on the first refrigerant circuit is reduced until the new outlet air temperature of the heater core meets the small load heating demand of the user.

[0022] In some embodiments, the system further comprises a second refrigerant circuit comprising the first heat exchanger, the compressor, a second expansion valve, and an evaporator;

[0023] The thermal management controller is further configured to open the second expansion valve to control the low-temperature liquid refrigerant on the refrigerant pipeline of the second refrigerant circuit to enter the evaporator to cool and dehumidify the cabin.

[0024] In the embodiment of the present application, the thermal management controller opens the second expansion valve to control the low-temperature liquid refrigerant on the refrigerant pipeline of the second refrigerant circuit to enter the evaporator, so that the low-temperature refrigerant in the evaporator can cool and dehumidify the air in the air conditioning box. At this time, the load in the vehicle cabin increases, and the compressor increases the rotating speed, thereby exiting the state of excessive heating.

[0025] In some embodiments, the low-temperature side heat exchange circuit comprises a low-temperature side first heat exchange circuit and a low-temperature side second heat exchange circuit;

[0026] The low-temperature side first heat exchange circuit comprises the second heat exchanger, a low-temperature radiator, and a three-way water valve;

[0027] The low-temperature side second heat exchange circuit comprises the second heat exchanger, a cold air core, and a three-way water valve;

[0028] The three-way water valve is configured to control the low-temperature side first heat exchange circuit or the low-temperature side second heat exchange circuit to be connected to the first refrigerant circuit;

[0029] The cold air core is configured to provide cooling to the cabin based on the cooling liquid on the cooling liquid pipeline of the low-temperature side heat exchange circuit when the second heat exchange circuit is connected to the first refrigerant circuit.

[0030] In the embodiment of the present application, the air conditioning box does not have an evaporator. When there is a demand for cooling and dehumidification, the flow position of the three-way water valve is adjusted so that the cooling liquid on the second heat exchange circuit is in a flow state, so that the cooling liquid with a low temperature in the cold air core can cool and dehumidify the air in the air conditioning box.

[0031] In a second aspect, the application further provides a vehicle thermal management control method, which is applied to the vehicle thermal management control system as described in the first aspect above, and the method comprises:

[0032] In the case that the vehicle is in the target heating mode, the low-temperature radiator of the low-temperature heat exchange circuit absorbs the external heat, so that the second heat exchanger of the low-temperature heat exchange circuit transfers the external heat to the first refrigerant circuit;

[0033] The compressor of the first refrigerant circuit works on the low-temperature liquid refrigerant on the refrigerant pipeline of the first refrigerant circuit, so that the low-temperature liquid refrigerant absorbs the external heat to form high-temperature refrigerant gas;

[0034] The first heat exchanger on the first refrigerant circuit transfers the high-temperature refrigerant gas to the high-temperature heat exchange circuit, so that the heater core of the high-temperature heat exchange circuit is heated and warmed up; wherein the heater core is configured to provide air heating for the vehicle cabin based on the high-temperature refrigerant gas.

[0035] In the embodiments of the application, the low-temperature radiator absorbs the external heat, the first heat exchanger realizes extremely low heating capacity, the system further does not need to use the heating mode of PCT, and does not need to use the start-stop mode of the compressor, so as to meet the small load heating demand of the user in the specific temperature environment for the vehicle cabin.

[0036] In some embodiments, the method further comprises:

[0037] The compressor speed of the compressor, the initial air outlet temperature of the heater core, and the damper opening degree of the air flow control mechanism are obtained;

[0038] According to the compressor speed, the initial air outlet temperature and the damper opening degree, the air outlet temperature of the heater core is controlled to be not greater than the preset target air outlet temperature.

[0039] In the embodiments of the application, the vehicle can adaptively and intelligently adjust the air outlet temperature in the vehicle cabin to the preset target air outlet temperature corresponding to the small load heating demand of the user in spring and autumn according to the real-time compressor speed, the initial air outlet temperature provided by the heater core, and the damper opening degree provided by the air flow control mechanism.

[0040] In some embodiments, the air flow control mechanism comprises a temperature damper, and the method further comprises:

[0041] In the case that the compressor has been operated to the minimum speed, and the initial air outlet temperature of the heater core is greater than the preset target air outlet temperature, the damper opening degree of the temperature damper is controlled to reach the preset minimum first damper opening degree, so as to obtain the first air outlet temperature of the heater core.

[0042] In a case where the first air outlet temperature is not greater than the preset target air outlet temperature, the temperature damper is kept operating at the preset minimum first damper opening degree.

[0043] In the embodiments of the present application, when the air outlet temperature in the vehicle cabin does not reach the user's small load heating demand, the air outlet temperature in the vehicle cabin is reduced by reducing the temperature damper opening degree, so that the new air outlet temperature tends to the user's small load heating demand.

[0044] In some embodiments, the method further comprises: in a case where the first air outlet temperature is greater than the preset target air outlet temperature, adjusting the opening degree of the first expansion valve on the first refrigerant circuit, so that the refrigerant temperature is greater than the ambient temperature, so that the low-temperature radiator dissipates heat to the outside until the air outlet temperature of the warm air core is not greater than the preset target air outlet temperature.

[0045] The ambient temperature is the temperature of the environment in which the vehicle is located, and the refrigerant temperature is the temperature of the low-temperature liquid refrigerant on the first refrigerant circuit.

[0046] In the embodiments of the present application, after the air outlet temperature in the vehicle cabin is reduced by reducing the temperature damper opening degree, if the air outlet temperature in the vehicle cabin still does not reach the user's small load heating demand, and the system does not open the air volume automatic control of the circulating damper and the blower, the opening degree of the first expansion valve is adjusted to increase the temperature difference between the refrigerant temperature and the ambient temperature, so that the refrigerant temperature on the first refrigerant circuit is higher than the ambient temperature of the vehicle, so that the low-temperature radiator dissipates heat to the outside environment, until the new air outlet temperature of the warm air core meets the user's small load heating demand.

