CN115366616A

CN115366616A - Vehicle direct and indirect heating heat management system and control method thereof

Info

Publication number: CN115366616A
Application number: CN202211100778.0A
Authority: CN
Inventors: 吴俊�; 王天英; 龚智方; 晁长青
Original assignee: Zhiji Automobile Technology Co Ltd
Current assignee: Zhiji Automobile Technology Co Ltd
Priority date: 2022-09-09
Filing date: 2022-09-09
Publication date: 2022-11-22
Anticipated expiration: 2042-09-09
Also published as: CN115366616B

Abstract

A vehicle direct and indirect heating heat management system and a control method thereof are disclosed, the system comprises: a compressor; the outlet of the compressor is connected with the first heat exchanger; the low-pressure heat absorption device, the first throttling device, the low-pressure heat absorption device, the compressor and the first heat exchanger are sequentially connected to form a first loop; the second heat exchanger, the second throttling device, the second heat exchanger, the compressor and the first heat exchanger are sequentially connected to form a second loop; the first throttling device and the second throttling device are respectively connected to the first heat exchanger; and the thermal management controller is respectively connected with the first throttling device, the second throttling device and the compressor, and adjusts the working states of the first throttling device, the second throttling device and the compressor according to data of at least one in-vehicle sensor. The invention couples and utilizes different heat sources such as environment heat, motor heat and the like.

Description

Vehicle direct and indirect heating heat management system and control method thereof

Technical Field

The invention relates to a vehicle thermal management system and a control method thereof, in particular to a vehicle direct and indirect heating thermal management system and a control method thereof.

Background

With the rapid development of global economy, green energy resources tend to be in tension. Effective measures are made in various countries, and the vigorous development of new energy automobiles also becomes one of important means for saving energy.

The new energy pure electric vehicle attaches more and more importance to the whole vehicle heat management technology, the whole vehicle heat management can enable a motor and a battery to be in the optimal working temperature range, the efficiency is highest, and the whole vehicle endurance can be further improved by combining the heat pump air conditioning technology. However, under a lower environment temperature, even if the new energy vehicle adopts a heat pump technology to absorb heat from the environment, the air conditioner power consumption is still higher, and the endurance attenuation of the whole vehicle is further increased. When the ambient temperature is lower than a certain degree, such as-10 ℃ in a conventional way, part of the heat management system can only use the electric heater for heating, the ambient temperature with lower limitation of the compressor cannot be started, and the endurance attenuation is more serious at the moment. The motor does not have the heat dissipation demand in winter, and its self is a heat-generating body, carries out rational utilization with its heat, can reduce the decay of whole car continuation of the journey in winter, reduces customer's complaint. Although the existing new energy vehicles are dedicated to the whole vehicle thermal management technology, the existing thermal management technologies are good and bad, and a certain distance is provided for practical and wide application.

Disclosure of Invention

Aiming at the problem of low thermal management efficiency of the whole new energy vehicle in the prior art, the invention provides a thermal management system for direct and indirect heating of the vehicle and a control method thereof, and at least the problem of the thermal management efficiency of the whole vehicle in a low-temperature environment can be solved.

In order to achieve the purpose, the invention adopts the following technical scheme:

a vehicle thermal management system, comprising: a compressor; the outlet of the compressor is connected with the first heat exchanger; the low-pressure heat absorption device and the first throttling device are sequentially connected with each other to form a first loop; the second throttling device, the second heat exchanger, the compressor and the first heat exchanger are sequentially connected to form a second loop; the first throttling device and the second throttling device are respectively connected to the first heat exchanger; and the thermal management controller is respectively connected with the first throttling device, the second throttling device and the compressor, and adjusts the working states of the first throttling device, the second throttling device and the compressor according to data of at least one in-vehicle sensor.

In order to achieve the purpose, the invention also adopts the following technical scheme:

a vehicle direct heating thermal management system, comprising: a compressor; the air conditioning box assembly comprises an internal condenser, and an outlet of the compressor is connected with the internal condenser; the low-pressure heat absorption device and the first throttling device are sequentially connected with each other to form a first loop; the second throttling device, the second heat exchanger, the compressor and the internal condenser are sequentially connected to form a second loop; the second heat exchanger and the low-pressure heat absorption device are respectively connected to an inlet of the compressor, and the first throttling device and the second throttling device are respectively connected to the internal condenser. And the thermal management controller is respectively connected with the first throttling device, the second throttling device and the compressor, and adjusts the working states of the first throttling device, the second throttling device and the compressor according to data of at least one in-vehicle sensor.

a thermal management system for indirect heating of a vehicle, comprising: a compressor; the outlet of the compressor is connected with the water-cooled condenser; the water heater is connected with the water-cooled condenser; the low-pressure heat absorption device and the first throttling device are sequentially connected with each other to form a first loop; the second throttling device, the second heat exchanger, the compressor and the water-cooled condenser are sequentially connected to form a second loop; the first throttling device and the second throttling device are respectively connected to the water-cooled condenser; and the thermal management controller is respectively connected with the first throttling device, the second throttling device and the compressor and adjusts the working states of the first throttling device, the second throttling device and the compressor according to data of at least one in-vehicle sensor.

a control method of a thermal management system for vehicle direct heating comprises the following steps: closing the first throttling device and the low-pressure heat absorption device; acquiring an air outlet temperature target and air volume, and calculating a target air outlet temperature of the air heater according to the air outlet temperature target and the air volume so as to adjust the power of the air heater; monitoring the temperature of the motor cooling liquid, and adjusting the opening of the second throttling device and the opening or closing of the compressor according to the temperature of the motor cooling liquid; and under the state that the compressor is started, further acquiring the exhaust pressure and the suction pressure of the compressor, and adjusting the rotating speed of the compressor according to the exhaust pressure and the suction pressure of the compressor.

a control method of a thermal management system for vehicle direct heating comprises the following steps: acquiring an air outlet temperature target and air volume, and calculating a target air outlet temperature of the air heater according to the air outlet temperature target and the air volume so as to adjust the power of the air heater; monitoring the temperature of the motor coolant, and adjusting the opening of the second throttling device according to the temperature of the motor coolant; starting a compressor, obtaining the exhaust pressure and the suction pressure of the compressor, and adjusting the rotating speed of the compressor according to the exhaust pressure and the suction pressure of the compressor; and calculating a system target supercooling degree according to the outlet air temperature target and the air volume, and adjusting the opening degree of the first throttling device according to the system target supercooling degree.

