Heat source determination method and system

Abstract

The invention relates to a heat source determination method and system. The method comprises the steps that under the condition that a vehicle heat pump of a target vehicle absorbs heat from air to supply heat to a vehicle cabin, current heat supply parameters of the air are determined; wherein the heat supply parameters comprise the heat supply amount and the heat supply performance coefficient; reference heat supply parameters corresponding to the current environment temperature, the current air conditioner gear of the target vehicle and the current electric drive torque are inquired from the heat supply relation; wherein the heat supply relation comprises heat supply performance coefficients under different environment temperatures, air conditioner gears and electric drive torque combinations and heat supply quantities under different environment temperature and electric drive torque combinations; and according to the current heat supply parameters and the reference heat supply parameters, the future heat source of the vehicle heat pump of the target vehicle is determined. By adopting the method, the reliability and accuracy of heat source determination can be improved, and the heating efficiency of the vehicle heat pump is further improved.

Description

Technical Field

[0001] This application relates to the field of vehicle air conditioning technology, and in particular to a method and system for determining a heat source. Background Technology

[0002] With the development of vehicle air conditioning technology, vehicle heat pump technology has emerged, which can utilize various heat sources such as air or waste heat from the vehicle's motor to achieve heating function. Therefore, in actual operation, how to determine the heat source currently used by the vehicle's heat pump has become a key factor affecting the performance of the vehicle's heat pump.

[0003] In traditional technology, vehicle heat pumps use a fixed control mode to determine the heat source, that is, to determine the heat source based on a simple ambient temperature threshold. When the ambient temperature is higher than a certain set value (such as 5°C), the vehicle heat pump absorbs heat from the air; when the ambient temperature is lower than the set value, it tries to absorb heat from the motor's waste heat or from the PTC (Positive Temperature Coefficient) after startup.

[0004] However, the aforementioned traditional technologies do not take into account the various complex operating conditions that occur during actual vehicle operation, such as changes in motor load and the impact of vehicle speed on airflow. This results in lower reliability and accuracy in determining the heat source, which in turn affects the heating efficiency of the vehicle's heat pump. Summary of the Invention

[0005] Therefore, it is necessary to provide a method and system for determining the heat source to address the above-mentioned technical problems, which can improve the reliability and accuracy of heat source determination, thereby improving the heating efficiency of vehicle heat pumps.

[0006] Firstly, this application provides a method for determining a heat source, including:

[0007] When the vehicle's heat pump absorbs heat from the air to heat the cabin, determine the current air heating parameters; where the heating parameters include the heat output and the coefficient of performance (COP).

[0008] From the heating relationship, query the reference heating parameters corresponding to the current ambient temperature, the current air conditioning setting of the target vehicle, and the current electric drive torque; among them, the heating relationship includes the heating performance coefficient under different combinations of ambient temperature, air conditioning setting, and electric drive torque, as well as the heating capacity under different combinations of ambient temperature and electric drive torque.

[0009] Based on current heating parameters and reference heating parameters, determine the future heat source for the target vehicle's heat pump.

[0010] In one embodiment, determining the future heat source of the vehicle heat pump of the target vehicle based on the current heating parameters and reference heating parameters includes: comparing the current heating capacity and the reference heating capacity, and comparing the current heating performance coefficient and the reference heating performance coefficient; and determining the future heat source of the vehicle heat pump of the target vehicle based on the comparison results.

[0011] In one embodiment, determining the future heat source of the vehicle heat pump of the target vehicle based on the comparison results includes: if the comparison results indicate that the current heat supply is greater than the reference heat supply and the current heating performance coefficient is greater than the reference heating performance coefficient, determining that the future heat source of the vehicle heat pump of the target vehicle is air; if the comparison results indicate that the current heat supply is not greater than the reference heat supply and / or the current heating performance coefficient is not greater than the reference heating performance coefficient, determining that the future heat source of the vehicle heat pump of the target vehicle is waste heat from the motor.

[0012] In one embodiment, the method further includes: switching the heat source of the target vehicle's heat pump from air to the motor's waste heat when the future heat source of the target vehicle's heat pump is the motor's waste heat; and activating the target vehicle's electric heater as an auxiliary heat source when the comparison results indicate that the current heat supply is greater than the reference heat supply.

[0013] In one embodiment, the heating relationship is determined as follows: different combinations of ambient temperature and electric drive torque are obtained to form reference combinations; for each reference combination, the ambient temperature and electric drive torque of the test vehicle are adjusted based on the reference combination; after adjustment, the heat supply of the motor waste heat under the reference combination is determined; and the air conditioning settings of the test vehicle are adjusted sequentially, and after adjustment to each air conditioning setting, the heating performance coefficient of the motor waste heat under the reference combination and air conditioning setting is determined; based on the heating performance coefficients determined under different reference combinations and air conditioning settings, and the heat supply determined under different reference combinations, a correspondence between different combinations of ambient temperature, air conditioning settings, and electric drive torque and the heating performance coefficients, as well as a correspondence between different combinations of ambient temperature and electric drive torque and the heat supply, is established to obtain the heating relationship.

[0014] In one embodiment, determining the heat supply of the motor waste heat under a reference combination includes: acquiring the compressor parameters and plate heat exchanger parameters of the vehicle heat pump of the test vehicle; wherein the compressor parameters include inlet air pressure, inlet air temperature, and rotational speed; the plate heat exchanger parameters include inlet and outlet pressures and inlet and outlet temperatures; determining a first value based on the plate heat exchanger parameters and rotational speed, and determining a second value based on the inlet air pressure and inlet air temperature in the compressor parameters; and determining the heat supply of the motor waste heat under the reference combination based on the ratio of the first value and the second value.

[0015] In one embodiment, determining the coefficient of performance (COP) of the motor waste heat under a reference combination and air conditioning setting includes: determining the heat consumption of the air conditioning in the test vehicle based on the cabin humidity and air conditioning setting of the test vehicle, the atmospheric pressure and ambient temperature at the location of the test vehicle, and the inlet and outlet air temperatures of the condenser of the vehicle heat pump in the test vehicle; and determining the COP of the motor waste heat under the reference combination and air conditioning setting combination based on the ratio of the heat consumption of the air conditioning in the test vehicle to the compressor power of the vehicle heat pump.

[0016] In one embodiment, determining the current heat supply of the air includes: determining a third value based on current environmental information, the current speed of the target vehicle, and the evaporator parameters of the vehicle's heat pump; wherein the evaporator parameters include inlet and outlet air temperatures and fan speed; determining a fourth value based on the gas constant and the inlet air temperature in the evaporator parameters; and determining the current heat supply of the air based on the ratio of the third value and the fourth value.

[0017] In one embodiment, determining the current coefficient of performance of the air includes: determining the current heat consumption of the air conditioning in the target vehicle based on the current atmospheric pressure and current ambient temperature, as well as the current in-vehicle humidity, current air conditioning setting, and condenser inlet and outlet air temperature of the target vehicle; and determining the current coefficient of performance of the air based on the ratio between the current heat consumption and the current power of the vehicle heat pump of the target vehicle.

[0018] Secondly, this application also provides a heat source determination system, including an on-board terminal for a target vehicle and a vehicle heat pump, wherein the vehicle heat pump includes a compressor, a first electronic expansion valve, and a second electronic expansion valve; wherein,

[0019] When a vehicle heat pump absorbs heat from the air to heat the vehicle cabin, the on-board terminal determines the current heating parameters of the air; these parameters include the heat output and the coefficient of performance (COP).

[0020] The vehicle terminal queries the heating relationship to find the reference heating parameters corresponding to the current ambient temperature, the current air conditioning setting of the target vehicle, and the current electric drive torque. The heating relationship includes the heating performance coefficient under different combinations of ambient temperature, air conditioning setting, and electric drive torque, as well as the heating capacity under different combinations of ambient temperature and electric drive torque.

[0021] The on-board terminal determines the future heat source of the target vehicle's heat pump based on the current heating parameters and reference heating parameters;

[0022] If the future heat source is air, the vehicle terminal will continuously keep the compressor and the first electronic expansion valve open, and close the second electronic expansion valve; or, if the future heat source is waste heat from the motor, the vehicle terminal will close the first electronic expansion valve and open the second electronic expansion valve, so that the vehicle heat pump can absorb heat from the waste heat of the motor to heat the vehicle cabin.