[0047] In some embodiments, the air flow control mechanism further comprises a circulating damper, and the method further comprises:

[0048] In a case where the first air outlet temperature is greater than the preset target air outlet temperature, and the circulating damper is in an automatic control state, the damper opening degree of the circulating damper is controlled to reach a preset maximum second damper opening degree, so as to obtain a second air outlet temperature of the warm air core.

[0049] In a case where the second air outlet temperature is not greater than the preset target air outlet temperature, the circulating damper is kept operating at the preset maximum second damper opening degree.

[0050] In the embodiments of the present application, after the temperature of the air outlet in the vehicle cabin is reduced by reducing the opening degree of the temperature damper, if the heating capacity in the vehicle cabin is still greater than the small load heating demand of the user and the circulating damper is in the automatic control state, the heat management controller needs to determine the second air outlet temperature at this time. If the second air outlet temperature does not exceed the target air outlet temperature, the second air outlet temperature meets the small load heating demand of the user, and the system can be stably operated, and the adjustment is ended.

[0051] In some embodiments, in a case where the first air outlet temperature is greater than the preset target air outlet temperature and the circulating damper is in a non-automatic control state, or in a case where the second air outlet temperature is greater than the preset target air outlet temperature, the method further comprises:

[0052] obtaining a control state of the air blower;

[0053] in a case where the air blower is in an adjustable state, controlling to reduce the air blowing amount of the air blower to obtain a third air outlet temperature of the warm air core, until the air outlet temperature of the warm air core is not greater than the preset target air outlet temperature.

[0054] In the embodiments of the present application, if the heating capacity in the vehicle cabin is still greater than the heating capacity demand of the user, and the circulating damper is in a non-automatic control state, or the circulating damper is in an automatic control state and the opening degree of the circulating damper is adjusted and controlled, and the third air outlet temperature of the warm air core also does not meet the small load heating demand of the user, the heat management controller will adjust the air blowing amount of the air blower to further reduce the air outlet temperature until the small load heating demand of the user is met.

[0055] In some embodiments, in a case where the air blower is in a non-adjustable state, or in a case where it is detected that the air blowing amount reaches the minimum air blowing amount and the third air outlet temperature is greater than the preset target air outlet temperature, the method further comprises:

[0056] adjusting the opening degree of the first expansion valve so that the refrigerant temperature is greater than the ambient temperature, so that the low-temperature radiator radiates heat to the outside to obtain a fourth air outlet temperature of the warm air core;

[0057] in a case where the fourth air outlet temperature is greater than the preset target air outlet temperature, performing the step of controlling the damper opening degree of the temperature damper to reach the preset minimum first damper opening degree, until the air outlet temperature of the warm air core is not greater than the preset target air outlet temperature.

[0058] In the embodiment of the present application, if the air blower is not turned on, or the third air outlet temperature obtained by reducing the air volume of the air blower through control after the air blower is turned on is still greater than the user heating demand, the thermal management controller can reduce the air outlet temperature in the manner of reducing the flow of low-temperature liquid refrigerant by adjusting the opening degree of the first expansion valve, and if the new air outlet temperature meets the user small-load heating demand, the adjustment is ended; if the new air outlet temperature still cannot meet the user small-load heating demand, the heating capacity can finally meet the user small-load heating demand through repeated reduction of the temperature damper opening degree, and further intelligent temperature control is realized.

[0059] In a third aspect, the present application further provides an electronic device, including a memory, a controller, and a computer program stored in the memory and executable on the controller, and the controller implements the vehicle thermal management control method according to the first aspect when executing the computer program.

[0060] In a fourth aspect, the present application further provides a storage medium, which is a computer readable storage medium, and the computer readable storage medium stores a computer program, and the computer program implements the vehicle thermal management control method according to the first aspect when executed by a controller. BRIEF DESCRIPTION OF DRAWINGS

[0061] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiments or prior art description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0062] FIG. 1 is a main structure block diagram of a vehicle thermal management control system according to an embodiment of the present application;

[0063] FIG. 2 is a main flowchart of a vehicle thermal management control method according to an embodiment of the present application;

[0064] FIG. 3 is another structure diagram of a vehicle thermal management control system according to an embodiment of the present application;

[0065] FIG. 4 is a pressure-enthalpy diagram related to the vehicle thermal management control system according to the embodiment of the present application;

[0066] FIG. 5 is another flowchart of a vehicle thermal management control method according to an embodiment of the present application;

[0067] FIG. 6 is still another flowchart of a vehicle thermal management control method according to an embodiment of the present application;

[0068] Fig. 7 is a structural schematic diagram of a vehicle thermal management control system according to an embodiment of the present application;

[0069] Fig. 8 is a structural schematic diagram of a vehicle thermal management control system according to an embodiment of the present application;

[0070] Fig. 9 is a structural diagram of an electronic device according to an embodiment of the present application.

[0071] High-temperature side heat exchange circuit-01, first refrigerant circuit-02, low-temperature side heat exchange circuit-03; warm air core-1, blower-2, first water pump-3, first heat exchanger-4, compressor-5; second sensor-6, third sensor-7, gas-liquid separator-8, sixth sensor-9; evaporator-10, second expansion valve-11 first sensor-12, second heat exchanger-13, fourth sensor-14, first expansion valve-15, cooling fan-16, low-temperature radiator-17; third water pump-18, three-way water valve-19, cold air core-20, third water pump-21. DETAILED DESCRIPTION

[0072] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of this application; the description and claims of this application as well as the above description of the drawings herein are not inclusive of all of the features of the application, and are subject to change and modification.

[0073] It should be understood that the term "comprise" when used in the specification and claims of this application indicates the presence of the described features, integers, steps, operations, elements, and / or components, but does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0074] It should also be understood that the term "and / or" when used in the specification and claims of this application refers to any one or more of the associated listed items, and all possible combinations of the items, and includes these combinations.