a control method of a vehicle indirect heating heat management system comprises the following steps: closing the first throttling device and the low-pressure heat absorption device; acquiring an air outlet temperature target and air volume, and calculating the target temperature of the cooling liquid at the inlet of the air conditioning box assembly according to the air outlet temperature target and the air volume so as to adjust the power of the water heater; monitoring the temperature of the motor cooling liquid, and adjusting the opening of the second throttling device and the opening or closing of the compressor according to the temperature of the motor cooling liquid; and under the condition that the compressor is started, further acquiring the exhaust pressure and the suction pressure of the compressor, and adjusting the rotating speed of the compressor according to the exhaust pressure and the suction pressure of the compressor.

a control method of a thermal management system for vehicle indirect heating comprises the following steps: acquiring an air outlet temperature target and air volume, and calculating the target temperature of the cooling liquid at the inlet of the air conditioning box assembly according to the air outlet temperature target and the air volume so as to adjust the power of the water heater; monitoring the temperature of the motor coolant, and adjusting the opening of the second throttling device according to the temperature of the motor coolant; starting a compressor, obtaining the exhaust pressure and the suction pressure of the compressor, and adjusting the rotating speed of the compressor according to the exhaust pressure and the suction pressure of the compressor; and calculating a system target supercooling degree according to the outlet air temperature target and the air volume, and adjusting the opening degree of the first throttling device according to the system target supercooling degree.

As an implementation mode of the invention, the heat management system further comprises a water heater, an air conditioning box assembly and a water pump. The first heat exchanger is a water-cooled condenser, and the first heat exchanger, the water heater, the air-conditioning box assembly and the water pump are sequentially connected to form a third loop.

As one embodiment of the invention, the thermal management controller is connected to the water heater and adjusts the operating state of the water heater based on at least one in-vehicle sensor data.

As an implementation mode of the invention, the heat management system further comprises an air conditioning box assembly. The air conditioning box assembly comprises an air heater and an internal condenser, the air heater heats the outlet air of the internal condenser again, and the internal condenser serves as a first heat exchanger.

As one embodiment of the invention, the thermal management controller is connected with the wind heater and adjusts the working state of the wind heater according to the data of at least one in-vehicle sensor.

As an embodiment of the invention, the second heat exchanger is connected with a heat generating device of the vehicle.

As an embodiment of the present invention, the low pressure heat sink comprises a combination of an air heat exchanger and an electronic fan, or a combination of a radiator tank, an electronic fan and a second heat exchanger.

As an embodiment of the present invention, in the first operation mode, the first throttling means is closed and the low pressure heat sink is not operated; the compressor discharges refrigerant gas in a high-temperature and high-pressure state, the refrigerant gas enters an in-vehicle condenser, and the refrigerant gas becomes a medium-temperature and medium-pressure liquid refrigerant after heat exchange; the medium-temperature and medium-pressure liquid refrigerant is throttled by a second throttling device to become low-temperature and low-pressure two-phase refrigerant and enters a second heat exchanger; the low-temperature low-pressure two-phase refrigerant exchanges heat with a heating device of the vehicle in the second heat exchanger to become a low-temperature low-pressure nearly saturated gaseous refrigerant and enters the compressor, and waste heat formed by heat exchange is recovered and released on the air side of the condenser in the vehicle.

As an embodiment of the present invention, in the second operation mode, the compressor discharges refrigerant gas in a high-temperature and high-pressure state to enter an in-vehicle condenser, and the refrigerant gas is changed into a medium-temperature and medium-pressure liquid refrigerant after heat exchange; the medium-temperature medium-pressure liquid refrigerant is divided into two paths: the first path enters a low-pressure heat absorption device through a first throttling device, and is subjected to heat exchange in the low-pressure heat absorption device to become a low-temperature low-pressure near-saturated gaseous refrigerant; the second path is throttled by a second throttling device to become low-temperature low-pressure two-phase refrigerant, the low-temperature low-pressure two-phase refrigerant enters a second heat exchanger, the low-temperature low-pressure low-phase refrigerant exchanges heat with a heating device of a vehicle in the second heat exchanger to become low-temperature low-pressure nearly saturated gaseous refrigerant, and waste heat formed by heat exchange is recovered and released on the air side of a condenser in the vehicle; the low-temperature low-pressure nearly saturated gaseous refrigerant formed by the first path and the second path is converged and enters the compressor.

As an embodiment of the present invention, a motor coolant temperature sensor that outputs a signal corresponding to a motor coolant temperature; an ambient temperature sensor that outputs a signal corresponding to an ambient temperature; the air heater air outlet temperature sensor outputs a signal corresponding to the APTC air outlet temperature; a compressor discharge pressure sensor for outputting a signal corresponding to a discharge pressure of the compressor; a compressor suction pressure sensor for outputting a signal corresponding to a compressor suction pressure; an internal condenser outlet refrigerant temperature sensor for outputting a signal corresponding to the temperature of an internal condenser outlet refrigerant; and an in-vehicle temperature sensor for outputting a signal corresponding to the in-vehicle temperature.

In the technical scheme, different heat sources such as environment heat, motor heat, electric heater heat and the like are coupled and utilized, so that the energy efficiency of the system is maximized; dividing heating of the heat management system in different modes according to the environment temperature interval to realize rapid mode switching; the control target is reasonably defined by combining the controlled components, one-to-one control is realized, and the control is more refined and the response is faster on the premise of meeting the comfort of the passenger compartment.

Drawings

FIG. 1 is a schematic diagram of a direct heating thermal management system according to the present invention;

FIG. 2 is a schematic diagram of the indirect heating thermal management system of the present invention;

FIG. 3 is a flow chart of the system start-up of the present invention;

FIG. 4 is a schematic diagram of a first mode of operation of the direct thermal management system of the present invention;

FIG. 5 is a flow chart of a method for controlling a first mode of operation of the direct thermal management system of the present invention;

FIG. 6 is a schematic diagram of a second mode of operation of the direct-heating thermal management system of the present invention;

FIG. 7 is a flow chart of a method for controlling a second mode of operation of the direct thermal management system of the present invention;

FIG. 8 is a schematic view of a first mode of operation of the indirect heating thermal management system of the present invention;

FIG. 9 is a flowchart of a method for controlling a first mode of operation of the indirect heating thermal management system of the present invention;

fig. 10 is a structural schematic diagram of a second operation mode of the indirect heating thermal management system of the invention;