[0023] Thirdly, this application also provides a heat source determination device, comprising:

[0024] The current parameter determination module is used to determine the current heating parameters of the air when the vehicle's heat pump absorbs heat from the air to heat the cabin; wherein the heating parameters include the heat output and the coefficient of performance (COP).

[0025] The reference parameter query module is used to query the reference heating parameters corresponding to the current ambient temperature, the current air conditioning setting of the target vehicle, and the current electric drive torque from the heating relationship; wherein, the heating relationship includes the heating performance coefficient under different combinations of ambient temperature, air conditioning setting and electric drive torque, as well as the heating capacity under different combinations of ambient temperature and electric drive torque.

[0026] The heat source determination module is used to determine the future heat source of the target vehicle's heat pump based on the current heating parameters and reference heating parameters.

[0027] Fourthly, this application also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the method embodiments of the first aspect described above.

[0028] Fifthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps in the method embodiments of the first aspect described above.

[0029] In a sixth aspect, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps in the method embodiments of the first aspect described above.

[0030] The aforementioned heat source determination method and system, when the target vehicle's heat pump absorbs heat from the air to heat the cabin, determines the current heat supply and coefficient of performance (COP) of the air as current heating parameters; then, from the COP under different combinations of ambient temperature, air conditioning setting, and electric drive torque, as well as the heat supply under different combinations of ambient temperature and electric drive torque, it queries the reference heat supply corresponding to the current ambient temperature and the target vehicle's current electric drive torque, and the reference COP corresponding to the current ambient temperature, the target vehicle's current air conditioning setting, and the current electric drive torque, as reference heating parameters; finally, based on the current heating parameters and reference heating parameters, it determines the future heat source of the target vehicle's heat pump. In this way, on the one hand, determining the heat source based on current and reference heating parameters fully considers various factors in the heat transfer process, avoiding the errors and uncertainties caused by determining the heat source solely based on factors such as temperature. This improves the reliability and accuracy of heat source determination, ensuring a stable and sufficient heat supply to the vehicle's heat pump, maintaining a stable temperature inside the cabin, and preventing insufficient heating or excessive temperature fluctuations, thereby enhancing the overall heating performance of the vehicle's heat pump. On the other hand, accurate heat source determination ensures that the vehicle's heat pump can prioritize heat sources with more abundant energy supply and higher quality, improving the comprehensive utilization efficiency of the vehicle's energy system and thus increasing the vehicle's driving range. Furthermore, accurate heat source determination provides a crucial data foundation for the intelligent control of the vehicle's heat pump. Based on this data, the vehicle's electronic control unit can further optimize the collaborative work between the vehicle's heat pump and other vehicle systems (such as the engine management system and battery management system), achieving more intelligent and refined energy management and temperature control strategies. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 A schematic diagram of a vehicle heat pump provided for some embodiments of this application;

[0033] Figure 2 A flowchart illustrating a heat source determination method provided in some embodiments of this application;

[0034] Figure 3 A schematic diagram illustrating the process of determining the current heating capacity in the current heating parameters provided in some embodiments of this application;

[0035] Figure 4A schematic flowchart illustrating the process of determining the current heating performance coefficient in the current heating parameters provided in some embodiments of this application;

[0036] Figure 5 A flowchart illustrating the process of determining a heating relationship provided for some embodiments of this application;

[0037] Figure 6 A schematic diagram illustrating the process of determining the heat supply of motor waste heat under a reference combination, provided for some embodiments of this application;

[0038] Figure 7 A flowchart illustrating a heat source determination method provided for other embodiments of this application;

[0039] Figure 8 This application provides a schematic flowchart of a heat source determination system for some embodiments.

[0040] Figure 9 Structural block diagram of a heat source determination device provided in some embodiments of this application;

[0041] Figure 10 Internal structural diagrams of a computer device provided in some embodiments of this application;

[0042] Figure 11 Internal structural diagrams of a computer device provided for other embodiments of this application. Detailed Implementation

[0043] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0044] It should be noted that the terms "first," "second," etc., used in this application can be used to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish the first element from the second element. The terms "comprising" and "having," and any variations thereof, used in this application, are intended to cover non-exclusive inclusion. The term "multiple" used in this application refers to two or more. The term "and / or" used in this application refers to one of the embodiments or any combination of multiple embodiments.

[0045] In traditional technologies, vehicle heat pumps use a fixed control mode to determine the heat source, which is based on a simple ambient temperature threshold. When the ambient temperature is higher than a certain set value (e.g., 5°C), the vehicle heat pump absorbs heat from the air; when the ambient temperature is lower than the set value, it attempts to absorb heat from the motor's waste heat or the PTC after startup. However, this traditional technology does not take into account the various complex operating conditions that occur during actual vehicle operation, such as changes in motor load and the impact of vehicle speed on airflow. This results in low reliability and accuracy in heat source determination, thus affecting the heating efficiency of the vehicle heat pump.

[0046] In view of this, and to solve the above-mentioned technical problems, a heat source control method is provided in an exemplary embodiment. This method can be applied to a computer device, which can be a server or a terminal. The server can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing cloud computing services; the terminal can be an in-vehicle terminal in a vehicle, etc.

[0047] Below is a brief explanation of vehicle heat pumps. A vehicle heat pump is an onboard temperature control system that uses heat absorbed from the air or waste heat from the motor to heat the vehicle cabin, thereby regulating the cabin temperature. For example, ... Figure 1 The diagram shown illustrates the working principle of a vehicle heat pump. Here, PT is an abbreviation for Pressure and Temperature Sensor, and T is an abbreviation for Temperature Sensor. Specifically:

[0048] After the vehicle's heat pump compressor is turned on, the high-temperature, high-pressure refrigerant in the heat pump first passes through the built-in condenser (internal condenser) in the HVAC (Heating, Ventilation, and Air Conditioning) system. The blower blows outside air into the built-in condenser, whereby the outside air absorbs the heat carried by the high-temperature, high-pressure refrigerant and carries the heat to the cabin, thus heating the cabin.

[0049] With the compressor and EXV (Electronic Expansion Valve) 1 turned on and EXV2 closed, the vehicle's heat pump absorbs heat from the air. The refrigerant, after passing through EXV1, evaporates in the external evaporator, becoming a low-temperature, low-pressure refrigerant. As air passes through the external evaporator, the low-temperature, low-pressure refrigerant absorbs heat from the air, achieving heat exchange between the refrigerant and the air, and then the refrigerant returns to the compressor.

[0050] Accordingly, with the compressor and EXV2 on and EXV1 off, the vehicle's heat pump absorbs heat from the water side (antifreeze) of the plate heat exchanger (PHE). This heat is provided by the waste heat from the motor assembly, meaning the vehicle's heat pump absorbs heat from the motor's waste heat. The refrigerant evaporates on the refrigerant side of the PHE after passing through EXV2, becoming a low-temperature, low-pressure refrigerant. When the antifreeze on the water side passes through the PHE, the low-temperature, low-pressure refrigerant absorbs heat from the antifreeze, achieving heat exchange between the refrigerant and the antifreeze, and then the refrigerant returns to the compressor.

[0051] In one exemplary embodiment, the method is illustrated using an in-vehicle terminal as an example. Figure 2 As shown, the method may include the following steps:

[0052] S201, when the target vehicle's heat pump absorbs heat from the air to heat the vehicle cabin, determine the current air heating parameters.

[0053] Among them, heating parameters include heat supply and heating performance coefficient.

[0054] Given that air heating is relatively stable and low-cost, air is often preferred as the heat source when using a vehicle heat pump to heat the vehicle cabin.

[0055] Optionally, after the target vehicle is started, the heat source for the vehicle's heat pump can be set to air. For example, such as... Figure 1 As shown, after the target vehicle is started, the compressor and EXV1 are turned on, and EXV2 is turned off.

[0056] When determining the heat source, it is necessary to consider whether the heat source can provide sufficient heat to ensure the cabin temperature meets the requirements. Furthermore, it is necessary to consider whether the vehicle's heat pump can achieve a high Coefficient of Performance (COP) for heating efficiency. Therefore, heat supply and COP can be used as metrics for heat source determination. Heat supply refers to the amount of heat the vehicle's heat pump can absorb from the heat source per unit time (e.g., 1 second), while COP is the ratio of the effective heat output by the vehicle's heat pump to its own energy consumption. A higher COP indicates a higher heating efficiency of the vehicle's heat pump.