[0075] In the description of the embodiments of the present application, the term "a plurality of" refers to two or more (including two), unless otherwise explicitly specified.

[0076] In addition, in the description of the specification and the appended claims of the present application, the terms "first", "second", "third", etc. are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0077] Reference within the specification to "one embodiment" or "some embodiments" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment. The appearances of the phrase "in one embodiment" or "in some embodiments" in various places within specified

[0078] It can be understood that in the existing vehicle thermal management technology, for the heating problem of the heat pump system in a low temperature environment, the existing technologies such as "air supplement and enthalpy increase", "hot gas bypass" and "upper triangular cycle" can improve the heating capacity of the heat pump system in an extremely low temperature environment to a certain extent.

[0079] However, how to realize the heat pump system to provide stable "low heating capacity" at a higher environment temperature is still a challenge in the current electric vehicle thermal management technology field; in order to solve the technical problem of how the new energy vehicle can realize the small load heating demand required by the user in the vehicle cabin in a specific temperature environment without the aid of PCT heating mode and without the need to adopt the compressor start-stop mode, the embodiment of the present application proposes a technical scheme of a vehicle thermal management control system and a thermal management control method. The vehicle thermal management control system of the embodiment of the present application can well compatible with the existing thermal management architecture, and is applicable to a high-pressure side adopting a condenser one-loop thermal management architecture, and a high-pressure side adopting a water-cooled condenser (WCC) cooperating with a warm core two-loop heat exchange thermal management architecture; and is applicable to a low-pressure side adopting an output heat exchanger (OHX) one-loop thermal management architecture, and a low-pressure side adopting a low-temperature radiator (LTR) cooperating with a battery chiller two-loop heat exchange thermal management architecture. And the embodiment of the present application can realize heating without the need to control the heat pump system to realize heating through the start-stop of the compressor, and more does not need to aid the PTC of the high-temperature side of the system to realize heating, which can effectively reduce the consumption of more electric energy of the vehicle.

[0080] In order to illustrate the technical scheme proposed in the embodiment of the present application, the following will be described through specific embodiments.

[0081] Embodiment one

[0082] Referring to FIG. 1, which is a main structural block diagram of a vehicle thermal management control system provided by the present application, the vehicle thermal management control system of the embodiment of the present application mainly comprises a high-temperature side heat exchange circuit 01, a first refrigerant circuit 02, and a low-temperature side heat exchange circuit 03.

[0083] The high-temperature side heat exchange circuit 01 at least comprises a heater core 1 and a first heat exchanger 4; the first refrigerant circuit 02 at least comprises the first heat exchanger 4, a compressor 5, and a second heat exchanger 13; and the low-temperature side heat exchange circuit 03 at least comprises the second heat exchanger 13 and a low-temperature radiator 17.

[0084] The low-temperature radiator 17 is configured to absorb external heat of the vehicle in a case where the vehicle is in a target heating mode.

[0085] The second heat exchanger 13 is configured to transfer the external heat of the vehicle to a refrigerant pipeline of the first refrigerant circuit 02.

[0086] The compressor 5 is configured to work on the low-temperature liquid refrigerant on the refrigerant pipeline of the first refrigerant circuit 02, so that the low-temperature liquid refrigerant absorbs the external heat of the vehicle to form high-temperature refrigerant gas.

[0087] The first heat exchanger 4 is configured to transfer the high-temperature refrigerant gas to the high-temperature side heat exchange circuit 01, so that the heater core 1 is heated and warmed up.

[0088] The heater core 1 is configured to provide air heating for the cabin of the vehicle based on the high-temperature refrigerant gas.

[0089] It can be understood that the vehicle thermal management control system of the embodiment of the present application is controlled by a thermal management controller of the vehicle, which can be an ECU (electronic control unit) of the vehicle. Referring to FIG. 2, which is a flow diagram of an embodiment of a vehicle thermal management control method provided by the present application, the vehicle thermal management control method of the embodiment of the present application is executed by the thermal management controller applied to the vehicle thermal management control system shown in FIG. 1, and mainly comprises the following steps S1 to S3.

[0090] Step S1: in a case where the vehicle is in a target heating mode, controlling the low-temperature radiator of the low-temperature side heat exchange circuit to absorb external heat of the vehicle, so that the second heat exchanger of the low-temperature side heat exchange circuit transfers the external heat of the vehicle to the first refrigerant circuit.

[0091] Step S2: controlling the compressor of the first refrigerant circuit to work on the low-temperature liquid refrigerant on the refrigerant pipeline of the first refrigerant circuit, so that the low-temperature liquid refrigerant absorbs the external heat of the vehicle to form high-temperature refrigerant gas.

[0092] Step S3: transferring the high-temperature refrigerant gas to the high-temperature side heat exchange circuit by the first heat exchanger on the first refrigerant circuit, so that the warm air core of the high-temperature side heat exchange circuit is heated and warmed up; wherein the warm air core is configured to provide air heating inside the vehicle cabin based on the high-temperature refrigerant gas.

[0093] It should be noted that the vehicle thermal management control method provided in the embodiments of the present application is applicable to various vehicles equipped with new energy batteries, including new energy vehicles, new energy aircraft, new energy ships, etc. The embodiments are described taking new energy vehicles as an example.

[0094] It can be understood that the vehicle thermal management control system is mainly applied to the application scenario of meeting the small load heating demand of the user in a specific temperature environment (for example, in the temperature environment of spring and autumn). For example, when the thermal management controller detects that the user sets the "air conditioner set temperature" of the vehicle in heating mode and the user sets the air conditioner to require "small load heating demand", the air conditioner needs to heat or cool the passenger cabin, the thermal management controller determines that the vehicle is in the target heating mode, and controls the low-temperature radiator 17 of the low-temperature side heat exchange circuit 03 to absorb the heat from the outside of the vehicle. It can be understood that since the temperature of the cooling liquid in the low-temperature side heat exchange circuit 03 near the low-temperature radiator 17 is low, the thermal management controller can control the low-temperature radiator 17 to absorb heat from the outside of the vehicle. After the absorbed energy a is transferred to the first refrigerant circuit 02, the compressor 5 of the first refrigerant circuit 02 works on the low-temperature liquid refrigerant in the first refrigerant circuit 02, so that the low-temperature liquid refrigerant absorbs the energy a and becomes high-temperature refrigerant gas. The high-temperature refrigerant gas is transmitted to the high-temperature side heat exchange circuit 01 through the first heat exchanger 4, and the high-temperature side heat exchange circuit 01 heats and warms up the warm air core 1 by means of the high-temperature refrigerant gas, and then heats the cabin of the vehicle through the warm air core 1.