FIG. 11 is a flowchart of a method for controlling a second mode of operation of the indirect heating thermal management system of the present invention;

in the figure:

the system comprises a compressor, a 2A-internal condenser, a 2B-water-cooled condenser, a 3-first throttling device, a 4-second throttling device, a 5-low-pressure heat absorbing device, a 6-second heat exchanger, a 7-vehicle heating device (a motor and other heating components are combined), an 8A-air-conditioning box assembly, an 8B-water heater (WPTC), a 9A-blower, a 9B air-conditioning box assembly, a 10A-air heater (APTC), a 10B-water pump, a 11-motor coolant temperature sensor, a 12-environment temperature sensor, a 13-air-conditioning box assembly air outlet temperature sensor, a 14-air-conditioning box assembly inlet coolant temperature sensor, a 15-compressor exhaust pressure sensor, a 16-compressor suction pressure sensor, a 17-water-cooled condenser outlet refrigerant temperature sensor, an 18-internal temperature sensor, a 19-thermal management controller, a 20-receiver, a 21-output device, a 22-arithmetic processor, a 23-air heater air outlet temperature sensor and a 24-internal condenser outlet refrigerant temperature sensor.

Detailed Description

The technical solutions in the embodiments of the present invention are further clearly and completely described below with reference to the drawings and the embodiments. It is to be understood that the described embodiments are for the purpose of illustrating the subject invention and are not intended to be exhaustive of all embodiments of the subject invention.

Examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

Referring to fig. 1 and 2, the present invention first discloses a vehicle thermal management system having a direct heating or indirect heating function. The heat management system of the invention mainly comprises 3 parts of loops, namely a control loop (namely, a middle part loop shown in figures 1 and 2) consisting of a compressor 1, a first heat exchanger, a second heat exchanger 6, a low-pressure heat absorbing device 5, a first throttling device 3 and a second throttling device 4, and a first heat exchange loop and a second heat exchange loop (namely, left and right side part loops shown in figures 1 and 2) connected with a main loop.

In addition to the above 3 loops, the thermal management system of the present invention further has a thermal management controller 19, and the thermal management controller 19 is connected to the control loop and the partial devices in the thermal management loop respectively, so as to control the whole thermal management loop. The thermal management controller 19 corresponds to the "brain" of the air conditioner of the entire vehicle, and the interior thereof can be simply understood as including a receiver 20, an arithmetic processor 22, and an output device 21. The signal received by the receiver 20 is derived from at least one in-vehicle sensor disposed in the thermal management system, signals output from various sensors are input to the arithmetic processor 22 via the receiver 20, and the signals for the various sensors and the internal operation instructions obtained by the arithmetic processor 22 are output from the thermal management controller 19 via the output device 21.

As shown in fig. 1 and 2, in the main circuit, the outlet of the compressor 1 is connected to the first end of the first heat exchanger, the first end of the second heat exchanger 6 and the first end of the low pressure heat sink 5 are respectively connected to the inlet of the compressor 1, the second end of the low pressure heat sink 5 is connected to the first end of the first throttling device 3, and the second end of the second heat exchanger 6 is connected to the first end of the second throttling device 4. Second ends of the first throttling device 3 and the second throttling device 4 are respectively connected to a second end of the first heat exchanger. For a direct heating thermal management system, the first heat exchanger may be the interior condenser 2A of fig. 1. For an indirect heating thermal management system, the first heat exchanger may be the water cooled condenser 2B in fig. 2. Through the connection mode, the first throttling device 3, the low-pressure heat absorption device 5, the compressor 1 and the first heat exchanger are sequentially connected to form a first loop, and the second throttling device 4, the second heat exchanger 6, the compressor 1 and the first heat exchanger are sequentially connected to form a second loop. The second heat exchanger 6 is additionally connected to a heat generating component 7 of the vehicle, such as a combination of an electric motor and other heat generating components.

Referring to fig. 1, for the direct heating thermal management system, the second heat exchange loop on the right side is mainly disposed in the air conditioning box assembly 8A. The air conditioning box assembly 8A is internally provided with an air heater 10A (APTC), an interior condenser 2A, a blower 9A, an interior evaporator and the like, the air heater 10A reheats the outlet air of the interior condenser 2A, and the interior condenser 2A serves as a first heat exchanger at this time. For the direct heating heat management system, the heat management controller 19 is respectively connected with the first throttling device 3, the second throttling device 4, the compressor 1 and the air heater 10A, and adjusts the working states of the first throttling device 3, the second throttling device 4, the compressor 1 and the air heater 10A according to data of at least one in-vehicle sensor.

With continued reference to fig. 1, for a direct-heating thermal management system, the at least one in-vehicle sensor includes the following sensors and/or combinations thereof:

a motor coolant temperature sensor 11 that outputs a signal corresponding to the temperature of the motor coolant;

an ambient temperature sensor 12 that outputs a signal corresponding to an ambient temperature;

an air heater outlet air temperature sensor 23 that outputs a signal corresponding to an air heater outlet air temperature;

a compressor discharge pressure sensor 15 that outputs a signal corresponding to a compressor discharge pressure;

a compressor suction pressure sensor 16 for outputting a signal corresponding to a compressor suction pressure;

an internal condenser outlet refrigerant temperature sensor 24 that outputs a signal corresponding to the internal condenser outlet refrigerant temperature;

and an in-vehicle temperature sensor 18 that outputs a signal corresponding to the in-vehicle temperature.

The processor 22 processes the signals and outputs command control via the output unit 21 to regulate the controlled components in the thermal management system. For a direct-heating thermal management system, the controlled components include: the opening degree of the first throttle device 3, the opening degree of the second throttle device 4, the operating state and the rotational speed of the compressor 1, and the power of the air heater 10A.

Referring to fig. 2, for the indirect heating heat management system, the second heat exchange loop on the right side mainly includes a water heater 8B (WPTC), an air conditioning box assembly 9B and a water pump 10B, the first heat exchanger, the water heater 8B, the air conditioning box assembly 9B and the water pump 10B are connected in sequence to form a third loop, and at this time, the water-cooled condenser 2B serves as the first heat exchanger. For the indirect heating heat management system, the heat management controller 19 is respectively connected with the first throttling device 3, the second throttling device 4, the compressor 1 and the water heater 8B, and adjusts the working states of the first throttling device 3, the second throttling device 4, the compressor 1 and the water heater 8B according to data of at least one in-vehicle sensor.