[0057] Based on this, when the target vehicle's heat pump absorbs heat from the air to heat the cabin, the current heating parameters of the air can be determined to identify the future heat source for the target vehicle. This determines whether to continue using air as the heat source for the vehicle's heat pump or switch to using waste heat from the motor. The current heating parameters include the current heat output and the current coefficient of performance (COP).

[0058] Optionally, based on the current location of the target vehicle, the current atmospheric pressure, current ambient temperature, and current ambient humidity are determined as current environmental information. In addition, the current vehicle speed, as well as the inlet and outlet air temperatures and fan speed of the evaporator of the vehicle's heat pump, are obtained as evaporator parameters. Then, based on the above current environmental information, current vehicle speed, and evaporator parameters, the current heat supply of the air is determined.

[0059] Optionally, the current in-vehicle humidity, current air conditioning setting, and the condenser inlet and outlet temperatures and current power of the vehicle's heat pump can be obtained. Then, based on the current atmospheric pressure, current ambient temperature, current in-vehicle humidity, current air conditioning setting, condenser inlet and outlet temperatures, and current power in the aforementioned current environmental information, the current air heating performance coefficient can be determined.

[0060] S202, from the heating relationship, query the reference heating parameters corresponding to the current ambient temperature, the current air conditioning setting of the target vehicle, and the current electric drive torque.

[0061] Among them, the heating relationship includes the heating performance coefficient under different combinations of ambient temperature, air conditioning setting and electric drive torque, as well as the heating capacity under different combinations of ambient temperature and electric drive torque.

[0062] Electric drive torque refers to the torsional torque output by the vehicle's drive motor, used to drive the rotation of mechanical components (such as wheels) in a vehicle. It is closely related to the vehicle's speed, which in turn affects the airflow into the evaporator of the vehicle's heat pump, thus affecting the amount of heat the heat pump absorbs from the air (i.e., the heating capacity). Similarly, ambient temperature determines the air temperature entering the evaporator of the heat pump, also affecting the amount of heat the heat pump absorbs from the air (i.e., the heating capacity). Furthermore, different air conditioning settings result in different airflow rates from the blower into the condenser of the heat pump, leading to varying amounts of heat absorbed from the high-temperature, high-pressure refrigerant as the air passes through the condenser, and consequently, varying amounts of heat carried into the passenger compartment (i.e., the heat loss). Therefore, with a constant compressor power, the air conditioning setting can affect the coefficient of performance (COP), and both ambient temperature and vehicle speed affect the passenger compartment temperature, thus impacting the heating efficiency of the heat pump.

[0063] Based on this, the heating capacity is highly correlated with ambient temperature and the vehicle's electric drive torque, while the coefficient of performance (COP) is highly correlated with ambient temperature, the vehicle's electric drive torque, and the vehicle's air conditioning setting. Therefore, a heating relationship can be constructed that includes the COP under different combinations of ambient temperature, air conditioning setting, and electric drive torque, as well as the heating capacity under different combinations of ambient temperature and electric drive torque. Optionally, when the vehicle's heat pump absorbs heat from the motor's waste heat to heat the cabin, the COP and the heating capacity under different combinations of ambient temperature, air conditioning setting, and electric drive torque can be determined by adjusting the ambient temperature, electric drive torque, and air conditioning setting of the test environment, thus obtaining the heating relationship.

[0064] Optionally, the heating relationship includes the coefficient of performance (COP) under different combinations of ambient temperature, air conditioning setting, and electric drive torque, under standard operating conditions, where the test vehicle's heat pump absorbs heat from the motor's waste heat to heat the cabin, as well as the heat output under different combinations of ambient temperature and electric drive torque. The "standard operating conditions" refer to a situation where, during the determination of the heating relationship, all parameters, except for ambient temperature, electric drive torque, and air conditioning setting, such as ambient humidity, atmospheric pressure, and the vehicle's heat pump compressor parameters, remain constant. Optionally, the test vehicle and the target vehicle are the same model or a vehicle test bench.

[0065] In order to determine the future heat source of the target vehicle's heat pump, in addition to obtaining the current heating parameters of the air, reference heating parameters can be further queried from the heating relationship. The reference heating parameters include reference heat supply and reference heating performance coefficient. The reference heat supply is the heat supply corresponding to the current ambient temperature and the target vehicle's current electric drive torque in the heating relationship, and the reference heating performance coefficient is the heating performance coefficient corresponding to the current ambient temperature, the target vehicle's current electric drive torque, and the current air conditioning setting in the heating relationship.

[0066] S203, based on the current heating parameters and reference heating parameters, determine the future heat source for the vehicle heat pump of the target vehicle.

[0067] After obtaining the current heating parameters and reference heating parameters, the future heat source of the target vehicle's heat pump can be determined based on these parameters.

[0068] In one optional embodiment, S203 may include comparing the current heating capacity with the reference heating capacity, and comparing the current heating performance coefficient with the reference heating performance coefficient; and determining the future heat source of the vehicle heat pump of the target vehicle based on the comparison results.

[0069] As mentioned earlier, the current heating parameters include the current heating capacity and the current heating performance coefficient, and the reference heating parameters include the reference heating capacity and the reference heating performance coefficient. By comparing the current heating capacity and the reference heating capacity, as well as by comparing the current heating performance coefficient and the reference heating performance coefficient, comparison results are obtained to characterize the relationship between the current heating capacity and the reference heating capacity, and to characterize the relationship between the current heating performance coefficient and the reference heating performance coefficient. Based on the above comparison results, the future heat source of the vehicle heat pump of the target vehicle is determined.

[0070] In one optional embodiment, if the comparison results indicate that the current heat supply is greater than the reference heat supply and the current coefficient of performance (COP) is greater than the reference COP, then the future heat source for the target vehicle's heat pump is determined to be air. The comparison results show that, compared to absorbing heat from the motor's waste heat to heat the vehicle cabin, the target vehicle's heat pump can absorb more heat from the air and has higher heating efficiency. Therefore, the future heat source for the target vehicle's heat pump can be determined to be air, meaning the target vehicle's heat pump can continue to absorb heat from the air to heat the vehicle cabin without needing to switch heat sources.

[0071] In another optional embodiment, if the comparison results indicate that the current heat supply is not greater than the reference heat supply, and / or the current heating performance coefficient is not greater than the reference heating performance coefficient, the future heat source of the target vehicle's heat pump is determined to be the waste heat from the motor. The fact that the current heat supply is not greater than the reference heat supply indicates that, compared to absorbing heat from the air to heat the cabin, the target vehicle's heat pump can absorb more heat from the motor's waste heat, meaning the motor's waste heat can provide more heat and better meet the cabin's heating needs. Correspondingly, the fact that the current heating performance coefficient is not greater than the reference heating performance coefficient indicates that, compared to absorbing heat from the air to heat the cabin, the target vehicle's heat pump has a higher heating efficiency when absorbing heat from the motor's waste heat. Therefore, if the comparison results indicate that the current heat supply is greater than the reference heat supply, and / or the current heating performance coefficient is greater than the reference heating performance coefficient, the target vehicle's heat pump has a better heating effect when absorbing heat from the motor's waste heat to heat the cabin. Therefore, the future heat source of the target vehicle's heat pump can be determined to be the motor's waste heat. In other words, if the heat pump of the target vehicle is used to heat the cabin, the heat source can be switched so that the heat pump of the target vehicle can absorb heat from the waste heat of the motor to heat the cabin.

[0072] Optionally, the heat source determination method may further include, if the future heat source of the target vehicle's heat pump is the waste heat of the motor, switching the heat source of the target vehicle's heat pump from air to the waste heat of the motor; and, if the comparison results indicate that the current heat supply is greater than the reference heat supply, activating the target vehicle's electric heater as an auxiliary heat source.

[0073] In cases where it is determined that the future heat source for the target vehicle's heat pump is waste heat from the motor, the heat source can be switched from air to waste heat from the motor. For example, as... Figure 1 As shown, EXV1 is turned off, while compressors and EXV2 are turned on. Therefore, given that the current heat supply is greater than the reference heat supply, it indicates that after the heat source switch is complete, the target vehicle's heat pump can absorb less heat. Therefore, to ensure that the target vehicle's heat pump can absorb enough heat to meet the cabin heating needs, an auxiliary heat source is needed to increase the heat absorption capacity of the target vehicle's heat pump. Thus, the target vehicle's electric heater can be activated as an auxiliary heat source. For example, as... Figure 1 As shown, the PTC is started as an auxiliary heat source. In this way, the low-temperature, low-pressure refrigerant flowing through the heat exchanger exchanges heat with the antifreeze on the water side. The heat of the antifreeze on the water side is absorbed from the waste heat of the motor assembly and the heat dissipation of the PTC.