[0095] As shown in FIG. 3, in a specific implementation, the low-temperature side heat exchange circuit 03 can be a low-temperature side secondary heat exchange circuit formed by sequentially connecting the second heat exchanger 13, the low-temperature radiator 17, and the third water pump 18 through the cooling liquid pipeline. Specifically, the second heat exchanger 13 can adopt a battery chiller, and the second heat exchanger 13 realizes heat exchange between the low-temperature side secondary heat exchange circuit and the refrigerant pipeline; the low-temperature radiator 17 is further provided with a cooling fan 16, and the cooling fan 16 and the low-temperature radiator 17 can constitute a front-end cooling assembly of the vehicle. The front-end cooling fan 16 can be used to adjust the air flow of the front-end low-temperature radiator 17.

[0096] In a specific implementation, the high-temperature side heat exchange circuit 01 of the embodiment of the present application can be formed by sequentially connecting the heating core 1, the first water pump 3, and the first heat exchanger 4 through the cooling liquid pipeline. The first heat exchanger 4 can be a condenser or a WCC liquid cooling condenser, and specifically can be a plate heat exchanger. The first heat exchanger 4 realizes heat exchange between the high-temperature side secondary heat exchange circuit and the refrigerant pipeline. The high-temperature side heat exchange circuit 01 of the embodiment of the present application can also be configured with a blower 2. The blower 2 is mainly used to blow air to the heating core 1, so that the heating core 1 provides air heating for the vehicle cabin. The blower 2 and the heating core 1 of the embodiment of the present application can be arranged in the air conditioning box of the vehicle.

[0097] In a specific implementation, the first refrigerant circuit 02 of the embodiment of the present application can be formed by sequentially connecting the compressor 5, the second sensor 6, the first heat exchanger 4, the third sensor 7, the first expansion valve 15, the fourth sensor 14, the second heat exchanger 13, the first sensor 12, and the gas-liquid separator 8 through the refrigerant pipeline. The gas-liquid separator 8 is mainly used to protect the compressor 5 and ensure that the refrigerant entering the compressor 5 is in a gaseous state.

[0098] The first sensor 12 is mainly used to detect and obtain the refrigerant temperature and pressure at the outlet position of the second heat exchanger 13, which corresponds to the first state point on the P-H diagram (pressure-enthalpy diagram) of FIG. 4. The second sensor 6 is used to detect and obtain the refrigerant temperature and pressure at the outlet of the compressor 5. The second sensor 6 mainly provides the refrigerant temperature and pressure for the thermal management controller, so that the thermal management controller can judge that the refrigerant temperature and pressure at the outlet of the compressor 5 do not exceed the preset critical value, thereby protecting the thermal management system. The second sensor 6 corresponds to the second state point on the P-H diagram of FIG. 4. The third sensor 7 monitors the refrigerant temperature and pressure at the outlet of the first heat exchanger 4, which corresponds to the third state point on the P-H diagram of FIG. 4. The fourth sensor 14 detects the refrigerant temperature and pressure at the outlet of the first expansion valve 15, which corresponds to the fourth state point on the P-H diagram of FIG. 4. By obtaining the data detected by the first sensor 12, the second sensor 6, the third sensor 7, and the fourth sensor 14, the control process after the system enters the environment heat pump mode of the vehicle (characterized as a user-provided low heating demand function mode) can be further optimized (see the specific scheme in Example 2 below). Under certain conditions (for example, the outlet air temperature in the vehicle cabin has not reached the user's small load heating demand, see Example 3 below), the opening degree of the first expansion valve 15 is increased, thereby increasing the temperature difference between the refrigerant temperature and the ambient temperature of the vehicle, so that the refrigerant temperature is greater than the ambient temperature. The flow of low-temperature liquid refrigerant on the first refrigerant circuit is reduced, so that the new outlet air temperature of the heating core tends to meet the user's small load heating demand.

[0099] The vehicle thermal management control system of the embodiment of the present application absorbs the heat outside the vehicle through the low-temperature radiator, which helps to control the first heat exchanger to achieve extremely low heating capacity, and the system can meet the user's small load heating demand in the vehicle cabin in spring and autumn without using the heating mode of PCT and the start-stop mode of the compressor.

[0100] Embodiment Two

[0101] Referring to FIG. 5, based on the vehicle thermal management control system embodiment of FIG. 1 and the vehicle thermal management control method embodiment of FIG. 2, the vehicle thermal management control method of the embodiment of the present application further comprises:

[0102] Step B: obtaining the compressor speed of the compressor, the initial air outlet temperature of the heater core, and the damper opening degree of the air flow control mechanism; and controlling the air outlet temperature of the heater core to be not greater than the preset target air outlet temperature according to the compressor speed, the initial air outlet temperature, and the damper opening degree.

[0103] In a specific implementation, the vehicle thermal management control system further comprises an air flow control mechanism, and the air flow control mechanism of the embodiment of the present application comprises a temperature damper and a circulating damper. The temperature damper and the circulating damper can be arranged in the air conditioning box of the vehicle. The temperature damper can control the air volume passing through the heater core 1. The circulating damper can control the proportion of air from inside and outside the vehicle at the inlet of the air conditioning box. The air volume in the air conditioning box is adjusted by the air blower 2.