With continued reference to fig. 2, for the indirect heating thermal management system, the at least one in-vehicle sensor includes the following sensors and/or combinations thereof:

an air-conditioning box assembly air-out temperature sensor 13 for outputting a signal corresponding to the air-conditioning box assembly air-out temperature;

an air conditioning case assembly inlet coolant temperature sensor 14 that outputs a signal corresponding to the air conditioning case assembly inlet coolant temperature;

a water-cooled condenser outlet refrigerant temperature sensor 17 that outputs a signal corresponding to the water-cooled condenser outlet temperature;

The processor 22 processes the signals and outputs command control via the output unit 21 to regulate the controlled components in the thermal management system. For an indirect heating thermal management system, controlled components include: the opening degree of the first throttle device 3, the opening degree of the second throttle device 4, the operating state and the rotational speed of the compressor 1, and the power of the water heater 8B.

As a preferred embodiment of the present invention, the low pressure heat sink 5 may be a combination of an air heat exchanger and an electronic fan, or a combination of a heat dissipation water tank, an electronic fan and a second heat exchanger 6 (in this case, the second heat exchanger 6 is included in the low pressure heat sink 5), which can achieve the technical purpose of the present invention and achieve the technical effects of the present invention.

It will be understood by those skilled in the art that the above-mentioned options of the components, such as the first heat exchanger being selected as the internal condenser 2A or the water-cooled condenser 2B, or the low-pressure heat sink 5 being selected as a combination of an air heat exchanger and an electric fan, are illustrative and not limiting. In other equivalent embodiments of the present invention, other reasonable forms of the above components may be selected, and all of them are within the scope of the present invention.

Referring to fig. 3, the control method of the direct and indirect heating thermal management system provided by the present invention has two heating modes, which are a first operation mode and a second operation mode. That is, the control method of the direct heating has a first operation mode and a second operation mode, and the control method of the indirect heating also has a first operation mode and a second operation mode.

As shown in fig. 3, the thermal management system of the present invention first determines which operation mode the system enters, and mainly includes the following steps:

step S1: starting an air conditioner;

step S2: reading the ambient temperature Tam and the air conditioner setting data Tset;

and step S3: judging the heating mode of the air conditioner operation according to the environment temperature Tam and the air conditioner setting data Tset;

and step S4: presetting an environment temperature threshold value T1, and when the environment temperature Tam is less than T1;

step S5: the system enters a first operation mode;

step S6: if not, the system enters a second operation mode.

The direct heating and indirect heating heat management systems and the control methods thereof will be further described below.

Direct heating:

when the system enters the first mode of operation, its equivalent thermal management system is shown in FIG. 4. At this time, the first throttle 3 is closed and the low pressure heat sink 5 is not operated.

In the first operation mode, the refrigerant gas in a high-temperature and high-pressure state discharged by the compressor 1 enters the in-vehicle condenser 2A, and is subjected to heat exchange with low-temperature gas introduced by the blower 9A in the air-conditioning box assembly 8A to become a medium-temperature and medium-pressure liquid refrigerant. The heated air discharged from the internal condenser 2A is further heated by the air heater 10A and enters the passenger compartment, thereby heating the passenger compartment. On the other hand, the middle-temperature and middle-pressure liquid refrigerant coming out of the internal condenser 2A is throttled by the second throttling device 4 to become a low-temperature and low-pressure two-phase refrigerant, and the low-temperature and low-pressure two-phase refrigerant enters the second heat exchanger 6, and exchanges heat with the heating device 7 (combination of the motor and other heating devices) of the vehicle in the second heat exchanger 6, so that the waste heat of the motor and other heating devices is recovered and released to the air side in the internal condenser 2A, and the air side is heated by the air conditioning box assembly 8A, and thus the energy consumption can be further reduced. Meanwhile, the low-temperature low-pressure nearly saturated gaseous refrigerant from the second heat exchanger 6 enters the compressor 1, and a new cycle is started. At this time, the air heater 10A is turned on to compensate the temperature of the air discharged from the condenser 2A in the vehicle, and the operation time and the power thereof are changed according to the temperature change in the vehicle.

As shown in fig. 5, a control method flow of the first operation mode mainly includes the following steps:

step SA11: firstly, judging whether the system is in a first operation mode;

step SA12: acquiring an outlet air temperature target Tao and an air volume Gair;

step SA13: according to the target Tao of the outlet air temperature and the air quantity Gair, the target outlet air temperature T of the air heater 10A is calculated _APTCOUT ；

Step SA14: output air heater 10A target outlet air temperature T _APTCOUT ；

Step SA15: air heater air-out temperature sensor 23 is to air heater air-out temperature T _APTC To carry out real-timeMonitoring, T _APTC Target outlet air temperature T of air heater 10A _APTCOUT A comparison is made, so that the feedback regulation of the power of the wind heater 10A (APTC) is realized;

step SA16: motor coolant temperature sensor 11 measures motor coolant temperature T _EDS And (5) monitoring. When the temperature of the motor coolant T _EDS If the temperature is higher than the target temperature threshold of the motor coolant, steps SA18 and SA19 are performed, otherwise, step SA17 is performed;

step SA17: when the temperature of the motor coolant T _EDS If the temperature is less than the target temperature threshold of the motor cooling liquid, the motor and other electric devices have no redundant heat to be utilized, and the compressor 1 is turned off at the moment;

step SA18: when the temperature of the motor coolant T _EDS When the target temperature threshold of the motor cooling liquid is higher than the target temperature threshold of the motor cooling liquid, the opening degree of the second throttling device 4 is adjusted in a feedback mode according to the target temperature threshold of the motor cooling liquid;

step SA19: on the other hand, when the motor coolant temperature T _EDS If the temperature is higher than the target temperature threshold of the motor cooling liquid, the redundant heat of the motor and other electric devices can be utilized, and the compressor 1 is started;

step SA110: a compressor discharge pressure sensor 15 and a compressor suction pressure sensor 16 respectively monitor a compressor discharge pressure Hp and a compressor suction pressure Lp, and respectively compare the compressor discharge pressure Hp and the compressor suction pressure Lp with a threshold value;

step SA111: when the discharge pressure Hp of the compressor is less than the threshold value 1 and the suction pressure Lp of the compressor is more than the threshold value 2, the compressor 1 performs the action of increasing the rotating speed;

step SA112: on the contrary, if any of the conditions in step SA111 is not satisfied, the compressor 1 performs the rotation speed reduction operation,

when the system enters the second mode of operation, its equivalent thermal management system is shown in FIG. 6. At this point, all components are engaged.