[0074] In the aforementioned method for determining the heat source, the current heat supply and coefficient of performance (COP) of the air are determined as current heating parameters when the vehicle's heat pump absorbs heat from the air to heat the cabin. Then, based on the COP under different combinations of ambient temperature, air conditioning setting, and electric drive torque, and the heat supply under different combinations of ambient temperature and electric drive torque, reference heat supply and reference COP corresponding to the current ambient temperature and the current electric drive torque of the target vehicle are retrieved as reference heating parameters. Finally, based on the current heating parameters and reference heating parameters, the future heat source of the target vehicle's heat pump is determined. In this way, on the one hand, determining the heat source based on current and reference heating parameters fully considers various factors in the heat transfer process, avoiding the errors and uncertainties caused by determining the heat source solely based on factors such as temperature. This improves the reliability and accuracy of heat source determination, ensuring a stable and sufficient heat supply to the vehicle's heat pump, maintaining a stable temperature inside the cabin, and preventing insufficient heating or excessive temperature fluctuations, thereby enhancing the overall heating performance of the vehicle's heat pump. On the other hand, accurate heat source determination ensures that the vehicle's heat pump can prioritize heat sources with more abundant energy supply and higher quality, improving the comprehensive utilization efficiency of the vehicle's energy system and thus increasing the vehicle's driving range. Furthermore, accurate heat source determination provides a crucial data foundation for the intelligent control of the vehicle's heat pump. Based on this data, the vehicle's electronic control unit can further optimize the collaborative work between the vehicle's heat pump and other vehicle systems (such as the engine management system and battery management system), achieving more intelligent and refined energy management and temperature control strategies.

[0075] Based on the above embodiments, in one exemplary embodiment, the determination of the current heating capacity in the current heating parameters is further refined. Optionally, such as Figure 3 As shown, the following steps may be included:

[0076] S301, based on the current environmental information, the current speed of the target vehicle, and the evaporator parameters of the vehicle's heat pump, determine the third value.

[0077] The evaporator parameters include inlet and outlet air temperatures and fan speed.

[0078] Considering that both environmental information and vehicle speed affect the selection of heat source, current environmental information and the target vehicle's current speed can be obtained. The current environmental information includes current atmospheric pressure, current ambient temperature, and current ambient humidity. Optionally, the target vehicle's current location can be determined, and the atmospheric pressure and ambient humidity at that location can be obtained from the cloud to serve as the current ambient temperature and humidity, respectively.

[0079] When the vehicle heat pump of the target vehicle absorbs heat from the air to heat the cabin, the refrigerant in the vehicle heat pump exchanges heat with the air at the evaporator to absorb the heat of the air entering the evaporator. The fan speed of the evaporator will affect the air flow rate in the evaporator, and the inlet and outlet air temperature of the evaporator will affect the heat that can be provided by a unit flow rate of air in the evaporator. Therefore, the inlet and outlet air temperature and fan speed of the evaporator of the target vehicle heat pump are further obtained as evaporator parameters.

[0080] After obtaining the above-mentioned current environmental information, current vehicle speed, and evaporator parameters, the third value can be determined based on the current environmental information, the target vehicle's current speed, and the vehicle's heat pump evaporator parameters.

[0081] Optionally, the third value is shown in the following formula:

[0082]

[0083] Where N3 is the third value, p is the current atmospheric pressure in the current environmental information, and M is the current atmospheric pressure. d The molar mass of dry air (constant). p represents the current ambient humidity from the current environmental information. s M is the partial pressure of saturated water vapor (obtained from a table at the current ambient temperature). v Let n be the molar mass of water vapor (a constant), k be a proportionality constant related to the evaporator fan characteristics of the target vehicle's heat pump, and n be a constant. a C represents the fan speed in the evaporator parameters. v C is the current vehicle speed. pT is the specific heat capacity of air at constant pressure. a,in T represents the inlet air temperature in the evaporator parameters. a,out This refers to the outlet air temperature in the evaporator parameter values.

[0084] S302, based on the gas constant and the inlet air temperature in the evaporator parameters, determine the fourth value.

[0085] Optionally, the fourth value is shown in the following formula:

[0086] N4=R(T a,in +273.15)

[0087] Where N4 is the fourth value, R is the gas constant, and T a,in This refers to the inlet air temperature in the evaporator parameters.

[0088] S303 determines the current heat supply of the air based on the ratio of the third and fourth values.

[0089] After obtaining the third and fourth values ​​mentioned above, the ratio between the third and fourth values ​​can be further determined, and the obtained ratio can be used as the current heat supply of the air.

[0090] Optionally, the current heat supply of the air is shown in the following formula:

[0091]

[0092] Among them, Q a The current heat supplied to the air; according to thermodynamic principles, Q a =m a ×c p ×(T a,in -T a,out ); where m a C is the mass flow rate of air passing through the evaporator per unit time. p T is the specific heat capacity of air at constant pressure. a,in T represents the inlet air temperature in the evaporator parameters. a,out This refers to the outlet air temperature in the evaporator parameter values.

[0093] Furthermore m a =ρ a ×V a ; where ρ a V is the density of air. a This refers to the volumetric flow rate of the air entering the evaporator.

[0094] Furthermore V a =k×n a +C v , ρ a =ρd +ρ v Where k is a proportionality constant related to the evaporator fan characteristics of the target vehicle's heat pump, and n a C represents the fan speed in the evaporator parameters. v ρ represents the current vehicle speed. d ρ is the density of dry air. v This represents the density of water vapor.

[0095] and then Where, p d M is the partial pressure of dry air. d p is the molar mass (constant) of dry air. v M is the partial pressure of water vapor. v R is the molar mass of water vapor, R is the gas constant, and T is the thermodynamic temperature (T = T). a,in +273.15).

[0096] Therefore, p = p d +p v , p Current atmospheric pressure in the current environmental information Here, px represents the current ambient humidity from the current environmental information, and px represents the saturated water vapor partial pressure (obtained from a table at the current ambient temperature). In summary, the formula for determining the current heating capacity of the air is derived above.

[0097] In this embodiment, by establishing a rigorous method for determining the current heat supply, the accuracy of the determined current heat supply can be improved, so as to facilitate accurate subsequent heat source identification.

[0098] Based on the above embodiments, in one exemplary embodiment, the determination of the current heating performance coefficient in the current heating parameters is further refined. Optionally, such as Figure 4 As shown, the following steps may be included:

[0099] S401, based on the current atmospheric pressure and ambient temperature, as well as the current humidity inside the target vehicle, the current air conditioning setting, and the air temperature at the condenser inlet and outlet of the vehicle's heat pump, determine the current heat consumption of the air conditioning in the target vehicle.

[0100] The current heat consumption of the air conditioning in the target vehicle refers to the heat required to meet the heating demand corresponding to the current air conditioning setting in the target vehicle (such as adjusting the cabin temperature to the set air conditioning temperature).

[0101] Considering that current atmospheric pressure, current ambient temperature, current in-vehicle humidity, and current air conditioning setting all affect the heating capacity of the air conditioning system in the target vehicle, the current atmospheric pressure, current ambient temperature, current in-vehicle humidity, and current air conditioning setting can be obtained. Optionally, when determining the current heating capacity in the above-mentioned current heating parameters, if the obtained current environmental information includes current atmospheric pressure and current ambient temperature, then the current atmospheric pressure and current ambient temperature can be directly used. Optionally, a humidity sensor can be installed in the cabin of the target vehicle to detect the current in-vehicle humidity.

[0102] When the target vehicle heats the cabin, the air exchanges heat with the refrigerant at the condenser of the vehicle's heat pump to absorb heat from the refrigerant and carry the absorbed heat to the cabin. The air temperature at the condenser inlet and outlet will affect the heat absorbed by the air at the refrigerant in the condenser. Therefore, the air temperature at the condenser inlet and outlet of the target vehicle's heat pump can be further obtained.