[0104] In the embodiment of the present application, the vehicle can intelligently adjust the air outlet temperature in the vehicle cabin to adapt to the preset target air outlet temperature corresponding to the user's small load heating demand in spring and autumn according to the real-time compressor speed, the initial air outlet temperature provided by the heater core, and the damper opening degree provided by the air flow control mechanism.

[0105] In a specific application, the actual heating capacity provided by the high-temperature side heat exchange circuit 01 may not be able to meet the user's small load heating demand at one time, and needs to be matched with the air flow control mechanism, the air blower 2, and the first expansion valve 15 to control the final actual heating capacity to meet the user's small load heating demand. Specifically, referring to FIG. 6, the step B further comprises the following sub-steps under the condition that the vehicle is in the target heating mode and after the control method of steps S1 to S3 of the embodiment one enters the environmental heat pump mode of the vehicle:

[0106] Sub-step B2: in the case that the compressor has run to the minimum speed, but the initial air outlet temperature of the heater core is still greater than the preset target air outlet temperature, then entering the next sub-step B3;

[0107] It can be understood that the heat management controller controls the system to run in the ambient heat pump mode, that is, heat is absorbed through the low-temperature radiator 17, transferred to the first refrigerant circuit 02 through the second heat exchanger 13; after work by the compressor 5, the heat is transferred to the high-temperature side heat exchange circuit 01 through the first heat exchanger 4; then the air in the air conditioning box is heated and warmed by the warm air core 1 under the action of the air blower 2, and a heating effect is generated in the vehicle cabin. If the compressor 5 has run to the minimum speed at this time, but the outlet air temperature of the air conditioning box, that is, the outlet air temperature of the warm air core 1, is higher than the preset target outlet air temperature, it indicates that the initial outlet air temperature does not meet the user's low heating demand, and the next sub-step B3 is entered.

[0108] Sub-step B3: control the damper opening degree of the temperature damper to reach the preset minimum first damper opening degree, so as to reduce the air flow of the warm air core, so as to obtain the first outlet air temperature of the warm air core.

[0109] It can be understood that the heat management controller reduces the air flow through the warm air core 1 by gradually reducing the temperature damper opening degree to the allowed minimum opening degree (that is, the preset minimum first damper opening degree). The preset minimum first damper opening degree is the allowed minimum opening degree when the heat pump is running, and is related to the inlet air temperature of the air conditioning box and the air volume of the air blower.

[0110] Sub-step B4: judge the first outlet air temperature at this time. If the first outlet air temperature does not exceed the preset target outlet air temperature, it indicates that the heating capacity can meet the heating capacity demand of the passenger cabin at this time; the system can be stably operated, and the adjustment is ended. If the first outlet air temperature is still greater than the preset target outlet air temperature, it indicates that the heating capacity is still greater than the heating capacity demand of the passenger cabin at this time, and the next step is entered.

[0111] Sub-step B5: judge the control state of the circulating damper;

[0112] Sub-step B6: if the circulating damper is in the "automatic control" state (the "automatic control" state indicates that the opening degree of the circulating damper can be adjusted by the heat management controller at this time), sub-step B7 is entered; if the circulating damper is not in the "automatic control" state, sub-step B9 is entered;

[0113] Sub-step B7: control the damper opening degree of the circulating damper to reach the preset maximum second damper opening degree, so as to obtain the second outlet air temperature of the warm air core;

[0114] It can be understood that the heat management controller gradually increases the circulating damper opening degree to the maximum opening degree (that is, the maximum second damper opening degree, which is generally 100% of the full opening degree value).

[0115] Sub-step B8: judging the second air outlet temperature at this time, if the second air outlet temperature does not exceed the preset target air outlet temperature, it indicates that the heating capacity at this time can meet the heating capacity demand of the passenger cabin at this time; the system can be stably operated, and the adjustment is ended. If the second air outlet temperature still exceeds the preset target air outlet temperature, it indicates that the heating capacity at this time is still greater than the heating capacity demand of the passenger cabin at this time, and the next step is entered.

[0116] Sub-step B9: obtaining the control state of the air blower to judge the control state of the air volume of the air blower;

[0117] Sub-step B10: if the air blower is in an adjustable state (i.e. an automatic control state, at this time the air blower can be adjusted by the thermal management controller), sub-step B11 is entered; if the air blower is not in an adjustable state (i.e. the air blower is not started), sub-step B13 is entered;

[0118] Sub-step B11: controlling to reduce the air volume of the air blower to obtain the third air outlet temperature of the warm air core; that is, the thermal management controller gradually reduces the air volume of the air blower to make the air outlet temperature of the warm air core tend to be not greater than the preset target air outlet temperature in the heating state;

[0119] Sub-step B12: judging the third air outlet temperature at this time, if the third air outlet temperature does not exceed the preset target air outlet temperature, it indicates that the heating capacity at this time can meet the heating capacity demand of the passenger cabin at this time; the system can be stably operated, and the adjustment is ended. If the third air outlet temperature still exceeds the preset target air outlet temperature, it indicates that the heating capacity at this time is still greater than the heating capacity demand of the passenger cabin at this time, and the next step sub-step B13 is entered.

[0120] Sub-step B13: adjusting the opening degree of the first expansion valve to gradually increase the opening degree to increase the temperature difference between the refrigerant temperature and the environment temperature, so that the refrigerant temperature is greater than the environment temperature, so that the low-temperature radiator radiates heat to the outside, thereby reducing the flow of low-temperature liquid refrigerant to reduce the air outlet temperature to obtain the fourth air outlet temperature of the warm air core;

[0121] It can be understood that by increasing the opening degree of the first expansion valve, the refrigerant saturation temperature corresponding to the pressure P detected by the first sensor 12 is higher than the environment temperature, so that the low-temperature radiator 17 radiates heat to the external environment; the air flow of the front-end low-temperature radiator 17 can be adjusted by the front-end cooling fan 16, and the outlet superheat degree of the second heat exchanger 13 can be controlled by the cooling fan 16, thereby indirectly reducing the air outlet temperature of the high-temperature side heat exchange circuit 01.