In the second operation mode, the refrigerant gas in a high-temperature and high-pressure state discharged by the compressor 1 enters the condenser 2A in the vehicle and is subjected to heat exchange with the low-temperature gas introduced by the blower 9A in the air-conditioning box assembly 8A to become a medium-temperature and medium-pressure liquid refrigerant. The heated air discharged from the internal condenser 2A is further heated by the air heater 10A (APTC) and enters the passenger compartment, thereby heating the passenger compartment. On the other hand, the medium-temperature and medium-pressure liquid refrigerant coming out of the condenser 2A in the vehicle is divided into two paths, the first path enters the low-pressure heat absorption device 5 through the first throttling device 3, and exchanges heat with low-temperature gas or cooling liquid to become low-temperature and low-pressure near-saturated gaseous refrigerant; the second path is throttled by the second throttling device 4 to become low-temperature low-pressure two-phase refrigerant, enters the second heat exchanger 6, and exchanges heat with a heating device 7 (a motor and other heating components) of the vehicle, so that the waste heat of the motor and other heating components is recovered and released to the air side in the condenser 2A in the vehicle, and the air side is heated by the air conditioning box assembly 8A, and the energy consumption can be further reduced. Meanwhile, the low-temperature low-pressure nearly saturated gaseous refrigerant (second path) coming out of the second heat exchanger 6 and the low-temperature low-pressure nearly saturated gaseous refrigerant (first path) flowing out of the low-pressure heat absorption device 5 are merged and enter the compressor 1 to start a new cycle. At this time, the air heater 10A (APTC) is turned on to compensate the temperature of the air discharged from the internal condenser 2A, and the operating time and the power of the air heater change with the temperature change in the vehicle.

The flow of the control method of the second operation mode is shown in fig. 7, and the control method of the thermal management controller 19 mainly includes the following steps:

step SA21: firstly, judging whether the system is in a second operation mode;

step SA22: acquiring an outlet air temperature target Tao and an air volume Gair;

step SA23: according to the target Tao of the outlet air temperature and the air quantity Gair, the target outlet air temperature T of the air heater 10A is calculated _APTCOUT ；

Step SA24: output air heater 10A target outlet air temperature T _APTCOUT ；

Step SA25: air heater air-out temperature sensor 23 is to air heater air-out temperature T _APTC Carrying out real-time monitoring on T _APTC And the target outlet air temperature T of the air heater 10A _APTCOUT Comparing to realize feedback regulation of power of the wind heater 10A (APTC);

step SA26: at the same timeMotor coolant temperature sensor 11 measures motor coolant temperature T _EDS And (5) monitoring. When the temperature of the motor coolant T _EDS If the target temperature threshold of the motor cooling liquid is higher than the threshold value, the redundant heat of the motor and other electric devices can be utilized, the step SA27 is executed, otherwise, the step SA28 is executed;

step SA27: the opening degree of the second throttling device 4 is adjusted according to the motor coolant target temperature threshold value in a feedback mode;

step SA28: when the temperature of the motor coolant T _EDS If the temperature is less than the target temperature threshold of the motor cooling liquid, the fact that no redundant heat can be utilized by the motor and other electric devices is meant, at the moment, the second throttling device 4 is closed, and the opening degree of the second throttling device is 0;

step SA29: starting the compressor 1;

step SA210: a compressor discharge pressure sensor 15 and a compressor suction pressure sensor 16 respectively monitor a compressor discharge pressure Hp and a compressor suction pressure Lp, and respectively compare the compressor discharge pressure Hp and the compressor suction pressure Lp with a threshold value;

step SA211: when the discharge pressure Hp of the compressor is less than the threshold value 1 and the suction pressure Lp of the compressor is more than the threshold value 2, the compressor 1 performs the action of increasing the rotating speed;

step SA212: otherwise, if any of the conditions in step SA211 is not satisfied, the compressor 1 performs a speed reduction operation;

step SA213: meanwhile, calculating a system target supercooling degree SC according to the outlet air temperature target Tao and the air volume Gair;

step SA214: outputting a system target supercooling degree SC;

step SA215: the compressor discharge pressure sensor 15 monitors the compressor discharge pressure Hp, and calculates the internal condenser outlet pressure Hcondout using the relationship between the compressor discharge pressure Hp and the internal condenser outlet pressure Hcondout. The internal condenser outlet refrigerant temperature sensor 24 monitors the internal condenser outlet refrigerant temperature Tcondout, calculates the internal condenser outlet super-cooling degree SC by using the internal condenser outlet pressure Hcondout and the internal condenser outlet refrigerant temperature Tcondout, and compares the internal condenser outlet super-cooling degree SC with the system target super-cooling degree SC to realize the feedback adjustment of the opening degree of the first throttling device 3.

Indirect heating

When the system enters the first mode of operation, its equivalent thermal management system is shown in FIG. 8. At this time, the first throttle 3 is closed and the low pressure heat sink 5 is not operated.

In the first operation mode, the refrigerant gas in a high-temperature and high-pressure state discharged from the compressor 1 enters the water-cooled condenser 2B, and is cooled by heat exchange with the low-temperature cooling liquid to become a medium-temperature and medium-pressure liquid refrigerant. The heated coolant from the water-cooled condenser 2B enters the air conditioning box assembly 9B, and exchanges heat with the low-temperature gas in the vehicle, thereby heating the passenger compartment. On the other hand, the middle-temperature and middle-pressure liquid refrigerant coming out of the water-cooled condenser 2B is throttled by the second throttling device 4 to become a low-temperature and low-pressure two-phase refrigerant, and the low-temperature and low-pressure two-phase refrigerant enters the second heat exchanger 6 to exchange heat with the heating device 7 (the motor and other heating components) of the vehicle, so that the waste heat of the motor and other heating components is recovered and released to the cooling liquid side in the water-cooled condenser 2B, and then the air side is heated by the air-conditioning box assembly 9B, and thus the energy consumption can be further reduced. Meanwhile, the low-temperature low-pressure nearly saturated gaseous refrigerant from the second heat exchanger 6 enters the compressor 1, and a new cycle is started. At this time, the water heater 8B (WPTC) is turned on to perform temperature compensation on the coolant circuit of the air conditioning box assembly 9B, and the operating time and the power of the water heater change with the temperature change in the vehicle.