[0103] After obtaining the current atmospheric pressure and ambient temperature, as well as the current humidity inside the target vehicle, the current air conditioning setting, and the air inlet and outlet temperatures of the vehicle's heat pump condenser, the current heat consumption of the air conditioning in the target vehicle can be determined based on the current atmospheric pressure and ambient temperature, the current humidity inside the target vehicle, the current air conditioning setting, and the air inlet and outlet temperatures of the vehicle's heat pump condenser.

[0104] Optionally, the current heat consumption of the air conditioning in the target vehicle is shown in the following formula:

[0105]

[0106] Among them, Q d The current heat consumption of the air conditioning in the target vehicle is given by p (current atmospheric pressure) and m (m). d The molar mass of dry air (constant). p represents the current humidity inside the vehicle. s M is the partial pressure of saturated water vapor (obtained from a table at the current ambient temperature). v V is the molar mass (constant) of water vapor. N C represents the air volume flow rate corresponding to the current air conditioning setting (Nth setting). p T is the specific heat capacity of air at constant pressure. n,in T represents the condenser inlet air temperature of the target vehicle's heat pump. n,out R is the condenser outlet air temperature of the target vehicle's heat pump, and R is the gas constant.

[0107] S402, determine the current coefficient of performance for air based on the ratio between the current heat consumption and the current power of the target vehicle's heat pump.

[0108] The current power of the target vehicle's heat pump is the current power of the target vehicle's heat pump compressor. Optionally, the current voltage and current current of the target vehicle's heat pump compressor are obtained, and the product of the current voltage and current current is determined as the current power.

[0109] As mentioned earlier, the coefficient of performance (COP) is the ratio of the effective heat output by a vehicle heat pump to its own energy consumption. For the heat pump of the target vehicle, the current heat consumption of the air conditioner in the target vehicle is the effective heat output, while the current power is its own energy consumption. Thus, the ratio between the current heat consumption and the current power is determined, and this ratio is determined as the current COP of the air.

[0110] In this embodiment, by establishing a rigorous method for determining the current heating performance coefficient, the accuracy of the determined current heating performance coefficient can be improved, so as to facilitate accurate heat source identification in the future.

[0111] Based on the above embodiments, in one exemplary embodiment, the determination of the above heating relationship is further refined. Optionally, such as Figure 5 As shown, the following steps may be included:

[0112] S501 combines different ambient temperatures and electric drive torques to obtain various reference combinations.

[0113] Based on the actual operating conditions of the vehicle, the different ambient temperatures the vehicle may experience during actual operation, and the different electric drive torques that the drive motor may output, are determined. These different ambient temperatures and electric drive torques are then combined to obtain various reference combinations. The ambient temperature and / or electric drive torque differ in different reference combinations. These combinations can include different reference combinations with the same ambient temperature but different electric drive torques, different ambient temperatures but the same electric drive torque, or both different ambient temperatures and different electric drive torques.

[0114] S502 adjusts the ambient temperature and electric drive torque of the test vehicle based on each reference combination.

[0115] When the vehicle heat pump of the test vehicle absorbs heat from the waste heat of the test vehicle's motor to heat the cabin, for each reference combination, the ambient temperature of the test vehicle's location is adjusted to the ambient temperature of that reference combination, and the measured electric drive torque is adjusted to the electric drive torque of that reference combination.

[0116] Optionally, for each reference combination, under standard operating conditions, the ambient temperature and electric drive torque of the test vehicle are adjusted based on the reference combination. In this way, for different reference combinations, it can be ensured that other environmental data (such as atmospheric pressure, ambient humidity, etc.) and other vehicle data (such as the compressor speed of the vehicle's heat pump) are the same, so as to avoid the influence of other environmental data and other vehicle data on the final obtained heating relationship and improve the accuracy of the final obtained heating relationship.

[0117] S503, after adjustment, determine the heat supply of the motor waste heat under the reference combination; and, sequentially adjust the air conditioning level of the test vehicle, and after adjusting to each air conditioning level, determine the heat supply performance coefficient of the motor waste heat under the reference combination and air conditioning level.

[0118] For each reference combination, after adjusting the ambient temperature of the test vehicle's location to the ambient temperature of that reference combination and adjusting the measured electric drive torque to the electric drive torque of that reference combination, the heat supply of the motor's waste heat at this time can be determined as the heat supply of the motor's waste heat under that reference combination. Furthermore, while keeping the ambient temperature and electric drive torque constant, the air conditioning settings of the test vehicle are adjusted sequentially. After adjusting to each air conditioning setting, the heat supply performance coefficient of the motor's waste heat at this time is determined as the heat supply performance coefficient of the motor's waste heat under that reference combination and that air conditioning setting.

[0119] In this way, for each reference combination, the heat supply of the motor waste heat under that reference combination, as well as the heat supply performance coefficient of the motor waste heat under that reference combination and different air conditioning settings, can be obtained.

[0120] S504, based on the heating performance coefficient determined under different reference combinations and air conditioning settings, and the heating capacity determined under different reference combinations, establishes the correspondence between different combinations of ambient temperature, air conditioning settings and electric drive torque and the heating performance coefficient, as well as the correspondence between different combinations of ambient temperature and electric drive torque and the heating capacity, so as to obtain the heating relationship.

[0121] As mentioned earlier, based on the heat supply of the motor waste heat under different reference combinations, a correspondence between different ambient temperatures and electric drive torque combinations and heat supply can be established; furthermore, based on the heat supply performance coefficient under different reference combinations and air conditioning settings, a correspondence between different ambient temperatures, air conditioning settings, and electric drive torque combinations and heat supply performance coefficients can be established. After establishing the above two correspondences, the heat supply relationship is obtained.

[0122] In one alternative embodiment, the heating relationship can be represented in various forms such as tables, map (parameter map) tables, etc.

[0123] Optionally, the relationship between different combinations of ambient temperature and electric drive torque and heating capacity can be represented as a map table with ambient temperature on the horizontal axis, electric drive torque on the vertical axis, and heating capacity as the table value. Each air conditioning setting corresponds to a map table, with ambient temperature on the horizontal axis, electric drive torque on the vertical axis, and heating performance coefficient as the table value, to represent the relationship between different combinations of ambient temperature and electric drive torque and heating performance coefficient under that air conditioning setting.

[0124] In this embodiment, by establishing a heating relationship, when determining the heat source of the vehicle heat pump of the target vehicle, the reference heating parameters can be queried through the heating relationship. By comparing the current heating parameters with the reference heating parameters, the future heat source of the vehicle heat pump of the target vehicle can be determined, thereby improving the reliability and accuracy of heat source determination.

[0125] Based on the above embodiments, in one exemplary embodiment, the determination of the heat supply from the waste heat of the motor under the reference combination is further refined. Optionally, such as Figure 6 As shown, the following steps may be included:

[0126] S601, obtain the compressor parameters and plate heat exchanger parameters of the vehicle heat pump of the test vehicle.

[0127] The compressor parameters include inlet air pressure, inlet air temperature, and speed; the plate heat exchanger parameters include inlet and outlet pressure and inlet and outlet temperature.

[0128] In the test vehicle's heat pump, which absorbs heat from the motor's waste heat to heat the passenger compartment, the refrigerant in the heat pump exchanges heat with the antifreeze on the water side at the plate heat exchanger. Therefore, when determining the heat output from the motor's waste heat, the inlet air pressure, inlet air temperature, and rotational speed of the heat pump compressor, as well as the inlet and outlet temperatures and pressures of the plate heat exchanger, can be obtained in advance. Optionally, the refrigerant enters the plate heat exchanger in liquid form and exits in gaseous form. That is, the inlet temperature and pressure of the plate heat exchanger are the temperature and pressure of the liquid refrigerant flowing into the inlet, and the outlet temperature and pressure are the temperature and pressure of the gaseous refrigerant flowing out of the outlet.

[0129] In one optional embodiment, pressure and temperature sensors are installed at the compressor inlet to detect the compressor inlet air pressure and inlet air temperature, and pressure and temperature sensors are installed at the inlet and outlet of the plate heat exchanger (plate heat exchanger) to detect the inlet pressure and inlet temperature, and the outlet pressure and outlet temperature, respectively. For example, Figure 1As shown, the PT located above the internal condenser (built-in condenser) is used to detect the outlet pressure and outlet temperature of the plate heat exchanger, while the PT located below the internal condenser is used to detect the inlet pressure and inlet temperature of the plate heat exchanger.