[0122] It can be understood that the embodiment of the application realizes the "double triangle" cycle of the refrigerant on the P-h diagram of FIG. 4 through the control optimization of step B, realizes the heat dissipation effect of the second heat exchanger 13 to the environment, and flexibly controls the first heat exchanger 4 to realize extremely low heating capacity, thereby meeting the small load heating demand in spring and autumn.

[0123] When the ambient temperature is high and the heating demand is small, the compressor is controlled at the lowest speed, the low pressure is controlled through the first expansion valve 15, the outlet pressure P1 of the second heat exchanger 13 corresponds to a saturation temperature T1 higher than the ambient temperature, and the front-end cooling fan 16 and the water pump are controlled in combination, thereby realizing the heat dissipation amount (h4-h1) of the second heat exchanger 13 to the environment, so that the heat dissipation amount (h2-h3) to the passenger cabin can be controlled very low, thereby meeting the extremely low heating capacity demand in spring and autumn. The effect shown on the refrigerant P-h (pressure-enthalpy diagram of FIG. 4) will appear two "triangle cycles" above and below, that is, to form the "double triangle cycle" of the embodiment of the application.

[0124] Sub-step B14: The fourth air outlet temperature at this time is judged. If the fourth air outlet temperature does not exceed the preset target air outlet temperature, it indicates that the heating capacity at this time can meet the heating capacity demand of the passenger cabin at this time; the system can be stably operated, and the adjustment is ended. If the fourth air outlet temperature still exceeds the preset target air outlet temperature, it indicates that the heating capacity is still greater than the heating capacity demand of the passenger cabin at this time, and then sub-step B15 is entered.

[0125] Sub-step B15: The damper opening degree of the temperature damper is controlled to reach the preset minimum first damper opening degree, that is, the temperature damper opening degree is gradually adjusted downward from the minimum opening degree (min value) allowed to 0, to further reduce the air flow passing through the heater core 1.

[0126] Sub-step B16: The air outlet temperature at this time is judged. If the air outlet temperature does not exceed the preset target air outlet temperature, it indicates that the heating capacity can meet the heating capacity demand of the passenger cabin at this time; the system can be stably operated, and the adjustment is ended. If the air outlet temperature still exceeds the target air outlet temperature, it indicates that the heating capacity is still greater than the heating capacity demand of the passenger cabin at this time, and returns to sub-step B15, to further adjust the opening degree of the temperature damper, until the air outlet temperature of the heater core 1 is not greater than the preset target air outlet temperature, thereby adaptively and intelligently adjusting the air outlet temperature in the vehicle cabin, so that the heating capacity in the vehicle cabin can meet the "small load heating" demand required by the user in spring and autumn.

[0127] Embodiment three

[0128] Based on the scheme of the above embodiment one or embodiment two, the vehicle thermal management control system of the embodiment of the application further comprises a second refrigerant circuit 021, referring to FIG. 7, the second refrigerant circuit 021 mainly comprises the first heat exchanger 4, the compressor 5, the second expansion valve 11, and the evaporator 10;

[0129] The second refrigerant circuit 021 of the embodiment of the application is mainly used for, after the vehicle enters the environmental heat pump mode (heating mode), if there is a need for cooling and dehumidification, the evaporator 10 of the second refrigerant circuit 021 is used to cool and dehumidify the vehicle cabin.

[0130] In addition, the second refrigerant circuit 021 can further be provided with a sixth sensor 9 for monitoring the refrigerant state (temperature and pressure of the refrigerant) of the system, so as to facilitate closed-loop control of the system.

[0131] Specifically, the thermal management controller is further configured to perform the following steps:

[0132] C1, in the case that the user has a dehumidification demand, the second expansion valve is opened to control the low-temperature liquid refrigerant on the refrigerant pipeline of the second refrigerant circuit to enter the evaporator, so as to cool and dehumidify the cabin.

[0133] It can be understood that the second expansion valve 11 is in a closed state by default, and the dehumidification demand of the user can be generated by triggering the dehumidification function button at the front end of the vehicle cabin. The thermal management controller then opens the second expansion valve 11 to control the low-temperature liquid refrigerant on the refrigerant pipeline of the second refrigerant circuit to enter the evaporator 10, so that the low-temperature refrigerant in the evaporator 10 can cool and dehumidify the air in the air conditioning box. At this time, the load in the vehicle cabin increases, and the compressor 5 increases the rotating speed, so as to exit the state of excessive heating capacity.

[0134] Embodiment four

[0135] Based on the scheme of the above embodiment one or embodiment two, the low-temperature side heat exchange circuit 03 of the vehicle thermal management control system of the embodiment of the application comprises a low-temperature side first heat exchange circuit 031 and a low-temperature side second heat exchange circuit 032;

[0136] Specifically, as shown in FIG. 8, the low-temperature side heat exchange circuit 03 can be divided into the first heat exchange circuit 031 and the low-temperature side second heat exchange circuit 032 according to different position states of the three-way water valve 19:

[0137] The low-temperature side first heat exchange circuit 031 comprises the second heat exchanger 10, the low-temperature radiator 17, and the three-way water valve 19; and the low-temperature side second heat exchange circuit 032 comprises the second heat exchanger 10, the cold air core 20, and the three-way water valve 19;

[0138] In a specific implementation, the low-temperature side first heat exchange circuit 031 is formed by sequentially connecting the second heat exchanger 10, the three-way water valve 19, the low-temperature radiator 17, and the second water pump 18 through the cooling liquid pipeline. The low-temperature side second heat exchange circuit 032 is formed by sequentially connecting the second heat exchanger 10, the three-way water valve 19, the cold air core 20, and the third water pump 21 through the cooling liquid pipeline.

[0139] The three-way water valve 19 is configured to control the low-temperature side first heat exchange circuit 031 or the low-temperature side second heat exchange circuit 032 to be conducted with the first refrigerant circuit 02; and the cold air core 20 is configured to provide cooling in the vehicle cabin based on the cooling liquid on the cooling liquid pipeline of the low-temperature side heat exchange circuit 03 in the case that the second heat exchange circuit 032 is conducted with the first refrigerant circuit 02.