The flow of the control method of the first operation mode is shown in fig. 9, and the control method of the thermal management controller 19 mainly includes the following steps:

step SB11: firstly, judging whether a system is in a first operation mode;

step SB12: acquiring an air outlet temperature target Tao and an air volume Gair;

step SB13: calculating the target temperature T of the cooling liquid at the inlet of the air-conditioning box assembly according to the target outlet air temperature Tao and the air volume Gair _HVACin ；

Step SB14: target temperature T of cooling liquid at inlet of output air-conditioning box assembly _HVACin ；

Step SB15: air-conditioning box assembly inlet cooling liquid temperature sensor 14 for cooling air-conditioning box assembly inletCoolant temperature T _HVAC Carrying out real-time monitoring to obtain T _HVAC And the target temperature T of the cooling liquid at the inlet of the air conditioning box assembly _HVACin Comparing to realize feedback regulation of the power of the water heater 8B (WPTC);

step SB16: motor coolant temperature sensor 11 measures motor coolant temperature T _EDS And (5) monitoring. When the temperature of the motor coolant T _EDS If the temperature is higher than the motor coolant target temperature threshold value, the steps SB18 and SB19 are carried out, otherwise, the step SB17 is carried out;

step SB17: when the temperature of the motor coolant T _EDS If the temperature is less than the target temperature threshold of the motor cooling liquid, the motor and other electric devices have no redundant heat to be utilized, and the compressor 1 is turned off at the moment;

step SB18: when the temperature of the motor coolant T _EDS When the target temperature threshold of the motor cooling liquid is higher than the target temperature threshold of the motor cooling liquid, the opening degree of the second throttling device 4 is adjusted in a feedback mode according to the target temperature threshold of the motor cooling liquid;

step SB19: on the other hand, when the motor coolant temperature T is low _EDS If the temperature is higher than the target temperature threshold of the motor cooling liquid, the redundant heat of the motor and other electric devices can be utilized, and the compressor 1 is started;

step SB110: a compressor discharge pressure sensor 15 and a compressor suction pressure sensor 16 respectively monitor a compressor discharge pressure Hp and a compressor suction pressure Lp, and the compressor discharge pressure Hp and the compressor suction pressure Lp are respectively compared with a threshold value;

step SB111: when the discharge pressure Hp of the compressor is less than a threshold value 1 and the suction pressure Lp of the compressor is more than a threshold value 2, the compressor 1 performs the action of increasing the rotating speed;

step SB112: on the contrary, if any of the conditions in step SB111 is not satisfied, the compressor 1 performs the rotation speed reduction operation.

When the system enters the second mode of operation, its equivalent thermal management system is shown in FIG. 10. At this point, all components are engaged.

In the second operation mode, the refrigerant gas in the high-temperature and high-pressure state discharged from the compressor 1 enters the water-cooled condenser 2B, and is cooled by heat exchange with the low-temperature cooling liquid to become a medium-temperature and medium-pressure liquid refrigerant. The heated coolant from the water-cooled condenser 2B enters the air conditioning box assembly 9B, and exchanges heat with the low-temperature gas in the vehicle, thereby heating the passenger compartment. On the other hand, the medium-temperature and medium-pressure liquid refrigerant from the water-cooled condenser 2B is divided into two paths, the first path enters the low-pressure heat absorption device 5 through the first throttling device 3, and exchanges heat with low-temperature gas or cooling liquid to become low-temperature and low-pressure near-saturated gaseous refrigerant; the second path is throttled by the second throttling device 4 to become a low-temperature low-pressure two-phase refrigerant, enters the second heat exchanger 6, and exchanges heat with a heating device 7 (a motor and other heating components) of the vehicle, so that the waste heat of the motor and other heating components is recovered and released on the cooling liquid side in the water-cooled condenser 2B, and the air side is heated by the air-conditioning box assembly 9B, and thus, the energy consumption can be further reduced. Meanwhile, the low-temperature low-pressure near-saturated gaseous refrigerant (the second path) coming out of the second heat exchanger 6 is merged with the low-temperature low-pressure near-saturated gaseous refrigerant (the first path) flowing out of the low-pressure heat absorption device 5, and enters the compressor 1 to start a new cycle. At this time, the water heater 8B (WPTC) is turned on to perform temperature compensation on the coolant circuit of the air conditioning box assembly 9B, and the operating time and power thereof vary with the temperature inside the vehicle.

The flow of the control method of the second operation mode is shown in fig. 11, and the control method of the thermal management controller 19 mainly includes the following steps:

step SB21: firstly, judging whether the system is in a second operation mode;

step SB22: acquiring an air outlet temperature target Tao and an air volume Gair;

step SB23: calculating the target temperature T of the cooling liquid at the inlet of the air-conditioning box assembly according to the target outlet air temperature Tao and the air volume Gair _HVACin ；

Step SB24: target temperature T of cooling liquid at inlet of output air conditioning box assembly _HVACin ；

Step SB25: air-conditioning box assembly inlet coolant temperature sensor 14 for air-conditioning box assembly inlet coolant temperature T _HVAC Carrying out real-time monitoring, T _HVAC And the target temperature T of the cooling liquid at the inlet of the air conditioning box assembly _HVACin By contrast, a feedback regulation of the power of the water heater 8B (WPTC) is achieved；

Step SB26: meanwhile, the motor coolant temperature sensor 11 measures the motor coolant temperature T _EDS And (5) monitoring. When the temperature of the motor coolant T _EDS If the target temperature of the motor cooling liquid is higher than the threshold value, the redundant heat of the motor and other electric devices can be utilized, the step SB27 is carried out, otherwise, the step SB28 is carried out;

step SB27: the opening degree of the second throttling device 4 is adjusted according to the target temperature threshold of the motor coolant in a feedback mode;

step SB28: when the temperature of the motor coolant T _EDS If the temperature is less than the target temperature threshold of the motor cooling liquid, the fact that no redundant heat can be utilized by the motor and other electric devices is meant, at the moment, the second throttling device 4 is closed, and the opening degree of the second throttling device is 0;

step SB29: starting the compressor 1;

step SB210: a compressor discharge pressure sensor 15 and a compressor suction pressure sensor 16 respectively monitor a compressor discharge pressure Hp and a compressor suction pressure Lp, and the compressor discharge pressure Hp and the compressor suction pressure Lp are respectively compared with a threshold value;

step SB211: when the discharge pressure Hp of the compressor is less than a threshold value 1 and the suction pressure Lp of the compressor is more than a threshold value 2, the compressor 1 performs the action of increasing the rotating speed;

step SB212: otherwise, if any of the conditions in step SB211 is not satisfied, the compressor 1 performs the speed reduction operation;

step SB213: meanwhile, calculating a system target supercooling degree SC according to the air outlet temperature target Tao and the air volume Gair;

step SB214: outputting a system target supercooling degree SC;

step SB215: the compressor discharge pressure sensor 15 monitors the compressor discharge pressure Hp, and calculates the water-cooled condenser outlet pressure Hwcdsout by using the relationship between the compressor discharge pressure Hp and the water-cooled condenser outlet pressure Hwcdsout. The water-cooled condenser outlet refrigerant temperature sensor 17 monitors the water-cooled condenser outlet refrigerant temperature Twcdsout, and the water-cooled condenser outlet subcooling degree SC is calculated by using the water-cooled condenser outlet pressure Hwcdsout and the water-cooled condenser outlet refrigerant temperature Twcdsout, and is compared with the system target subcooling degree SC, so that the feedback adjustment of the opening degree of the first throttling device 3 is realized.