[0130] S602, based on the plate heat exchanger parameters and rotational speed, determine the first value, and based on the inlet atmospheric pressure and inlet air temperature in the compressor parameters, determine the second value.

[0131] After obtaining the compressor and plate heat exchanger parameters, the first specific enthalpy of the refrigerant in the test vehicle's heat pump at the plate heat exchanger inlet can be determined based on the inlet pressure and inlet temperature. The second specific enthalpy of the refrigerant at the plate heat exchanger outlet can be determined based on the outlet pressure and outlet temperature. Specific enthalpy refers to the total energy state contained per unit mass of a substance. Then, based on the first and second specific enthalpies and the compressor speed, a first value is determined. Optionally, the first and second specific enthalpies can be obtained by looking up tables. Correspondingly, the second value is determined based on the inlet atmospheric pressure and inlet air temperature in the compressor parameters.

[0132] Optionally, the first value is shown in the following formula:

[0133] N1=k·n v ·[F3(T e,in ,P e,in )-F4(T e,aut ,P e,aut )]

[0134] Where N1 is the first value, k is the compressor coefficient, and n r T represents the rotational speed in the compressor parameters. e,in P represents the inlet temperature in the parameters of a plate heat exchanger. e,in T represents the inlet pressure in the parameters of a plate heat exchanger. e,out P represents the outlet temperature in the parameters of a plate heat exchanger. e,out For the outlet pressure in the plate heat exchanger parameters, F3(T) e,in ,P e,in The specific enthalpy of the refrigerant in the heat pump of the test vehicle at the inlet of the plate heat exchanger was obtained by looking up a table. F4(T) e,aut Pe, aut The second specific enthalpy of the refrigerant in the vehicle's heat pump at the plate heat exchanger outlet is obtained by looking up a table.

[0135] Optionally, the second value is shown in the following formula:

[0136] N2=f(a,b,p in ,R,T)

[0137] Where N2 is the second value, a and b are constants related to the refrigerant in the vehicle's heat pump, and p in The inlet air pressure is the compressor parameter, and T is the compressor inlet thermodynamic temperature, i.e., T = T y,in +273.15, T y,in Here, R represents the inlet air temperature in the compressor parameters; R is the gas constant. Furthermore, N2 is essentially based on the van der Waals equations. Determined compressor suction specific volume v r .

[0138] S603, determine the heat supply of the motor waste heat under the reference combination based on the ratio of the first value and the second value.

[0139] After determining the first and second values, the ratio of the first and second values ​​can be further determined, and the determined ratio can be used as the heat supply of the motor waste heat under the reference combination.

[0140] Optionally, the heat supply from the waste heat of the motor is shown in the following formula:

[0141]

[0142] Among them, Q r The heat supply from the waste heat of the motor; based on the relevant principles of physical thermodynamics, when the vehicle's heat pump absorbs heat from the waste heat of the motor to heat the cabin, the heat supply from the waste heat of the motor is as follows:

[0143] Q r =m r ×(h r,in -h r,out )

[0144] Among them, Q r Heat supplied for the waste heat of the motor (J / s), m r The mass flow rate of the refrigerant is (kg / s), h r,in To test the first specific enthalpy of the refrigerant in the vehicle's heat pump at the inlet of the plate heat exchanger, h r,out The second specific enthalpy of the refrigerant in the vehicle's heat pump at the outlet of the plate heat exchanger is used to test the vehicle.

[0145] Furthermore h r,in =F3(T e,in ,P e,in ), and h r,out =F4(T e,out ,P e,out ); where T e,in P represents the inlet temperature in the parameters of a plate heat exchanger. e,inT represents the inlet pressure in the parameters of a plate heat exchanger. e,out P represents the outlet temperature in the parameters of a plate heat exchanger. e,out If h is the outlet pressure in the parameters of the plate heat exchanger, then r,in and h r,out You can determine this by looking up a table.

[0146] and then Among them, V r V represents the compressor displacement. r The specific volume of the compressor's suction gas;

[0147] Furthermore V r =k×n r Where k is the compressor coefficient, n r This refers to the compressor speed (i.e., the compressor rotation speed) in the compressor parameters.

[0148] Correspondingly, v r Through the van der Waals equation Determine, where p in Here, T represents the inlet air pressure in the compressor parameters; T is the compressor inlet thermodynamic temperature, i.e., T = T0. y,in +273.15, T y,in Let v be the inlet air temperature in the compressor parameters; R be the gas constant; and a and b be constants related to the refrigerant in the vehicle's heat pump. r =f(a,b,p) in In summary, the formula for determining the heat supply from the waste heat of the motor is obtained.

[0149] Based on the above embodiments, in an exemplary embodiment, the method for determining the heating performance coefficient of the motor waste heat under the reference combination and air conditioning setting may include: determining the heat consumption of the air conditioning in the test vehicle based on the humidity of the test vehicle's cabin and the air conditioning setting, the atmospheric pressure and ambient temperature at the location of the test vehicle, and the inlet and outlet air temperatures of the condenser of the vehicle's heat pump; and determining the heating performance coefficient of the motor waste heat under the reference combination and air conditioning setting combination based on the ratio of the heat consumption of the air conditioning in the test vehicle to the compressor power of the vehicle's heat pump.

[0150] The target vehicle's heat pump heats the cabin in the same way as the test vehicle's heat pump. Therefore, the methods for determining the air conditioning heat consumption and the compressor power of the vehicle's heat pump are the same. Thus, for testing and measurement, the same method as the current heating performance coefficient mentioned above can be used to determine the heating performance coefficient of the reference combination and the motor waste heat under the air conditioning setting, thereby obtaining the heating performance coefficient under different combinations of ambient temperature, air conditioning setting, and electric drive torque in the heating relationship.

[0151] Based on the above embodiments, in an exemplary embodiment, such as Figure 7 As shown, the method for determining the heat source may include the following steps:

[0152] S701, when the target vehicle's heat pump absorbs heat from the air to heat the cabin, a third value is determined based on the current environmental information, the target vehicle's current speed, and the evaporator parameters of the vehicle's heat pump; a fourth value is determined based on the gas constant and the inlet air temperature in the evaporator parameters; and the current heat supply of the air is determined based on the ratio of the third value and the fourth value.

[0153] S702 determines the current heat consumption of the air conditioning in the target vehicle based on the current atmospheric pressure, current ambient temperature, current in-vehicle humidity, current air conditioning setting, and inlet and outlet air temperature of the vehicle's heat pump condenser. It also determines the current coefficient of performance (COP) of the air supply based on the ratio between the current heat consumption and the current power of the vehicle's heat pump.

[0154] S703, from the heating relationship, query the reference heating parameters corresponding to the current ambient temperature, the current air conditioning setting of the target vehicle, and the current electric drive torque.

[0155] S704, compare the current heating supply with the reference heating supply, and compare the current heating performance coefficient with the reference heating performance coefficient.

[0156] S705, if the comparison results indicate that the current heat supply is greater than the reference heat supply and the current heat performance coefficient is greater than the reference heat performance coefficient, then the future heat source of the target vehicle's heat pump is determined to be air.

[0157] S706, if the comparison results indicate that the current heat supply is not greater than the reference heat supply, and / or the current heat supply performance coefficient is not greater than the reference heat supply performance coefficient, determine that the future heat source of the target vehicle's heat pump is the waste heat of the motor, and switch the heat source of the target vehicle's heat pump from air to the waste heat of the motor.

[0158] S707: When the comparison results indicate that the current heat supply is greater than the reference heat supply, the electric heater of the target vehicle is activated as an auxiliary heat source.

[0159] The specific implementation methods of S701-S707 are the same as those in the above method embodiments, and will not be repeated here.

[0160] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps. It is understood that the steps in different embodiments can be freely combined as needed, and all non-contradictory solutions formed by such combinations are within the scope of protection of this application.

[0161] Based on the same inventive concept, this application also provides a heat source determination system for implementing the heat source determination method described above. The solution provided by this system is similar to the implementation scheme described in the above method; therefore, the specific limitations in one or more heat source determination system embodiments provided below can be found in the limitations of the heat source determination method described above, and will not be repeated here.