[0140] It can be understood that the system of the fourth embodiment of the present application is different from the third embodiment, and the vehicle thermal management control system of the fourth embodiment does not involve an evaporator in the air conditioning box, but cooperates the second heat exchanger 10 (which can be a battery chiller in particular) with the cold air core 20 to achieve cooling of the vehicle. The three-way water valve 16 is in a state of being conducted with the first heat exchange circuit 031 by default, so that the second heat exchange circuit 032 is in a non-flowing state by default; if there is a need for cooling and dehumidification, the thermal management controller adjusts the conduction position of the three-way water valve 16 to make the second heat exchange circuit 032 conducted with the first refrigerant circuit 02, so that the cooling liquid on the second heat exchange circuit is in a flowing state, so that the cooling liquid with a lower temperature in the cold air core 17 can have a cooling and dehumidification effect on the air in the air conditioning box. At this time, the load in the vehicle cabin is increased, and the compressor will increase the rotating speed, so as to exit the state of excessive heating capacity.

[0141] Embodiment five

[0142] Please refer to FIG. 9, which is a structural schematic diagram of an electronic device for vehicle thermal management control according to an embodiment of the present application. As shown in FIG. 9, the electronic device comprises a memory 011, a controller 010, and a computer program 012 stored in the memory 011 and executable on the controller 010. The controller 010 implements the steps in the vehicle thermal management control method embodiment when executing the computer program 012.

[0143] The electronic device shown in FIG. 9 can include, but is not limited to, a controller 010, a memory 011. Those skilled in the art can understand that FIG. 9 is only an example of the electronic device, and does not constitute a limitation on the electronic device, and can include more or fewer components than shown, or combine certain components, or different components. Specifically, the electronic device shown in FIG. 9 can be characterized as a new energy vehicle, including a new energy vehicle, a new energy aircraft, a new energy ship, etc. This embodiment takes a new energy vehicle as an example for illustration. The electronic device can also include a vehicle-mounted display screen, an automobile motor, a new energy battery, a gearshift transmission, an accelerator pedal, and a brake pedal, etc.

[0144] The controller 010 can be a general term for various controllers inside the new energy vehicle. The controller 010 can be a thermal management controller. Alternatively, the controller 010 can include an ECU (electronic Control Unit) of a vehicle-mounted terminal, and the thermal management controller belongs to a part of the ECU.

[0145] The memory 011 can be an internal storage unit of the electronic device in some embodiments, such as a hard disk or memory of the electronic device. The memory 011 can also be an external storage device of the electronic device in other embodiments. Further, the memory 011 can include both the internal storage unit and the external storage device of the electronic device. The memory 011 is used to store an operating system, an application program, a BootLoader, data, and other programs, etc., such as program codes of the computer program, etc. The memory 011 can also be used to temporarily store data that has been output or will be output.

[0146] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above functional units and modules is taken as an example for illustration. In actual application, the above functions can be completed by different functional units and modules according to needs, that is, the internal structure is divided into different functional units or modules to complete all or part of the above described functions. Each functional unit and module in the embodiment can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or in the form of software functional unit. In addition, the specific names of each functional unit and module are only for easy distinction, and do not limit the protection scope of the present application. The specific working process of the units and modules in the above system can refer to the corresponding process in the foregoing method embodiments, which will not be repeated here.

[0147] The embodiment of the application further provides a storage medium, which is a computer readable storage medium, and stores a computer program. The computer program is executed by a thermal management controller to implement the steps of the battery thermal management method.

[0148] It should be noted that the integrated units / modules / systems described above, if realized in the form of software function units and sold or used as independent products, can be stored in a computer readable storage medium. Based on this understanding, the present application can implement all or part of the processes in the above-mentioned embodiments by a computer program to instruct related hardware to complete, and the computer program can be stored in a computer readable storage medium. The computer program can implement the steps of each method embodiment described above when executed by a processor. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or some intermediate forms, etc. The computer readable medium can at least include any entity or device that can carry the computer program code to the electronic device, recording medium, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal, and software distribution medium. For example, U disk, mobile hard disk, magnetic disk or optical disk, etc. In some jurisdictions, according to legislation and patent practice, the computer readable medium cannot be an electrical carrier signal and a telecommunication signal.

[0149] In the above embodiments, the description of each embodiment has its own focus, and the parts not described or recorded in detail in a certain embodiment can be referred to the relevant description of other embodiments.

[0150] The above-described embodiments are only used to illustrate the technical solutions of the present application, rather than limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacements for some technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A vehicle thermal management control system, comprising a high-temperature side heat exchange circuit, a first refrigerant circuit, and a low-temperature side heat exchange circuit; the high-temperature side heat exchange circuit at least comprising a heater core and a first heat exchanger; the first refrigerant circuit at least comprising the first heat exchanger, a compressor, and a second heat exchanger; the low-temperature side heat exchange circuit at least comprising the second heat exchanger and a low-temperature radiator; the low-temperature radiator configured to absorb an external heat of the vehicle when the vehicle is in a target heating mode; the second heat exchanger configured to transfer the external heat to a refrigerant line of the first refrigerant circuit; the compressor configured to work on a low-temperature liquid refrigerant on the refrigerant line of the first refrigerant circuit, so that the low-temperature liquid refrigerant absorbs the external heat to form a high-temperature refrigerant gas; the first heat exchanger configured to transfer the high-temperature refrigerant gas to the high-temperature side heat exchange circuit, so that the heater core heats up; the heater core configured to provide air heating for a cabin of the vehicle based on the high-temperature refrigerant gas.