In various embodiments of the present invention, it should be understood that the sequence numbers of the above-mentioned processes do not imply an inevitable order of execution, and the execution order of the processes should be determined by their functions and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

Those skilled in the art will appreciate that all or a portion of the steps of the various illustrated embodiments of the invention may be performed by associated hardware as instructed by a computer program, which may be stored centrally or distributed on one or more computer devices, such as a readable storage medium. Such computer devices may include Read-Only Memory (ROM), random Access Memory (RAM), programmable Read-Only Memory (PROM), erasable Programmable Read-Only Memory (EPROM), one-time Programmable Read-Only Memory (OTPROM), electrically Erasable Programmable Read-Only Memory (EEPROM), compact Disc Read-Only Memory (CD-ROM) or other optical disk storage, magnetic disk storage, tape storage, or any other medium from which a computer can Read or store data.

It should be understood by those skilled in the art that the above embodiments are only for illustrating the present invention and are not to be used as a limitation of the present invention, and that the changes and modifications of the above embodiments are within the scope of the appended claims as long as they are within the true spirit of the present invention.

Claims

1. A vehicle thermal management system, comprising:

a compressor;

the outlet of the compressor is connected with the first heat exchanger;

the low-pressure heat absorption device and the first throttling device are sequentially connected with each other to form a first loop;

the second throttling device, the second heat exchanger, the compressor and the first heat exchanger are sequentially connected to form a second loop;

the second heat exchanger and the low-pressure heat absorption device are respectively connected to an inlet of the compressor, and the first throttling device and the second throttling device are respectively connected to the first heat exchanger;

and the thermal management controller is respectively connected with the first throttling device, the second throttling device and the compressor and adjusts the working states of the first throttling device, the second throttling device and the compressor according to data of at least one in-vehicle sensor.

2. The vehicle thermal management system of claim 1, further comprising a water heater, an air conditioning tank assembly, and a water pump;

the first heat exchanger is a water-cooled condenser, and the first heat exchanger, the water heater, the air-conditioning box assembly and the water pump are sequentially connected to form a third loop.

3. The vehicle thermal management system of claim 2, wherein:

the thermal management controller is connected with the water heater and adjusts the working state of the water heater according to data of at least one in-vehicle sensor.

4. The vehicle thermal management system of claim 1, further comprising an air conditioning box assembly;

the air conditioning box assembly comprises an air heater and an internal condenser, the air heater heats outlet air of the internal condenser again, and the internal condenser serves as a first heat exchanger.

5. The vehicle thermal management system of claim 4, wherein:

the thermal management controller is connected with the wind heater and adjusts the working state of the wind heater according to data of at least one in-vehicle sensor.

6. The vehicle thermal management system of any of claims 1-5, wherein the second heat exchanger is coupled to a heat generating device of the vehicle.

7. The vehicle thermal management system of any of claims 1-5, wherein the low pressure heat sink comprises a combination of an air heat exchanger and an electronic fan, or a combination of a radiator tank, an electronic fan, and a second heat exchanger.

8. A vehicle direct heating thermal management system, comprising:

a compressor;

the air conditioning box assembly comprises an internal condenser, and an outlet of the compressor is connected with the internal condenser;

the second throttling device, the second heat exchanger, the compressor and the internal condenser are sequentially connected to form a second loop;

the second heat exchanger and the low-pressure heat absorption device are respectively connected to an inlet of the compressor, and the first throttling device and the second throttling device are respectively connected to the internal condenser;

and the thermal management controller is respectively connected with the first throttling device, the second throttling device and the compressor, and adjusts the working states of the first throttling device, the second throttling device and the compressor according to data of at least one in-vehicle sensor.

9. The vehicle direct heating thermal management system of claim 8, wherein said air conditioning cabinet assembly further comprises a wind heater, said wind heater reheating said interior condenser outlet air.

10. The vehicle direct heating thermal management system of claim 9, wherein:

the thermal management controller is connected with the air heater and adjusts the working state of the air heater according to data of at least one in-vehicle sensor.

11. The vehicle direct heating thermal management system according to any one of claims 8 to 10, wherein:

in a first operating mode, the first throttling device is closed, and the low-pressure heat sink does not work;

the compressor discharges refrigerant gas in a high-temperature and high-pressure state, the refrigerant gas enters an in-vehicle condenser, and the refrigerant gas becomes a medium-temperature and medium-pressure liquid refrigerant after heat exchange;

the medium-temperature and medium-pressure liquid refrigerant is throttled by a second throttling device to become low-temperature and low-pressure two-phase refrigerant and enters a second heat exchanger;

the low-temperature low-pressure two-phase refrigerant exchanges heat with a heating device of the vehicle in the second heat exchanger to become a low-temperature low-pressure nearly saturated gaseous refrigerant and enters the compressor, and waste heat formed by heat exchange is recovered and released on the air side of the condenser in the vehicle.

12. The vehicle direct heating thermal management system according to any one of claims 8 to 10, wherein:

in a second operation mode, the compressor discharges refrigerant gas in a high-temperature and high-pressure state, the refrigerant gas enters an in-vehicle condenser, and the refrigerant gas is converted into a medium-temperature and medium-pressure liquid refrigerant after heat exchange;

the medium-temperature medium-pressure liquid refrigerant is divided into two paths:

the first path enters a low-pressure heat absorption device through a first throttling device, and is subjected to heat exchange in the low-pressure heat absorption device to become a low-temperature low-pressure near-saturated gaseous refrigerant;

the second path is throttled by a second throttling device to become a low-temperature low-pressure two-phase refrigerant, the low-temperature low-pressure two-phase refrigerant enters a second heat exchanger, the low-temperature low-pressure two-phase refrigerant exchanges heat with a heating device of a vehicle in the second heat exchanger to become a low-temperature low-pressure nearly saturated gaseous refrigerant, and waste heat formed by heat exchange is recovered and released on the air side of a condenser in the vehicle;

the low-temperature low-pressure nearly saturated gaseous refrigerant formed by the first path and the second path is converged and enters the compressor.