[0162] In one exemplary embodiment, such as Figure 8 As shown, a heat source determination system is provided, including an on-board terminal 810 of the target vehicle and a vehicle heat pump 820, wherein,

[0163] When the vehicle heat pump 820 absorbs heat from the air to heat the vehicle cabin, the on-board terminal 810 determines the current heating parameters of the air; wherein, the heating parameters include the heating capacity and the coefficient of performance (COP).

[0164] The vehicle terminal 810 queries the heating relationship to find the reference heating parameters corresponding to the current ambient temperature, the current air conditioning setting of the target vehicle, and the current electric drive torque. The heating relationship includes the heating performance coefficient under different combinations of ambient temperature, air conditioning setting, and electric drive torque, as well as the heating capacity under different combinations of ambient temperature and electric drive torque.

[0165] The on-board terminal 810 determines the future heat source of the vehicle heat pump 820 of the target vehicle based on the current heating parameters and the reference heating parameters.

[0166] If the future heat source is air, the vehicle terminal 810 continuously operates the compressor and the first electronic expansion valve, and closes the second electronic expansion valve; or, if the future heat source is waste heat from the motor, the vehicle terminal 810 closes the first electronic expansion valve and opens the second electronic expansion valve, so that the vehicle heat pump 820 absorbs heat from the waste heat of the motor to heat the vehicle cabin.

[0167] In an exemplary embodiment, the vehicle terminal 810 determines the future heat source of the vehicle heat pump 820 of the target vehicle based on current heating parameters and reference heating parameters, including:

[0168] Compare the current heating supply with the reference heating supply, and compare the current heating performance coefficient with the reference heating performance coefficient; based on the comparison results, determine the future heat source of the vehicle heat pump 820 for the target vehicle.

[0169] In an exemplary embodiment, the vehicle terminal 810 determines the future heat source of the vehicle heat pump 820 of the target vehicle based on the comparison results, including: if the comparison results indicate that the current heat supply is greater than the reference heat supply and the current heating performance coefficient is greater than the reference heating performance coefficient, the future heat source of the vehicle heat pump 820 of the target vehicle is determined to be air; if the comparison results indicate that the current heat supply is not greater than the reference heat supply and / or the current heating performance coefficient is not greater than the reference heating performance coefficient, the future heat source of the vehicle heat pump 820 of the target vehicle is determined to be waste heat from the motor.

[0170] In an exemplary embodiment, if the comparison results indicate that the current heat supply is greater than the reference heat supply, the vehicle terminal 810 activates the electric heater of the target vehicle as an auxiliary heat source.

[0171] In an exemplary embodiment, the vehicle terminal 810 determines the current heat supply of the air by: determining a third value based on current environmental information, the current speed of the target vehicle, and the evaporator parameters of the vehicle heat pump 820; wherein the evaporator parameters include inlet and outlet air temperatures and fan speed; determining a fourth value based on the gas constant and the inlet air temperature in the evaporator parameters; and determining the current heat supply of the air based on the ratio of the third value and the fourth value.

[0172] In an exemplary embodiment, the vehicle terminal 810 determines the current coefficient of performance of the air by: determining the current heat consumption of the air conditioning in the target vehicle based on the current atmospheric pressure and current ambient temperature, as well as the current in-vehicle humidity, current air conditioning setting, and condenser inlet and outlet air temperature of the target vehicle heat pump 820; and determining the current coefficient of performance of the air based on the ratio between the current heat consumption and the current power of the vehicle heat pump 820 of the target vehicle.

[0173] Based on the same inventive concept, this application also provides a heat source determination apparatus for implementing the heat source determination method described above. The solution provided by this apparatus is similar to the solution described in the above method; therefore, the specific limitations in one or more embodiments of the heat source determination apparatus provided below can be found in the limitations of the heat source determination method described above, and will not be repeated here.

[0174] In one exemplary embodiment, such as Figure 9 As shown, a heat source determination device is provided, including: a current parameter determination module 910, a reference parameter query module 920, and a heat source determination module 930, wherein:

[0175] The current parameter determination module 910 is used to determine the current heating parameters of the air when the vehicle heat pump of the target vehicle absorbs heat from the air to heat the cabin; wherein the heating parameters include the heating capacity and the coefficient of performance (COP).

[0176] The reference parameter query module 920 is used to query reference heating parameters corresponding to the current ambient temperature, the current air conditioning setting and the current electric drive torque of the target vehicle from the heating relationship; wherein, the heating relationship includes the heating performance coefficient determined under different combinations of ambient temperature, air conditioning setting and electric drive torque when the vehicle heat pump of the test vehicle absorbs heat from the waste heat of the motor to heat the cabin, as well as the heat supply under different combinations of ambient temperature and electric drive torque;

[0177] The heat source determination module 930 is used to determine the future heat source of the vehicle heat pump of the target vehicle based on the current heating parameters and the reference heating parameters.

[0178] In one exemplary embodiment, the heat source determination module 930 includes:

[0179] The comparison unit is used to compare the current heating supply with the reference heating supply, and to compare the current heating performance coefficient with the reference heating performance coefficient;

[0180] The determining unit is used to determine the future heat source of the vehicle heat pump of the target vehicle based on the comparison results.

[0181] In an exemplary embodiment, the determining unit is specifically configured to: determine that the future heat source of the vehicle heat pump of the target vehicle is the air when the comparison result indicates that the current heat supply is greater than the reference heat supply and the current heating performance coefficient is greater than the reference heating performance coefficient; and determine that the future heat source of the vehicle heat pump of the target vehicle is the waste heat from the motor when the comparison result indicates that the current heat supply is not greater than the reference heat supply and / or the current heating performance coefficient is not greater than the reference heating performance coefficient.

[0182] In one exemplary embodiment, the heat source determination device further includes:

[0183] The heat source switching module switches the heat source of the target vehicle's heat pump from the air to the motor's waste heat when the future heat source of the target vehicle's heat pump is the motor's waste heat.

[0184] A heater activation module is used to activate the electric heater of the target vehicle as an auxiliary heat source when the comparison result indicates that the current heat supply is greater than the reference heat supply.

[0185] In one exemplary embodiment, the heat source determination device further includes a relationship preset module, comprising:

[0186] The combination determination unit is used to combine different ambient temperatures and electric drive torques to obtain various reference combinations;

[0187] A combined adjustment unit is used to adjust the ambient temperature and electric drive torque of the test vehicle for each reference combination, based on the reference combination.

[0188] The first determining unit is used to determine the heat supply of the motor waste heat under the reference combination after the adjustment is completed;

[0189] The second determining unit is used to sequentially adjust the air conditioning settings of the test vehicle, and after adjusting to each air conditioning setting, determine the reference combination and the heating performance coefficient of the motor waste heat under the air conditioning setting.

[0190] The relationship preset unit is used to establish a correspondence between different combinations of ambient temperature, air conditioning speed and electric drive torque and the heating performance coefficient, as well as a correspondence between different combinations of ambient temperature and electric drive torque and the heating capacity, based on the heating performance coefficient determined under different reference combinations and air conditioning speeds, and the heating capacity determined under different reference combinations, so as to obtain the heating relationship.

[0191] In an exemplary embodiment, the first determining unit is specifically configured to: acquire the compressor parameters and plate heat exchanger parameters of the vehicle heat pump of the test vehicle; wherein the compressor parameters include inlet air pressure, inlet air temperature, and rotational speed; the plate heat exchanger parameters include inlet and outlet pressures and inlet and outlet temperatures; determine a first value based on the plate heat exchanger parameters and rotational speed, and determine a second value based on the inlet air pressure and inlet air temperature in the compressor parameters; and determine the heat supply of the motor waste heat under the reference combination based on the ratio of the first value and the second value.

[0192] In an exemplary embodiment, the second determining unit is specifically used to: determine the heat consumption of the air conditioning in the test vehicle based on the cabin humidity and air conditioning setting of the test vehicle, the atmospheric pressure and ambient temperature at the location of the test vehicle, and the inlet and outlet air temperatures of the condenser of the vehicle heat pump of the test vehicle; and determine the heating performance coefficient of the motor waste heat under the reference combination and the air conditioning setting combination based on the ratio of the heat consumption of the air conditioning in the test vehicle to the compressor power of the vehicle heat pump.