2. The system of claim 1, wherein, the system being controlled by a thermal management controller of the vehicle, the system further comprising an air flow control mechanism; the thermal management controller configured to acquire a compressor rotating speed of the compressor, an initial air outlet temperature of the heater core, and a damper opening degree of the air flow control mechanism; the thermal management controller further configured to control the air outlet temperature of the heater core to be not greater than a preset target air outlet temperature according to the compressor rotating speed, the initial air outlet temperature, and the damper opening degree.

3. The system of claim 1, wherein, the system further comprising a blower; the blower configured to blow air to the heater core, so that the heater core provides air heating for the cabin.

4. The system of claim 2, wherein, the first refrigerant circuit comprising a first expansion valve; the thermal management controller configured to increase an opening degree of the first expansion valve when the air outlet temperature of the heater core is greater than the preset target air outlet temperature.

5. The system of any one of claims 1 to 4, wherein, the system further comprising a second refrigerant circuit, the second refrigerant circuit comprising the first heat exchanger, the compressor, a second expansion valve, and an evaporator; the thermal management controller further configured to open the second expansion valve to control a low-temperature liquid refrigerant on a refrigerant line of the second refrigerant circuit to enter the evaporator to cool and dehumidify the cabin.

6. The system of any one of claims 1 to 4, wherein, the low-temperature side heat exchange circuit comprising a low-temperature side first heat exchange circuit and a low-temperature side second heat exchange circuit; the low-temperature side first heat exchange circuit comprising the second heat exchanger, the low-temperature radiator, and a three-way water valve; the low-temperature side second heat exchange circuit comprising the second heat exchanger, a cold air core, and the three-way water valve; the three-way water valve configured to control the low-temperature side first heat exchange circuit or the low-temperature side second heat exchange circuit to be conducted with the first refrigerant circuit; the cold air core configured to provide cooling for the cabin based on a cooling liquid on a cooling liquid line of the low-temperature side heat exchange circuit when the second heat exchange circuit is conducted with the first refrigerant circuit. 7.A vehicle thermal management control method applied to the vehicle thermal management control system according to any one of claims 1-6, the method comprising: controlling a low-temperature radiator of a low-temperature heat exchange circuit to absorb external heat of the vehicle when the vehicle is in a target heating mode, so that a second heat exchanger of the low-temperature heat exchange circuit transfers the external heat to the first refrigerant circuit; controlling a compressor of the first refrigerant circuit to work on low-temperature liquid refrigerant on a refrigerant pipeline of the first refrigerant circuit, so that the low-temperature liquid refrigerant absorbs the external heat to form high-temperature refrigerant gas; transferring the high-temperature refrigerant gas to a high-temperature heat exchange circuit by a first heat exchanger on the first refrigerant circuit, so that a heater core of the high-temperature heat exchange circuit is heated to provide air heating inside the vehicle cabin based on the high-temperature refrigerant gas.

8. The method of claim 7, wherein, The method further comprises: obtaining a compressor rotating speed of the compressor, an initial air outlet temperature of the heater core, and a damper opening of an air flow control mechanism; controlling the air outlet temperature of the heater core to be not greater than a preset target air outlet temperature according to the compressor rotating speed, the initial air outlet temperature, and the damper opening.

9. The method of claim 8, wherein, The air flow control mechanism comprises a temperature damper, and the method further comprises: controlling the damper opening of the temperature damper to reach a preset minimum first damper opening to obtain a first air outlet temperature of the heater core when the compressor has run to a minimum rotating speed and the initial air outlet temperature of the heater core is greater than the preset target air outlet temperature; maintaining the temperature damper to run at the preset minimum first damper opening when the first air outlet temperature is not greater than the preset target air outlet temperature.

10. The method of claim 9, wherein, The method further comprises: adjusting an opening of a first expansion valve on the first refrigerant circuit when the first air outlet temperature is greater than the preset target air outlet temperature, so that the refrigerant temperature is greater than an ambient temperature to make the low-temperature radiator dissipate heat to the outside until the air outlet temperature of the heater core is not greater than the preset target air outlet temperature; wherein the ambient temperature is a temperature of an environment where the vehicle is located, and the refrigerant temperature is a temperature of the low-temperature liquid refrigerant on the first refrigerant circuit.

11. The method of claim 8 or 9, wherein, The air flow control mechanism further comprises a circulation damper, and the method further comprises: controlling the damper opening of the circulation damper to reach a preset maximum second damper opening to obtain a second air outlet temperature of the heater core when the first air outlet temperature is greater than the preset target air outlet temperature and the circulation damper is in an automatic control state; maintaining the circulation damper to run at the preset maximum second damper opening when the second air outlet temperature is not greater than the preset target air outlet temperature.

12. The method of claim 11, wherein, The method further comprises: obtaining a control state of a blower when the first air outlet temperature is greater than the preset target air outlet temperature and the circulation damper is in a non-automatic control state, or when the second air outlet temperature is greater than the preset target air outlet temperature. In the case that the air blower is adjustable, the air volume of the air blower is controlled to reduce to obtain a third air outlet temperature of the warm air core until the air outlet temperature of the warm air core is not greater than the preset target air outlet temperature.

13. The method of claim 12, wherein, In the case that the air blower is not adjustable, or in the case that the air volume reaches the minimum air volume and the third air outlet temperature is greater than the preset target air outlet temperature, the method further comprises: adjusting the opening of the first expansion valve so that the refrigerant temperature is greater than the ambient temperature to make the low-temperature radiator dissipate heat to obtain a fourth air outlet temperature of the warm air core; In the case that the fourth air outlet temperature is greater than the preset target air outlet temperature, the step of controlling the damper opening of the temperature damper to reach a preset minimum first damper opening is performed until the air outlet temperature of the warm air core is not greater than the preset target air outlet temperature.

14. An electronic device comprising a memory, a controller, and a computer program stored in the memory and executable on the controller, wherein the controller implements the vehicle thermal management control method according to any one of claims 7 to 13 when executing the computer program.

15. A computer readable storage medium storing a computer program, wherein the computer program implements the vehicle thermal management control method according to any one of claims 7 to 13 when executed by a controller.

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