13. The vehicle direct heating thermal management system according to any of claims 8-10, wherein the in-vehicle sensor data comprises the following sensors or a combination thereof:

a motor coolant temperature sensor for outputting a signal corresponding to a temperature of the motor coolant;

an ambient temperature sensor for outputting a signal corresponding to an ambient temperature;

the air heater air outlet temperature sensor outputs a signal corresponding to the APTC air outlet temperature;

a compressor discharge pressure sensor for outputting a signal corresponding to a discharge pressure of the compressor;

a compressor suction pressure sensor for outputting a signal corresponding to a compressor suction pressure;

an internal condenser outlet refrigerant temperature sensor for outputting a signal corresponding to the temperature of an internal condenser outlet refrigerant;

and an in-vehicle temperature sensor for outputting a signal corresponding to the in-vehicle temperature.

14. A vehicle indirect heating thermal management system, comprising:

a compressor;

the outlet of the compressor is connected with the water-cooled condenser;

the water heater is connected with the water-cooled condenser;

the second throttling device, the second heat exchanger, the compressor and the water-cooled condenser are sequentially connected to form a second loop;

the second heat exchanger and the low-pressure heat absorption device are respectively connected to an inlet of the compressor, and the first throttling device and the second throttling device are respectively connected to the water-cooled condenser;

15. The vehicle indirect heating thermal management system according to claim 14, further comprising a water heater, an air conditioning tank assembly and a water pump;

and the water-cooled condenser, the water heater, the air conditioning box assembly and the water pump are sequentially connected to form a third loop.

16. The vehicle indirect heating thermal management system of claim 15, wherein:

17. The vehicle indirect heating thermal management system of any one of claims 14-16, wherein:

refrigerant gas in a high-temperature and high-pressure state discharged by the compressor enters a water-cooled condenser, and becomes a medium-temperature and medium-pressure liquid refrigerant after heat exchange;

the low-temperature low-pressure two-phase refrigerant exchanges heat with a heating device of the vehicle in the second heat exchanger to become a low-temperature low-pressure nearly saturated gaseous refrigerant and enters the compressor, and waste heat formed by heat exchange is recovered and released on the cooling liquid side of the water-cooled condenser.

18. The vehicle indirect heating thermal management system of any one of claims 14-16, wherein:

in a second operation mode, the compressor discharges refrigerant gas in a high-temperature and high-pressure state, the refrigerant gas enters the water-cooled condenser, and the refrigerant gas becomes a medium-temperature and medium-pressure liquid refrigerant after heat exchange;

the second path is throttled by a second throttling device to become low-temperature low-pressure two-phase refrigerant, the low-temperature low-pressure two-phase refrigerant enters a second heat exchanger, the low-temperature low-pressure low-phase refrigerant exchanges heat with a heating device of a vehicle in the second heat exchanger to become low-temperature low-pressure nearly saturated gaseous refrigerant, and waste heat formed by heat exchange is recovered and released on the cooling liquid side of the water-cooled condenser;

19. The thermal management system for vehicle indirect heating according to any of claims 14-16, wherein the in-vehicle sensors comprise the following sensors or a combination thereof:

an ambient temperature sensor that outputs a signal corresponding to an ambient temperature;

the air conditioner box assembly air outlet temperature sensor outputs a signal corresponding to the air conditioner box assembly air outlet temperature;

an air-conditioning box assembly inlet cooling liquid temperature sensor for outputting a signal corresponding to the temperature of the air-conditioning box assembly inlet cooling liquid;

a refrigerant temperature sensor at the outlet of the water-cooled condenser for outputting a signal corresponding to the outlet temperature of the water-cooled condenser;

20. A control method of a thermal management system for direct heating of a vehicle according to any one of claims 8 to 13, comprising:

closing the first throttling device and the low-pressure heat absorption device;

acquiring an air outlet temperature target and air volume, and calculating a target air outlet temperature of the air heater according to the air outlet temperature target and the air volume so as to adjust the power of the air heater;

monitoring the temperature of the motor cooling liquid, and adjusting the opening of the second throttling device and the opening or closing of the compressor according to the temperature of the motor cooling liquid;

and under the state that the compressor is started, further acquiring the exhaust pressure and the suction pressure of the compressor, and adjusting the rotating speed of the compressor according to the exhaust pressure and the suction pressure of the compressor.

21. The control method according to claim 20,

refrigerant gas in a high-temperature and high-pressure state discharged by the compressor enters an in-vehicle condenser, and becomes a medium-temperature and medium-pressure liquid refrigerant after heat exchange;

22. A control method of a thermal management system for direct heating of a vehicle according to any one of claims 8 to 13, comprising:

acquiring an air outlet temperature target and air volume, and calculating the target air outlet temperature of the air heater according to the air outlet temperature target and the air volume so as to adjust the power of the air heater;

monitoring the temperature of the motor coolant, and adjusting the opening of the second throttling device according to the temperature of the motor coolant;

starting a compressor, obtaining the exhaust pressure and the suction pressure of the compressor, and adjusting the rotating speed of the compressor according to the exhaust pressure and the suction pressure of the compressor;

and calculating the target supercooling degree of the system according to the air outlet temperature target and the air volume, and adjusting the opening degree of the first throttling device according to the target supercooling degree of the system.

23. The control method according to claim 22, characterized in that:

24. A control method of a thermal management system for indirect heating of a vehicle according to any one of claims 14 to 19, comprising:

acquiring an air outlet temperature target and air volume, and calculating the target temperature of the cooling liquid at the inlet of the air conditioning box assembly according to the air outlet temperature target and the air volume so as to adjust the power of the water heater;

25. The control method according to claim 24,

26. A method for controlling a thermal management system for indirect heating of a vehicle according to any one of claims 14 to 19, comprising:

and calculating a system target supercooling degree according to the outlet air temperature target and the air volume, and adjusting the opening degree of the first throttling device according to the system target supercooling degree.

27. The control method according to claim 26, characterized in that:

the second path is throttled by a second throttling device to become low-temperature low-pressure two-phase refrigerant, the low-temperature low-pressure two-phase refrigerant enters a second heat exchanger, the low-temperature low-pressure two-phase refrigerant exchanges heat with a heating device of a vehicle in the second heat exchanger to become low-temperature low-pressure nearly saturated gaseous refrigerant, and waste heat formed by heat exchange is recovered and released on the cooling liquid side of the water-cooled condenser;