[0193] In an exemplary embodiment, the current parameter determination module 910 is specifically used to: determine a third value based on current environmental information, the current speed of the target vehicle, and the evaporator parameters of the vehicle heat pump; wherein the evaporator parameters include inlet and outlet air temperatures and fan speed; determine a fourth value based on the gas constant and the inlet air temperature in the evaporator parameters; and determine the current heat supply of the air based on the ratio of the third value and the fourth value.

[0194] In an exemplary embodiment, the current parameter determination module 910 is specifically used to: determine the current heat consumption of the air conditioner in the target vehicle based on the current atmospheric pressure and current ambient temperature, as well as the current in-vehicle humidity, current air conditioning setting, and condenser inlet and outlet air temperature of the target vehicle; and determine the current heating performance coefficient of the air based on the ratio between the current heat consumption and the current power of the vehicle heat pump of the target vehicle.

[0195] Each module in the aforementioned heat source determination device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of a computer device as software, so that the processor can call and execute the operations corresponding to each module.

[0196] In one exemplary embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as follows: Figure 10 As shown, this computer device includes a processor, memory, input / output (I / O) interfaces, and a communication interface. The processor, memory, and I / O interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the I / O interfaces. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides the environment for the operating system and computer programs stored in the non-volatile storage media. The database stores data such as heating relationships. The I / O interfaces are used for exchanging information between the processor and external devices. The communication interface is used for communicating with external terminals via a network. When executed by the processor, the computer program implements a method for determining a heat source.

[0197] In one exemplary embodiment, a computer device is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 11As shown, the computer device includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or other technologies. When executed by the processor, the computer program implements a method for determining a heat source. The display unit is used to form a visually visible image and can be a display screen, projection device, or virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the computer device can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the casing of the computer device, or external keyboards, touchpads, or mice, etc.

[0198] Those skilled in the art will understand that Figure 10 and Figure 11 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0199] In one exemplary embodiment, a computer device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the various method embodiments of the above-described heat source determination method.

[0200] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of the various method embodiments of the above-described heat source determination method.

[0201] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps of the various method embodiments of the above-described heat source determination method.

[0202] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0203] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0204] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A method for determining a heat source, characterized in that, The method includes: When the vehicle's heat pump absorbs heat from the air to heat the vehicle cabin, the current heating parameters of the air are determined; wherein the heating parameters include the heat output and the coefficient of performance (COP). From the heating relationship, query the reference heating parameters corresponding to the current ambient temperature, the current air conditioning setting and the current electric drive torque of the target vehicle; wherein, the heating relationship includes the heating performance coefficient under different combinations of ambient temperature, air conditioning setting and electric drive torque, and the heating capacity under different combinations of ambient temperature and electric drive torque. Based on the current heating parameters and the reference heating parameters, the future heat source of the vehicle heat pump for the target vehicle is determined.

2. The method according to claim 1, characterized in that, The step of determining the future heat source of the vehicle heat pump of the target vehicle based on the current heating parameters and the reference heating parameters includes: Compare the current heating supply with the reference heating supply, and compare the current heating performance coefficient with the reference heating performance coefficient; Based on the comparison results, the future heat source of the vehicle heat pump of the target vehicle is determined.

3. The method according to claim 2, characterized in that, The step of determining the future heat source of the target vehicle's heat pump based on the comparison results includes: If the comparison results indicate that the current heat supply is greater than the reference heat supply and the current heating performance coefficient is greater than the reference heating performance coefficient, then the future heat source for the target vehicle's heat pump is determined to be the air. If the comparison results indicate that the current heat supply is not greater than the reference heat supply, and / or the current heat supply performance coefficient is not greater than the reference heat supply performance coefficient, then the future heat source of the vehicle heat pump of the target vehicle is determined to be the waste heat of the motor.

4. The method according to claim 3, characterized in that, The method further includes: If the future heat source for the vehicle heat pump of the target vehicle is the waste heat from the motor, the heat source for the vehicle heat pump of the target vehicle will be switched from the air to the waste heat from the motor; and, If the comparison results indicate that the current heat supply is greater than the reference heat supply, the electric heater of the target vehicle is activated as an auxiliary heat source.

5. The method according to any one of claims 1-4, characterized in that, The heating relationship is determined in the following way: By combining different ambient temperatures and electric drive torques, various reference combinations are obtained. For each reference combination, the ambient temperature and electric drive torque of the test vehicle are adjusted based on the reference combination. After the adjustment is completed, determine the heat supply of the motor's waste heat under the reference combination; and, The air conditioning settings of the test vehicle are adjusted sequentially, and after each air conditioning setting is adjusted, the reference combination and the heating performance coefficient of the motor waste heat under the air conditioning setting are determined. Based on the heating performance coefficient determined under different reference combinations and air conditioning settings, and the heating capacity determined under different reference combinations, a correspondence between different combinations of ambient temperature, air conditioning settings and electric drive torque and the heating performance coefficient, as well as a correspondence between different combinations of ambient temperature and electric drive torque and the heating capacity, is established to obtain the heating relationship.

6. The method according to claim 5, characterized in that, Determining the heat supply of the motor waste heat under the reference combination includes: Obtain the compressor parameters and plate heat exchanger parameters of the vehicle heat pump of the test vehicle; wherein, the compressor parameters include inlet air pressure, inlet air temperature and speed; the plate heat exchanger parameters include inlet and outlet pressure and inlet and outlet temperature; Based on the parameters and rotational speed of the plate heat exchanger, a first value is determined, and based on the inlet air pressure and inlet air temperature in the compressor parameters, a second value is determined. The heat supply of the motor waste heat under the reference combination is determined based on the ratio of the first value and the second value.

7. The method according to claim 5, characterized in that, Determining the heating performance coefficient of the motor waste heat under the reference combination and the air conditioning setting includes: The heat consumption of the air conditioning in the test vehicle is determined based on the cabin humidity and air conditioning setting of the test vehicle, the atmospheric pressure and ambient temperature at the location of the test vehicle, and the air temperature at the inlet and outlet of the condenser of the vehicle heat pump of the test vehicle. Based on the ratio of the heat consumption of the air conditioner in the test vehicle to the compressor power of the vehicle heat pump, the heating performance coefficient of the motor waste heat under the reference combination and the air conditioner setting combination is determined.

8. The method according to any one of claims 1-4, characterized in that, Determining the current heat supply of the air includes: Based on the current environmental information, the current speed of the target vehicle, and the evaporator parameters of the vehicle's heat pump, a third value is determined; wherein, the evaporator parameters include the inlet and outlet air temperatures and the fan speed. The fourth value is determined based on the gas constant and the inlet air temperature in the evaporator parameters; The current heat supply of the air is determined based on the ratio of the third value to the fourth value.

9. The method according to any one of claims 1-4, characterized in that, Determining the current performance coefficient of the air includes: Based on the current atmospheric pressure and current ambient temperature, as well as the current humidity inside the target vehicle, the current air conditioning setting, and the air temperature at the condenser inlet and outlet of the vehicle's heat pump, determine the current heat consumption of the air conditioning in the target vehicle. The current coefficient of performance (COP) of the air is determined based on the ratio between the current heat consumption and the current power of the target vehicle's heat pump.

10. A heat source determination system, characterized in that, The system includes an on-board terminal for the target vehicle and a vehicle heat pump, wherein the vehicle heat pump includes a compressor, a first electronic expansion valve, and a second electronic expansion valve; wherein, When the vehicle heat pump absorbs heat from the air to heat the vehicle cabin, the on-board terminal determines the current heating parameters of the air; wherein, the heating parameters include the heating capacity and the coefficient of performance (COP). The vehicle terminal queries the heating relationship to obtain reference heating parameters corresponding to the current ambient temperature, the current air conditioning setting of the target vehicle, and the current electric drive torque; wherein, the heating relationship includes the heating performance coefficient under different combinations of ambient temperature, air conditioning setting, and electric drive torque, as well as the heating capacity under different combinations of ambient temperature and electric drive torque. The vehicle terminal determines the future heat source of the vehicle heat pump of the target vehicle based on the current heating parameters and the reference heating parameters. When the future heat source is air, the vehicle terminal continuously operates the compressor and the first electronic expansion valve, and closes the second electronic expansion valve; or, when the future heat source is waste heat from the motor, the vehicle terminal closes the first electronic expansion valve and opens the second electronic expansion valve, so that the vehicle heat pump absorbs heat from the waste heat of the motor to heat the vehicle cabin.

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